USHGA Hang Gliding April 1989 by US Hang Gliding & Paragliding Association

1989 U.S. World Team Fund-Raiser/Raffle Prizes include a whole bunch of nifty hang gliding stuff from the following sponsors: Advanced Air Technology ... $100 Gift Certificate Aerial Tease .......................... 6 Bumper Stickers, 6 Shirts AirTime of Lubbock ............ ATOL Bridle & Nose Line The Airworks ....................... 2 Pairs Finger Fairings BRS ........................................ Rocket-Deployed Chute System Crystal Air Sports Motel ..... 6 Shirts Desert Hang Gliders ............ UP Speedbar with Rubber Coating Fly High/Paul Voight ........... Aerodyne Helmet Hall Brothers ........................ 2 Airspeed Indicators & Brackets HG Center of San Diego ...... Profits from Seminar Hang Glider Emporium ...... 3-day Lesson Program Hawk Air Sports .................. 5 Windsoks High Energy Sports ............. Cocoon Harness & Accessories Kitty Hawk Kites ................. 2 Caps, 4 T-Shirts, 2 Sweatshirts Leading Edge Air Foils ........ 3 Inter Alp Helmets

Lookout Mt. Flight Park ..... Ray Ban Sunglasses Massachusetts Motorized .... Sailmaking Supplies Microflight ............................ Video Camera Mount Mission Soaring .................... Takeoff & Landing Clinic Pacific Airwave .................... KISS Sweatshirt, 2 Belt Buckles, 1 Camp Top Publitec ................................. 10 Pfeiffer and Right Stuff Books Robert Reiter ........................ 5 Mountains High Videos Sail Wings ............................. Pacific Airwave Flight Bag Seedwings .............................. Car Rack Streamlined Tubing Silver Wings ......................... 30% off any Blackhawk Harness Thermal ................................ 2 Quick Release Carabiners Western Hang Gliders ......... Revo Sunglasses Wills Wing ............................ Z-II Harness, Gear Bag Windgypsy ............................ Cocoon Harness

PLUS! ... a Grand Prize of a glider of your choice from: Seedwings, Wills Wing, Delta Wing, Pacific Airwave, UP International or Moyes $10.00 get's you a World Team pin. $30.00 or more gets you a team sweatshirt. One entry per person please.

-------------------------------------------0 $10.00 for a World Team pin. 0 $30.00 for a World Team sweatshirt. Please indicate shirt size (circle one) S M L XL 0 An extra contribution of$ to help out the team. I understand I'm entered in the raffle, Make checks payable to USHGA World Team Fund.

Enclosed please find:

NAME: ADDRESS: CITY: PHONE:

_ _ _ _ _ _ _ _ _ _ _STAIB: _ _ _ _ _.ZIP: _ _ _ __

Contributions are not tax deductible. Send to: USHGA, P.O. Box 500, Pearblossom, CA 93553

e have the Team, the Experience, the Gliders and the Service

WIN!

USHGA Merchandise Order Form BOOKS Right Stuff for Hang Glider PIiots by Erik Fair. Reprint of columns from Hang Gliding magazine. Light humor, overview of sport, launch/landing techniques, personalities .................................. $7.95_ _ __ Hang Gilding According to Pfeiffer by Rich Pfeiffer. 244 pages on competition flying, strategy, equipment and instruments-by one of the nation's top racing pilots ................................................................. $9.95_ _ __ 1988 USHGA Calendar. 12" x 12" full-color pictorial. Big date squares for notes, appointments ..................................... $5.00_ _ __ 1989 USHGA Calendar. 12" x 12" full-color pictorial. Big date squares for notes, appointments ..................................... $9.95_ _ __ BOOKS-BASICS AND CLASSICS Manbirds by Maralys Wills. Entertainingly takes the reader from hang gliding's past to its soaring present. 150 black and white photos, 8 pages color, 40-page appendix ........................................................................... $7.95_ _ __ USHGA Instructor Certification Manual. Complete requirements, syllabus, teaching methods ..................................... $2.00_ _ __ Hang Gliding by Dan Poynter. 8th edition. Basic handbook on hang gliding .................................................................... $7.50_ _ __ Flying Conditions by Dennis Pagen. Micrometeorology for pilots. 90 illustrations ........................................................... $7.50_ _ __ Hang Gliding and Flying Skills (NEW EDITION) by Dennis Pagen. Beginner to Intermediate instruction manual. ..................................................................................................................... $9.95_ _ __ Hang Gliding Techniques by Dennis Pagan. Intermediate to Advanced pilots, covering cross-country, competition and powered flying ................................................................................................................... $7.50_ _ __ Manned Kiting by Dan Poynter. Handbook on tow-launched hang gliding. Methods, equipment. ................................... $4.50_ _ __ Federal Aviation Regulations for PIiots, 1989 edition. Required study material for ratings ........................................... $7.95_ _ __ FAI Sporting Code for Hang Gliders. Requirements/procedures for record attempts .................................................... $3.00_ _ __ USHGA Record Attempt Kit with FAI Sporting License. (Birthdate Birthplace ) ................................................................... $10.00 _ _ __ Hang Gliding Manual and Log by Dan Poynter. For beginners. An asset to instructors. 24 pages ................................. $1.50 _ _ __ . Deluxe Log Book published by Lookout Mt. Flight Park. 72 pages, pilot ID, ratings, rules of the air, glider inspection and maintenance history, parachute inspection and repacking records ... more ........................... $4.95_ _ __ USHGA Soaring Log Book. The official USHGA log book ............................................................................................... $4.95 _ _ __ USHGA Fl!ght Log Book .................................................................................................................................................. $2.95 _ _ __ Site Information Manual. Advice, letters, examples on how to open new or protect existing sites .................................. $3.00 _ _ __ APPAREL and ACCESSORIES Magazine Collector Binder. Brown vinyl. Wire inserts for 12 issues. Build a reference library and protect issues all at once ...................................................................................................... $9.00_ _ __ USHGA Wallet. Royal blue nylon with white logo. Velcro closure, photo/card insert, machine wash ............................... $8.95 _ _ __ APPAREL and ACCESSORIES=GLASS!CS USHGA "Hang GIid ing" T-Shlrt. 100% heavyweight cotton. Horizontal color bar chest design. Circle color/size/women. WHITE or TAN. Sizes: S M L XL. Women -scoopneck white only ................................... $8.00 _ _ __ USHGA Emblem T-Shlrt. Our original, 100% heavyweight cotton. 1O" circular chest logo. Circle color/size. Men's only. LIGHT BLUE or TAN. Sizes: S M L XL. ........................................................................ $8.00 _ _ __ USHGA Emblem Baseball Cap. Foam Front, white mesh back, adjustable size. Circle color choice. NAVY, ORANGE, GOLD ................................................................................................................ $5.00 _ _ __ USHGA Belt Buckle. Solid bronze, sculpted relief, custom design. 3-1/4" x 2-1/4" ........................................................ $12.00_ _ __ USHGA Sew-On Emblem. Embroidered logo for blazers, flight gear bags, etc. 3" circle ................................................. $1.25 _ _ __ USHGA Emblem Decal. Full color, water transfer decal for inside or outside surfaces ...................................................... $.25_ _ __ License Plate Frame. "I'd rather be hang gliding." Blue lettering on white plastic frame .................................................. $5.50_ _ __ HANG GLIDING BACK ISSUES All issues prior to 1984, as available, $1.50 each. 1984 to current are $2.00 each. Back issues are listed separately. Request an issue listing with check mark at right. 0

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United States Hang Gliding Association, P.O. Box 500, PearBlossom, CA 93553 (805) 944-5333

Volume 19

CONTENTS

Issue No. 4

(USPS 017-970-20)

Features

Columns

10 Dunlap, TennesseeThe Hang Gliding Capital of the East

22 USHGA President lry RUSS Locke The site crisis.

lry G. W. Meadows

39 Competition Corner

A small town in Tennessee shows its support of our sport.

lry Dave Deming A report on the Region 9 Cross-Country Contest.

Page 10

14 Pilot ProfileL.O. Oflirpa

41 Safety Forum lry Bob Thompson

An interview with one of hang gliding's most bizarre enthusiasts.

19 Pilot ReportSensor SlOC

..f'·

Safety first. An essay on hang gliding ethics.

Page 24

24 Got The World on a String

5 7 8 9 44 46 51 51

by Larry Bunner with Mark Langenfeld Larry sets a U.S. tow record of 175 miles over the flatlands.

33 The Fly America Story-Part II by Greg De Wolf The team finally gets off the ground. They were told it couldn't be done.

Departments Airmail Update Calendar of Events Accident Reports Ratings Classified Advertising Stolen Wings Index to Advertisers

Page 33 COVER: Greg DeWolf, of F1y America fame, sets up a landing near Hawk Springs, Wyoming. Photo by Skip Brown. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHCA 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 nsk. Copyright © 1989 United States Hang Gliding Association, Inc. All rights reserved to Hang Gliding and individual contributors.

APRIL 1989

=----·

--- ..

p TERNATIONAL

AIRMAIL GIi Dodgen, Editor/Art Director Jane Dodgen, Editor/al Assistant Dave Pounds, Design CorJ$ultant John Heiney, Doug Rice, Leroy Grannis, Bettina Gray. Photographers Horry Martin, Illustrator

Office staff Liz Sharp, Coordinator Joyce Isles, Ratings Lynne Parton, Member Services Ca1hy Moyer, Member Services USHGA Officers and Executive Committee. Russ Locke, President Dick Heckman. Vice President Gregg lawless. Secretary Dan Johnson. Treasurer REGION 1: Ken Godwin. REGION 2: Ken Brown, Jay Busby, Russ Locke. REGION 3: Bill Bennett. Walt Dodge, Gregg lawless. REGION 4: Bob Buxton, Jim Zeiset. REGION 5: Mike King. REGION 6: Ron Kenney, REGION 7: John Woiwode, REGION 8: Bob Collins. REGION 9: Pete Lehmann, Jeff Simms. REGION 10: Dick Heckman. Matt Taber. REGION 11: Carl Boddie. REGION 12: Pete Foumla, Paul Rikert. DIRECTORS AT LARGE: Don Johnson, Dick Heckman, Mark Bennett, Joe Greblo, Dennis Pagan. HONORARY DIRECTORS: Liz Sharp, Mike Meler, Bob Thompson, Tom Kreyche, Jan Johnson. The United States Hang Gliding Association Inc. Is a division of the National Aeronautic Association (NAA) which Is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGAsupervislon of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine Is published for hang gilding sport enthusiasts to create further Interest In the sport, by a means of open communication and to advance hang gilding methods and safety. Contributions are welcome. Anyone Is Invited to contnbute articles, photos. and illustrations concerning hang gliding activities. If the material Is to be returned, a stamped, self-oddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING rnogazine 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 017-970) Is published monthly by the United States Hang Gliding Association, Inc., whose malling address is: P. 0. Box 500, Pearblossom, CA 93553 (805) 944-5333. FAX (805) 944-1905. Second-class postage is paid atPearblossom, CA and at other entries. The USHGA is a member-controlled educational and scientific organlzatton dedicated to exploring all facets of ultralight flight. Membership ls open to anyone Interested In this realm of flight. Dues for full membership are $39.00 per year ($42foreign): subscription rates are $29.00 for one year, $53 for two years. $77 for three years. Changes of address should be sentslxweeks In advance, Including name, USHGA number, previous and new address, and a moiling label from a recent Issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSN., P.0. BOX 500, PEARBLOSSOM, CA 93553.

APRIL 1989 VoLUME 19, IssuE No. 4

WOMEN'S COMPETITION Dear Editor, It has been great to see the coverage of developments and accomplishments of the female pilot community in the pages of the magazine. While occasionally biased, and a little misleading, the articles have illustrated that there are increasing numbers of women whohavechanged their flying focus from recreational to competitive. Having been involved with the "Women's Movement" in hang gliding for several years I've had the opportunity to speak with a diverse group of female fliers and, while I don't always agree with every one of them, I've found that my own perspectives have changed and grown. At this point in time, and given the tone of the last Board meeting, with its subsequent lack of action on the part of some of the Women's World Team subcommittee participants, I think that it's time that women pilots let go of the developmental stage, grow up and enter the real world of competition. Over the last several years we have seen an increase in the number of women pilots, innovative changes in terms of small highperformance glider designs, and new directives on the part of the USHGA to involve themselves in PAI-sanctioned feminine competition. Segregated meets do not serve to improve competitive skills and aren't supported philosophically by the women I've surveyed. (Data on this unscientific study are available upon request.) Besides that no one is breaking down the doors to organize a meet! Women's meets may be an enhancement to the sport, just as they are in road racing, but they aren't a necessity. As designated World Team Leader for the nonexistent Greek meet, I have negotiated with several corporate sponsors including the Women's Sport Foundation, DAY Associates, World Sports Promotions, and other groups. The overwhelming response I have received is that companies require a track record of success before they are willing to risk investing money in supporting team efforts. My proposal is this: If you want to be a competition pilot, compete. A number of opportunities exist within existing competitions. Passionate pleas don't earn points and charisma doesn't win championships. the goal of competition is to win. Personal best can be achieved on the recreational front. The U.S. Women's World Team should be chosen on the basis of competition per-

formance using the ranking system which already exists. If we had to send a team to a women'sFAI competition today we could choose one from our national rankings. The next Coupe de Monde Feminine is not scheduled until 1991. The policy of the USHGA is that a world team is selected six months prior to the meet. There is adequate time for women who are serious about representing the U.S. at the meet to prepare and earn a spot. We want to send the best team. If the present desi.gnees are the top competitors then they deserve to go. Until then, it is an open competition. Two years ago the USHGA created a subcommittee to address concerns of women pilots and to facilitate the formation of a team to represent the States in FAl competition. Please forward your responses, proposals, etc. so that the committee can continue to represent the interests of the greater pilot community. Jan Johnson Honorary Director Women's World Team Subcommittee Chairperson AMERICAN PARAGLIDING ASSOCIATION Dear Editor, Paragliding is gaining popularity in the U.S. at a rapid rate. This being the case, there is the potential for conflict at regulated hang gliding sites. The American Paragliding Association (APA) was founded in 1987 to help this sport progress safely. We have been working closely with the USHGA to establish guidelines for pilot proficiency and instructor requirements. The problem of coexistence at hang gliding sites is being worked on. Eventually all interested sites will be rated for paragliding capabilities. This will be done on an individual basis, as each site must be addressed separately. We wish to inform everyone that the pilot proficiency program is complete and that paraglider pilots can berated in much the same way as hang glider pilots. Our system consists of Class I, special skills, Class II and instructor. I have been working with Dennis Pagen on a paragliding manual that goes handin-hand with our rating system. The book will be available this year. The AP A encourages supporting memberships at a cost of $15.00 per individual, $35.00 for a group. This member-

AIRMAIL ship entitles you to a newsletter and updates on the sport. A copy of the APA pilot proficiency rating system is available to clubs or interested parties for $5.00 to cover administrative costs. This information will help you understand that paragliding pilots share more with you than just your airspace! Fred Stockwell President, AP A P.O. Box177 Riverton, UT 84065 (801) 254-7455 MOYES ROOKIE A WARD Dear Editor, I'd like to thank Bob Thompson for running, and Wills Wing for supporting the Arizona Cross Country Contest. Due to procrastination on my part I did not inform him before his article was published that Moyes was donating prizes as well. Rather than giving the top pilots more goodies, Steve Moyes agreed to award the top-placing newcomer in each of the categories. In essence it is a "Rookie of the Year" title and gives the first-timer something to shoot for. The final stipulation was that the a ward was to be given regardless of glider brand flown. Whether you fly Wills, Moyes or Delta Wing you can become the "Moyes Rookie of the Year." The top rookie in the under SO-mile class was 17-year-old Cory Poore who cranked his Vision Mark IV a distance of 44 miles. In the unlimited class, Kurt Ziegler zoomed his CTR World Beater 153 miles. Each walked a way with high-quality Moyes shirts. Next year we hope to add more categories to the Moyes award. Top on the list is the longest flight by a female pilot, and the longest flight off tow.

ous ways. Some people do not spell too accurately. Some articles are just a few sentences (or more) too long to fit on a page. Sometimes several articles concerning similar subjects will be in the same issue and the editor will use his discretion in omitting or altering some things. My article on the '88 Arizona X-C contest was modified for at least the last two reasons, and it said some things I hadn't intended, left out some I had intended, and presented a different slant than I had intended on others. I'm sure the changes were intended to be positive, as our editor is a pretty good person, not to mention a great man for his job. Also, be careful how your comments are taken if another "reporter" is quoting you. Geoff Loyns and some of the Arizona pilots have gotten into a bit of discussion concerning this one. Bob Thompson Phoenix, AZ

Next month I'll write a little editorial on what editors look for in contributions.-Ed. RAFFLE WINNERS Dear Editor, I love you very much, but I have a problem with paying $30 for a sweatshirt in a raffle and not even knowing who won the top prizes. Please don't let our love affair with hang gliding be fettered by such trivial concerns. Mike Hendrix Tyler, TX

This was an unfortunate oversight last year. This year we'// see to it that the names of a/I the winners are published.-Ed. TOWARD SAFER TOWING

Rick DeStephens Phoenix, AZ EDITORIAL DISCRETION Dear Editor, As Chairman of the USHGA Publications Committee I feel that it would be worthwhile to remind the readers of Hang Gliding that any article submitted to the magazine may be altered slightly in vari6

Dear Editor, This is in response to Doug Hildreth's towing accident report in the January issue. It appears as though the accident wasn't the young inexperienced tow pilot's "fault" as much as it was the ignorance of the instructors. When a pilot is launched at 35 mph of course he is going to "freeze up," since 25 mph is fast enough for almost any situation except a tandem flight. The Sport is an

excellent towing glider because it will launch at a slower speed, but ifit' s launched too fast with a pilot who doesn't know how to correct it, a high speed yaw will result. After the glider is released the tow vehicle should speed up and accelerate to about 35 or 40 mph (airspeed) and the pressure on the brake should be reduced from the normal climbing pressure. In this way there is very little chance that the glider can fly faster than, and over the tow vehicle. There should be just enough tension on the line to keep the glider flying at 50 to 100 feet AGL. Assuming that the tow line is attached to the pilot's harness (not the glider) when the glider starts to turn a gradual increase in tension will straighten the glider out. I don't know what was meant by the comment that the pilot "failed to push out enough." It seems Doug was implying that this was necessary to keep from flying over the tow vehicle. Whether towing or free flying I don't know of any circumstance (except landing or making a coordinated turn) when a beginning pilot should be told to push out. This is especially true when towing. If the hang point is correct (it's the same whether towing or free flying) there is no need to push out to go up. The nose will rise to a point as the tension increases. When tension is reduced there should be an automatic reaction to pull in at least slightly. There is a tendency on the part of new pilots and, indeed, experienced pilots who have never towed before, to keep the bar out. A glider will not normally fly at the towing attitude. There was a good suggestion in the report. The pilot must knowhow to operate the release and must be told firmly that, especially in an emergency situation, to first release the tow line and, by consciously looking at the release, make sure the line is gone. In response to the tandem towing fatality it doesn't seem they had an observer. This is extremely important. Let's keep sharing what we've learned about towing and keep an open mind. I'm convinced that we can make towing one of the safest ways to enjoy this great sport. If you're ever in North Carolina and want to have some fun flying give me a call at (919) 376-9601. David Kincheloe 6445 S. NC87 Graham, NC 27253

HANG GLIDING

UPDATE AIRWA VE KISS ADVISORY Pacific Airwave would like to remind all Magic Kiss owners and all pilots demoing the Kiss that the glider should always have its nose shroud properly installed and undersurface zipper fully closed prior to flight. Failure to do so will provide inadequate control bar pitch pressure and poor pitch feedback at higher speeds. On the Kiss a correctly-mounted nose shroud and a closed undersurface center joint are full-function parts of an optimal distribution of pressures around the glider's airfoil, and not just "cosmetic accessories." The phenomena mentioned above have been reported on a number of newer designs. To further insure proper glider assembly Pacific Airwave is now assembling each Kiss with its nose shroud permanently attached to the undersurface zipper slider by a short string, so it becomes impossible to remove or forget. NEW MEMBERS SUBMITrED BY BUSINESSES-Februaiy, 1989 Windsports Int'l ....................................... 7 Morningside South .................................. 3 Ultimate High Aviation .......................... 3 Hang Gliding Emporium ....................... 2 Hawk Airs ports ....................................... 2 Lookout Mountain Flight Park .............. 2 Mission Soaring Center .......................... 2 Raven Hang Gliding School .................. 2 The HG Center of San Diego ................. 2 Wasatch Wings ........................................ 2 Air Tech Electronics ................................ 1 Airtime of San Francisco ........................ 1 Fly America .............................................. 1 Nova-Air ................................................... 1 Penn-Aerie ................................................ 1 Pro Hang Gliding .................................... 1 Torrey Pines Flight Park ......................... 1 True Flight Concepts .............................. 1 The following schools/clubs submitted one new member for the month of February: Mountain Wings, Spectrum Hang Gliding, Hawk Airsports, The Colorado Hang Gliding Center, Wasatch Wings, True Flight Concepts, Ultimate High Aviation, Sail Wings, Raven Hang Gliding, Lookout Mountain Flight School.

1989 MANUFACTURERS LEAGUE MEET UPDATE Full details of pilot selection and eligibility were to have been published in this issue, however, as we went to press these details weren't determined. Complete information will be mailed to pilots upon receipt of a properly submitted entry. Date: June5-11, 1989. Eligibility: 51 pilot slots; 27 reseived for nine manufacturer teams of three pilots each, the other 24 slots to be allocated initially by region, by pilot rank, and eventually on a first-come firstserved basis, as was done last year. Location: undetermined at this time, somewhere in California. How to enter: send a photocopy of your current USHGA membership/rating card and a check for $75 payable to The Manufacturers League Meet to: Manufacturers League Meet, care of P.O. Box 4384, Salinas, CA 93912. ONLY the nine invited manufacturers may enter as teams, all others must enter as individuals. Individuals may form teams after they are admitted to the meet. Pilots not admitted to the meet and cancelling prior to May 10 will receive a refund.

Point (Horseshoe Meadows) in the Owens Valley, CA. The sheet includes pilot requirements, flight restrictions and safe flying guidelines. Contact: Lone Pine Hang Gliding Center, P.O. Box 540, Lone Pine, CA 93545.

SEEDWINGS HAS MOVED Seed wings, manufacturer of the Sensor line, has relocated its facilities. The new address is: 41 Aero Camino, Goleta, CA 93117 (805) %8-7070 FAX (805) 968-0059. The new shop is 1,000 square feet larger, and accommodates an expanded sail loft needed to cope with increased demand.

KISS VICTORIES IN BRAZIL Pacific Airwave is pleased to announce that pilots flying their new Magic Kiss took 1st, 2nd, 3rd, and eight of the top ten places at the recent American Cup held in Brazil. Ken Brown, marketing director for Pacific Airwave says, "Having so convincingly won the American Cup, we are optimistic about regaining our World Champion title in Fiesch this summer."

WALT'S POINT SOARING INFO Rod Schmidt has published an information sheet for pilots wishing to fly Walt's

There's no place like ... ... cloudbase at Lookout Spring soaring is at it's best at Lookout Mountain! Altitude gains of 5,000 feet or more are routine when the nights are cool and the days warm. And 9,000 and even 10,000-foot gains are possible [the record for L · 00 feet ! And with Lookout's in_ _ credible 13-mile ridge, ·~-'~ airtime is very easy -

you can cruise the ndge

waiting for the next thermal to take you higher. ~~ftc:a~p /o~ub~~~!'.

nooga, Tennessee, and

set your sights high in the sky above Lookout.

Lookout Mountain Flight Park A full-time, full service dealer! Rt. 2 Box 215·H, Dept. HG, Rising Fawn, GA

30738 (404) 398·3433 or 398-3541. LMFP BROCHURE send S1.

Year-round Lessons Sales & Service APRIL 1989

REGION 12 CONTEST The USHGA Region 12 Hang Gliding Championship will be held at Mt. Utsayantha in Stamford, NY during the Memorial Day Weekend of May 27-29. Mt. Utsayantha is located in the Catskill mountains in Eastern New York where the successful 1987 championships were held. It rises 1,500 feet above the landing fields with launches facing three directions. The contest is limited to the first 30 pilots who sign up. XC formats will be flown. Entry $35 to: Marty Beckenbach, P.O. Box 358, Macedon, NY 14502 (315) 986-4452. NEW CERTIFED SCHOOL USHGA welcomes a new certified school: True Flight Concepts, 13243 Gladstone Ave. Sylmar, CA 91342 (818) 3676050.

THERMAL CAMP Join us !or 7 days of advanced thermal soaring and introductory XC flying. Our sites ()l'ovide altifudes of 14,000' and 1,000 fpm thermals. Open to Novice and above. Transportanon & lodging and all necessary ~uipment including_gliders can 6e provided. DATES: May 14·20i June 4;1ob June 11·17, June 18-24, Sept. 17-2.1 1 Sept. 24·3 , XC CAMP Become an advanced XC pilot py training in our XC clinic. You'll learn all a5P%ts of this kind offlying, then fly some of the best sites in the U.S. most of whicfl have produced 100+ mile flights. Transportation and all necessary equipment including gliders can be p_rovided. lnfermediate pilots and a5ove. DATES: May 26-June 4, July 9·15, July 23-29, Aug. 6-12, Aug. 20-26, Sept. HJ.16.

The Hang Gliding Center 4206-K Sorrento Valley Blvd. San Diego, CA 92121 (619) 450-9008

CALENDAR OF EVENTS April 1-2: Paragliding clinic. April 15-16: ICP. Contact: Torrey Flight Park, San Diego, CA (619) 452-3202. April 7-9: Hang Right Systems ICP. Need completed first aid multimedia course. Ernpnasis on "on the job" training techniques. See and train students first hand. Contact: Dan Skadal, 1202 E. Walnut, Unit M, Santa Ana, CA 92701 (714) 542-7444. April 8-10: 1989 USHGA National Fly-In, Chattanooga, TN. Sponsored by Sequatchie Valley Soaring. Low-key flying, prizes, seminars, clinics, manufacturer _presentations. Contact: G.W. Meadows (615) 949-2301. April 8: Novice ground school. April 9: Glider maintenance clinic. April 28-30: Monterey Bay Steeple Chase. May 19-21: Reno trip. May 28-June 3: Ridge soaring camp. June 3: Parachute clinic. June 4: XC clinic. June 1117: Owens Valley XC tour. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. April 8-9: First Lake McClure Benefit Ry-In. "The fly-in of the century," near Coulterville, CA, east of Yosemite. $20/pilot, Hang II and USHGA rnernbershi p required. World Team benefit. Contact: Briggs and Susan Christie (408) 757-9924. April 15-23: East Coast Championships, Sequatchie Valley, TN. 40 pilots max. Contact: G.W. Meadows (615) 949-2301. April 22-23: World Team Fund Raiser fun meet in conjunction with Mt. Wings 8th annual party, PacAir demo days & volleyball tournament. Flying at training hill and Ellenville Mt. Contact: Greg Black (914) 647-3377.

May 5-7: Instructor Certification Program, Lookout Min. Flight Park, Chattanooga, TN. April 16: Parachute clinic. Contact: (404) 398-3433, (404) 398-3541.

May 27-29: Fourth Annual AHGA Zoar Pig Weekend. Haney's Point at Atkins, Arkansas. Amateur and Pro classes. Contact: Larry Haney (501) 224--2186.

May 6-7,13-14: XC fun meet, San Diego CA. May 27-June 3: Owens VallEry assault Sept. 2-4: 14th annual Gateway FJy-In. May 26June 4,July9-15,July23-29,Aug. 6-12, Aug. 20-26, Sept. 10-16: XC camps. May 14-20, June 4-10, June 11-17, June 18-24, Sept. 1723, Sept. 24-30: Thermal camp. Contact: The Hang Gliding Center, 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 4509008.

May 27-29: First Stukel Mt. Oassic, Oregon. Prize money. $25 in advance, $30 day of meet. Contact: Klaus Federlin (503) 883-2279.

May 6-7, 13-14: XC Fun Meet, San Diego, CA. Team contest for Novice and Aavanced flying together. Entry $75. April 28 reservation deadline. Contact: John Ryan (619) 4509008. May 13-15: Basic/ Advanced ICP. $50 per person. Con tact: A us tin Air Sports, Steve Bums, (512) 474-1669, or Capital HG Assn., Carl Geers (512) 331-6798. May 20-21: Lake Elsinore flying trip. June 24-25: Yosemite sled ride. July 15-16: Owens Valley XC seminar. Aug. 12-13: Sanata Barbara/Big Sur flying trip. Sept. 2-4: Owens Valley XC seminar. Contact: True Right Concepts, 13243 Gladstone Ave., Sylmar, CA 91342 (818) 367-6050. May 27-29: 11th Annual Dry Canyon Fly-In. 3 days' fun & competition, Alamogordo, NM. Pylon race, bomb drop, XC, dinner. Meet at Alamogordo KOA 9 a.rn., May 27. Contact: QJ Wilson, (505) 434-2001, Gre_g Bouten (505) 437-8503, Parker Hobson (505) 437-1700.

May 27-29: USHGA Region 12 Hang Gliding Championship at Mt. Utsayantha in Stamford, NY. XC format, 30 pilots max. Entry $35. Contact: Marty Beckenbach, P.O. Box 358, Maced on, NY 14502 (315) 986-4452. June 3-11: Delta Oub Como 10th Lariano Triangle Championships. Contact: Tiberio Rooa, Via Zoh, 18, 22030 Pusiano (Co), Italy. June 5-11: 1989 Manufacturers League Meet. 51 pilots, nine manufacturer teams. Entry $75. Contact: P.O. Box 4384, Salinas, CA 93912 or call Mike Meier (714) 547-1344. July 8-13: Chelan World Oassic, Chelan, WA. Contact: Rick Girard, 319 102nd Ave. SE #20, Bellevue, WA 98004. July 22-Aug. 6: World Masters Games, Denmark. Includes hang gliding. Contact: World Masters Garnes, Vestergade 48 I, 8000 Arhus C, Denmark, tel. +45 621l99 88, FAX +45 620 98 89. July 23-29: Proposed 1989 Women's Invitational Championship at various XC sites in Southern Idaho. Contact: Lisa Tate, 11716 Fairview, Boise, ID 83704 (208) 376-7914. Aug. 12-13: Second Annual Darrell Newsom run Fix-In. Prizes and a great time. Contact: Rick Morrison, 301 Adams, Pocatello, ID 83202 (208) 238-0060.

April 28-30: Region 10 Regionals. Contact: Lookout Mt. Right Park, (404) 398-3541 or 3433. April 28-30: Wills Wing/Enterprise Wings Demo Days at Point of the Mountain, UT. Flying guaranteed with towing. Contact: Mike Haley (801) 572-4383. April 28-30: Monterey Bay Steeple Chase. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. April 29-May 2: The Scott Challenge. In memory of Jeff Scott. Sanctioned meet at Sylrnar, CA, Jeff's hometown. Contact: Erica Koesler (818) 767-4851. May 5-June 5: ATOL Airfest '89. Includes record-breaking XC attempts by Tudor, Loyns. Tow tandern«linic. Basic ICP. Wills Wing Demo Days. Contact: Airtime of Lubbock (806) 745-9633. May 5-7: 3rd Annual American XC Championships at 2,500' Moore Mt., NC near Hwy 16 north of Taylorsville. Pilot's meeting Sat. at 10a.rn. Entry $20, $25fun flyers. Free camping. Bring water. Cash awards. Contact: David Thompson (704) 552-0988, or Travis Bryant (704) 758-9331.

HANG GLIDING

ACCIDENT REPORTS compiled by Doug Hildreth DATE: PILOT: AGE: RATING: EXPERIENCE:

GLIDER: INJURIES:

9/8/88 Brian Campbell

26 Beginner 3 to 4 months, probably had Novice skills La Mouette Atlas 16 Fatal

INCIDENT: Young, bright, successful, aggressive, athletic pilot from Colorado was very excited about his new-found sport. In an attempt to learn faster, he traveled to Point of the Mountain in Salt Lake City, Utah, for a well-respected soaring clinic. After several low-wind flights the group proceeded to soar the ridge in 15 mph winds. This was the pilot's first soaring flight. The pilots had been extensively instructed regarding dangers at the site, including warnings about drifting back into the rotor. The pilot was obviously excited about his first soaring flight, but on at least one occasion was warned by radio, when he drifted back too far, to stay out in front of the ridge away from the rotor. The pilot promptly complied. After a flight totaling a half an hour, the pilot once again drifted behind the ridge, got caught in the rotor and dove into the ground to his death. COMMENT: This fatality occurred in September of 1988, and must be added to the 1988 total fatality list. The following conclusions are from an experienced pilot and an investigator of this accident. Because they are so well done, and make so many important points, they are reprinted here. Brian Campbell was the victim of any one of several contributing factors, any or all of which many pilots might well have gotten through safely. Then again, they might not have. No one single factor seems to stand out as the cause of this unfortunate accident. As an aerial sport that involves a third dimension hang gliding has invisible hazAPRIL 1989

ards. Flying time, experience, and the sharing of those experiences with others increases one's ability to recognize these hazards. 1) Brian was very short on experience. 2) He was used to excelling at most everything. 3) He wanted to do bigger and better things as soon as possible, had probably done so with skiing and scuba diving, and had gotten away with it. Purchasing a fullrace Magic as a first glider was indicative of this attitude. 4) The selling of a high-performance glider to a beginner quite likely supported his notion that he was a better pilot than he was. 5) His instructors were reluctant to take him on this trip, but relented because of his persistence. His first flights seemed to support his claims about his ability. Novice pilots often want to soar, but it is too early in their flying career. He may have had a mental fixation on soaring. 6) His instructors took their eyes off him for a few minutes after he appeared to show competence. This is not unusual with soaring instruction, but the lack of 100% observance provided the opportunity for him to get into trouble. 7) On their first soaring flights pilots often lose contact with reality as they experience the euphoria of flight. I tell all my students about this, and some experience it, whether for a few seconds or longer. It is sort of a brain lock that doesn't allow "normal" reactions to occur. Brian may have experienced this phenomenon which allowed his training about rotors to go unheeded. 8) Unlike most of the rest of the Point of the Mountain, the place where Brian wandered is unforgiving of the kind of error he made. 9) As this was Brian's first soaring flight it was likely the first time he had encountered winds of 15 mph, and therefor the forces acting on his glider were most likely substantially greater than he had ever experienced. (The force of the wind in-

creases with the square of the increase in velocity, and rotors magnify the effect.) Even though he had been taught about rotors by several instructors, it is hard for most people to really relate to their force until they experience it, hopefully at a safe altitude. 10) Because Brian was used to doing so well all the time he probably was overconfident and complacent. It takes time to build a proper respect for what can happen in hang gliding. A little fear he! ps. It sounds as though Brian had most likely not yet encountered a situation which had scared him even a little. Although instructors are obligated to inform students of potential hazards, there is a fine line between building a healthy respect for those dangers, and making the student fearful and overly cautious. 11) The glider, an Atlas, was an older model, although it is still in production after 10 years. It may not have the pitch stability characteristics of a modern HGMAcertified glider, although any glider might have crashed under the circumstances. •

It's

Torrey Time!

March is the traditional beginning of the soaring season in San Diego. Torrey Pines-Spring cold fronts turn up the smooth coastal winds at one of the world's convenient hang gliding sites. San Diego Area MountainsEarly season cross-country flying is excellent, as the unstable air and our famous convergenc.e fire up. Torrey Flight Park, Inc. invites you to join in the action. We offer: • Rental Equipment • Mountain Excursions • Beginner Through Advanced Training • Delta Wing and UP Products Special events: April 1-2: Paragliding Clinic. April 15-16: Instructor Certification Program. For more information contact:

Torrey Flight Park (619) 452-3202 2800 Torrey Pines Scenic Dr. San Diego, CA 92037 9

t W..Meadows

HANG GLIDING

Anyone who has ever seen the Sequatchie Valley knows that it's an incredible geological formation. When one looks at a relief map he can see that the Valley seems to have been carved out of a plateau like a long ditch. The Valley is up to 1,700 feet deep, approximately five miles across and over 65 miles long. It's practically an unbroken ridge with only small gaps that interrupt the continuity. To the average person it's an extremely breathtakingly beautiful sight. To the hang glider pilot, it's heaven in the East-a sort of scaled-down Owens Valley if you will-with vegetation. With all of this in mind, I started on a project which I will detail in this article. I've been coming to the Sequatchie Valley to fly since the early 80's after Rick Jacob made a road trip to North Carolina, where I'm from, to do some flying at one of the sites in the Boone area. I was pretty green back then, and would follow practically anyone who appeared to know what he was doing, so I followed him to what he described as the "promised land" for hang glider pilots. When I arrived there, and saw this unbelievably pristine valley, and its flying potential, I knew that I would be spending a lot of time on the road in the future. Many of you have no doubt seen pictures of the world famous radial ramp located at Henson's Gap. Well, that's the first site I saw in the Sequatchie, and I was impressed to say the least. Being from North Carolina, where we have a very limited supply of landing fields, I was overwhelmed by what I saw as I looked off this great curved ramp-fields, fields everywhere. Big, wide, long, flat fields, as far as the eye could see. Needless to say, there aren't many tree landings in the Sequatchie Valley. If all this weren't enough, the real kicker was the pilots there; they were all so nice and sincerely interested in my flying, and in making sure that I had a good time during my stay. It's kinda funny. The pilots there don't put a lot of emphasis on how far they go or how high they get, it's more a "howmuchfun did you have" atmosphere. Well, needless to say, after that first exposure to this place I was hooked on visiting every chance I could. I started talking my friends into coming with me to help cut down on the expense of the travel and the boredom that sometimes goes with it. I remember saying to Tom Parsons, one of my best flying buddies, "Man, wouldn't be great to live out there, and be able to fly APRIL 1989

there all the time." We used to dream about it. Well, I finally ended up signing on as manager at Sequatchie Valley Soaring back in September of last year, after Rick Jacob did another road trip to North Carolina, with that infamously ugly sidekick of his, Dave Schmidt. Rick, one of the owners of the shop, and Dave came to visit and offered me the management job. After getting settled in and trying to adjust to the grueling lifestyle, I started thinking about this valley and about how not enough pilots are a ware of what a great place it is, so I decided to do something about it. I've always believed that you can do absolutely anything you put your mind to, and I put my mind to a campaign of pilot and public awareness of hang gliding in the Sequatchie Valley. Dunlap, Tennessee is known as the heart of the Sequatchie Valley and is located right out in front of Henson's ramp. It's where most hang glider pilots who come to the area eat, sleep and do most of their shopping. Also, since it's centrally located in the Valley, all the hang gliding sites are only about 15 minutes from "downtown." My idea was to make Dunlap the hang gliding capital of the East. I was standing around with a few pilots one day, saying that I had this idea, when Hank Hughes walked up. Hank is a hang glider pilot who lives in Dunlap and is the owner of the largest building supply business in the town. I was later to realize that Hank knows just about everybody in the town of Dunlap. He instantly told me who I should talk to first about my idea. It seems that Carson Camp is a Sequatchie County Commissioner and he really pushes tourism in the Valley. So the next day I went to see Carson and told him my ideas for bringing more hang glider pilots to the Valley. He really thought that it was a good idea and decided to help me push the project with the necessary people in town. He suggested that I start attending civic meetings and give presentations on what hang gliding is all about, and how it could benefit the Sequatchie Valley. The first of these meetings was the monthly meeting of the historical society, which was taking place on Thursday night, just three days away. Well, I went home and borrowed about 1,000 slides from Cliff Whitney, and sat for about three hours in the dark picking out the ones that nonhang glider pilot type people would be

most interested in. I only came up with about 30. I also gathered some printed information on flying in the Sequatchie Valley, such as articles which had appeared in Hang Gliding and Whole Airon the famous radial ramp and last year's Nationals. Well, come Thursday night I went down to the library in Dunlap, armed with all my propagandagoodies,and presented "Hang Gliding in the Sequatchie Valley According to Meadows" to the Sequatchie County Historical Society. They all sat and watched, astounded that I could use so many "uhs" in one sentence. I was asked some very intelligent questions, which I responded to with the best answers known to modern man, and was even interviewed by the local radio station for broadcast the next morning. Well, that was one success. Those people really seemed to like the idea of making Dunlap the hang gliding ca pita! of the East. Now what? Hank and Carson both suggested that I attend the next meeting of the Lion's Club, Dunlap's largest civic organization and the group which originally erected the "Welcome to Dunlap" sign, to which I wanted to add the words: "Hang Gliding Capital of the East." I arrived at the Tuesday night meeting of the Lion's Club, with the same basic slide show in hand, was introduced by Hank (who was the president of the Lion's Club last year), and gave the same basic presentation that I had given two weeks before at the Historical meeting. This particular presentation lasted much longer, because of the sincere interest and well-informed questions. I ended the presentation by asking the Lion's Club to back us on the Hang Gliding Capital of the East idea. Their vote on the proposal was unanimous. They suggested that we go to the city council meeting with the Lion's Club recommendation that Dunlap be proclaimed the Hang Gliding Capital of the East. That was two successes behind us, but the big test was coming up. We had a couple of weeks before the town council meeting, and good ol' Hank did some serious lobbying where it counted. (It's good to have people like Hank on your side.) The night of the town council meeting came and I was extremely nervous. This time I left my slide show at home, figuring that roughly half of Dunlap had already seen it (some of them more than once). The meeting began with the normal stuff that town meetings begin with, and 11

learn more about flying in the Valley. The Tennessee Tree Toppers currently have three sites in the Valley and we hope to acquire two more. You can fly any wind direction except strong northeast, and we're trying to fix that. The Tennessee Tree is the world's best hang gliding club, and we'd like to have the chance to prove it to you. Come on down and visit any time, and enjoy flying in the Gliding of the East. Many thanks to Hank Hughes, Carson Carnp, the town council of Dunlap, and the merchants of this little town, for their support of the we all love.

ABOUT THE AUTTJOR:

then it was our turn. Since Hank is well known in the town

and I hardly Gliding Capitol oflhe and the councilmen whot an excellent idea it was, and how it could do nothing but the town. stated that they knew many pilots patronized the businesses. Then one of them made a motion to and to allow us to to fame on the Welcome to motion was but one other councilmen wanted to amend the motion to say that not only were we allowed to do these but that he wanted to allot us $300 the

main Henson's from town. This received a unanimous vote needless to say, I was happy that r had .,.,,,,c,i,mrl started out to this we one up on the north end of town, and the other signs will be up by the time you read this. The

that tell you how to to Henson's may take a little longerdueto state involvement, but they are forthcoming. The two newspapers that serve the the people informed of these on as they were as did the local radio station in Dunlap. In I was on the radio so much that I wasn't far from having King's job.

A North Carolina native, G. W. Meadows now resides with his wife Jan near Chattanooga, Tennessee where he is manager of Sequatchie Valley Soaring Supplies. SVS operates a fullservice facility at the Tennessee Tree Topper's Henson's site. "GW," as he is known to all, has been involved with hang gliding for nine years. I le is an Advanced pilot, with Advanced Instructor, Tandem 2 Instructor, and Tandem Administrator ratings. Meadows has served as the president of the North Carolina Hang Gliding Association, is currently the Region 10 director, and was formerly elected to the director-at-large position. He has attended all USHGJ\ Board of Director meetings since 1986. GWisa true hang gliding enthusiast who is sincerely dedicated to advancing the sport. Ile is tfut principal organizer the 1989 National slated for April in ---Dan Johnson

After the paper came out that informed everyone that Dunlap was the Glidof the I made up an ad for that many of the for. All the listed merchants are interested in promoting hang gliding in the Valley. So if you visit the area make sure you stop in and let them know you are a hang glider pilot and that you their support. Feel free to contact me if you want to

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l1ANG GLIDING

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Yankee. I went back to Moammar's """"h:' tnraise the he met me at!the door with a look of concerned excitation.

you must rub this wondrous lamp. When a jinn in a cloud of dust, to him r,our wish to and it will be and his willi11g11rn,s only a few rials dsm. now I was in too

•

on that rubbed the swirl of dust appear that engulf me and set the to tluttc1,inJ1,. We never did lift off the ground, but occurrences me Well after a week or so I the town down, I'm sure. I could hear chuckles and calls of dcirision in Persian. But J was bound on the

• iv""'"'"" is the center of the universe lt110t1gttt !was about to encounter To su1·on1se. he took me to a room, me some thick coffee and asked if I'd like to fly.

HGM:

However, my money soon ran out and I was forced to return the and carpet to Moammar. I left Iran and desire to learn to fly. I eventually in California where I first saw hang I knew then that I had found my I bought a 17-foot Free standard and the rest, as they say, is HGM: That's a remarkab!ci

"he "is a flying cargci1cr.atic)ns in my pricel,Dss and I cannot sdl it, but I can rent to you for a rcasontce--+;av 100 rials and hour."

so many snicl<('rs and introduced to Italians. last HGM: I was in and decided to head cast back to states. 1 1,, n,·,,, "'"' ~ " r1~1!:1.11ar carz1 vain trail back then Jst,•mb·ul to New Ddhi pm·

lose. One rials at the time was worth a few dollars and I had

I was a as the word had appaircm.tly gotten out about the gullible HANG GLIDING

HGM: Well, turnabout isfairplaytheysay. Also, in those early days we hear you were awarded the President's Citation for Heroism. Could you fill us in on the details? LOO: Certainly. I'll never forget that harrowing experience. I was returning from London on a TWA stretch 727. About two hours out from JFK the pilot called and advised us that he would have to make an emergency landing in the ocean as the elevator control had failed. For some time I had noticed a disconcerting porpoising in the aircraft. Concern soon turned to panic as the aircraft began to dive uncontrollably. In the confusion I struggled to the cockpit door and begged entrance. I convinced a steward to let me speak to the overwrought captain. He was doing all he could to trim the aircraft with engine power alone, but all he managed was to stabilize in a shallow dive. I explained my background to him briefly and sold him on my plan. We would weight-shift the airplane to a safe landing. I've done this hundreds of times I assured him. He agreed to try it if only to slow our descent and gain time. It was with great fear and a little hope that the stewards and I roused the passengers and moved them aft. On command everyone stood in the aisles and moved back one step at a time. After five steps the airplane slowed perceptibly. We coordinated with the captain and soon had that airplane flying at normal cruise speed. The captain simply called "nose up" or "nose down" and we reacted like hang gliding students to run back or forward. As time went by we gained experience at judging how much weight shift to apply. With a few trials to find the stall point, we had enough knowledge and confidence to attempt a landing. As we sped across the runway at JFK ambulances and emergency vehicles flashed by our windows. Everyone was expecting the worst. But when the pilot yelled "flare!" the whole herd rushed to the rear so fast that grandmothers and small children were trampled. We touched down in a tail-dragging landing, but the only injuries were a few bruises and one broken nose. The latter injury was mine as one of the trampled grandmothers swung her purse at me in anger for such ill treatment. I guess she figured I was connected with the airline. At any rate, I did receive a free ticket from the airline, the presidential citation and personal thanks from the pilot. Later he contacted me and becameoneofmybest students. He quit his job and opted for the life of a hang glider bum. He figured he'd live longer. HGM: That must have been quite an experience. Did any of the passengers know what was happening?

APRIL 1989

LOO: After a while I think most of then understood the basic principle. Weight shift control is intuitive. I bet we created a lot of potential hang glider pilots with that one flight. HGM: Could be. Now let's turn our attention to the present. Do you have any interesting ongoing projects you wish to share? LOO: I'm glad you asked. I have assembled a team to take a new stab at the world distance record in a hang glider. As you know, none of my previous records were official because they were not documented. (See April, 1982 and April 1983 issues of Hang Gliding-Ed.) I've carefully read the FAI rules and found that there is no requirement as to the type of lift used as long as the pilot remains intheairduetoaerodynamic(non-bouyant) forces only. So here's the plan: In the center of Pennsylvania there are long ridges that head roughly northeast and southwest. Sailplanes set their world distance records here, but hang gliders don't have the performance to cross some of the more formidable gaps. Through one of these gaps passes I-80, a coast-to-coast expressway. I have contracted an eighteen wheeler with a large wind deflector over the cab to head west through the gap near one of the mountain sites. I'll be soaring the mountain or launch at the right time to swoop down over the truck and pick up the moving ridge lift created by the truck. I figure we can go about 45 mph like that for an essentially unlimited distance. The only problems that remain to be solved are selection of the right glider and documentation. I'll need a high wing loading to avoid diving too much to keep up with the truck. A 133 Magic should be just about right. The problem with documentation is that a barograph won't indicate the small ups and downs encountered above the truck with enough accuracy to prove the flight was continuous. To solve this we are thinking of mounting a video recorder on the trailer. With a proper lens we can even pick up road signs to verify mileage. HGM: The whole thing sounds like a great adventure! When do you expect to pull off such a flight? LOO: In late April or May, as soon as the days are long enough and the weather warm enough to complete a five- to tenhour flight. I figure that I'll have the world distance record in under five hours. After that, who knows. HGM: Well we certainly wish you luck. Keep us posted. LOO: Sure. I'll send you the first press release. HGM: Do you plan to retire from the record business if you're successful?

LOO: Well yes, actually. I'll soon be in the middle of another project that will leave little time for such personal goals. HGM: What's up this time? LOO: It's a glider design. As you know, paragliding is booming in Europe and growing rapidly in the U.S. of A. The reason is that the wings are so easy to learn to fly and to transport. I decided that what hang gliding needs is a more convenient, fun craft for those of us who just want to fling our bodies through the sky and greet the birds. Who needs to stuff battens? Who wants to lug 70 pounds around} My idea is a simple wing weighing Jess than 40 pounds, with four carbon tubes and a light-weight sail.Using current technology I calculate that I can double the -performance of paragliders which claim a five-to-one best glide. This puts me in the realm of the current hang gliders. My first prototype is completed and flies beautifully. (See accompanying photo-Ed.) In the future we will clean up the design and should have a marketable product by late 1989. HGM: This glider looks curiously like an old standard. LOO: Sure it does, but looks are deceiving. Those early designers didn't know anything about proper sail cambering, washout control, leading edge construction or material selection. We're getting 10 to 1 with the same basic layouts they were using to produce lead sleds. That's progress. HGM: Well,Mr. Oflirpa, we certainly hope you are successful with your new design. It looks promising. Now before we close are there any last thoughts you'd like to pass along? LOO: Yes, I'd like to say farewell to all the pilots and pilettes who have supported me and my endeavors in the past. After I finish my current project I plan to become as rare aa toucan in the Yukon.So I wish you all an eternal benign breeze. HGM: Thank you, L.O. LOO: Thank you. •

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Year-round Lessons Sales & Service 15

Wills Wing Standing Out In The Crowd

PIiot: Jamie Lasser

Photo by Larry Tudor

Hang glider pilots are a breed apart. Only one out of every thirty five thousand people choo.ses to fly hang gliders; all the others fulfill their recreational needs through more conventional means. It takes a special kind of person to reject the conventional wisdom and choose the path that seems right for them. In business it takes a special kind of company to be a leader. Followers are plentiful; they can be recognized by their adherence to the conventional wisdom, and their tendency to do whatever the others are doing, regardless of the specific merits involved. Leaders distinguish themselves by consistently following their own judgements; which often lead them down a different path from that of the larger group. Tirroughout the history of hang gliding, Wills Wing has demonstrated such leadership time and again.

PRODOCT DFSIGN

In 1979, Wills Wing pioneered the use of larger diameter thinner wall 2" by .049 11 tubing to provide the necessary strength for deflexorless leading edges without adding unnecessary weight. In the early eighties, Wills Wing innovated once again with the first use of lighter weight 2 1/4" diameter by .049 wall tubing in place of heavier sleeved crossbars. In 1986, with the 167 Sport, Wills Wing introduced the use of high strength 7075 T6 alloy tubing in the main airframe spars, allowing us to achieve an unprecendented combination of extraordinarily high strength and true high performance in a glider weighing just over 60 lbs. Over the years, the imaginative application of sound engineering principles has allowed us to consistently offer gliders which are simultaneously among the lightest and strongest available. PRODOCT TFSTING

Between 1974 and 1976, Bob Wills pioneered the practice of formal structural testing; first by flying a Wills Wing Standard with four people aboard, and later by flying six people on a Wills Wing SST. Since the first inception of a formal industry standard glider testing program, Wills Wing has led the way in compliance with and participation in that program; by testing and certifying to that standard every production glider we have released, and by being the only manufacturer to have done so. Wills Wing also, in 1973, pioneered the quality control concept of factory test flying each individual production glider, and fought for years, against virtually universal resistance from the rest of the industry, to make such test flying a standard industry practice. Today, Wills Wing is again expanding the frontiers of structural testing, by being the only manufacturer to conduct positive load tests at speeds significantly above the industry standard for positive loads of 65 mph. Using a specially designed test vehicle powered by 100 octane aviation fuel and nitrous oxide injection, Wills Wing has conducted positive load tests to 82 mph, and plans to go even faster in the future. SALES AND SERVICE

Wills Wing has also lead the industry in establishing sales and service policies that promote pilot safety. Wills Wing products cannot be purchased factory direct, they are sold only through authorized dealers. Wills Wing actively supports the USHGA instructor certification program, by sponsoring Instructor Certification Clinics and requiring all of our class one dealers to be USHGA certified instructors. Wills Wing further supports its dealer network with comprehensive service manuals and bulletins, dealer seminars, and glider demo days. PERFORMANCE - COMPETITION PROVEN

In 1973, a Wills Wing glider won the first U.S. National Championship ever held. Wills Wing repeated in 1974 and won again in 1975. Over the years, more than three times as many U.S. National Champions have flown Wills Wing gliders than those of any other manufacturer. In 1988, Wills Wing gliders won National Championship titles in the United States, Germany, Switzerland, Austria, and France. Wills Wing gliders currently hold all three World Distance Records. STANDING our IN TIIE CROWD

At virtually every point in time during the past sixteen years, Wills Wing has been doing something that was out of step with the rest of the industry; whether it was formal structural testing, factory production test flying, aggressive support of professionalisn at the retail level, designing weight efficient structures, introducing no keel pocket sail . designs, or bucking the lastest design "fashion trend." In the past, our approach has often been criticized, but many of our innovations are now being openly copied by the rest of the industry. As a hang glider pilot you have had the self assurance to express your own individuality through your participation in this unique form of free soaring flight. You don't need to follow the crowd. We invite you instead to fly with a leader. When you're ready for the best, we've got your glider.

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devices. Of the five current three are Scmsors: a 51013, a 510B cum C and a 510C. when I want to test fly a parI just dial in the model on my it up and head for I've been out the We will consider each item.

convenience. It is this very choice that a His difficult for the

a new one. is a full-race 51 OC but does in a issue. Later we'll cover a few other new

barn has become an relics (two standards and several APRIL 1989

and make an offer.

in turn, which renders the reflex bridles less effective at zero With a VG compensator, nn1N,,,,pr reflex bridles are tightened as the crossbar moves thus maintaining The Sensor 510C uses the stan·· whereby the kingpost is tilted forward and back about two inches at the the reflex bridles. As a result of the the crossbar of the C model is allowed to move about 1-1 /2" farther forward than the B model, ease

have excelled at sink to moderate conditions. I bemodel Sensor continues this

forward.

as a sail wears stretches. Upon tion it is easy to sec that the Sensor has most reinforced sail in the with

This is a consideration for those who inthan one season.

1 max on this test glider. This correlates with what we found in last ratio contest on Sensor Bs. I do the however. and tighter this means at higher hours

formation. In the wmds of Ian Huss the

with him when he states arc more than maximum ratio.

mise).

many pilots are not aware that the comes in three versions nated SS (standard), ES race) and (full race). The differences are in the number of battens, options and sail material applied to the basic planform and frame. I will state unequivocally that I have flown a standard Sensor that exhibited handling as easy as the best I have flown 1OM or Vision). Thus a to own a Sensor need not the handling. A full race Sensor is a different matter. The Sensor's wide nose angle makes with less than handling at slow This can be an and a When flying in lift you can use this yaw tendency to initiate a nice flat turn in the direction of the yaw. On the other hand, if the glider adverse yaws when one wing lifted by a you need extra time and power to center in the lift. Due to the dihedral balance of a you have to HANG GLIDING

IIEL1A WIN&

Access•ries (move to the outside) of a turn to coordinate. This too is a tradeoff, for although this takes extra effort, a flatter and more efficient turn can result since the mass of the system is placed further out in the circle, and the net speed of the entire wing is slower (conservation of angular momentum). Incidentally, thefasteryouflyina Sensor the more stable in yaw it becomes, unlike many other designs. Pulling on speed in a turbulent landing field is thus not a problem. In general it takes a number of hours fora pilot to transition from some gliders to a Sensor, due to its handling differences. However, after familiarity comes a satisfaction with the handling/performance trade-off. C Landing One purpose of a VG system is to allow you even greater flexibility in the handling/ performance trade-off. This is a great asset d uringthe landing phase, foryoucan loosen the glider, reduce its glide ratio and enhance handling at such a critical time. The Sensor C in the full-loose mode handles as easily as any other glider in the same performance category. The confidence you have during landing thus depends on your competence. Of course, no high performance glider is going to be as easy to land as an intermediate glider. In my recent experience on the Sensor C I have landed downwind in a switchy field and parachuted with my feet three feet off the ground with no nose drop in either case. The ease of flaring along with good static balance leads me to say that the Sensor C is adequate in landing setup and moderately simple in final flare mode. C Aesthetics This topic includes many things such as finish, convenience and pure beauty. The Seed wings policy has always seemed to be to eschew trick hardware for simplicity and safety. Thus, we have clevis pins and safety pins instead of quick pip pins. We have shackles instead of internal control bar fittings. The list goes on, but the final picture is one of a Spartan dressed in a fine robe. The latter refers to the Sensor's impeccable sail. It is easy to see where all the design energy goes. Setup and breakdown of the Sensor is complicated by the fiberglass tip wands. They tend to be the stiffest in the business (I have flown four other designs incorpoAPRJL 1989

rating such tips), and require a humble position with butt on the ground, two arms and a leg to install. However, Sensor devotees soon learn to handle this adversity for the benefit it affords-a nice elliptical planform. IfI had the benefit of bending BobTrampenau' sear for one minute I would request that he incorporate a quick catch at the nose of the glider for fastening the lower control bar cables. This would be the easiest change to make with the greatest time and hassle saving. In general, the setup of the Sensor is not much different than any top-of-the-line design. They all have about the same number of battens. Don't forget that Sensor tail, however, which takes all of ten seconds. And so we come to the final point to recommend the Sensor. That is its pure beauty in the sky. The graceful curved lines make it easily recognizable and it rivals the aesthetics of a frigate bird or an arctic tern. That accounts for something in many pilots' minds. The Sensor C is not for everyone, but then neither is any design. For a pilot looking for sink rate and good cross-country performance, I suggest a trip to your friendly dealer to try the latest version Sensor SlOC. •

Sensor 510C Specifications SP AN: 34.8 ft. AREA: 161 sq. ft. ASPECT RATIO: 7.5 EMPTY WEIGHT: 68-70 lbs. HOOK-IN WEIGHT: 145-225 lbs. PRICE: $2,820 to $3,290 (basic standard to full race)

Learn from the best • . . .From. your . atfirst flishts Lookout Mountain off our grassy, gently-sloping train· ing hnls to soar1ng high above woild-famous Lookout Mountain, we're witn you each step of the way. You'll learn at your own pace from USHGA-certified instructors, and when you're ready, you'll -~~~~ 1 0 0 l:rou~t;~~-~1~ sse\ : levels every day of the week, year round. All equipment provided. Located just 20 minutes from Chattanooga, Tennessee. Camping avail· able in our landing field. ~:!lu~~!RJ~!i:fi~~

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30738 Send $1 for BROCHURE.

Year-round ussons Sales & Service

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USHGA PRESIDENT

The Site Crisis by Russ Locke We've got a rather nasty situation developing in most parts of the country. Actually, more correctly put, we have a lack of a good situation developing, and our future flying could become considerably more difficult if we don't find some solutions soon. The problem is in two parts. The first part centers around the disappearance of established sites. In the last couple of years we have lost several old-time flying sites, and several more are in the process of disappearing, or have some identifiable threat. There is no one reason why this is happening, but some of the pieces to the puzzle include (in no particular order): • Pilots using poor judgement and angering land owners around the flying sites. The list here is endless, and ranges from acts of outright vandalism to things as simple as irritation over all the dust our vehicles kick up as we're going up the hill. • Civilization is crowding in on us and many of the areas we use for launching and landing are being developed. • More pilots are using existing sites,causing saturation problems. • Liability and insurance problems. • Changes in airspace control areas. The second part of our problem is even more ominous. Not enough new sites are being opened up. Many of the reasons are the same as those above, but there are some other more complicated situations that we are going to have to address-and fairly soon in some cases. For instance: • Uninformed governmental agencies view us as a small group which would require more effort to manage than we're worth. • Property owners are not generally interested in having us on their land since 22

there is generally nothing in it for them. We do not generate money, and if they charge us use fees they accept added liability in most states-a definite catch 22. • An uninformed general public does not view us as an asset. They may not think that we're suicidal crazies anymore, but neither do they think that our flying rights are worth any effort on their part to protect. There is no one simple solution to all this, but there are a number of things that we could be doing to turn this around. First of all, we pilots have to wake up, acknowledge the problem and stop making things worse by doing dumb things. The list is endless: littering, not respecting the property rights of others, etc. We may have gotten away with this stuff in the past, particular! yin the less populated areas, but if we persist it will catch up with us everywhere. In many cases, we need to change our local reputation so that the general public and politicians view us as an asset. There are a couple ways to do this. We could spend a lot of money and become an economic power, which is certainly not our preference, or we could become more involved in local community issues. For instance, if there is a local walk-a-thon for cystic fibrosis or some similar charity, join in, not as individuals, but as a hang gliding club. Better yet, forget the walk-a-thon and organize a fly-a-thon to happen concurrently. Instead of getting pledges for cents/ mile, get pledges for cents/minute of airtime. Collect the money and forward it on to the organizers. There are lots of ideas that haven't reached the surface, but I think that we could have a very positive national change in the perception of the sport of hang gliding if every club made a commitment to do one community service-related activity per year.

We need to pay particular attention to government parks and forest management organizations. They represent our greatest hope for landing areas in the future. Land will continue to become more valuable, and in most cases we will be unable to compete for flat, open spaces with the developers who want to put buildings on them. There is also the potential to do some generic things on the national level. We need to be collecting data on sites that can be used as examples: problems that have been solved, positive impacts that have happened, things that worked, things that didn't work, etc. We probably need a fund that can be tapped by local chapters if their problem is too big or expensive for them to fight. This isn't going to be an easy thing for us to manage, but I think it's time we start making an effort to do something, instead of letting the enormity of the problem keep us from trying. Speaking oflocal chapters, I noticed the Cloudbase Country Club in the Pacific Northwest has a nice letterhead on their stationary that not only makes them look like a professional organization, but also identifies them as an affiliate of a larger national organization (the USHGA). Maybe the USHGA should provide this kind of stationary for all the Chapters. Again, there is a list of potential things and services that could be provided. If we have to raise the dues to Chapters to cover the expense of these added services, it will still be cheaper than each Chapter having to fend for itself. The bottom line is this: We are losing sites, not enough new sites are opening, and if we don't start working now to turn this trend around, we'll find ourselves in a future where all the rating programs, good relations with the FAA, insurance polices and other services won't keep us in the air. We need all those things, but above all we need safe places to take off and land.• HANG GLIDING

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on tow during a super X-C day at Bong State Recreation Arca, Burlington, Wisconsin. Photo

before 6:00 p.m. on Labor 1988, Bunner flew his Sensor 51() out from gave him some last 5-1/2 hours in up his to Illinois, a munity located almost between St. Louis and Terre ana. was tired, cold and excited. He had turned this had started with

in the U.S. as four or five years Who, as ago, would have even dreamed this would be possible'? Larry Bunner, that's who! And only half the talc of this re<:orct-tJreakin 1{ flight would be told if we went on without quiet but determined looking at this and go far over America's to

Heartland. l .arry, a nuclear technician, began flying hang gliders in 1975. ln the first ten years of his involvement with the sport he had to content himself largely with toiling at treetop height over the upper-Midwest's modest hills, ridges and bluffs. Though he delighted in occasional visits to soaring .11ot-soots in Tennessee and Utah---and the windfalls of logged airtime-credits those hours spent scratching ovrr1:hcflatlands with developing much of m-tll5;nt pe1rse,vera11ce and his scnsitivcn,:rn:e;m1g conditions. (Here it's apprcip1·1at:e to note that a number of other uff,rl,4-r·i,,,,~ pilots cut their teeth over the same country: Bruce Case, the Uchytil brothers, and John Woiwode.) When Donnell Hewett's Skyting sys·· tern entered the picture in the early '80s, however, the complexion of the sport rh,,,.,,,nd racliG1illy for the small core of diehang gliding alive in uo•Der-rv1ic1west long after the boom of long, hit-or-miss trips to

this or that bluff, the faithful congregating every weekend on the doned Air Force base runway at the Bong Recreation Area near Kenosha, Wisconsin (see sidebar). Suddenly, sled rides from 1,500 to 2,500 feet were the minimum standard by which they flew. And so began a mid western rer1ais,sa11ce of sorts. age and the number of participants to increase exponentially. Larry set sights on the horizon, and just about every time he dropped the tow rope he also cut the string which held many of the other pilots in the Bong vicinity. One of his first notableX.-C's took place on August 11, 1985, when he tookadvantageof an uncharacteristically high cloud base to sprint to Janesville, Wisconsin, some 48 miles to the west. It soon became apparent to some of the Bong however, that this otherwise superior tow site was simply not the right spot from which to launch really significant X-C's. (This has been partially dis.HANG GLIDING

a search for suit-

near There were no or trees to contend with, and the locals seemed Best of all, there overhead. confirmed the fabu··

arc the casi°" but there arc also when pr,escmrc system sets up over

1.arry Bunner (left) and Malt Thoreson "mug" for the camera after

press went from an anemic 90 pounds to more than ] 95 pounds, and is still increasing. Finally, Larry bought and learned how to use a Thermal Snooper. He swears by it. condition would bean essential irnn-edicmt in any sustained X-C cmr1p,ai,m.

pnnnptl!v to mental fatigue; a mon1 than not is soon thr•r0:1tti·,r a grounded pilot. For those reasons Larry began an intensive program of working out on Nautilus cq11ip,m1~nt and with free Within

APRIL 1989

17, 1987--111 Miles

The first big opportunity to put all of Larry's pri"p,iratio,n to the test in the air came on ] 7, 1987. The forecast that day called skies, 10-20 mph surface winds from the south, and a high temperature of 80 Though not a remarkable fore·· cast, recent l!Xperience indicated that this would be a day at Harmon. Spring, 1987 had gotten off to a warm and dry start, and there had been two good X-C days under similar conditions. Larry negotiated another flying day from his charm-

long X-C.

ing (and apparently understanding) and headed south to the tow site. Alrcad yen route to Harmon were Beloit, Wisconsin pilots Matt Thoreson and Wayne Huebner, and dad, Bill. Matt had set the Illinois record (82 miles) from Harmon in 1986, and was eager to push it Bill was the fliers' both for tow and retrieve, and in that capacity (and as cheerleader) was an invaluable asset. At about 11:30 a.m., and while still about 20 miles north of Harmon, noticed the first Cu's starting to form overhead. He continued ... CENTERSPREAD: 1.utkowski and Stefanski out on a gor·ge<rns after tow launching from Rc·cn,ati.on Area, Burlington, Wisonsin. Photo Jerzy Lutkowski. Ir&

made a mental note to get an earlier start the next time. By the time he arrived at the tow site the clouds were already streeting, and Larry remarked to the other fliers that they might be able to fly home to Beloit. Larry's day ended much farther away than that! His was to be the "watershed" flightthe one that would unshakably convince all of them that bigger things lay ahead. By luck of the draw Larry got the first tow. Chicago pilot Keith Rainer gave him a good pull to 2,000 feet, and Larry released in 200 fpm lift. Within minutes he had spotted adustdevil racing across the newlyplanted corn fields and radioed his farewell to those waiting their turn below. That first thermal was good for 5,000 feet AGL and 15 miles. The drift at altitude was enormous, yielding a ground speed approaching 55 mph at times. The next thermal was marked by both a building Cu and a circling hawk. It took Larry to cloudbase at 6,500 feet and also much farther east than he had expected to be. Concern about crowding the O'Hare TCA later in the flight began to gnaw at him. Given the flat terrain, however, Larry knew he could pick a landing field almost anywhere, if necessary, though that would mean cutting the flight short. At the 30-mile mark Larry spotted two large, white grain bins and knew he was passing within 12 miles of his home in Byron. It was also at this point the flight almost ended. Finding no useable lift, Larry maintained best glide to a point just east of Davis Junction, Illinois, where at 1,200 feet AGL he began to feel uncomfortably close to the ground. His search for an appropriate landing field was interrupted, however, by a solitary beep from his Snooper. Guessing that this meager clue meant rising air to his left, he began a flat 270° turn in that direction. Now at 500 feet AGL, he could only hope that the Snooper and his intuition had been right. They were. Just as predicted, Larry found enough lift to sustain a 360 and reward him with more beeps from the Snooper. A bit farther downwind was another circling hawk, and a slight correction brought the Sensor alongside doing the same thing. Scraping cloud base at 6,800 feet, Larry let out the "whoop" of the survivor. With altitude in hand, Larry pulled the VG full-on and headed northeast once again. He could see a big Cu building just 28

south of the gigantic Chrysler plant at Belvidere, Illinois, and burned 2,800 feet of his hard-won altitude getting to it. Once there, Larry was startled to see a sailplane circling below him in the same thermal. He banked a number of times in an effort to get the pilot's attention, but there was no response of any kind. "I don't suppose he spent much time looking straight up," he concluded. Leaving cloudbase at 6,500 feet, Larry began to pick out familiar landmarks below. When he found the road he had traveled so many times to and from the Bong site, it dawned on him that this just might be a 100-mile day. That reverie was harshly interrupted, however, by the very real squawk of his sink alarm, and it was back into "survival mode."Withina few miles Larry was down to 2,000 feet AGL and was scanning the terrain ahead for likely thermal triggers. Fortunately, many fields were being tilled that day, and a column of dust rising behind a tractor to the north looked particularly promising. Larry headed that way and was rewarded with yet another save. Thinking that the other Harmon fliers were hot on his tail, Larry got on his radio and tried to raise them. He got no answer, and only later found out that problems with the tow line delayed further launches. All the others could manage were sled rides; he was the only one in the air. At Harvard, Illinois, Larry connected with a slightly overdeveloped cloud street that, because of its huge shadow, had cut off convection for some distance to the northeast. He stayed with the street to Hebron, Illinois, where he had been two years earlier on a 25-miler from Bong. Another thermal carried him to 5,000 feet AGL north of Hebron. That was to be the last big one; for the balance of the flight, Larry worked a choppy lift band between 2,000 and 3,000 feet, finding the remaining thermals increasingly difficult to stay in and center. Finally, after 3-1/2 hours in the air, Bong was in sight and a hundred-miler was in the bag. For a short while Larry considered landing at the park, a fitting end for a flight conceptualized there years earlier. Once again he turned on his radio, this time hoping to raise some of the Bong regulars. Again, he got no answer;nobodywas flying there that day. He decided to press on. Passing over the park, alone with his elation, Larry knew the flight was nearing

its end. Lake Michigan was plainly visible ahead, its shoreline not much more than 20 miles away, and the Milwaukee ARSA was at 10 o'clock and closer than that. "Mentally I was done too," Larry recalls. Still he made one last concerted search for lift, but there was none to be found. Four hours after launch Larry touched down along Highway C, just west of Racine, Wisconsin. Total distance for the flight was 111 miles WRM (Wood Ruler Method), the longest ever flown from Illinois. June 11, 1988-120 Miles

Now certain that the Mid west offered good potential for long straight-line flights, everyone approached the 1988 flying season aggressively. By late spring it was apparent that the region, along with much of the remainder of the country, was in the grip of a record-breaking drought, and that '88's flying conditions would almost certainly eclipse those of the year before. Matt Thoreson got things off to a promising start with a 92-miler from Harmon to just south of Cooksville, Illinois on April 24, taking six hours to complete the flight in fairly light conditions. For the next month the Harmon regulars took turns chasing one another downwind. Larry had acquired a new B-Model Sensor, while Matt and Dale Maas had new full-race Sports and Gary Newt a full-race Magic to play with. Within that 30-dayperiod five flights were logged in the 70-mile range, but none longer. It was beginning to look as though a very special set of conditions were necessary to break the hundred mile barrier: five+ hours in the air and a strong tailwind. Things began looking better over Memorial Day weekend. Larry managed a 60-miler to Belvidere, Illinois after a 2:00 p.m. start on Saturday. The very next day he went 90+ miles in 4 -1/2 hours, landing in Whitewater, Wisconsin. The hundredmile barrier finally toppled again on June 11, 1988. This flight, however, reacquainted Larry with an old familiar barrier to distance flying-Lake Michigan. To nail this flight, Larry essentially duplicated his northeasterly track flown a year before. Averaging only 5,000-foot climbs on this trip, he found the going somewhat slower. He also had an umber of low saves; one right over Bong. This time, though, someone was there. Finding himself at 1,900 feet AGL over the park and not wanting to merely dupliHANG GLIDING

gan. Because Point is the easternof the Jakcshorc for miles, it was most could have no farther. clear With the pm·chcid attention to south and southhad had some earlier successes anin,, Hi:,t and it was clear tracks had maxed-out.

1988--113 Miles

for something betwc.m,:1er·e<:1 where his go·· off to. it made a prompt return when Matt launched and immediatEily :spc!cked ··outtc> cliDmib,rneau:,,rn){J feet did the same thing and, when he was followed to scramble. It

attempt, he missed out on much of soc:ia lizi 1w.; ,md some of the cr111sir11, and mildlyco1npehtive oorr1pa1ris;on fl)rin,g. So, when a th1·ou1gh four and variable winds in its wake, Matt a call to see if he was up for a ,w,." """"'· Matt, it turned out, was on his way to Harmon.

just a sled ride There was a ping and hand on flight, and the others surpri:sed when he anno11nc:ed winds torec,,st, for a relaxed six-mile outhis APRIL 1989

iacJketatl'1otne.1.Su:mrr1Cr! It was "'"' m·~,., so I knew it was three were." After a vain search through all of the vehicles for a coat, decided to it o,ut,. dcmr1ed his Patagonia pile and chase. seemed to go from bad to tow right thcirm1al, out--..ornmg at only elected to stay on the line. cra,sh1.ng sink for the at 45 mph just to keep him aloft. Mana,ging only 1,000 he released and made a 2-1/2 miles back to the launch. "I come here to fun fly," he told Bill "and leaves me belike a wounded Though Bill was anxious to chase the others (who by now were nowhere to be seen), he took pity

weren't any easier the second time, to wonder whether he was paying penance for this though flagrant, violation of his own start rule. Managing 1,500 feet before rehe encountered no lift until half-way back to launch, and that and 200up, ottierth1·ecquarters in 200 down. Trying to locate a core, slowly lost 500 feet. Fi1rm·in1r it just wasn't his he str;1mhtout and headed back toward his truck. Salvation came at 300 feet in the form of monster lift. This boomer took to 6,000 feet nonstop, where he was surprised to find Jim circling not far below. Matt and meanwhile, were some ten miles out on course and battling bigtime sink. At one point Dale radioed that Matt was down, only to realize later that a save had been effected at 100 feet. pulled in the bar to 50 and left Jim behind. in vain for the other two pilots, hoping to continue the flight in their company. He never was able to spot them." At this point my biggest interest changed to just staying warm. Jim radioed that he'd made it up to 9,000 feet and was still not at doudbase. I wished I had been warmly enough dressed to go that high, but my highest so far had been 8,300 feet, and that was unbearable! The slipstream cut right through my pile top and I was chilled to the bone. At times l was so uncontrollably that it was

map by Peter Birr.en

a pleasure to come down between thermals." About 20 miles north of Peoria it became decision time; the controlled airspace surrounding Greater Peoria airport was going to divert Larry's flight east or west. He knew that Matt and Dale were somewhere to the west, but the clouds in that direction didn't look as strong. That, coupled with what seemed to be a slight push from the west, convinced him to head east toward the Illinois River. Though he had 5,000 feet in hand when reaching the river, Larry was barricaded by heavy sink. The nearest working cloud on course was more than ten miles farther on, so he cranked a 180 and retreated toward the flat bottom lands. There he spotted a dust devil snaking up dead ahead. "Before I could even reach it, though, I hit a boomer good for more than 1,000 fpm. At 8,000 feet I started screaming, partly in elation over these outrageous conditions and partly because I was so cold I had to get my blood flowing again somehow!" Hoping he now had enough altitude to cross the enormous sink hole over the river, Larry again turned southeast. He noted with pleasure that the cloud 10 miles out was still building strongly, so he stuffed the bar and sprinted for it. Still, it took him almost 15 minutes and all but about 1,500 feet of his altitude to get there. Not much 30

lift was left by then, but what there was took him slowly to cloudbase once again. The best part of thedaywas clearly over and it was time for a change in tactics. Up to this point Larry had cruised at up to 60 mph, losing only 3,000 to 4,000 feet between thermals. Beyond th(' !'iv'or, however, the clouds had flatte1 ' :,J farther apart. "My main objective now was just to stay up. For the next 2-1/2 hours I tiptoed from cloud to cloud, slowly working my way south. At 6:00 p.m. I could see Springfield, Illinois in the distance and thought, if only I could make it that far, I would have the Region 7 record." Conditions continued to deteriorate rapidly, however,and after struggling with a small, weak thermal for a long time with no net gain, Larry called it quits. He spotted the small farm community of Fancy Prairie just out of range to the southeast, and headed for it. One last small bubble of rising air gave him just enough to make the near outskirts of town, and at 7:00 p.m. Larry touched down in an alfalfa field, 113 miles and 6-1/2 hours from Harmon. Not bad for a "sled ride day." September 5, 1988-Midwest Express175 Miles In early August, Larry, Matt Thoreson, Jim Lamb, Don Stall, Al Whitesell, Bill Huebner,

and Eric Bunner headed to Wyoming for an "ultimate" hang gliding vacation. The trip proved more taxing than anyone had expected, with heavy-duty X-C conditions from arrival to departure. There wasn't a day of the ten when someone didn't make at least 70 miles. Larry flew seven days, averaging 85 miles and four hours per day; figures that upped his 1988 totals to more than 1200 miles and almost 60 hours. As good as the flying had been, Larry began feeling the first symptoms of burnout. During the drive back to Illinois he resolved to keep the glider in the bag unless conditions pointed to a new Region 7 record. It was time to spend more time with the family and get some long-neglected work done around the house. Larry had already checked the weather when Matt and Dale called Labor Day morning. Despite their entreaties, Larry told them he wasn't going to fly. "It didn't look like a good enough day. The winds were supposed to be out of the north at 15 mph, or less, and that didn't seem like enough to cover many miles that late in the year." Besides, Larry had promised spouse Sue that this would be a day spent with the family. Dale wouldn't let up, though, and insisted that he had heard the winds were supposed to pick up as the day progressed, continued. ..

HANG GLIDING

APRlL 1989

and that they were already blowing 15! Larry resisted, wished them luck, hung up the phone and plummeted into a no-fly funk. It didn't take long for the moping and whining to get to Sue. She promptly kicked Larry out of the house without so much as the usual "Have a good time." This had better be worth it! Noone was particularly surprised when Larry showed up at the West Brooklyn site (some 20 miles east of Harmon). Dale launched at noon (in 20 mph north winds) and slowly thermaled for altitude. As he quickly drifted toward the southern horizon, Larry had to acknowledge that Dale's prediction about the winds was better than his own. Matt was in the air next, and also raced farther south with each successive 360. Bill Huebner gave Larry the next tow. "Before the truck had gone 50 yards I was at 1,000 feet, thanks to a booming thermal. I stuck with it until it was gone, then released and did a quick 180. I found the boomer again a quarter mile downwind and rode it to 4,000 feet." With that altitude in hand, Larry set his sights on a building Cu over the town of Sublette. That cloud and the thermal feeding were good for 5,400 feet. By this time cloud streets were lined up as far as the eye could see and the lift had solidified to 1,000 fpm plus. The cold front had raced through Illinois and was halfway across Kentucky by 7:00 a.m., and the forecast high tern perature for the day, when projected along the dry adiabat, called for 7,000-foot cloudbases. The winds aloft at that altitude were 35 knots. When Larry later learned that the Peoria sounding showed little or no inversion, he wondered if they all hadn't been 30 minutes to an hour late taking off. Despite the cracking conditions, however, Dale somehow found himself in a gigantic blue hole and was forced down at Cherry, Illinois. Except for the way the day was shaping up, this would have been a creditable flight (25 miles in 45 minutes). Hisearlydemiseonlyemphasized the plain blind luck involved in X-C flying, even in outrageously strong weather. Not ten minutes later Matt thermalcd up and away right where Dale went down. A short while later, Larry cruised over the same area at altitude while Matt radioed back that he would wait at the Illinois River. Larry found Matt holding short of the river, and the two of them found some 32

excellent lift and again headed south. Ten miles later Lany specked-out to 6,200 feet, and radioed Matt that he was pressing on. Larry's next move was risky; he elected to try to jump streets and hazard the blue lane between them. Though he was at cloudbase, he had almost ten miles to go. By the time he reached the next street, lift was cycling and the clouds were beginning to break up. Luckily he found a solitary, scrappy thermal and began to circle. Matt struggled across the same gap and for a while it sounded as though he might go down. He managed a low save, however, and made it back to 6,000 feet. While Matt was racing to catch up, Larry decided on a change of strategy. It was nearly 3:00 o'clock, and every time I got 11

"Larry cruised the next 15 miles in glass-smooth air, landing at Herrick, Illinois at 6:00 p.m. He was 175 miles and 5-l/2 hours from launch. The record was his." low it seemed to take forever to get backup. It was time to get high and stay high, and to reduce my inter-thermal cruise speeds." About 90 miles into the flight Matt radioed he was going down near Bloomington, 111inois. I sure wished he could have caught up with me," Larry observed, ''but the end of Matt's flight really kicked me into high gear emotionally. I could smell the 134-mile Region 7 record that Bruce Case had set back in 1982. I began to count the miles past Bloomington, trying to figure out how far I had to go." The revised flight strategy seemed to be working; Larry stayed between 5,000 and 7,300 feet after Bloomington. By this time, however, he was beginning to get coldsoaked and a bit disoriented. "I didn't really know many of the towns in the area, and I radioed to Matt that I thought I was 11

headed for Champaign." He wasn't; the city ahead was Decatur. That little mistake later cost Larry and the chase team an extra four hours on the retrieve. On the way to Decatur Larry topped out in the best thermal of the day. This climb warranted whoops and hollers of celebration all the way to the next thermal. There, at 5:00 p.m., he was astounded to still see dust devils snaking skyward. It had been that kind of day! South of Decatur, however, the clouds began dissipating. ''There were only two remaining streets within range, one curling off to the southeast and the other slightly to the west, heading straight south. I chose the one to the west, figuring I could get more miles." That proved to be another good decision, as the street to the east quickly broke up altogether. At 5:30 p.m. Larry topped out at 6,300 feet under the southern end of the street. ''For as far as the eye could see there were no clouds to the south. I knew the flight was over." Larry cruised the next 15 miles in glasssmooth air, landing at Herrick, Illinois at 6:00 p.m. He was 175 miles and 5-1/2 hours from launch. The record was his.

Epilogue It did not take long for the fliers to realize that the significance of this Labor Day flight extended well beyond the borders of Region 7. The flight-it turned out-was also the longest ever flown east of the Rockies, and had eclipsed a previous world record tow-launched X-C of 262 kilometers by Gerard Thevenot. With the season waning and his goals fully met, however, Larry left his glider in the bag for the rest of the year. Bis last five flights had been 175, 62, 115, 154and 101 miles. "I had finally burned out and was thinking about giving flying a long, long rest," he said. But that thought apparently didn't last long. At this writing, Larry has a new Sensor on order. Moreover, Al Whitesell and a number of other southern Wisconsin flyers report gaining access to two or three new and very promising tow sites for the 1989 season. Now that there's undeniable evidence it can be done, there is no doubt that Larry, and these other fine flatland fliers, will be circling under this year's first Cu with their eyes fixed on distant horizons. The 200-mile barrier beckons! • HANG GLIDING

fan is !owed aloft in turb11Ic11t conditions m1 road in a 510C of Photo Kelvin Jones.

our ever way to slight minutes from touch··

KEY PERSONNEL AND EVENTS The call from Alida Ifanscn of McLean, Vi1·<>i111i:> was not unlike the multitude of I had received about helping with APRIL 1989

America. The concept of our transaglider flight excited many merican and there was no of people who wanted to us and part of history. from all over the U.S. desire to work on the project. were energetic and full of enthusiasm until I mentioned the there wasn't any! Not only could not anyone for their six months of work, to put $2.,000 into the was

All conversations ended at this us with some a hand, at which boring task that needed doing. t;ooct-b,,e was the last word I ever heard from them. Alicia's call differed from the norm only in that her enthusiasm never waned, and she promised to start helping with finding a sponsor I had spent two a backer and had in vain looking be,cmne disillusioned and and 33

cx:pcc::tcd the smne from our rent assistant. I was srnrnr·1sc,d when she called back

EQUIPMENT SPONSORSHIP AND CONSULTANTS While I had no luck with financial

mcnt manufacturers to equipment for our use. Airtime of Lubbock was om and most

crew of four for five Drozda seconds afhir an ATOI. truck launch months, gas, and every- Haker, California. Photo by Kelvin Jones. and told them it was nnprn,sltJ!e. I left FA would have to into the woodwork, and willing to endure THE TURN-A-ROUND the hardships to accomplish our lofty goal, and now with Alicia also willing to put her total felt the opportuup. With Cindy's gu1dc)li111e we all directed om It was bare-boned to say to be the first included only one motel team ever to cross any continent on hang room every two weeks (that was better than the seven months I sleotonthc~ m'Oumd Prc)paratior1s continued. Ian bought a in India), $2 per that was as yellow as tainmcnt (we hours it wouldn't that be entert,aining crn)u~r,nr>, found a 10'.7lH~,"' ,.,.,"""" with a pop$4,000 for two vehicles and (God was on our wasn't he?), all the applimoney for a total of 18,000 miles ances we but most didn't work up total of 55,000 and it was filthy inside. tore out the (we miles) and no money c:alls (the interior and put her extremely ca1pal:Jle cabinetmaking talents to work redesigning final bill was ,r<-.,·"'"'· and rcbuildingthe"Mothcrship." Although Alida didn't find a sponsor, she did man34

Wills Wing was the next to comAl·· mit to giving FA though they made when I'm sure bewas little chance that ever pan out, they now honored thdr former commitment. flew the Sport 150 "billboard" whkh was donated for our use. Averill Strasi;er, a local hang gliding lawyer, had been ctonatrng his legal services from the time I had Fly

friend. LHcevvisc, ologist for the National '--'L"a.,uc mc)si:,nc•nc Administration had offered his assistance in a route, as well as "nnrisin<Y us of systems while we were en route. In addition to the value of the information they donated, the su1pp1ort of both these professionals was instrumental in infusing us with the confidence to ahead with our preparations. June 1, of departure apreluctantly consented to provide one of his excellent CG 1000 har-ncsscs in red, white and blue America colors. Not knowing any of the team he had HANG GLIDING

and flew through an area of reduced arwtlhcl" l·hr>rm,-1 While

:,u,1<. LJ<L:HJ!c findim1,

wind in weak but consistent lift. Lros:,ing ten miles of unlandable terrain I '"'""''~·''

to insure the success of FA's first

Minutes at site next to Route 14 in Lancaster and we celebrated the first and only footlaunched flight of the THE PRE-TRIP TRIP

and the on Ian's M<)rc tunds \\rer,c\ tr> b(1 cairned with

no idea how or realistic we were, and he had to be convinced that this wasn't some hoax to hold of free ment In the end ""'u 1,u, the eq1L1it:,1m~nt others in the inc!ustrv

to probe.lie1.rmg that our prc>m<>tic,n of th(i1r ,cq1L1IJ:>m,Dnt and our beautiful On the oth<}r

THE ODYSSEY BEGINS Our trial run two years earlier had us many one of which was out of the San Fernando

the month of would be extl"c:mc!lv difficult. The low inversion that that time of year is mountains that must be overflown to reach the Desert. This first needed to be ac<:or:nplisl1ed APRIL 1989

And so it was--March

Banta and Walker Anderson arc

s bcmutiful wifo, drove chase jeep down the mountain and we all kept in contact by radio. Pat and being less lead the way over the back on the mountain gaining more altiwattcl1ing and listening to them maximum plunge. I ha,:l n.evcr 'bei~rnsm:cc,ssl,ul at making it past the downwash on the lee side and now I waited, thcrmaling under the and close attention were finding the LlE,tcimrtg to their anguished cries of

over the I to a path. Normally I would have flown straight downwind as Walker and Pat had, trying to outdistance the downwash while attempting to reach thci ui::>slc>pe on the far side of Sand Canyon. northeast as soon as my lift

only three beginning of FA I headed out on a 4,000-milc that me from Boulder to M,mictolba. From Winnipeg I drove to Lubbock, Texas where mci tospcmct 18 hours a the last day) be,:orining tarn11i;1r with each component helping him build and Falling down tired, I then drove to return· 29, just in time to pick the S!!:nsc>r .•;me from Santa Barbara and (who had flown in two lx!fore) from her brother's in Simi Valley. The entire crew assembled in California. Herc Alicia met and Ian for the first time and with her bright and easy going personality quickly alleviated fears that we might have lems along. The following we ori~a11ized and stored the equipment we were taking on the trip and then headed off to to spend the night. When we left that evening Pat Troy and his wife Lindsay Mattingly presented us with a decade's collection of coins that totaled hundreds of dollars judging by the weight. Adding more air to the tires to support the load we said good-bye to our hosts and arrived Yentis' house around midnight. Herc we would spend the night at the north end of the San Fernando Valley, so that we would not have to deal with the traffic getting to our launch site in Lancaster the following

Armstro,ng were all the media to inform them did such an

crew about the same time that the media

per and radio inten,rim1Vei:·s weather conditions weather-related spc:irtand \l\1tn,, thPrr' w,asrn

the media there all. meant nothto Alicia who worked like machine every media office in the world. I

understood but

weren't

stalled in order to wait for condito :impnJVc'.).Wcalldiscusscd the need hc.~d1way that for

the and neitheroflhmn had had a chance to test BEGINNING

FLY

I was too excited ,md nervous that mc,rnimg to with the rest of the entot.migc for to the noticed was the station on the corner of the nnnnr•rtv across which we were about to tow.

into my mind. As I entered the dirt on which we were to tow it seemed much bump,icr bered . It wasn't even possible em.,u1;1t1.u launch 1. !J '""'""'·· The thin stable and poor cross,,country the Then, as if that weren't Datsun as I tried to back

desert field into such a many had told me that this venture was hadn't I listened to them? How could I expect to"''''"'" 1,,,,~ .. diosc an adventure with so and such old vehicles? More pnDblenns! and Ian were slated to

onan was brand new and vvc 11"'"'" test We had never towed at this site or with this truck What wa,s happc11mg tc) rn,y rule about only one variable was the plethora possible disasters when the vision flashed through my head of the media arriving and me in such a sm·ry strtte,. so what was necessary to~" 1,m,n,wl1:,t of the The started n,,,lfivHY but it was from the west, the south as we had scarchofan cast-west road that would take full of the present wind, into a position the truck I but was smoother than the rutted mess I had come in on, and which had a small cul-de,-sac at the wind continued to necessary to drive the tow vehicle and making launch possible on the surface. At least srnncuung was to work out the four FA team members; Ben "'"'"uu <1.11u Fourmmer who helped su:pp,ort us for the first month of the trip; delightful British follow and pro-

1cm, but t,n·rn,r,,,m·u a plethora of varfab,Jes, they should watch from a were they could obtain an overview of the operations (out of the

We better go somewhere m· we would lose their attention. The second tow was than the first and Ian cut off line the truck reached the end of the road. Why'? As he 1mm1x11,at1cly started we realfact out

HANG GLIDING

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. I : enerat1on.: 1 ••• Rocket1 I I : Deployed : • Hang 1 1 Glider Parachutes. I

climbing circles and drift towards the Atlantic Ocean. Ben began chase as Cindy started towing. By the end ofthedayCindy and I had performed multiple flights and gone nowhere, the media had all the ground and aerial footage they could use, and Ian and Ben where who knows where. Listening to Ian's transmissions we deduced that Ben's radio was not working, but that he was maintaining visual contact, as Ian, never getting very high in the weak lift, drifted east. When we no longer heard any transmissions we assumed Ian was on the ground, and when there were no messages on the prearranged FA answering machine we figured Ben had lost Ian and was combing the desert. Having planned a route that would take us north from Lancaster, through the Owens Valley, we held tight into the evening, expecting Ian and Ben's return momentarily. We were astonished to finally learn that Ian had flown 83 miles due east and had landed at Barstow-Dagget Airport. Now I had the first of many extremely difficult decisions to make. Should we use this flight (it was a morale booster, we could brag to the media about our very successful day, and it was directly towards our goal), or should I call Ian and Ben back to Lancaster and wait for weather conditions that would

send us on the route through the Owens? (I had already covered 400 miles in that direction during the trial run and the Owens in June promised so much.) The choice was made and Cindy and I packed up, grabbed Alicia and Kelvin and headed east in the night to Barstow. Whether or not we had made the right decision wasn't settled in my mind, and while driving through the hot desert night I agonized over the question. We vacillated for a week, and whether we were heading in the right direction or not wasn't learned until later. You can judge for yourself next month.•

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COMPETITION CORNER

The Region 9 XC Contest by Dave Deming The Region 9 Cross-Country Contest is an ongoing event held throughout each year to recognize and acknowledge the various XC performances of the year, and to attempt to encourage pilots throughout the region to pursue the joys, excitement, and challenge of XC flight. The contest format encourages all forms ofXC, including tow launches and out-and-return. While participation in the contest is low when compared to the region's active pilot population, the entrants span the region and demonstrate con tin uall y that sites throughout the region have XC potential. This year's contest was won by Pete Lehmann with an 83.5-mile flight from Templeton in Western Pennsylvania. Pete successfully crossed the Allegheny Plateau, 10+ miles of treed wilderness, which presents the major obstacle to long flights from this site. The unusual feature of the flight was that he launchedat4:30 p.m. and landed at 7:55, half an hour prior to sunset. This shows you can obey speed limits on the way to the site and still get great XC flights. Second place went to Mike Neuman who also navigated past the Allegheny Plateau from Templeton for a 68-miler on the same day. Third place went to John Scott, whose sole XC of the year netted him a 52-miler from Templeton. Also noteworthy was the fact that six pilots reported cumulative mileages of 180 miles or more, with Pete topping all with 314 miles. Although the first three places were taken by flights out of Templeton, a more successful site this year was Sacremento in Eastern Pennsylvania. Three flights from there, by pilots not entered in the contest, topped each of these three top contest distances. Perhaps these pilots will enter the contest in 1989 for some well-deserved recognition. This year's flights appeared to be dominated by obstacles of one sort or another. Several pilots observed that detours around TCAs or restricted areas meant leaving cloud streets and ultimately sinking out. In making the right flight path APRIL 1989

choice, these pilots typically lost the public glory of a long flight and instead settled for the small, private consolation that they "did right." Well, sacrifices of this nature, which ensure the safety of the pilot while minimizing conflicts and visibility with the aviation establishment, should be commended publicly. Therefore the actions of ''Turkey" Fred Permenter, who consistently redirected his flight path to avoid entering the Camp David restricted area, and Jim Keller, who cut short his long flight to circumnavigate the Lancaster County Airport TCA should be lauded. On the flip side of the obstacle coin lies the wilderness area surrounding Hyner View in Northern Pennsylvania, which has inhibited all XC flight attempts from this site until this year. The 15 miles of forest, devoidofanylandingareas, was conquered not once, but twice by fearless Steve Krichten. Altitudes which a bated tree-landing fear were reported at 7,500 to 8,000 feet AGL! Congratulations Steve for pushing our limits and goals.

The results of the contest are provided below. The 1989 contest is underway and lasts until December 15. An entry fee of $5 provides entry and is divided among the top finishers as a small added incentive. Entry forms can be obtained from Dave Deming, 723 Kensington Dr., Newport News, VA 23602 (804) 874-8317. •

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Region IX Cross-Country Contest Results Pilot

Miles

Date

Launch

Pete Lehmann

83.5 68 52 50

5/11 5/11 8/7

5/13 6/12 3/19 6/11 8/7 8/18 6/11 4/17 ? 4/9

Templeton, PA Templeton, PA Templeton, PA Jack's Mt., PA Richmond Dale, OH The Pulpit, PA High Rock, MD Zirk's, VA Templeton, PA Sacremento, PA The Pulpit, PA West Site, PA Big Walker, W. PA Templeton, PA

Place 1)

2) Mike Neuman 3) John Scott 4) Randy Cohick 5) Jim Wilson 6) Steve Krichten 7) Fred Permenter 8) Tony Smolder 9) Larry Huffman 10) Jim Keller 11) John Middleton 12) Pete Wellhofer 13) Randy Newberry 14) Dave Deming

44.5 43 41 40 39 34 31.5

26 4

5/8

Places 15 through 19 were taken, in order, by the following pilots who did not submit flight data: Bob Beck, Pat Brooks, Cliff Carlton, Dennis Pagen, Jeff Sims. 39

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SAFETY FORUM

Safety First An Essay on Hang Gliding Ethics by Bob Thompson

any organization, business or sport matures there inevitably appear a few practices that come to be "accepted" which can lead to real problems. Having been involved in hang gliding for more than 15 years now, it seems to me that there are some practices that seem to be acceptable to many, if not most, in the hang gliding community that might be coming back to haunt us. And, as ours is a sport which involves the third dimension-down-the end results can be harmful or even fatal. As our sport is supposed to be fun, it is not often that anyone ever considers even thinking about practices which have filtered their way into acceptance. However, fun is not fun when someone gets hurt or killed, especially if, to some extent, the accident is due to something that could have been prevented. As a pilot, as a USHGA Director, and just as a human being, I have observed a number of "practices," which seem to be accepted by many in the sport, that I feel may be contributing factors in some of the crashes we hear about. Some of these practices may be considered by some as just "human nature," but nevertheless, they need to be addressed once in a while, and we would do well to consider their "non-acceptance." The USHGA procedures put the responsibility of accident investigation on the shoulders of Regional Directors. Having been in that position for several years, and having taken the responsibility seriously, I have been involved in the investigation and reporting of more accidents than I care to remember. However, I would like to share my thoughts with those of you who have a genuine interest in the safety of all pilots. Perhaps I may have more of a conscience about what goes on within our sport than most pilots, perhaps most pilots don't care about other pilots too much, or perhaps most pilots just do not realize how some "accepted" practices may really be contributing factors in crashes. I may even APRIL 1989

be reading more into some situations than is really there. At any rate, I'd like to share some of my thoughts with you. If anyone out there is offended by this, I have two responses: 1) Maybe you ought to be offended-at yourself-for having been involved in one or more of the practices I feel maybedangerous.2)Acceptmyapologies for misreading the data I have been accumulating. Some examples of the problems are: 1) Howmanypilots out therehavecome to the conclusion that their glider is just too tired to fly anymore, and then sell it to another pilot so they can afford a newer one? If the glider is so tired that you no longer want to fly it, what makes it safely flyable by the next guy? Aloha Airlines recently almost paid a very heavy price for having been the seventh owner of a 737 when it suddenly became a convertible, but due to a lot of luck and an exceptionally competent pilot, was able to land without a roof over about a dozen passengers. FAA-certified aircraft have life spans on their airframes and even they have structural failures once in a while. What about that old tired Seaha wk, Flexi Flyer, Chandelle, or Duck with 800 hours of UV time, or the Comet I that you looped 1,000 times, that you just sold to the first sucker with some bucks? Not every pilot is well versed in used gliders, and even though you are tickled pink to have gotten $500 out of that old rag, if that pilot goes out and gets hurt because his "new" glider fails in mid air, you damn well should be carrying some heavy guilt on your shoulders the next day. The point is, there are a lot of unairworthy

hang gliders out there, and some of them are being sold to unsuspecting pilots. Buyer beware you say? To some extent, yes. But have a conscience and just turn the old glider into a tent or something. This kind of abuse is particularly bad when the customeris someonenewtothesport, who has

not yet had the time to acquire a good understanding of what to look for in a glider purchase. The abuse is even worse if the seller is a hang gliding dealer or an instructor. People new to the sport would not expect to be misled by a "professional." 2) The new HP 27 just came out, and you need to sell your Magic 32 so you can get it. The first guy who comes along has a Hang I, and even though the Magic 32 is rated Hang IV, a sale is a sale. What the heck. It flew just fine and is in pretty good shape, so you sell it anyway. Two problems can pop up here. Gliders are given ratings for a good reason, mostly based on pilot competence. If a glider is rated Hang IV, then that rating should follow it around as long as itcontinuesto be airworthy.Just because the glider was rated Hang IV last year, or three years ago, does not make it this year's Hang I glider. How many times have you seen a low-time Hang II with a Comet, Antares, Streak, full-race Magic, etc Not only will the glider most likely be more than the Hang II can proper Iy handle, but something else can occur, that most pilots would never think of. If a Hang I or Hang II pilot is sold a glider with a higher rating, particularly a Hang IV-rated glider, that new owner will have an opinion of his abilities that is higher than justified. Thus, her (or she) may very well go out and try something that they are really not ready for yet. In numerous accident reports I have made the comment "another student driver with a race car before a driver's license." Think about it. 3) A five-foot-tall, 105-pound pilot comes through your door with money in hand wanting a glider. All you have for sale at the moment is a 175 sq. ft. glider (rated for 135 to 180 pound pilots), and you are hungry for a sale and complete the deal. For several months that pilots flies in very light conditions and makes good, safe flights. Then, one day, the winds are a smooth 14-18 mph and the pilot gets off in his first "soaring air." Suddenly there is more lift under the outside wing than the pilot has every felt. (The force of the wind, and thus the force required to control a glider, increase with the square of the wind velocity.) The pilot cannot get the glider 41

SAFETY FORUM turned back into the wind and the glider pounds into the hill downwind, resulting in painful back and face injuries. How about it Mr. Salesperson? Do you think your selling a glider of the wrong size for that pilot had anything to do with the crash? 4) It was a three-hour drive to the hill, and now that you are ready to fly the winds are crossed and gusty. What the heck. It was a long drive, and besides, you are a Hang IV pilot. With all the wuffos and Hang !Is standing around you ha veto show your superiority. Launch is treacherous with all the trees, but you give it your best and win this round. You showed 'em! Next weekend you are at another site, and while flying at 12,500 feet hear on your radio a call for he! pat the other site. A Hang II just tried to launch in crossed and gusty winds and has impaled himself on a dead tree branch. Please send he! p immediately. Dumb Hang II! What was he trying to do, anyway? The point is, the dumb, stupid, unsafe examples you set may cause someone else to try the same thing and result in a serious situation. Think about that the next time you launch in unsafe conditions, or pull out of your loop 30 feet over the ground in front of a crowd of lesser-ability pilots. 5) Part 104 begins with "USHGA ratings are WITNESSED tasks, not awards." The word "witnessed" means that the pilot has performed the task required and has earned a rating. Everyone (instructors, observers, examiners) who has the ability to rate pilots has a very large responsibility placed on his shoulders. As a pilot passes through the USHGA rating system his future is at the mercy of those in charge. Anyone who gives a rating, rather than requiring that it be earned, is creating a very great injustice. Once again, as in 2) above, the pilot in question thinks he is better than he really is. And he has a hang rating to "prove it" to anyone who might question his ability. Sure enough, some of these over-rated pilots get into serious trouble, but rarely is the person responsible for the improper rating ever dragged into the final result. 6) Many sites are rated either by local organizations or local pilots that know and understand the idiosyncrasies of the site.

These site ratings are give for safety reasons in the majority of cases, and the reasons are usually pretty good. When there is a locked gate on the road to the site, control of the site is usually pretty easy to accomplish. However, many sites are open to any Tom, Dick or Harry who thinks he can get off it. Opinionsaboutwhatpilotratingshould be required for a specific site can vary substantially. But another injustice is created when someone-particularly when that someone is an instructor or observerfeels that a site rating is too high, and promotes his students or fellow pilots who have a lesser rating so they can fly the site. A site with an 800-foot drop to the LZ, a cliff launch, two- to five-foot boulders, a slope scattered with 25-foot-tall cactus, and an LZ with a barbed wire fence in the middle and rocky washes on the sides, is just not a place for a Hang I or low-time Hang II pilot. They just have not had time to build much flight competence. Several crashes involving this kind of situation have been investigated in recent years. In one case the pilot very well could have died, since it took the Air-Evac helicopter five hours to get to such a site, which is remote. He spent a week in ICU, but did manage to survive. Severalcomments made to me during the investigation of that particular crash seem worth mentioning here: "I pushed out on the bar so as to extend my glide." "I looke.d at the string on my nose wire and it was pointing at me, so I can't figure why I stalled." "This won't happen again, because next time I'll leave the Cirrus at home and take my new Streak." Enough said. 7) Some people talk safety, or write safety, but fail to practice safety. They don't "practice what they preach." When you see this problem you should feel compelled to try to help that person practice what he preaches, or, if that fails, at least let others know of the shortcoming. A person who witnesses a crime but fails to report it is considered, to an extent, to be an accessory to the crime. Do you feel like being an accessory to a fatality just because you didn't care to speak your piece? In hang gliding it is often difficult to identify the specific causes of a crash because they are often subtle. But, when uncovered, these subtle things are often

"acceptable" practices found within our spart. Perhaps it is time that we all looked more closely at what some do, and what many consider acceptable. Abraham Lincoln was a visionary when he commented: ''You cannot escape the respansibility of tomorrow by evading it today." The hang gliding comm unity would do well to consider his thoughts. This article has been com piled from lots of input data and specific incidents. I have tried to write it so as not to implicate any specific people, or offend anyone. Nor did I intend to give any glider model a black eye. Most gliders are pretty good, in the hands of properly qualified pilots. Some will think that these thoughts come from a worry-wart or an overly-concerned pilot. For sure, we can't be a mother hen to all pilots. However, the aim of this article is to improve our sport's safety record, and if even one person is spared injury then some measure of success will have been achieved. Fly safely and act safely. •

Staff Wanted! We have 120+ gliders on order and need assemblers, parts fabricators and loft personnel. Experience preferred but will train. Contact: Bill Bennett at

Delta Wing P.O. Box 483 Van Nuys, CA 91408 (818) 787-6600. HANG GLIDING

oyesXS wins first up! XS the sensational new glider from Moyes, the breeder of World Championship Gliders, has won the 1989 Australian Championships in its very first competition. The XS piloted by Ian Jarman, led throughout & Steve Moyes flying a GTR was a close second with the rest of the field left far behind, having to admire this new excessively exciting glider from the rear.

If yout're not winning, your' re not flying Moyes ... Moyes Delta Gliders P/L., 173 Bronte Rd. Waverley 2024 N.S. W. Australia. Tel. (02) 387 5114 Fax: (02) 387 4472 Moyes California 22021 Covello St., California 91303. Tel. (818) 887 3361 Fax: (818) 702 0612 Moyes Italia, learn 2000 S. R. L. 1 -21038 Leggiuno Reno (Va) via S. Caterina, 15, Italy Tel. (332) 647 923 Fax: (332) 647 477 Moyes Japan 124-6 2 F Mukougaoka, Takatu- Ku Kawasaki-Shi Kanagawa Ken-213 Japan. Tel. (044) 877 5044 Fax: (044) 855 7242

RATINGS NOVICE RA TINGS

BEGINNER RATINGS

Region 10 TRACY MARTIN: Birmingham, AL; L EasleyGUY O'CONNOR: Ft. Lauderdale, FI.; W J B Henry /Hang Gliding Center of San Diego

PILOT: City, State; Instructor /School

Region 2 MOHAMMAD! AFZALZADEH: San Jose, CA; R Palmon - DEBBY BLACKSTEN: Livermore, CA; D Yount/Mission Soaring -DAVID GEHRING: Fremont,CA; D Yount/Mission Soaring - RALPH HALLETT: San Jose, CA; D Yount\MissionSoaring-SYL VIA LEUPP:Santa Oara, CA; D Burns\Mission Soaring- SCOTT McVICKER: Palo Alto, CA; D Yount/Mission Soaring- BILL SLOAN: San Jose, CA; D Burns/ Mission Soaring

Region 1 JAMES FIESER: Bellingham, WA; K Blevins/ Free Spirit Sky Surfing - SARAH GOCHE· NOUR: Seattle, WA; R Gelfan - BOB LOGAN: Fairbanks, AK; A Chuculate/Univ. of Alaska KAREN WEST: Pacific City, OR; D Chad wick/ Airlpay'n

Region 3 JAMES GRIFFIN: Kailua, HI; M Benson\ Tradewinds - FRED JENRETTE: Long Beach, CA; R McKenzie/High Adventure PAIGE KOBAYASHI: Goleta, CA; A Hagem\Santa Barbara Hang Gliding Center ALLEN PERO NT: Los Osos, CA; A Hageman/ San Bernardino Hang Gliding Center Region 7 COURTNEY ADAMS: Brookfield, WI; B Kushner /Raven HG School - GARY DESHANO : Gladwin, MI ; M Taber/Lookout Mountain Flight Park - JOHN FRITSCHE: Madison, WI; B Kusher /R.H.G.S. - RICH LITSCHER: Madison, WI ; B Kusher /R.H.G.S. Region 9 JAMES PHILLIPS JR : Cumberland, MD; J Rowen - RONALD SHIELDS: Columbus, OH; J Reynolds/Lookout Mountian F1ight Park JOHN SHORB: Bethesda,MD; E Logan/PennAerie Hang Gliding - BRIAN WONDERLY: Hampton, VA; G Reeves/Kitty Hawk Sports Region 10 CHRIS CAREY: Knoxville, TN; B Hawk/Hawk Airsports - BRADLEY GRYDER: Cary, NC; D Gordon/ Arizona Windsports Region 12 JOSEPH ECKERT: Rutherford, NJ; H Bittner/ Windsports DENNIS PERROTT: Cropseyville, NY; P Voight

RIGHT STUFF For New Hang Glider Pilots • Proper launch & landing techniques • forced, crash landings • angle of attack control • prone transition • glider repair • presoaring, beginning soaring • first altitude flight • Doo Dah days • the term "wuffo" • USI-GA wind direction signal • intermediate, advanced sr,ndromes • pear people • whats cool, what's uncool

Region 2 FRANK EZEKIEL: Berkeley, CA; K Schenk BRIAN HIETT: Fresno, CA; C Crescioli/ ANNA HIGH: Atascadero, CA; K DeRussy I Hang Gliding Emporium - RICK HIGH: Atascadero, CA; K DeRussy /H G Emporium WILLIAM HOGUE: Sacramento, CA; M Lake CRAIG JOHNSON: San Jose, CA; D Burns/ Mission Soaring - KEMPTON STEPHENS: Modesto, CA; K Muscio Rcgion3 ROBERT COMPTON: LaJolla, CA; R Chase/ Ultimate High Aviation - RUTH COMPTON: LaJolla, CA; R Chase/U.H.A. - JORGE GAR· CIA: San Diego, CA; R Chase/U.H.A. - GARNETT HASSE1T: San Diego, CA; W Henry I Hang Gliding Center Of San Diego- MICHAEL MUNSON: San Luis Obispo, CA; A Hageman RANDY SPROUT: De!Mar, CA; R Chase/ U.H.A. Region 4 DARYL HENDERSON: Salt Lake City, UT; G Pollock/Wasatch Wings - BEN THOMPSON: Scottsdale, AZ; W B Holmes - JEFF WAX: Salt Lake City, UT; C Holbrook/Southwind Hang Gliding Region 7 ED BECHTALHELMEN JR: Westland, MI; N Lesnow /Pro Hang Gliders Region 8 RANCE FOX: Milford, CT; J Ryan/San Diego Hang Gliding Center Region 9 RICHARD RANDALL: Virginia Beach, VA; G Reeves/Kitty Hawk Kites

Region 12 MARIO SANTOS: New York, NY; J Ryan/San Diego Hang Gliding Center Foreign WERNER BRAUN: Vienna, Austria; D Quackenbush/True Flight Concepts - JONATHAN WHITE: Halesowewn, England; G Elkhart/ Nova-Air INTERMEDIATE RATINGS PILOT: City, State; Observer/School Region 2 ELBERT ASHBAUGH: Woodside, CA; W Anderson/Chandelle - DENNY DENNISON: San Jose, CA; D Yount/Mission Soaring - PATRICIA ELSKO: Walnut Creek, CA; J Greenbaum/ Airtime of San Francisco - ENZO FATICA: San Francisco, CA; C Whitehall/Chandelle - MIKE LELLA: Modesto, CA; K Muscio ROBERT NEWBURNE: Rodeo, CA; J Greenbaun/ Airtime of San Francisco - CLARENCE PRATHER: Modesto, CA; K Muscio - EARL RUM MEL: Vacaville, CA; JGreen baun I Airtime of San Fran. - DIANA RUNYAN: Saualito, CA; C Whitehall/ Oiandelle - MARCUS VON SKEPSGARDH: Oakland, CA; J Greenbaum/ Airtime of San Francisco - FRED WAGNER: Sacramento, CA; J F1ower - JOHN ZENDER: Redwood City, CA; W> Anderson/Chandelle Region 3 JOHN BETTERIDGE: San Oemente, CA; D Skadal/Hang Flight Systems - CASEY CARRI· GAN: Huntington Beach, CA; D Skadal/Hang Flight System - ROBERTO FIGUEROA: Orange, CA; D Engel/Southland Hang Gliding MARK GAGE: Lake Elsinore, CA; R D Farnsworth- MIKE KN APP: Woodland,CA; TBoyse/ Windsprots - JEROL LOVE: Sunland, CA; D Quackenbush/True Flight Concepts - JAMES MARSHALL:Simi Valley,CA;JDKem-TERRY MARTIN: Vista, CA; T Ryan/Hang Gliding Center of San Diego - WESLEY WYNN: Imperial Beach, CA; W J B Henry

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RATINGS Region 5 BLAINE PERKINS: Boise, ID; R Altig

ADVANCED RATINGS

Region 7 HENRY STEFANSKI: Oiicago, IL; M Bunner Region 8 ROBERT ESTY: Torrington, CT; J Nicolay I Morningside- JAMES SCHROER: Jamestown, RI; G Black/Mountain Wings Region 9 ST AN COBB: Laurel, MD; E Lof<an - RUSTY CORDELL: Washington, D C; J ohns - RICK HOLTZ: Olney, MD; G Reeves/Kitty Hawk Kites Region 10 BILL BEAM: Somerville, AL; D Ridenhour THOMAS WARD: Trenton, GA; M Taber I Lookout Mountain Flight Park Region 12 DAVID BINDER: Harrison, NY; G Black/ Mountain Wings - ROBERT CORCORAN: Waterford, NY; G Black/M.W. - DOUGLAS HERSH: New York, NY; G Black/M.W. AILEEN MUSCO: Waterford, NY; G Black/ M.W. - SUERRE M MYRAW: Shirley, NY; G Black/Mountain Wings

PILOT: City, State; Observer /School Region 2 MICHAEL CURL: South San Francisco, CA; T Sorenson- NIKKI DRIVER: Mill Valley,CA; K Baier /Torrey Pines Flight Park-THOMAS EL· LIS: Lafayette, CA; K Schenk - MIKE LEUTHOLD: Moraga, CA; CL Bowen- PAUL SUSSMAN: Daly City, CA; M Carlyle Region 3 STEVE ANVERSON: San Diego, CA; WJB Henry /Hang Gliding Center of San Diego JEFFREY J DUNN: Garden Grove, CA; P Phillips- MICHAEL HODGES: Balboa Island, CA; D Skadal/Hang Right Systems

LILIENTHAL AWARDS BRONZE Michael G Badley Edward Oine Bill Henley Oay Johnson Terry Martin Jason EOtto George Reeves Wayne Russell David Schy Ron Stearns Tom Tvfts Douglas R White SILVER Richard Neuberger George Reeves

Region 5 LON STREIB: Idaho City, ID; R Altig Region 9 MARK LANDDUNN: Altoona, PA; D Pagen/ Sport Aviation Region 10 DONMURDOCH:Birmingham,AL;ELOiambers

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

Hang Gliding Books by Dennis Pagen , • Hang Gliding Flying Skills , Details on: \,,o~· "'Beginning to intermediate training * troubleshooting takeoffs * Lan,11 ~~ ~e"' ,,o~ ding problems * Selecting equipment * Glider maintenance * learning ~e 11, ~,a: to soar * Traffic rules * complete index and much more! $9.95

,ill>

"~'),~ ''"

• Flying Conditions- The road map to the sky-details on: General weather * turbulence * rotors * wind shadow * sea breezes * wind gradient * ridge lift * thermals and much more! $6.95 • Hang Gliding Techniques For the novice to advanced pilot, this book continues the learning that began with Flying Skills. * Learn about thermal soaring-A full 31 pages on thermal techniques will have you soaring like an ace. * Learn about speeds to fly-the key to efficient flying whether in competition or cross-country. * Learn about cross-country flying-How to fly further with safety. Also: Perfecting turns * Handling turbulence * Flying at altitude * Using ridge lift * Design concepts * Parachutes * Performance tuning * Cardinal speeds * Harness adjustment * Competition and much more! $6.95.

ALSO AV AI LAB LE •POWERED ULTRALIGHT FLYING Powered Ultralight 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.

APRIL 1989

•POWERED ULTRALIGHT TRAINING COURSE This is the only training course written by an ultralight instructor. Twenty lessons and related groundschools make this an ideal text for self-teaching and training school (dual and single place). Learn to fly safely in a carefully designed step-by-step manner. This manual is used by safety conscious schools internationally.

* * DEALER INQUIRIES INVITED* *

I SEND CHECK OR CASH TO:

I SPORT AVIATION PUBLICATIONS I P.O. Box 101 MINGOVILLE, PA 16856 I Please rush me the books listed below: I QUANTITY

O Flying Conditions($6.95) D Hang Gliding Flying Skills ($9.95) C:: Hang Gliding Techniques($6.95) J O Powered Ultralight Flying ($11.95) O Powered UL Training Course($9.95) Save 10% order two or more books! ] Save-all five books for only 38.95! I Total amount for all books$ _ _ __ Postage and Handling $1.60 Overseas airmail if desired ($4.00/book) I TOTAL ENCLOSED _ _ _ _ __ 1 SEND TO (Please Print) · NAME I ADDRESS CITY.STATE _ _ _ _ _ _ __ II COUNTRY/Z._IP J

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

LIGHf DREAM 205 - $900, Wills Wing knee harness and parachute, call (702) 454-9856.

SPORT AMERICAN167-Blue/White, 130hrs.,$1500. Larry. (614) 467-2022.

MAGIC ill 177 - Excellent shape, low miles, blue leading edge, white trailing. $1100 OBO (714) 650-7782.

SPORT 167 - Full Race, Wht Tri/Lam LE, Yellow wedge, Magenta BS, Less than 20 hrs, $1900; SPORT EUROPEAN 167 FULL RACE, Yellow Tri/Lam LE, Magenta wedge, Orange BS, less than 20 Hrs, $2000. Both gliders in excellent condition, Very Oean, Ask for Larry (703) 989-7438.

ROGALLOS

MAGIC IV 166 FULL RACE- Low Low Airtime!Blue LE. Lite Blue Undersurface. s eed Bar. Faired. VG, and shipping tube. $1750. OBO ( 06) 535-0973.

frded

ATLAS 16 - 175' ft. squared, extras, prime shape, excellent first glider, $995, will ship. (804) 722-7816. 2 COMETS - 165 OVR 1/2 $500, 165 C/2 less than 50 hrs $850, (505) 822-8586. COMEf 2 165 - Good condition $500. Bill (602) 934-

6485. COMET 2-1 /2 165 - Hali ribs, 43 hours airtime, o~nal owner, immaculate condition, speed bar $820. ( 2) 893-2523.

DELTA WING 160-X - Double surface, red/red-orange, good condition, low time, $500 OBO, Phoenix 6D 140, excellent trainer/ condition, rainbow, $400 OBO (806) 373-7539.

Magic IV 155-V.G., Blue/White, $950. (916)89~743. MAGIC IV 166 -- Full Race, all options 6.6 cloth low hrs. 9 condition $1600 OBO. (503) 668-8206.

MAGIC IV RACER 166- Safe edge, speed bar, 4.4 Red, White, Blue. Excellent conditions, $1450. (801) 2546141. MAGIC IV 166 VG (602) 934-6485. MAGIC IV 166 589-1912.

Excellent condition $1000. Bill

Full Race, very clean, $1400. (714)

MAGIC IV 177 -F.R New cond. 1 /2 ribs $2000 OBO, Raymond POD & chute $400. (916) 823-2401.

DEMON 175 - $600. John Pendry harness, chute, yellow, $250. Total package $750. (316) 367-2643.

175 MOYES GfR- Set Montana X-C record 155 mi. Lt. bluesurfcoat LE.-DK bluewedge-WhtTop&TE. Speed bar, faired tubes, VG, luflline compensator. Sail-crisp, clean, no tears, no flutter. $1400. 185 Comet 2-Good cond. $500. (406) 734-5472.

DREAM 205 - Excellent condition, supine or prone rigging. $1195. (916) 265-9284.

MYSTIC LITE 177- VG, low hours. $1000. Greg (213) 519-7096.

DREAM 240 - Tandem,3 times flown, all white with yellow leading edge. Nov. '87, very good condition $1250. (718) 855-7058.

LIGHT MYSTIC 177-Sherbert colors, like new, $1700. (303) 278-9566.

ATK DUCK 180 - $700, excellent condition, going overseas (303) 221-2657.

NIMBUS LIGHT 160- Excellent beginner glider (like ATLAS or DREAM) demo, like new, instead $1850, only $1200, now! (718) 855-7058.

DUCK 130 - Black, Red, and White. Good condition, make offer. (619) 473-9743.

PACIFIC AIRWAVE MK IV 17 - King post hang, excellent condition, $1400. Bill (602) 934-6485.

DUCK 160 - Excellent condition, great hang IT-III glider $700. Pete (619) 480-1321.

PROFIL 17 - White w/green skctrum 4.5 oz sandwich cloth, MLE, optional doub e French. $990. (318) 981-8372.

EIGERLIFr2000-B1ue/B1ack, practically new, breaks down into4 meter bag,includes helmet, harness, wheels $1,000 sisto. (806) 791-4918.

PROST AR II 165 - Low airtime, custom shooting-star with multi-colored trail on gold and white sail. Knee hanger harness, chute, Thommen Altimeter, Colver variometer, helmet. Complete, $1850. (213) 943-7329.

79 FLEDGE II B-Good condition, supine rigged $200. OBO, '84 FLEDGE Ill Er, excellent condition, new prone rigging $1200 OBO, (805) 649-1985.

HP II FULL RACE - Fly America colors, with stars. Rode easy & put away dry! $1300 obo. HP 1-1/2 red, ~old, yellow, white. Colorado State record holder! ;oiler connections. $1000, oho. Ondy or Ian (303) 44079. HP 1-1/2- Blue L.E., white trailing edge, U.V. cloth, new wires, sandwich cloth tips, good condition,$955. Will ship. (602) 939-3281. HP 11 / 2-All white cloth, king post suspension, fared down tubes, speed bar, extra-strong factory-built 2 1/ 2" cross tubes for 14G'sperformance, extra set of down tubes and base tube, photo mount zippers, tip-top shape. $700. Davis Straub 682-4803 (w), 322-1184 (h) LIGHT DREAM 145 - Excellent condition, Bell Helmet $1100. (303) 278-9566. LIGHf DREAM 185 $1550. (303) 278-9566.

Tight sail, 5 hours, will ship

RAVEN 229 - Mint condition used for tandem 15 flights. New bag. X-tras. $670. OBO. (916) 284-7849. SENSOR 510A VG -

Full race, excellent condition.

$800, OBO. (412) 898-3219. SENSOR 510 3/4 B - Excellent condition, 60 hours. Red leadin&edge and under surface. $1400-deal! Call Danny at ( 1) 882-2358 Leave message.

VISION ECLIPSE 17 - 30 Hrs. airtime $1300, Pacific Windcraft Esprit 178 sq ft. $650. (719) 590-6051, (719) 390-0848. VISION ECLIPSE 19 - 25 hrs., like new $1100, CB Radio 40 Channels. (308) 762-5621 Nebraska. VISION MARK [V 17 -Rainbow undersurface, white leading edge, metal clothe trailing edge, speed bar, photo mount zip~ers, quick releases on base tube. New in May 1988. $1 00. Davis Straub 682-4803 (w), 3221184 (h). VISION MARK IV 17 - to Hours, custom eagle on undersurface, nice color scheme, will ship, $1900. (619) 481-5345. 2ZEPHIR 170-'88model, BRANDNEW,must9ofor new stock, 1 white, multicolor brown, 1 white/re only $2800. (retail" $3150.) First come first served (718) 8557058. ZEPHIR 170 - Rigged for MINIMUM, white , blue, multicolor-blue, &ood condition. (demo) 1-1/2 years old $1700. (718) -7058. CAN'T AFFORD A NEW GLIDER ?? SAILS REPAIRED &c REWORKED - Replace tom Leading Edge panels and make your old glider look NEWI Patches, half-battens, etc. Free estimates. 6 &;"s. experience. Ondy Drozda, L/D Enterprises, 50 Butte St. #183, Boulder, CO 80301 (303) 440-3579. WANTED- Used hang fiiding equipment. Gliders, instruments, harnesses an parachutes. Airtime of San Francisco , 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. WANTED - Javelin, Superlancer, Harrier II, Maxi-Ill, IV. Lin (414) 542-0171. WANTED-Quality used flifit designs and UP kneehanger harnesses. (602) 897- 121. WANTED - Quality used single-surface gliders such as: Harriers, Geminis, Dreams, Ravens, Seahawks, Lancers, Condors, Etc. (602) 897-7121. COLORADO HANG GLIDING Glider Bags .................................................. $65 Bell Helmets ................................................ In Stock 50 used gliders ............................................ $400-$2,000 Paragliders .................................................. $1480 Brand New Chutes .................................... $325 Used Chutes ................................................ $200 Steel Carabineer, Rated, $16. Stubai 11,000 lbs. All equip. inspected; shipped anywhere (303) 278-9566

SENSOR510 C- Dealer demo $2175 (805) 962-8999.

THE HANG GLIDING CENTER SEN50R510 C-Full race, low hours, $2175, (805) 9628999 SENSOR 510 VG - Red and white. Good condition. Make offer (619) 473-9743. SENS0R510-165-VG, 1982. $400womsail. Still good performance. (805) 652-2136. SPORT AMERICAN 167 - Full race, excellent. $1900 OBO. Matt Beloit, Wisconsin. Days - (608) 362-9920, Night - (608) 362-8174.

Magic Kiss ................................................... New 150 Sport, full race ..................................... New 167 Sport, full race ..................................... New 167 Sport, F.R demo .................................. $2275 167 Sport, spam F.R demo ....................... $1975 167 Sport, spam .......................................... $1500 HP 2, full race demo .................................. $1975 Magic [V 166, race demo ........................... $1975 Vision M IV 17, 19 ....................................... $New 4206-K Sorrento Valley Blvd .. San Diego, CA 92121 We have all kinds of new and neat stuff! (619) 450-9008.

. HANG GLIDING

CLASSIFIEDS HANG CUING HANGER OF FRESNO W.W. HP II 88 Fr ................................... $1800 Sensor 510 B-VG fS7 FR ......................... $1600 PW Esprit 18 .......................................... $ 750 UP Comet C-2135 (new) ..................... $ 900 UP Comet C-2 165 ................................. $ 600 FD Demon 175 ....................................... $ 650 WW At Duck 180 .................................. $ 750 FD Javelin's 168 (2) ............................... $ 500 & 350 FD Lancers 175 & 200 ........................... $ 450 & 350 WW Skyhawk 188 ................................. $ 900 Afro XC 8000 & Litek VE-7 Varios $500 & 150 Fresno, CA. (209)264-7627 or (209)431-2324

ARIZONA ARIZONA WINDSPORTS - Largest hang gliding center in the southwest. Lessons utilizing the world's first man-made trainer hill. Dealer for Pacific Airwave, Wills Wing, Seed wings, Moyes, UP, High Energy, Ball and Seagull Oassic parts. 1327 E. Bell DE Mar Dr.,Tempe, AZ 85283. (602) 897-7121. DESERT HANG GLIDERS, USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 439-0789, 938-9550. ARKANSAS

RIGID WINGS FLEDGE III ET - New custom red, white, & blue sail, flown once. $1500. Contact Steve Lantz (702) 831-3472 or Second Chantz, Inc. (702) 329-9588. SCHOOLS AND DEALERS ALABAMA LMFP - Two hours from Birmingham (sec our ad under Tennessee. (404) 398-3541.

HANG FLIGHT SYSTEMS-USHCA Certified training program featuring the combined talents of Dan Skadal and Erik Fair. We sell and service all major brands of gliders and accessories. New and used. S-MLG Sport, Skyhawk, HP Il, Genesis Vision Mark IV, Magic Kiss. Demos available to qualified pilots. 1202 E. Walnut Unit M, Santa Ana, CA 92701. (714) 542-7444. HANG GLIDER EMPORIUM - The best training hill in the west is in Santa Barbara, a hang gliding VA CATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tues.-Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

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.

SAIL WINGS HANG GLIDING - Certified instruction. Authorized agent for Pacific Airwave, CG 1000. FLY ARKANSAS. 200'-2000' sites. 5-day tours, spring and summer. Guide, transportation, accommodations. 1601 N. Shackleford #131-4, Little Rock, AR 72211. (501) 224-2186. CALIFORNIA

Some designs are hard to improve, C

ana impossible to copy,

AIRTIME OF SAN FRANCISCO - (formerly San Francisco Windsports), Gliders and equipment, sales, and rentals. Private and group instruction by USHGA certified instructors. Local site information and glider rental. 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. AIRTIME of SAN FRANCISCO - Hang Gliding and Paragliding Lessons -Sales - Service - Rental. All major brands represented. Large selection of 2nd hand equipment. Certified Instruction (USHGA and APA). Nextto Fort Funston. 3620 Wawona, San Francisco, CA.,(415) Sky-1177.

The Colorado Hang Gliding Center

CHANDELLE HANG GLIDING CENTER- USHGA Certified school., "The best damn hang gliding shop in the world." Dealers for Wills Wing, Pacific Airwave, Delta Wing, Moyes, Seed wings and High Energy. Five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800.

HIGH ADVENrURE-Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated training program is quick and thorough. Instructor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain shuttle, towing seminars, XC trips, repairs, ratings. (714) 883-8488. THE HANG GLIDING CENTER- Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008. 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.

l -------------------------------------------------------· USHGA CLASSIFIED ADVERTISING ORDER FORM

40 cents per word, $4.00 minimum. (phone numbers - 2 words, P.O. Box - 1 wo[d) 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, for thq 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:

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section (please circle)

Rogallos Schools and Dealers Emergency Chutes Ultralight Powered Flight

Parts & Accesso1ies Rigid Wings Business & Employment Opportunities Publications & Organizations Miscellaneous

Begin with 19 issue and run for _ _ _ __ consecutive issue(s). My check _ _ _ money order _ _ _ is enclosed in the amount of

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Address:---------------------Phone Number: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

P.O. BOX 500, PEARBLOSSOM, CA 93553 I (805) 944.5333

·---------------------------~----------------------------

APRIL 1989

CLASSIFIEDS NATURAL HIGH - Hang Gliding school. Personalized instruction and tandems. Glider repair, annual inspection and parts service. Dealer for Delta Wing, Moyes gliders and Wills Wing. P.O. Box 193, Green Valley Lake, CA 92341 (714)867-7961.

GOLDEN WINGS --Sales, Service, Instruction. Dealer for Wills Wing, Delta Wing, Pacific Airwave. 1108 Miners Alley, Golden, CO 80401, (303) 278-7181/2797951 L/ D ENTERPRISES- Frame and sail repair; Parts and accessories Gndy Drozda, 5000 Butte #183, Boulder, co 80301 (303) 440-3579. CONNECTICUT MOUNTAIN WINGS hang gliding center- See our ad under New York. FLORIDA LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) 398-3541.

See ad

GEORGIA SANTA BARBARA HANG GLIDING CENTER USHGA Certified School. Achim J. Hageman. 29 State St., Santa Barbara, CA. 93101 (805) 962-8999. COMPLETE FLEXIBLE INSTRUCTION PROGRAM BEGINNER TO ADVANCED. HIGH QUALITY INSTRUCTION. BEST SAFETY RECORD. RENTALS AVAILABLE. CALL FOR QUOTE ON EQUIPMENT. VISIT OUR SHOP NEXT TO THE BEACH. World Wide Hang Gliding Safaris: Fiesch World Meet, plus Kossen and Tegelberg,July 1-15, 1989, $1,895 (includes air fare from New York). New Zealand, Jan. 15-29, 1990, $1,995. Tanzania/Riff! Valley, Feb. 15-30, 1990, $2,695 (including airfare). Trans-Andes Safari, Chile and Argentina, 1990, $1995 (including airfare). SOUTHLAND HANG GLIDING - USHGA certified school. Pacific Airwave, Delta Wing. Try a "Magic Kiss." 28882 Woodspring Circle, Trabuco Canyon, CA 92679. (714) 589-0109. TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Cliffhanger Cafe. Certified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13243 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

WINDGYPSY - Certified tandem instruction, daily, year-round. Only full service facility in LAKE ELSINORE. Gliders and equipment new/used from Delta Wing, Moyes, UP, Wills Wing. MEXICAN HANG GLIDING SAFARIS 33041 Walls St., Lake Elsinore, CA 92'330. Call Paul Burns, (714) 678-5418.

LOOKOUTMOUNTAINFLIGHTPARK-Seeourad under Tennessee. (404) 398-3541.

FLY ELLENVILLE MOUNTAIN-Visit our new hang gliding center at the base of the mountain, between launch and landing. Train on one of our five exclusive training hills or try one of our simulators at the area's only flight park. We're the ones for certified instruction using only Delta Wing Lite Dreams. Exclusive dealer for Seed wings, PadficAirwaveand Della Wing with demo gliders and rentals. Full line of accessories, new and used gliders. Mail orders, VISA/MasterCard accepted. Stop and pick up your gate combo and flight pass at: MOUTAIN WINGS, INC., 150 Canal St., ELLENVILLE, NY 12428 (914) 647-3377 (WE ARE THE COMPETITION). FLY HIGH HANG GLIDING, INC. - Serving N.Y. City I Albany, Jersey, Connecticut areas. (On Ellenville Mtn.) Area's exclusive Wills Wing dealer/specialist. Also all other major brands, accessories. Certified Instruction. 10 years experience. Quick repairs. Area's most INEXPENSIVE prices. ATOL truck towing! Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

HAWAII MAUI SOARING SUPPLIES-Guided rentals, PacAir, Genesis, Mark IV, Wills Wing Sport. Certified Instruction. Box 780, Kula, HI 96790 (808) 878-1271.

SUSQUEHANNA FLIGHTPARKINC.-CentralNew York's Hang Gliding Center. Certified instruction, sales & service for all major manufacturers. Training hill O160', jeep rides, 600' NW soarable ridge, camping. RD2, Box 432, Cooperstown, NY 13326. (315) 866-6153.

IDAHO TREASURE VALLEY HG - USHGA CPI, service/ sales, Pacific Airwave, UP, American Windwnght, La Mouette. 11716 Fairview, Boise, ID 83704, (208) 3767914. ILLINOIS

Your hang gliding success company. Representative for Wills Wing, Delta Wing, Seedwings, Moyes and Pacific 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. MICHIGAN PRO HANG GLIDERS -Serving the flying community since 1978. Michigan's only USHGA Certified school, specializing in towing. Step Towing available to qualified pilots, given by Advanced Instructor, Examiner, Observer Norman Lesnow. Representing Wills Wing, Seedwings, Delta Wing. Contact 569 W. Annabelle, Hazel Park, MI 48030, (313) 399-9433. NEVADA

WINDSPORTS,INTL-HangGlidingSchool-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 Tandem instruction and minimizes course time. 16145 Victory Blvd., Van Nuys, CA 91406. (818) 988-0111.

NEW YORK

IDGH SIERRA SPORTS - dealers for Delta Wing, Wills Wing, Pacific Airwave. VSHGA certified training and ratings including tandem. Sierra tours and rentals available. Carson City and Reno locations. 2303 N. Carson St., Carson City, NV 89701. (702) 885-1891.

SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Seivice for all major manufacturer.,, 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have lhe best facilities in N. New York slate to teach you how to fly. 35 Catherine Street, Mohawk, NY 13407, (315) 866-6153. 1HERMAL UP, INC.- Most complete hang gliding shop in area. Located on top of Fllenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489. NORTH CAROLINA KITTY HA WK KITES, INC. -PO Box 340, Nags Head, NC 27959. 919-441-4124. Learn to fly over soft sand dunes just south of the site where the Wright Brothers learned to fly. Beginning and Advanced packages; complete inventory of new gliders, accessories and parts. Windsurfing sales and instruction also available. KITTY HA WK KITES, INC.-P.O. Box 340, Nags Head, NC27959 (919)441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. SAURATOWN KITES - Winston Salem (919) 9452327. Hang Gliding School w / certified instructor. Dealer for Wills Wing, Pacific Windcraft & Delta. New and used equipment.

NEW JERSEY COLORADO COLORADO HANG GLIDING - USHGA Certified School, dealer all brands. Towing and paraglider inst. Bell helmets. (303) 278-9566. EAGLE'S NEST School of Hang Gliding - USHGA certified school. Dealer for Delta Wing, Pacific Airwave and Wills Wing. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

OHIO MOUNTAINWINGShangglidingcenter-Seeourad under New York. NEW MEXICO

SKYWARD ENTERPRISES - Certified instruction, airframe and sail repair, disassembly inspection, Pacific Airwave gliders. Mario Manzo, 2259 S. Smithville Rd., Dayton, OH 45420 (513) 256-3888 (eves).

UP OVER NEW MEXICO, INC. - Instruction, sales, service. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 292-0647. HANG GLIDING

CLASSIFIEDS NORIB COASf HANG GLIDING - Certified Instruction. New & used gliders. Specializing in Pacific Airwave l(liders. Mike Del Signore, 1916 W. 75th St., Oevelancf, OH. 44102 (216) 631-1144.

PARTS & ACCESSORIES

UTAH FLY UT AH WITH

OKLAHOMA OKLAHOMA HANG GLIDING CENTER- USHGA Certified instruction. Wills Wing, Seedwings, Delta Wing and other major brands. New and used equipment, instruments, parachutes, and service. OKC, (405) 943-5484. OREGON SOUTHERN OREGON HANG GLIDING - USHGA certified instruction. Our students have doubled their airtime since we started using a small A1V to pull the gliders back up the hill. Scenic lakeside training site with camping near Ashland, OR. (503) 479-9531.

PENNSYLVANIA MOUNf AIN WINGS hang gliding center-See our ad under New York.

FREEDOM WINGS IT'S WINTER (801) 943-1005 OR 561-5208, 9173 FALCON ORCLE, SANDY, UTAH 84092.

The cruise XCsuprone pod. Total comfort and customized to your needs. For details contact Steve Dyer, P.O. Box 4504, Federal Way, WA. (206)3834675.

WASATCH WINGS, INC.- USHGA certified hang gliding school, dealers for Wills Wing and Pacific Airwave. Flight operations at Point of the Mountain. (801) 571-4000. VIRGINIA

TENNESSEE HAWK AIRSPORTS - New and improved hang gliding! Atlenlion Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! 0inch Mtn. - The longest ridge, two launches. The popular light wind indicator Windsok. Brochures available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., 251 North Boyd's Creek Rd., Sevierville, TN 37862, (615) 453-1035.

SILVER WINGS, NC. - Certified instruction & equipment sales. Pacific Airwave N. VA. (703) 533-1965. WASHINGTON AIRPLA Y'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop in Washington. All major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644. INTERNATIONAL DEALERS

LOOKOUT MOUNTAIN FLIGHT PARK - Since 1978, Southeast's largest USHGA-certified mountain flight school. Complete training, from grassy, gentlysloping training hills to soaring high above Lookout Mountain. Our specialty: getting you your first mountain flights. Lesson packages, USHGA ratings, glider and mountain bike rentals, camping, local site information. Largest inventory of new and usc,d hang gliders and mountain bikes, harnesses, helmets, instruments, T-shirts. Repair services. We buy used gliders, equipmenll Send $1.00 for brochure, rates, directions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 3983541 or 398-3433. SEQUATCHIE VALLEY SOARING SUPPLIES Dealers 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 Henson's Gap site. For personal service you can trust call Valley Soaring, Rt. 2, Box 210, Dunlap, TN 37327 (615) 949-3384, (615) 949-2301. TEXAS

Watch this space for new Lindsay Ruddock instrument. Bob Fisher, 11003 Oasis, Houston, TX 77096 (713) 978-7337. Glider bags - Generic, light, strong, 22' length. $65. (303) 278-9566. SYSTEK III VARIO - New compact design, mount included, rugged meter ,long battery life, optional down audio, altimeter, earphone jack. Price $159. Repair/ replacement warranty, dealer incentive program. SYSTEMS TECHNOLOGY, Inc. P.O. Box 585, Seymour, TN 37865.

JAPAN

Distributormajorbrandshanggliders (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. SWITZERLAND SWISS ALP HANG GLIDING SAFARI- For quick, easy flying May to October, call or write Ron Hurst, Jostenstr. 21, 8854 Galgenen, Switzerland, Dir. Dial USA 011 41 55 645229. EMERGENCY PARACHUTES ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Kevlar, nylon, s/s, bridles installed and replaced. Airtime of S.F., 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

QUICK RELEASE CARABINER - Breaking 10,000 lbs. $24.95. Extra5/ 16 ball lock pin $10. Dealers wanted. Patent pending. Thermal, 19431-41 Business Center Dr., Northridge, CA 91324. BELL HELMETS - in stock. (303) 278-9566.

Brand new 20,22 gore parachutes $325. Colorado H.G. Tired of being a test pilot? Move up to the finest in proven towing equipment. Info pack $2.00. Trust your airtime to the professionals, ATOL, Inc.! 501 82nd St., Lubbock, TX, 79404 (806) 745-9633.

(303) 278-9566.

SKY MASTER-Spring Deploy (almost identical to the bullet brand in appearance and function). Excellent condition, $250/offers. Mike (414) 384-7131.

AUSTIN AIR SPORTS-Still the one in central Texas, quality service since 1978. Instruction, sales, rental, and a complete airframe & sail repair facility. 1712 Waterston, Austin, TX 78703 (512) 474-1669 APRIL 1989

CLASSIFIEDS STITCHES Ill What if ... ?! Ahhhh!!!" Scary? CLOUUBASE: It's what's on the INSIDE that makes the difference. Internal webbing throughout. Military spec. hardware and webbing. Makes of over 1,000 Spaghettis. Also Pods, Cocoons, Supine/Suprone, Training harnesses, Custom designs, Glider bags and Repairs. B.RS. Dealer. Owner: Chris Smith, 17 years experience. CLOUDBASE, Rt. 1 Box 620, Wildwood, GA 30757 (404) 398-1226. ROBERTSON COCOON -Med. $100, Flight designs cocoon lg. $50 UP Knee Hanger $40. Bill (602)434-6485.

PRIMO AIR MITTS- standard with shiny Lycra exterior. $28.50 per pair. Plush or terry cloth interior, $35/ pair. Shipping $2.00 per pair. Mitts in stock for fast delivery. 8 BlueJayWay, Conway, AR72032 (501)3270698. TUBING, WHEELS, BOLTS, BRACKETS, DACRON plus much more. Free tubing price sheet or send $5 for complete catalog. Leading Edge Air Foils, Inc., 331 S. 14th Street, Colorado Springs, CO 80904. Phone (719) 632-4959. STEEL CARABINERS-$16.20. Stubai 11,000 lb. Colorado H.G. (303) 278-9566. MAXON RADIO CASE-Protects your radio! Velcros around harness strap. Many colors available. $18. EXTRA WARM BAR MITTS, Roomy and long 1/4" Neoprene, S-XL, $32/pr. BAR MITT MAP HOLDERS, Easy to read your map while flying! $10/ each. GLIDER BAGS, BAITEN BAGS, HARNESS BAGS, GLIDER SAIL AND FRAME REPAIR L/D ENTERPRISES, CindyDrozda,500 Butte #183, Boulder,COB0'.\01 (303) 440-3579.

SERI EK THE SENTEK VARI 0: All you need is audio and a low price. Audio for lift and sink, volume control, very sensitive. $129. THE SENTEK ALTIMETER: Vario plus digital altimeter. 10 ft. scale to 20,000 ft. ground level adjust. $259. For info write to: SENTEK, 14327 27th Dr., Mill Creek, WA 98012 (206) 337-9575. BUSINESS AND 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. INSTRUCTORS WANTED -Prefer certified but will train qualified people. Advancement opportunities include tour guiding and management. Western Hang Gliders, P.O. Box 828, Marina, CA 93933. (408) 3842622.

AUTHORS WANTED - WGA registered agency is looking for screenplays/manuscripts from hang gliding environment. Quality work only. SASE. Scribe Agency, P.O. Box 580393, Houston, TX 77258. CERTIFIED INTR.UCTORS Needed- All of our training sites face every wind direction! Live in and fly the beautiful southwest. Please phone: Arizona Windsports (602) 897-7121. PUBLICATIONS&. ORGANIZATIONS 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, PO Box E, Hobbs, NM 88241. UNDERSTAND YOUR WING - Dr. Horten's book "Flying Wing," third bi-lingual printing, now available from Scott Airpark, Rt.1, Box 239, Lovettsville, VA 22080. $45.-PP, Check or M.O. MANBIRDS:SupplyLimited.$7.95/1,$4.95/Sormore, $1 ea. shipping. 1811 Beverly Glen Dr., Santa Ana, CA 92705. PARAGLIDING REVIEW, THE FORUM- For SlopeSoaring, Parascending and Parasailing. National and international paraglider information. Free details or send $16.00 to start a one year subscription. PARAGLIDING MANUAL, the original book, $20.00. LOUISIANA FLEXWING, RIGIDWING & PARASCEl\JDER Pilots to form a flat-land towing co-op; sites and static line or platform towing systems available. Contact: DELTA PUBLISHING, Dept-H., 8125 Burthe Street. New Orleans, LA 70118-1111. (504) 866-3653. VIDEOS & FILMS

Mountains

%gh

FINALLY A HAND FAIRING THAT WORKS! Grade A sheepskin keeps hands WARM throughout all temperature ranges. Send $47 to WYO AERO LITES, 1739 South Mitchell, Casper, Wyo. 82601 (307) 235-3367 days or 265-4621 nights. Stop your misery now. ULTRALINE - The ultimate hang gliding tow line. Lighter, stronger and higher UV protection than polypropylene. $5.50/100'. Volume discounts. Cajun Hang Gliding Oub, 110 Kent Orcle, Lafayette, LA 70508 (318) 981-8372. Custom Hang Glider Bags - High quality, starting at $80. (916) 283-3046, P.O. Box 804, Quincy, CA 95971. ATOL TOW SYSTEM - 1 YEAR OLD, NEW ROPE. PERFECT CONDffiON. $4000 OBO. Wasatch Wings (801) 571-4000. CLOUDBASE - HARNESSES AND ACCESSORIES - Have you ever looked at the INSIDE of your harness CLOSELY? Sit in those Leg Straps. "Hmmm dog clips? WHAT THE??? Vinyl Leg Straps, POPPED

ITV PARAPENTS - Most respected names on the world market today, seeks dealers/schools. Swept 3 of top 6 places at 1988 World Championships, holds world open distance record of 23.5 miles- holds world duration record of 11 hours 23 min. - certified with most stringent stamp of approval: the German Gutesiegel. Cont ad ITV USA (Mark Chirico), 351 Pleasant St., Ste. 175, Northampton, MA 01060, Tel: (508) 8856073. WE NEED YOUR TALENT-We're looking for certified hang gliding instructors. Basic and advanced with experience. Full-time, salary negotiable, housing available. MOUTAIN WINGS Flight Park, INC., 150 Canal St., ELLENVILLE, NY 12428 (914) 647-3377.

MOUNTAINS HIGH - is a professional VHS videotape by the producer of TELLURIDE I Includes footage of the 1988 hang gliding festivals at Telluride and Silverton, CO. Watch aerobatic highlights, ATOL truck towing and incredible flying, including aerial footage. $35 plus $3 shipping. Calif. residents add state tax. TELLURIDE! also available, $35. Robert Reiter, 1539 63rd St., Emeryville, CA 94608 (415)655-0615. PAUL'S VIDEO PRESENTS - Tom Tatum's "Daredevil Flyers" with Chuck Yeager featuring '82 aerobatics in Telluride, $45.00. '88 World Meet "USA in Australia" $40.00. 'f57 Telluride Festival&: Aerobatics $35.00 P.O. Box 1662, Telluride, CO 81435. (303) 728-3217.

HANG GLIDING

CLASSIFIEDS MISCELLANEOUS

......

6/.~

r COLOR PHOTO ON T-SHIRT - send color photo (3x5,5x7, 8x10) (returned intact); DYED on 100% cotton Hanes T-shirt- PERMANENT. Only $13.95 (add $2.50 S & H) (S/M/L/XL) 1st TIME ORDERS - $2.00 OFF! You supply shirt, $2.00 off! Computer process, BEAUTIFUL colors, HIGH resolution, wash resistant. TERRIFIC WAY TO SHOW OFF YOUR FAVORITE GLIDER SHOT! For quantity discounts, dealer inquiries, call (818) 792-8504. Graftek, 2245 E. Colorado Bl. 104-109, Pasadena, CA 91107.

'1 SOAR" - Bumper sticker, 3 colors with picture. $2.00 plus .50 cents postage/handling. Ron Smith, Box 394, West Frankfort, IL 62896. SA1LMAK1NG SUPPLIES & hardware. All fabric types. Massachusetts Motorized,P.O. Box542-G, Cotuit, MA 02635. (413) 736-2426. CRYSTAL AIR SPORT MOTEL at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jaruzzi room, pool, sky gear gifts, fliers work program. FF!: 4328 Cummings Hwy., Chattanooga, TN. 37409. (615) 821-2546. Chuck & Shari Toth. PATCHES & DECALS- USHGA sew-on emblems 3" dia. Full color-$1. Decals-31/2" dia. Inside or outside application. $.25 each. P.O. Box500, 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. USHGA, P .0. Eox 500, Pearblossom, CA 93553. (805) 944-5333.

The rate for classified advertising is $.40 per word (or group of characters). Minimum charge, $4.00. A fee of $11.00is charged for each photograph or logo. Bold face or caps $.55 per word extra. Underline words to be bold. Special layouts of tabs $22.00 per column inch. AD DEADLINE'S - All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e. November 20 for the January issue. Please make checks payable to USHGA: Oassified Advertising Dept. HANG GLIDINGMAGAZINE,P .0. BoxSOO, Pearblossom, CA 93553 .

FM radio, model & number OC02AT and SN 406-066115. White Bell helmet w/headset, blue ski jumpsuit. Canyon Lake, CA the weekend of June 4. Contact Tom Oeftering, (714) 843-0711. $300 reward if found.

(805) 944-5333.

STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or equipment may be called in to the office for immediate inclusion in Hang Gliding. Please do call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

STOLEN WINGS

HP I - Black L,E, Yellow undersurface, white top and paucha insignia on under wing, alone forever sticker on right undersurface. Orange flight bag, w/ black flight designs. Cocoon harness, yellow Romer helmet, flight suit. Stolen along with truck on Nov. 15th, 1988. MAGIC III 177 - Gold LE. (small tears on LE.) Blue undersurface. Small blue wedge on main body. Stolen in Portland, OR, in August 1988. Contact Oregon Airwave (503) 245-2636. LOST- Large blue gym bag with brown strap. In it was a blue boulder cocoon harness with an Odyssey chute sewn to the belly of it. Also a black nose cover. It fell off the top of my van, somewhere between the dunes at Cape Kiwanda Oregon, and Pacific City a few miles south. Any info please contact Bruce Kissler at (206) 431-0929 home, or (206) 623-8572 work. RAYMOND POD HARNESS W/PARACHUTE Bright blue, rainbow stripe up both legs. White bell helmet. Litek vario held together by duct tape. Stolen August 2, Madison, WI. All in a bright blue brand new bag with black straps. Call Tammy llurcar at (608) 2561599. WILLS WING SPORT 167 - Red L.E., yellow under surface, white T.E. Competition numbers 64 on glider, serial number 14095, smashed nose at the keel. Stolen in Oakland. Contact: Sarah Kurtz, 5809 Florence Terrace, Oakland, CA 94611, (415) 652-0129. ECLIPSE 17 - Yellow L.E., purple midsection, white T.E. Serial# EM6158. Stolen July 20th, Marina storage area. Contact Steve Brown, (408)288-4130.

HP I - Stolen Lake Elsinore, 6/16/88, white canvas bag. Black tursh, white top, yellow undersurface. Contact Dick Farnsworth, (714) 678-2021. HIGH ENERGY - Cocoon harness, converts to back pack, blue with rainbow chevron stripe. Odyssey parachute with red bridle, Ball vario 652, SN 4588, !COM

WILLS WING SPORT EUROPEAN 167 -

Serial Number 14034, orange leading edge, spectrum cloth, white rear body. Stolen 4/21/88 at Chattanooga, Tennessee, at the Nationals, from Super 8 motel, off Rich Pfeiffer's car, along with Steve Luna's W.W. H.P. II.

INDEX TO ADVERTISERS Advanced Air Technology .................. 13 AirWorks ............................................... 12 Ball Varios ............................................. 18 Brauniger ................................................. 8 Brede! Tours .......................................... 51 BRS ......................................................... 38 Colorado Hang Gliding ....................... 47 Delta Wing ....................... 21,38,40,42,BC Dunlap, Tennessee ............................... 13 Hall Bros ................................................ 51 HG Center of San Diego ........................ 7 High Energ)' Sports ............................. .40 Kitty Hawk Kites .................................. 18 LMFP ......................................... 7,15,21,38 Microflight ............................................. 23 Morningside HG .................................. 18 Moyes ..................................................... 43 Pacific Airwave ....................................... 1 Publitec .................................................. 44 Ron Hurst .............................................. 52 Seedwinss .............................................. 37 Sport Aviation ....................................... 45 Thermal Tours ..................................... .40 Torrey Flight Park .................................. 9 UP International .................................... .4 USHGA ............................................ 2,IBC Western Hang Gliders ......................... 52 Wills Wing ........................................ 16,l 7 Windsports International .................... 39 World Team ........................................ IFC

The Hall Airspeed Indicator

RIO DE JANEIRO FL YING TOUR August until December - open Minimum of 2 persons - For Hang II thru IV PRICES INCLUDE: • First-class hotels with private • Transportation bath, sharing double occupancy. • Rides up • Breakfast included • Retrieval • Bi-lingual guide service • GLIDERS PRICE U.S. $90 PER DAY CONT ACT: Patrick Bred el barao de jaguaripe 323/3 Ipan em a Rio de Janeiro RJ 22421 Brazil (21) 259-0159 FAX (21) 239-7339

APRIL 1989

A precision instrument tor the serious pilot. Rugged, dependable and easy to read.

Airspeed Indicator with Long Bracket

Control Bar Protectors

Airspeed Indicator ......... $21.50 Long Bracket . 6.50 Foreign & C.0.D. Orders add $2.00

Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-118" control bar. Wheels - $20 00/pair Foreign & C.O.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders

(801) 829-3232 FAX (801) 829-6349

Ron Hurst Jostenstr. 21 CH-8854 Galgenen Tel: 055/64 52 29

NEWS FLASH ... Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print!

USHGA - Public Relations P.O. Box 500 I Pearblossom, CA 93553

Visiting Switzerland? Europe? For quick easy flying May to September call or write. Direct dial from USA: 001 41 55 645229

May 28th thru June 3rd

RIDGE SOARING CAMP Attend our Ridge Soaring Camp this spring and MASTER the art of ridge soaring! Come to Marina Beach where spring conditions are soarable virtually every day. Learn how the pro pilots can consistently tum times of 20 minutes over 12 miles of ridge in the Monterey Bay Steeple Chase. If floating is your thing, then be at the top of the stack after discovering the art of Minimum Sink Flying. You '11 spend a full week-seven days-attending theory sessions in the mornings and flying every afternoon. YOU WILL LEARN RIDGE SOARING FROM TIIE GROUND UP! The school is located right at the site so there is no hassle. Your glider is set up and tied down right outside the door waiting! Guaranteed to improve your skills for any ridge soaring site! photo by Mike Helm.a Here is what the course covers: .----------__;;--'----• BASIC RIDGE SOARING • WIRE LAUNCHES • RIDGE RULES (flying comfortably in traffic) • CROSSING GAPS • TOP LANDINGS • MINIMUM SINK FLYING • RIDGE RACING • PARACHUTE CLINIC

COST - $495.00 (glider rental add $350.00) COST (less accommodations)- $395.00 (reservations prepaid in advance) **Current USHGA Novice rating minimum required. The camp also includes motel accommodations (with hot tub!), supplemental tandem instruction (175-pound weight restriction), and glider storage. For more details and reservations call:

WESTERN HANG GLIDERS (408) 384-2622 P.O. Box 828, Marina, CA 93933

USHGA CERTIFIED SCHOOL

• MEMBERSHIP APPLICATION .~.. , ...______ _ (Please Print)

CITY _ _ _ _ _ _ _ _ _ _STATE_ __ ZIP _ _ _ _ _ _PHONE( D NEW MEMBER

)

______

D RENEW I USHGA # _ _ _ _ _ _B.IRTHDATE._ _

FULL MEMBER - - - - - - - ·

l-/ I /

SEX (M/F) _ __

/ ')

'G/ J

_ _ _ , _ __

FAMILY MEMBER

ANNUALDUES:$39.00($42.00foreign). This accords me full membership in the United States Hang Gliding Assn., Inc., 12 issues of Hang Gliding magazine, effective with the current issue, liability and property damage insurance, and voting privileges. I need not be a rated pilot to be a member.

ANNUAL DUES: $19 .50 for each Family Member, who resides in my household. Each will receive all Full Member privileges EXCEPT a subscription to Hang Gliding magazine.

SUBSCRIPTION ONLY - - - - -

THREE-MONTH MEMBER - - - - - - - -

D $29.00 SUBSCRPTION ($32.00 foreign)

3-MONTHDUES: $15.00.FullMemberprivileges, three issues of Hang Gliding magazine, liability and property damage insurance. I need not be a rated pilot to be a member.

for one year.

D $53.00 SUBSCRIPTION ($59.00 foreign)

NAME:. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~

0 NEW MEMBER D RENEW I USHGA #_ _ __

for two years.

Enclose check or money order for dues as indicated to the right. International checks must be drawn on a U.S. bank in U.S. dollars. Charge payments are subject to $2.00 bank service charge. Charge my

D MasterCard

D FULL MEMBER ($39.00, $42.00 foreign)

0 FAMILY MEMBER(S) ($19.50 each) D THREE-MONTH MEMBER ($15.00) D SUBSCRIPTION, one year ($29.00, $32.00 foreign) D SUBSCRIPTION, two years ($53.00, $59.00 foreign)

D VISA

CardNo . _ _ _ _ _ _ _Ex. Date._ _ __

Charge Card Service Charge_ _ __

Signature._ _ _ _ _ _ _ _ _ _ _ __

Total_ _ __

U[NHlr[E[D) SlrAllES HA~G Gl~[D)~~G ASSNo~ ~~Co P.O. BOX 500, PEARBLOSSOM, CALIFORNIA 93553 (805) 944-5333

revised 11/88

Four good reasons to hook into a

DREA HANGI - first 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 5 ow 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 he is forgiving as you advance rapidly through the learning stages.

c.-, :ii; oward higher altitudes, your LITE DREAM still amazes. performing with grace and ease. As you perfect your talents, the UTE DREAM is ready to · ::cept new challenges, even aerobatics!

HANGW , .,. -a ::;_ pilots choose to renew the learning cycle by introducing newcomers to hang gliding with a thrill,ng 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. I\

THE LITE DREAM'~~ ~~ ;.. AN ENDURING CLASSIC AT EVERY LEVEL

FAR & ABOVE, AMERICAS #1 CHOICE FOR TRAINING BY USHGA CERTIRED HANG GLIDING INSTRUCTORS & SCHOOLS

LIGHTWEIGHT LONG-LASTING VALUE HANDLES LIKE A DREAM P.O. Box 483, \Ian Nuys, CA 91408 • (818) 787-6600