USHGA Hang Gliding March 1990 by US Hang Gliding & Paragliding Association

March 1990 $2.50

• MEMBERSHIP APPLICATION • 111111••--------,

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0 I year: $39.00 ($47 foreign*, $42 Canada & Mexico*) 0 2 years: $78.00 ($94 foreign*, $84 Canada & Mexico*) 0 3 years: $117.00 ($141 foreign*,$126 Canada & Mexico*)

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.

* Foreign payments must be in U.S. FUNDS drawn on a U.S. BANK 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.

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SUBSCRIPTION ONLY 12 issues of Hang Gliding magazine only 0 1 year: $29.00 ($37 foreign*, $32 Canada & Mexico*) 0 2 years: $53.00 ($69 foreign*, $59 Canada & Mexico*) 0 3 years: $77.00 ($101 foreign*, $86 Canada & Mexico*)

0 3-MONTH DUES: $15.00. Full Member privileges, three issues of Hang Gliding magazine, liability and property damage insurance. I need not be a rated pilot to be a member.

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0 Enclosed is an extra dollar for the World Team Fund. I understand that USHGA will match my contribution. 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

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UN~l[E[J) SlAllES HANG Gl~[J)~NG ASSNc~ ~Nee P.O. BOX 8300, Colorado Springs, Colorado 80933 (719) 632-8300

revised 1/90

Volume 20

CONTENTS

Issue No. 3

(USPS 017-970-20)

Features

Columns 16 USHGA Reports

8 FAR's, PCA & Hang Gliding

Slicing up USHGA's financials , by Dan Johnson. Report on the recent USHGA election by Executive Direct0r Jerry Bruning. Revised Master rating requirements, by Pete Lehmann.

by Glen Nicolet Hang gliders must obey Federal Aviation Regulations just like other aircraft.

20 1989 Accident Review

Page8

47 Product Lines by Dan Johnson News on Delta Wing, Lhe insurance debacle and much more.

by Doug Hildreth A much improved year. but lots oftbe same mistakes.

26 Digital Altimeters/ Varios-Weighing The Competition by Russ Douglas Some bard data on the growing number of high-tech instruments.

Departments 3

28 Haleakala, Hawaii-A Flight Of Extremes

6 15 22 43 49 49

by Don Etzbach, photos by Mary Anker A sled ride from this famous volcano lasts three quarters of an hour.

31 Monster Truck Madness by Briggs Christie Pacific Airwave builds one of the most powerful and sophisticated glider test trucks ever.

39 A Brief Sojourn Into The Realm Of Paragliding by Dennis Pagen An in-depth look at flying soft wings. Some speculation on a hybrid design.

MARCH 1990

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

Page31 COVER: Dave Neto flying Haleakala volcano OD Maui, Hawaii. Photo by DaveNet0.SeeDonEtzbach's story on page 28. CENTERSPREAD: Terri Low over a snow covered Telluride. Photo by Terri Low. DISCLAIMER OF WARRANTIES lN PUBLICATIONS: The material presented here is published as pan ·o f an informarion dfasemination service for USHGA members. The USHGA makes no \ varranties or represeDtations and assumes DO liability concerning 1.he validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright © l990 United Stares Hang Gliding AssociatioD. Inc. All rights reserved to Hang Gliding and individual contributors.

WANTED: USED GLIDERS, EQUIPMENT.

SALE!

·-·

We trade in your old glider and vario. INSTRUMENTS Afro Cross Country 8000 ...................................... $799.00 Afro Cirrus 8000 .. ................. $755.00 Afro 01'/ens Valley 8000a ..................................... $755.00 Afro Cumulus 8000 . ...................................... $479.00 Digital Vario .. .................. $199.00 Pocket Cambi, Vario Alli meter ............................. $399.00 Pocket Vario .. ..................................... $199.00 Pocket Altimeter 1•1. Vario .... ......................... $ 345.00 Pocket Altimeter, Digital ...................................... $255.00 Analog Air Speed Indicator .................................. $149.00 Camera Support ....................... $ 35.00 Compass 48mm .... ... ........................................ $49.00 Speed Rings ....................................... $12.00 Litek VE 12 ... ...................................... $169.00 Litek VE 7 . ............... $179.00 Ball 651 .. ................. from $575.00 Ball 651 ..................................................... lrom $475.00 Ball M 21 digital alt..... ...................................... $275.00 Aerocom Vario/altimeter.... ......................... $425.00 Ball M 30 Wrist mount vario ............................... $275.00 Maxon FM Radio, Portable .. ................... $319.00 Microphone .. ...................................... $39.00 PARACHUTES Ballistic BRS 4HG, free installation ..................... $749.00

High Energy 20-Gore ............................................ $325.00 High Energy 22-Gore ............................................ $345.00 Free Flight 22-Gore .. .... $300.00 HARNESSES Eric Raymond Equalizer,from .... $490.00 Eric Raymond Streamliner .. .... $425.00 Eric Raymond Harness, XL red or white .. .... $495.00 Eric Raymond Harness, top l'lhite bottom green .. $495.00 High Energy Sports Cocoon .... .... $295.00 High Energy Sports P.O.D . .... $425.00 WW Cocoon, large, excellent condition .... $300.00 HELMETS Aerodyne S,M.L ...... ................................... $72.00 Aerodyne S,M,L Long-tail ..................................... $79.00 Romer Comet (ear-opening).. .... $103.00 Romer Full Face..... .... $109.00 Bell Helmets . ...... $89.00 NEW GLIDERS Moyes XS .............................................................. call Moyes Mission .. .... ...... call UP Axis . ...... call Delta Wing Light Dream... ...... call Delta Wing Super Dream.. ...... call

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Gil Dodgen, Editor/Art Director John Heiney, Doug Rice, Leroy Gronnis, Eric Roymond, Photographers Horry Mortin, Illustrator Tim Rinker, Design Consultant Office Staff Jerry Bruning, Executive Director Chris Soulord, Advertising Borb Stricklond, Ratings P.J. More, Office Operations Patti Gamoro, Member Services Jeff Elgart, Merchandise Services USHGA Officers and Executive Committee: Russ Locke, President Jim Zeise!. Vice President Gregg Lawless. Secretary Dan Johnson. Treasurer

REGION l: Gene Matthews. REGION 2: Ken Brown, Jay Busby, Russ Locke. REGION 3: Bill Bennett, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Jim Zelset. REGION 5: Mike King. REGION 6: Ron Kenney, REGION 7: Marty Bunner. REGION 8: Bud Brown, Jr. REGION 9: Pete Lehmann, Jeff Simms. REGION 10: Matt Taber. REGIONl 1: Carl Boddie. REGION 12: Pete Fournla, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson. Dick Heckman. Mark Bennett, Joe Greblo, Dennis Pagen. HONORARY DIRECTORS: Liz Sharp, Mike Meier, Bob Thompson, Tom Kreyche, Jan Johnson. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NM) which Is the official representative of the Federation Aeronautlque Internationale (FAI). of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome: Anyone is Invited to contribute articles, photos, and illustrations concerning hang gilding activities. Jf the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the rightto edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park. CA 90620 (714) 9943050. HANG GLIDING (USPS O17-970) Is published monthly by the United States Hang Gliding Association, Inc., 102 N. Cascade Ave., Suite 200. Colorado Springs, Colorado 80903-1402 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional malling offices. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight, Membership is open to anyone Interested In this realm of flight, Dues for full membership are $39.00 per year ($42 Canada & Mexico, $47 foreign); svbscriptlon rates only are $29.00 ($32 Canada & Mexico, $37 foreign). Changes of address should be sent six weeks in advance, Including name, USHGA number. previous and new address, and o malling label from a recent issue, POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSN .. P.O. BOX 8300, Colorado Springs. CO 80933.

March 1990

Volume 20, Issue No. 3

AIRMAIL

ALTIMETER WARNING Dear Editor, I just wanted to wam pilots out there about the altimeter watch advertised in the Feb. '90 issue on page 40. The Casio watch sports many amazing features which seem too good to be true. I bought a similar watch without the analog display, and I'm sure this model has the same digital guts. Careful reading of the owner's manual reveals that the watch should not be used for scuba diving, parachuting or hang gliding. The altimeter is not temperature compensated and reads in 20-foot increments, and varies grossly with temperature and altitude. Changes in altitude are updated so slowly that the information is useless for parachutists and glider pilots alike. After reading the owner's manual I took mine right back to the store for a refund. Don't be fooled, there is a reason why quality altimeters cost so much. You'd be better off going to Pep Boys and buying a $20 auto altimeter. Casio make good watches, but they fall very short on making a good wrist altimeter. Someone please correct me if I'm wrong, but I believe this watch was intended for the occasional snorkeler, day hiker and business executive who likes to check his altitude while in stationary skyscrapers.

purpose, and hang glider pilots should be familiar with them. We as hang glider pilots sometimes operate in gray areas. One of these areas involves control zones, where we occasionally operate in the fringe area and no one asks any questions. It may be that they know we're there, but are willing to tolerate us. The best philosophy in a case like this might be, "If you can't stand the answer, don't ask the question." Another misunderstood subject which people often overreact to concerns restricted and prohibited areas. The bottom line is, safety should never be compromised. However, the point in Kevin's case is a clearcut violation. For USHGA to publish and condone this fact in Hang Gliding magazine is irresponsible and neglectful. Intermediate and advanced hang glider pilots need to have a clear understanding of FAR's. Especially when pilots start flying cross country. We are a small group of aviation enthusiasts and misunderstood by many inside and outside aviation circles. We should not condone or publish such adverse or controversial action. I have a question. What is USHGA's position on recognizing a new record when it was achieved while violating rules, FAR's or accomplished under some other illegal means? Thank you for allowing me to comment.

Harry Martin Northridge, CA

Glen R. Nicolet Schaumburg, IL

BREAKING THE RULES Dear Editor, This letter is about Kevin Christopherson 's article in the October 1989 issue of Hang Gliding. First let me say that it's great when records are set and new ones made. It is quite an achievement to fly a hang glider 287 .449 miles cross country. However, there are a couple of items that concern me. They relate to Kevin's statement on page 19, "I reached 19,000' twice but decided it would be a waste of time to take it any further as the lift was slowed considerably by the inversion." First, he doesn't mention anything about using oxygen. The cover photo does not clearly show whether or not he was using oxygen. In any case, this subject should be covered. The dangers of flying at higher altitudes need to be understood before anyone tries to fly much above 11,000 feet MSL. Second, and most significant, is that Kevin openly states that he flew in the Positive Control Area (PCA) twice. PCA is defined and explained in the Airman's Information Manual, and in Federal Aviation Regulations (FAR) paragraph 71.193. His barograph chart (page 21) shows that he exceeded 18,000 feet three times during the flight. This is a violation of FAR's: Part 103, Ultralight Vehicles (specifically FAR I 03.17, Operations in Certain Airspace), Part 91, General Operating and Flight Rules (specifically, FAR 91.24 and FAR 91.97. These rules and regulations are made for a

The inclusion of the references to flying at 19,000' was a regrettable oversight on my part. The problem with being an editor is that no one sees the hundreds of no-no' s you edit out, just the ones you miss. See Glen's article in this issue-Ed.

PARAGLIDING COMMENTS Dear Editor, Was the cover photo on the January issue intended to be symbolic of the potential amalgamation of paragliders with hang gliders currently being considered by the USHGA board? And were the numerous references to paragliders in that same issue purposed to test our reaction to the possible incorporation of them into the USHGA and its magazine? If so, I offer my personal opinion. There are infinite detrimental possibilities resulting from such a union. My primary concern is the content of this magazine. I am not involved or interested in paragliding and regard any reference to them in the magazine to be a dilution of that publication to which I subscribe. If paragliding burgeons, as was the case in Europe (and as ultralights did here), the situation could likely be reversed-hang gliding articles sprinkled throughout a paragliding publication. Regardless of the board's decision, please retain the purity of the magazine. Rodger Hoyt Rogue River, OR

AIRMAIL Dear Editor, I feel the prime area of concern with paragliders is their safety record. From what I have read in the European magazines, the accident rate of paragliders is quite high. For this reason alone, paragliding should be recognized as a separate organization. If the APA is growing and wants to grow safely, it should be able to have the U.S. Parachute Association and the USHGA to lean on for guidance. With help like that, the growth process shouldn't be too painful. Yet, I repeat, they should stand as a separate organization. Just as with our organization, the key to a solid, structured APA is to get every participant to become a member. Even though I feel we should share our sites with paragliders, I don't want to share our magazine. European and British magazines are now 50% hang gliding and 50% paragliding. The growth of the APA should include their own publication. Jim Gibson Goleta, CA

Dear Editor, I have read many letters and a11icles over the past couple of years from concerned hang glider pilots about the paragliding issue. Much of the concern seems to focus on what I feel is a lack of communication between the two groups. Let's make that three or even four groups by including sailplane pilots and private pilots. Each individual group seems to feel that they are the most important group and the world should acknowledge likewise. Welcome to the real world. It doesn't work that way. It never has and it never will. No matter what aspect of flying you 're involved in we have some real common ground. Whenever there is a breakthrough in any area of aviation we all win. New ideas coupled with the enthusiasm and resources of the aviation crowd will give our futures exciting new possibilities. Please accept my thanks for the vast amount of infmmation available in your magazine and the many informative books advertised in your issues. Although the infonnation is intended mainly for hang gliding it has been a real asset to my safety and proficiency in paragliding. Hang gliding and paragliding have many of the same characteristics and dangers to contend with. We as paraglider pilots have much to learn from hang glider pilots, just as they had much to learn from soaring in years past. I think the worries many hang glider pilots seem to have are very unnecessary. Paragliding, like hang gliding, is a relatively safe sport if proper instruction is given and common sense is used. I think the biggest threat to paragliding is the same as the one to hang gliding. Ignorance not only kills, it hurts us all. We need to share information. Mo s t paraglider pilots as well as hang glider pilots are good courteous individuals who do not wish to

cause conflict between themselves or with the public. Some are concerned about the portability of paragliders. Portability only insures that most of us won't be flying the same hills as our cousins because of our ability to fly new areas not easily accessible to hang gliders. Many of the folks I meet while flying these areas are absolutely thrilled at what they see. Most have never seen a glider of any type. Situations like these can be a very good form of exposure, and if handled with any finesse can prove to be an asset to us all. Many of my friends who fly paragliders are expressing interest in learning how to hang glide. Many of my hang gliding friends are are expressing interest in learning how to paraglide. In many parts of the country hang gliders are not practical during the winter months. You can paraglide all year long in most areas. During the premium months hang gliding offers vastly superior distances to be conquered. As time passes hopefully many of us will take the time to explore the advantages, excitement and challenge of both sports, instead of wasting our valuable time and resources trying to decide who is most important. Henry S. Baker Okanogan, Washington

Dear Editor, I have been involved a great deal in the debates on how the USHGA is going to handle the emergence of paragliding. Hang Glider pilots have expressed to me some of their concerns about paragliding. These include the fear that lack of skill and knowledge will involve more incidents and will jeopardize our already precarious relationship with site owners, and the possibility of more insurance claims which could result in cancellation of our policy and again loss of sites. Many feel, "Why take a chance?" The work we have done has taken many years of volunteer effort and membership monies. Since many have no desire to become paraglider pilots, why expend extra effort when we have other priorities? I personally have the fear that if the USHGA enjoins the APA with the potential growth of paragliding we would become a minority in our own organization. I can see myself leafing through Hang G/idi11g magazine to find some stories on my lifelong sport. Given these concerns and others, the paragliding committee of Cloudbase Country Club presented the following to their Executive Committee for acceptance: I. Paragliding is a new and growing form of aviation in our country. As such, we will give paragliding pilots all the support we can, especially in the areas of micrometeorology and safety. 2. Since self-regulation has been our goal, as opposed to FAA or no regulation, we recognize the American Paragliding Assn. and its efforts. 3. We welcome paraglider pilots to fly our USHGA-insured sites under the following condi-

tions: a) They are USHGA members for insurance coverage only. b) They are APA members with the appropriate rating and special skills for the site (see APA manual). c) Tandem paragliding is not permitted at this time since there is no FAA exemption yet. d) Rating requirements for specific sites will be made by that site committee. e) Sites that are not USHGA insured should make every effort to recognize APA-rated pilots and treat them as you would a similar USHGA-rated pilot. 4. In cases where we have use agreements the owners should be notified of our policy and our willingness to work with them to insure our continued use of the site. Jim Reynolds Olympia, WA

Dear Editor, I'm writing in response to the paragliding issues raised by USHGA President Russ Locke. I am wholeheartedly in favor of merging paragliding into the USHGA for a myriad of reasons, of which I will list a few. 1) Safety. I have seen a number of paraglider pilots make the same silly mistakes hang glider pilots did in the early ?O's. By including them in the USHGA they will have a fornm in which to learn about flying safely. 2) Strength in numbers. Although the APA only has 300 or so members right now, I believe that will rapidly change into thousands as paragliding is perceived to be safer and easier to learn than hang gliding by the public. With all of us speaking with one voice, we improve our chances of keeping our old sites and obtaining new ones. 3) Similarity of interests. Let's face it folks, paraglider pilots fly for the same reasons we do. They love the outdoors, the peace and beauty only available to unpowered, foot-launched pilots. Let's welcome them into our ranks and grow together! Ric Lee Sandy, UT

Dear Editor, I am strongly against allowing paragliders into our organization. We have negotiated for the right to fly and sacrificed a lot of time and energy as a community in the USHGA to gain the reputation we currently hold. I feel our standing is very positive in the eyes of the public at this point. Over the last 16 years I have seen an attin1de change in the public in general. We have come a long way and continue to become a safer sp011. By allowing a fledgling crowd at our flying sites we open up old scars that we really don't need. Paragliding has its place in this world, but it is not at our long-time established flying sites.

HANG GLIDING

AIRMAIL As a ranger in Yosemite I had to go look for the remains of base jumpers who decided to jump from the point at night. Luckily they usually were found in one piece. But the next day I would have dozens of campers asking why they allow hang gliding from the cliffs of Yosemite at night, or from El Capitan or other illegal areas in the park. The general public does not know the basic difference between paragliding, base jumping or hang gliding. Every time a paraglider goes in at one of our sites, it will be a step backward for our sport. Allow the paraglicler pilots to establish their own organization. Guide them through the early stages so they don't make some of the mistakes we made, and keep them away from our sites. Roger Lockwood Fort Benton, MT

BAD EXAMPLE Dear Editor, In the January 1990 issue, there was a plea from the Wings of Rogallo Hang Gliding Club for letters to help reactivate the Ed Levin Park flying site. I sincerely hope that everyone took the time to clash off a letter to help out, since next time it could be you. I always considered Hang Gliding magazine to be as fine a bit of public relations material as we could want. I nearly sent my issue to the Santa Clara County Board of Supervisors until I read some of Russ Locke's material and decided that a Board of Supe1Yisors which is on the fence regarding a decision probably should not have certain things brought to their attention. In Competition Corner, our President relates several embanassing items that are nothing lo brag about: a Colorado team skirmishing at a watering hole and impressing everyone with their ability to keep partying while incurring expensive repair bills. I hope these folks did not party-down all night and then strap on a glider for some intensive flying with hangovers. (Bet they did.) Steve Moyes missed a pilot briefing and landed in the one field that was off limits to all pilots. In any serious aviation event, airshow or competition, if a pilot misses a briefing, he does not fly. Period. Why have a briefing if it is voluntary? This horse rancher may have been the one landowner to avoid, and there lies the reason for briefings. Steve Moyes or HaJTy Hangstrap-miss a briefing, miss the clay. John Beebe seems to have missed a briefing too. He seems to have invaded the private tmf of a father-and-son team who didn't like hang gliders. Now there are two landowners who like hang gliders even less than before. The one serious incident was a midair on day five. It was never determined what caused the accident-there are several versions of the incidentand none found any fault with the way the pilots were flying. HORSEPOOP! If there was a midair it is fairly reasonable to assume that one or the other or both pilots were not paying attention to what was MARCH 1990

going on around them. NOT LOOKING! Next to not hooking in this is probably the best way to get a free parachute ride clown. Somebody let up for just a second and it was enough to cause a midair. There is real fault when two craft collide. Check with the FAA on that. Maybe it is ironic, but there is an update on the USHGA Safe Pilot Award Program in the rear of the issue. The moral here is that if you are considering sending a copy of the magazine to a key decision maker, proof the magazine first to make sure you don't shoot yourself in the foot. Pete McEvoy Brea, CA Colorado pilots will never be tamed hy Califomia' s spineless society nor the milk-toast flyers that can' tfathom the "eight hours bottle to throllle" mle. The pilots I know adhere to it religiously and yo11 know really we are all 011 a 111issio11 to have fun. The 111id-air at the nationals probably could have been prei·ented had either of the pilots caught a glimpse of the other in ti111e. Just because 110 one reported in the competition comer who had the right of way doesn't mean it hasn't been determined. By the way, have you ever flown in a gaggle offirst-class co111petitio11 pilots in a national contest and kept one eye on each pilot all the time. How many eyes have you got? Sounds like Pete got caught between a rock and a hard place: "Keep quiet and look stupid or speak up and leave 110 doubt 1" Erik Kaye Telluride, CO

RECORD SPONSORSHIP Dear Editor, I would like to take this opportunity to publicly thank Pacific Airwave for the support that they have given me in my efforts to set the official world record. Not only have they made me a member of their team and supplied me with the hottest glider on the market, they covered all of my expenses incurred on my 287-mile flight, gave me a check for an additional $500 and awarded me with a certificate for a round trip ticket to Europe. They are even going to furnish gliders to fly while I am there. Now that is what I call support! Thanks again, and you can bet that I will be driving a Kiss this summer. Kevin Christopherson Casper, WY

TRIBUTE Dear Editor, Bob Allmon died doing what he loved the most, hang gliding. I think Bob was a first-class pilot and indeed he was a good instructor and terrible ground stamper. He did not believe in aerobatics and was always telling me to be careful when flying. Hence Bob's reflection on me will always be close to my heart. Gunna miss you bro. I'd like to thank all the people who attended my brother's service on Maui. Ron Allmon Beaverton, OR

CORRECTION Dear Editor, I am 15 years old and very enthused about the sport of hang gliding. I enjoy flying at Morningside Flight Park, and I entered the 12th annual intercollegiate meet that Dennis Fagen recently wrote an aiticle on. I really liked the article, but he made a comment about the youngest age in the competition being 19. I just wanted to mention this mistake because I often wonder why so few people my age do this (of course, for some, their parents just won't let them). So I asked some of my friends, and even some adults at my school, and everyone seemed to have a very negative image of the sport. They seem to think it's the type of thing only a daredevil might do; some even seem to think I'm hang gliding merely to show off. This certainly isn't the case; I do it because I love it. Why does everyone, when hearing the words "hang gliding," think of some crazy person jumping off a cliff? I wish more people could see the statistics comparisons in the December HG issue.

SITE INFO Dear Editor, Our club has become greatly concerned with rumors that are circulating about a hill we have flown called Cayucos. The rumors state that we have this hill that is soarable all the time and has a landing zone on the State beach next to campsites! These are the facts: I) Takeoff is unsecured property. 2) The State beach is illegal to land on and you may not only be cited but endanger our only secured flying site, Montana de Oro. 3) Flying there is seasonal-like three months out of the year. Please only fly this site with a local and land where directed. PeJTy Judd San Luis Obispo Soaring Association Shell Beach, CA

Jeffrey Sanchez Nonh Billerica, MA

UPDATE CORRECTION!!! USHGA BOARD OF DIRECTORS MEETING - April 6-8 In our last issue we indicated that the dates of the USHGA Board of Director's meeting would be April 1-8; the correct dates arc April 6-8. Members and interested parties are invited to join us to discuss a host of important hang gliding issues at the Sheraton South Hotel, Colorado Springs, CO. Contact: Professional Travel of Colorado Springs. Call toll free 1 (800) 678-7807 for travel anangements. You may also contact the Sheraton South Hotel directly at (719) 576-5900. Be sure to mention you're with U.S. Hang Gliding Association to receive your discounted rates. The deadline for confirmation is March 15, 1990. INSURANCE NEWS USHGA's insurance rates have increased. We are adjusting the Special Event Site Insurance rates as follows: $45 1 clay 2 days $75 $105 3 clays $135 4 clays $160 5 clays Additional days' coverage will be calculated on a percentage rate. NOTES TO HANG GLIDING ADVERTISERS Classifieds: Please be advised that logo charges for classified ads are $15 per month (not $11 per month) and photo charges are $25 per month. We will be strictly adhering to our pricing schedule from now on and will begin charging our long-tetm, as well as short-term advertisers, these "updated" rates. If you have any concerns regarding these pricing changes, please call Chris at (719) 632-8300 (USHGA headquarters). We have, in the past, charged our long-te1m advertisers a very nominal fee for logos and photos within the classifieds section and unfortunately, the rising costs of magazine publication prohibit us from continuing this trend. Effective with the billings for the May, 1990 issue we will be using these new pricing rates. We thank you for your cooperation and understanding, and thank you for advertising with us! Deadlines: Please be advised that, effective immediately, the "deadline elate" of the 6

20th of the month will be strictly adhered to. Absolutely no exceptions will be made to this rule. We are attempting to mail Hang Gliding magazine out to our members in a more timely manner each month and in order to do this we MUST set a deadline elate for advertisements. In the past the office has been quite lenient about accepting advertisements past this 20th deadline elate-we will no longer continue to do this. We thank you for your understanding and cooperation!

PARAGLIDER TOWING TLS of San Antonio, TX has approved the use of their MKII tow winch for towing paragliclers. They claim the same advantages for using a payout-type winch as for hang gliding: improved safety margin over mountain flying, less time spent hang driving and waiting, and more time flying and thennaling. Features include: driver-adjusted hydraulic brakes, 3,000' Ultraline tow rope, high torque electric rewind motor, quick line recovery (QLR) compatible. Contact: TLS, 7010 Mark, San Antonio, TX 78218 (512) 824-1803. TWO NEW WORLD RECORDS Airwave Gliders of England sends us news of two new world records set in Australia on Magic Kisses. The first was set by Judy Leclen who flew a dogleg distance of 170 km after tow launching from Boganol near Forbes in New South Wales. The flight took 6 hrs. 45 mins. and she landed at Lake Cargallico after having achieved her turn point 60 km to the southwest of Forbes. Just before the turnpoint she was clown to only 200 feet above the ground and was shouting at the sheep to clear the field she planned to land in, when a thetmal broke off and she was able to continue her flight. The second record was set by Steve Blenkinsop from Adelaide who set a new speed record by flying and out & return distance of 101 km in 3 hrs. 9 mins. 30 secs. This gave him an average speed of 32 km/hour. FREEDOM OF FLIGHT IN EAST GERMANY Don Betts sends us a news clipping which details a new freedom that is the result of the changes in Eastern Europe. East German hang gliding enthusiasts, whose sport was fo1merly banned because of the fear that they might fly over the border, have formed a club in East

Berlin. The official news agency ADN said the club will begin giving hang gliding lessons this month.

PENDULUM SPORTS GREEN TEAM Jim Zeiset's Pendulum Sports has formed the "Green Team," for the purpose of forwarding the cause of sponsorship within the sport of hang gliding. According to Zeiset this will be accomplished by presenting to the media a colorful group of six competition pilots, sponsored by Monarch Manufacturing. Zeiset hopes that," ... this will demonstrate the profitability of applying a portion of corporate advertising budgets to sponsorship of hang gliding teams or individuals." NEW CERTIFIED GLIDERS All dimensions in inches, weight in pounds. NOTE: These specifications are intended only as a guideline for cletennining whether a given glider is a certified model, and whether it is in the certified configuration. Be aware that no set of specifications, however detailed, can guarantee the ability to detetmine whether a glider is the same model, or is in the same configuration as was certified, or has those performance, stability, and structural characteristics required by the certification standards. An owner's manual is required to be delivered with each HGMA-certificd glider, and it is required that it contain additional airworthiness inf01mation. KEY 1) Weight of glider with all essential parts and no non-essential parts. 2) Leading edge dimensions. a) Nose plate anchor hole to: 1) Crossbar attachment hole. 2) Rear sail attachment point. b) Outside diameter at: 1) Nose. 2) Crossbar. 3) Rear sail attachment point. 3) Crossbar dimensions: a) Overall pin-to-pin length from leading edge attachment point to hinge bolt at glider centerline. b) Largest outside diameter. 4) Keel dimensions. Least and greatest allowable distances from the line joining the leading edge nose bolts to:

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GLIDER MODEL: Sport AT 167 MANUFACTURED BY: Wills Wing, Inc. (1) 60 lbs. - (2.a.1) 131- (2.a.2) 232-233.5 - (2.b. l) 1.97 - (2.b.2) 2.05 - (2.b.3) 2.05 - (3.a) 119.9 - (3.b) 2.44 - (4.a) 40-43 (4.b) 58-60- (5.a.1) 76.5 - (5.a.2) 45.25 (5.b) 402 - (6) keel/keel - (7) 140-210 lbs. - (8) Intermediate

GLIDER MODEL: Sport 180 MANUFACTUREJ? BY: Wills Wing, Inc. (l) 68-70 lbs. - (2.a. l) 137- (2.a.2) 236.875238.375 - (2.b.1) 2.05 - (2.b.2) 2.05 (2.b.3) 2.05 - (3.a) 123.75 - (3.b) 2.5 (4.a) 49 +/-1/2-(4.b) 59.75-61.75-(5.a.l) 81 - (5.a.2) 43 - (5.b) 412 - (6) keel/keel - (7) 175-300 lbs. - (8) Intermediate

GLIDER MODEL: Magic Formula 154 MANUFACTURED BY: Pacific Ainvave, Inc. (I) 63 lbs. - (2.a.l) 133.75 - (2.a.2) 222 +/.5 - (2.b.l) 2.25 - (2.b.2) 2.25 - (2.b.3) 1.968 (50mm)-(3.a) 124.375 -(3.b) 2.5(4.a) 37.25 +/-1 - (4.b) 56 +/-1.5 - (5.a.l) 73.75 - (5.a.2) 43.25 - (5.b) 407 - (6) Behind pull-back cable catch on keel/same - (7) 130-230 lbs. - (8) Intermediate to Master

GLIDER MODEL: HP AT 158 MANUFACTURED BY: Wills Wing, Inc. (1) 69 lbs. - (2.a.1) 131-(2.a.2) 227-228(2.b.1) 2.36 - (2.b.2) 2.44 - (2.b.3) 2.05 (3.a) 122.75- (3.b) 2.44- (4.a) 34.375 +/- 3/ 8 to 37.375 +/- 3/8 - (4.b) 53.75-55.625 (5.a.1) 68- (5.a.2) 40- (5.b) 413 (without tip covers) - (6) keel/on info placard - (7) 150-250 lbs. - (8) Advanced

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GLIDER MODEL: Sport AT 150 MANUFACTURED BY: Wills Wing, Inc. (1) 54 lbs. - (2.a.1) 131 - (2.a.2) 214.75215.75- (2.b. l) 2.05 - (2.b.2) 2.05 - (2.b.3) 2.05-(3.a) 119.9-(3.b) 2.36-(4.a) 39.7540.75 - (4.b) 53.75-55.75 - (5.a.1) 73 (5.a.2) 44 - (5.b) 378 - (6) keel/keel - (7)

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FAR's, PCA &

Hang Gliding by Glen Nicolet

''Up,

up and away ... In my beautiful, my beautiful..." hang glider. In today's world of new technology and design, hang gliders are flying higher and farther than ever before. Today's flights often take pilots to altitudes that can make normal breathing difficult. We are limited only by our imagination, ability to cope with the elements, and the rules imposed upon us. Are we forgetting there are rules regulating the way we fly? This series of articles is not meant to point a finger at those pilots who have violated some of these rules. It is to remind us that Federal Aviation Regulations (FAR's) do exist. The intent is to give those of you unfamiliar with FAR's a quick and simple synopsis of what they mean. THE FLYING LAWN CHAIR I want to start by relating a story about an individual in California who, on July 2, I 982, had a dream of flying. Unfortunately, he didn't seek the proper sources for rules and information on how to do it. He had to be an adventurer and a creative person to figure out a way to free himself from the bonds of gravity holding him to earth. He ordered large weather balloons and got enough helium to lift his weight while sitting in a lawn chair. He did have the foresight to realize that once aloft he would need a way to return to earth. So, he took a BB gun along to shoot one or more of the balloons, thus when he was ready he could descend. This individual survived the flight! However, what happened during and as a result of the flight has an important lesson in it. Our balloonist lifted off from somewhere near San Pedro, California and ascended into

the heavens to an altitude estimated to be between 16,000 and 19,000 feet. He wasn't carrying a barograph so we won't ever know for sure. An air carrier spotted him up there and had to alter course to avoid hitting him. Can you imagine the pilot and copilot arguing as to who was going to report this, or how they described it on the public address system to the passengers? Finally, the lawn chair pilot came clown somewhere in Long Beach, landing in power and telephone lines on private property. Here are some of the infractions made by our balloonist. First, FAR 9 I .87b was cited. He flew through the Long Beach Airport traffic area without a radio. Second, FAR 9 I .65a was cited. He flew too close to another aircraft so as to create a collision hazard. The aircraft had to alter its course to avoid him. Third, FAR 91.9 was cited. He took off in a congested area. This is one of the busiest air traffic areas in the world. He also dropped an object that could have endangered people on the ground (the BB gun). And he may have flown into the positive control area (PCA) without authorization. As a result of this, the lawn chair balloonist was cited by the Federal Aviation Administration (FAA) with violating several FAR's and given a civil penalty fine of about $3,000. Although this fellow endangered others, he really only hurt himself by the fine he received. However, if a hang glider pilot breaks these same rules, all the hang glider pilots in this country will pay. We'll pay by possibly losing our ability to fly as freely as we do. Yes, the individual will pay the fine, but the rest of us will suffer the consequences. The balloon story may be amusing but it could have had a very sad ending. He could

have been killed, people on the ground could have been injured or killed, and substantial property damage could have been sustained. THE PROBLEM The sport of hang gliding has come a long way since the days of plastic-covered bamboo poles. We now fly highly sophisticated, technically engineered machines. Self-regulation in the community of pilots has led to a noteworthy safety record, and has given the sport a positive image. It has also kept the sport from being regulated by federal agencies. However, as those of us who participate in the sport strive for greater feats, we sometimes forget some of the basic rules that do in fact govern what we can and cannot do. In publications and newspaper articles across the country we read of pilots setting cross-country records or of beautiful flights through the mountains. We read of pilots reaching altitudes of over I 8,000 feet. How many of us ever stop to think or even know that this is in violation of some very specific regulations set up by the FAA to protect not only airplanes but us as well? Over the years hang gliding has managed to remain free of government intervention. Because of this, the sport has remained relatively affordable for those who participate in it. If we do not act responsibly but continue to break the rules, either through ignorance or malice, we risk losing our independence as a non-regulated organization. USHGA and all those involved have worked hard to get where we are today. We don't need to jeopardize this through ignorance or foolish acts. This could result in the registration of hang gliders with HANG GLIDING

large numbers painted on the wings. Also, we could have a requirement that radios and even transponders be used. The restrictions and expense could make the sport prohibitive.

FEDERAL AVIATION REGULATIONS FAR 's are the rules that govern our flight within the United States and we need to have a thorough understanding of them. Unfortunately, these rules are often perceived as obscure paragraphs buried in volumes of material that don't really apply to us. Ignorance of these rules is no excuse, and that's what can get us into trouble. If you are caught in violation of them you can be fined $1,000 for each infraction. That means if you make three infractions of the same or different type during a flight, you could be fined up to $3,000. Although several areas of the FAR' s apply to us, we really need to understand the details offAR l 03-Ultralight Vehicles. By definition a hang glider is an unpowerecl ultralight vehicle. This short two and a half pages of rules is not a lot when compared to the volumes of rules and regulations that govern all of aviation. Occasionally, we may need to reference other areas to obtain a clearer definition of terms. Let's look at Positive Control Area (PCA). PCA is defined and explained in FAR paragraph 71.193, and in the Airman's Infonnation Manual. This area includes specified airspace within the conterminous U.S. from 18,000 feet to and including Flight Level (FL) 600 (that's 60,000 feet). Altitudes are above Mean Sea Level (MSL) and not above the ground. Conterminous means having a common boundary or contained within the same boundaries-this means the 48 states. Alaska and Hawaii are handled separately. Parts of Alaska have different limits. FAR 103.17, Operations in Certain Airspace, states that no person may operate an ultralight vehicle within an airport traffic area, control zone, terminal control area, or positive control area unless that person has prior authorization from the air traffic control facility having jurisdiction over that airspace. I'll talk about airp011 traffic areas, control zones, and tenninal control areas in a later article. Simply put, this means hang gliders are not allowed above 18,000 feet MSL " ... unless that person has prior authorization from the air traffic control facility having jurisdiction over that airspace." The key here is "prior authorization." If you are going for a record flight or MARCH 1990

think you might exceed the PCA limits during a regular flight, you will have to obtain prior authorization to be legal. This may not be easy, in fact in some areas of the country it may not be possible. It depends upon the air traffic control facility involved, its location, the amount and type of traffic it handles, and how well informed the particular facility's management might be concerning hang gliding matters.

feet. First, you'd be flying in what has always been sterile airspace. Aircraft are under positive control by radar and in radio contact with the FAA controllers. We cannot be offered the same service. Our hang gliders do not show up on radar, and we are not authorized to carry an aircraft radio to communicate with FAA facilities. Second, we cannot fly much above 20,000 feet without a special forced pressurized oxygen system, or we will risk hypoxia even when using a supplemental oxygen system. I will write more about hypoxia in another article. For the one or two thousand feet between 18,000 and 20,000 feet, it just isn't worth what the sport of hang gliding might lose.

GETTING AUTHORIZATION So, if we are going to do this at all let's do it the right way. Here's 5~ how one is supposed to go about ~, getting prior authorization from the air traffic control facility having jurisdiction over that airspace. There are 22 Air Route Traffic Control Centers (ARTCC) around the country that have jurisdiction over most airspace. One is located in Hawaii and another in Anchorage, Alaska; the rest are in the 48 states. Air Traffic Control Towers (ATCT) have jurisdiction over airspace within their airport traffic area, control zone or tenninal control area. Since you might not know where the ARTCC is located, or which one has jurisdiction over the airspace in question, you could contact the ATCT or Flight Service Station (FSS) in your area for infmmation. . }/).~P.'I MA!,.TtAJ They should be listed in the telephone book. The supervisor in charge or area manager would be the person to talk to for pe1mission. 0 . • Remember, this doesn't mean you will get it. Be polite and keep your request brief and to the point. Try to call the day before or early the morning of the flight. Then there's the question of whether the FAA will bring up the liability question. This They will need approximate times, altitude, one has not been tested yet. That is, what hapand route or area of flight. Always be sure to advise them that you will remain VFR (Visual pens if an air catTier with several hundred people Flight Rules). If you are denied permission, be on board hits a hang glider in the PCA, with or tactful and don't break the rules. without pennission? I'll tell you what will It might be good if hang gliding clubs in happen if one gets hit without permission. Our different areas of the country visited the local sport will go right clown the drain! FAA facility. If you're near an ARTCC, go Personally, I do not see how the risk and there, otherwise visit an airport control tower. danger involved outweigh the little advantage Information about activities could be exthat might be gained from going above 18,000

":-•iilii""/

•

,, .

changed. When done properly, this will only help our image and improve relations with the public. You might even learn something and provide that facility with information about our sport for future reference. Knowledge is wealth. Ignorance will lead to the loss of what USHGA and all those involved have worked hard to achieve. If we do not act responsibly we will lose our independence as a non-regulated organization. All pilots, but pai1icularly intennediate and advanced hang glider pilots, must have a clear understanding of the FAR's, especially when starting to fly cross country. We are a small group of aviation enthusiasts and misunderstood by many inside and outside aviation circles. By following a few simple rules our sport can maintain its independence. • Gle11 Nicolet started flyi11g i11 1969 a11d has a commercial pilot's license, a11 instrumellf rating a11d commercial sailplane rati11g. He holds an Adva11ced hang glider pilot rating and is an Instructor-Observer. Preselllly, Glen lives in the Chicago area and works as a11 FAA evaluator for the Great lakes Region.

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

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Hang Gliding Calendar of Events Each month Hang Gliding magazine publishes an events calendar listing the who, what, where and when of meets, fly-ins, seminars, Instructor Certification Programs and more. This is a free listing, so be sure to keep us and the hang gliding community informed about your event. Remember, the deadline for the June issue is April 20, and you'll want your event to appear at least a month ahead of time. Send your calendar listing to: USHGA Calendar of Events, P.O. Box 8300, Colorado Springs, CO 80933 May 27th - June 2nd & June 3rd-9th

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'll spend a full week-seven days-attending theory sessions in the mornings and flying every afternoon. YOU WILL LEARN RIDGE SOARING FROM THE 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! 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

WESTERN HANG GLIDERS (408) 384-2622 P.O. Box 828, Marina, CA 93933 USHGA CERTIFIED SCHOOL photo by Mike Helms

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: photo by Mike Helms

LET OUR GUIDES SHOW YOU X-C FL YING AT ITS BEST IN THE INCREDIBLE OWENS VALLEY - JUNE 24-30 (extension week July 1-7) June conditions in the Owens Valley are still strong enough to fly long distance flights without the weather severity and crowds experienced in mid-summer. Our guide service is provided by USHGA-certified Advanced Instructors and experienced OV guides who know the weather patterns, best X-C routes, and site protocol. All transportation and retrieval is provided by a radio-equipped 4WD and a driver who knows how to find you! With these details taken care of, you 'II fly the Sierras and the White Mountains at launches like Piute, Gunter and Horseshoe Meadows. You 'II be provided with maps and an orientation ground school that briefs you on equipment, routes, altitude acclimation, site hazards, and specific X-C techniques for the Owens Valley. An additional week can be added to the first as an extension and may be purchased for $395 .00. Since the regular one-week trip is $595 .00 the combined price will then be $990.00 Glider rental is available with enough advanced notice. (We require a damage deposit of $250.) TRIP INCLUDES: • Guides •Drivers • Rides up & retrieval • Lodging (mote1 double occupancy) • Si\~ fees • 7'(or 14) flying days, weather permitting TOTAL COST $595.00 1 week, $990.00 2 weeks Glider rental $350.00 1 week, $550.00 2 weeks

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

For first timers in the OV this is the best possible way to learn Owens Valley flying. For experienced OV pilots this is the most convenient package available at a real bargain rate. So make reservations now, space is limited and usually fills in advance. *Advanced rating required.

INSTRUCTION, SERVICE, AND CUSTOMER SUPPORT Wills Wing has the most professional network of USHGA Certified Instructors and glider service centers in the industry. To support and maintain the highest levels of industry professionalism and customer service, Wills Wing created a unique program of instructor certification seminars, dealer service training seminars, and glider demo days which we sponsor at regular intervals at various locations around the country.

FACTORY TEST FL YING Every Wills Wing glider is factory test flown before we ship it to your dealer for delivery to you. All Wills Wing factory test pilots are USHGA Advanced or Master Rated pilots, and each has a minimum of ten years and 1000 hours of flight experience.

DEALER TEST FL YING After your glider is factory test flown and shipped, it is re-tested by your dealer and delivered to you in a process that includes a demonstration of setup and breakdown procedures, glider transport and maintenance procedures, and a familiarization with your owner's manual.

ADVANCED TECHNOLOGY Glider design at Wills Wing combines the benefits of seventeen years of experience in design and manufacturing with the most up to date computerized design techniques available to the industry.

JLLS

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Wills Wing's Test Capability

8 7 6

Industry Minimum Test Standards

L 0

20 40 60 Vehicle Test Speed

POSITIVE LOADS VEHICLE TESTING

TESTING AND CERTIFICATION To ensure your confidence, all Wills Wing gliders are tested and certified to well beyond the ---1111111;;::1 minimum industry standards prior to shipment of the first production model. Wills Wing's Nitrous Oxide Equipped Test Vehicle is capable of testing gliders to more than 80 mph.

COMPETITION Wills Wing pilots placed first and second among Class One gliders in the 1989 US National Championships and have won 13 National Championships including seven of the last twelve awarded. Ten out of the last fourteen US World Team Pilots have chosen Wills Wing gliders for World Championship competition.

CROSS COUNTRY Through the 1989 season Wills Wing gliders had broken the 200 mile cross country barrier thirteen times; nearly twice as often as all other gliders combined.

AN INVITATION If you 're a new pilot in hang gliding we cordially invite you to join the worldwide family of Wills Wing pilots, and we wish you a safe and enjoyable flying career. 1208 H. East Walnut Santa Ana CA 92701

Phone (714) 547-1344 FAX (714) 547-0974

fnE Fl.YING NEVER STOPS <N SUNNY SOUlHERN CALRlRNIAI HANG GLIDER Pl OTS HERE CAN FLY AWOST EVERY WEEK Of fnE \'EARi THE SELECTION Of BEAUTIFUi. SITES IS UNSUR!l'.SSW

~1r- Air-lr;s Ala"J R~me11tber rh•se. f}05h:!~rds Glen sewt

me to~ 111,J co,l n,e o,'t here -f-o Southen, C~lif-ornia? I

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Calendar Of Events Until Oct: 1990 Southern California X-C competition. Entry fees: Class A $75, Class B $50. Prizes. Contact: Windsports Soaring Center (818) 988-011 l. March 10: Novice ground school. March 23-25: Los Angeles flying tour. May 4-6: Monterey Bay Steeplechase. May 19: Novice ground school. May 27-June 2: Ridge soaring camp. June 3-9: Ridge soaring camp. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. March I-Oct. 31: 1990 So Cal X-C Competition. Open distance, best 2 flights of season wins. Prizes to top places. Contact: Windsports (818-988-011 [) Soaring Center or The Hang Gliding Center (619-450-9008) for details. March 3-18: Alternativa World Team Hang Gliding Cup, Governador Valadares, Brazil. $8,000 first prize, $22,000 total. Entry $500. Max 8 pilots per team. Contact: Pepe Lopes, Rua Jardim Botanico, l 82/704, 22461, Rio de Janeiro, Brazil, tel. (21) 246-1167. March 9-10: Instructor Certification Program, Santa Barbara, CA. Instructors: Achim Hageman, John Heiney. Contact: 29 State St., Santa Barbara, CA 93 IO 1 (805) 962-8999. March 10-11: Truck tow seminar. March 17-18: Mountain clinic. March 31: Tandem towing begins. April 21-22: Mt. clinic. May 11-13: 18th Annual Hang Gliding Spectacular. June 2-8: Hang gliding camp. June 9-10: Mt. clinic. June 23-24: Truck towing seminar. July 1415: Mt. clinic. Sept. 15-16: Mt. clinic. Oct. 67: Truck towing seminar. Oct. 13-19: Hang gliding camp. Oct. 20-21: Mt. clinic. Nov. 78: KHK/Shenandoah Valley instructor fly-in. Contact: Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959 (919) 441-4124. March 10-11: Packsaddle Mt., Kingsland, TX. Fun Comp. Course race. Spot landing & banquet at golf course country club. Contact: Jeff Hunt (512) 467-2529. March 3-4: Ridge soaring camp. March 16-18: Truck towing seminar. March 19: Thermal camp. March 24-25: Ridge soaring camp & tandem clinic. March 30-April 1: ICP. April 8: XC clinic. April 22: XC clinic. May 4: Ground school dinner. May 5-6, 12-13: Fun meet. May 18-25: AZ XC trip. June 7-13: Thermal camp. June 29-July 8: CA flying tour. Aug. 17-26: Owens assault. Contact: The Hang Gliding Center (619) 450-9008. March 10-11: Basic ICP. Contact: Achim Hagemann, Santa Barbara, CA (805) 962-8999. March 17-18: (rain date 24-25) N. California's first aerobatic clinic-Dave Thomason/John Heiney. Mt. Shasta-Siskiyou County Airport, CA. Contact: Silent Flight (916) 938-2061. March 23-25: Basic and Advanced ICP. Contact: Jim Reynolds, Region I, Capital City HG, Olympia, WA (206) 459-8389 ..

MARCH 1990

March 24-25: Basic and Advanced ICP. Contact: Marty Bunner, Milwaukee, WI (414) 2234284. March 24-25: Tandem I/ Tandem ll clinic. March 30-April 1: Instructor Certification Clinic for both new instructors and to meet recertification requirements (March 31-April l). Contact: The Hang Gliding Center (619) 450-9008. March 24-April 1: 6th La Victoria International Hang Gliding Competition. $80 entry, $4,000 in prizes. Contact: Asociacion Venezolana de Vuelo Autonomo, tel. 58-2-7813786, FAX 582-329884. March 24-April 4: International Hang Gliding Championships, Caracas, Venezuela. Contact: Avenida Miguel Angel Edificio, Gunita Apartamento N-3, Colinas De Bello Monte, Caracas, Venezuela, Attn. Rodolfo Aguirre, tel. (02) 572-0175. April 6-8: USHGA Board of Directors Meeting, Colorado Springs, CO. April 6-8: Big Sur trip. Contact: Hang Glider Emporium, 613 N. Milpas, Santa Barbara, CA 93103 (805) 965-3733. April 13-15: Florida State X-C Meet at Florida Flying Gators Airpark in Lake County, FL. Contact: Campbell Bowen (407) 657-1699 or Steve Flynn (904) 775-3252. April 14-21: 2nd East Coast Championships, Sequatchie Valley, TN. Awards for daily as well as final winners. 36 pilots max. Contact: Rick Jacob, 9625 Vine St., Ooltewah, TN 37363 (615) 238-5568. April 14-15: Easter weekend, annual Great Race, Lookout Mt. Flight Park, Chattanooga, TN. 22-mile ridge race, prizes & trophies-the fun event of the year. Contact: (404) 398-3433 or 398-3541. April 21-23: Lone Peak out & return at north side of Point of the Mt., Draper, UT. Open launch window. Contact: Vulture Enterprises, 13077 S. 3600 W., Riverton, UT 84065. April 28-29: Not So Great Race, sponsored by Lumby Air Force. $ l ,000 first prize, $50 entry, rooms available $ LO/head. Contact: Peter Warner, Lumby, BC, Canada (604) 5472169 or 547-2422. April 28-May 1: Guarnieri International Cup, HG & paragliding. April 16 deadline. Contact: Guarnieri '90, P.O. Box 142, I-32032 Feltre BL, tel. 0439-84543 FAX 0439-390068. May 5-6: 4th Annual Stewart Smith Memorial ~Fly-In, at beautiful Moore Mt., NC. Cash prizes, trophies, good food, free camping, demo gliders. Contact: Ben Burri! (704) 3923765 or Travis Bryant (704) 758-9331.

May 5-12: Open Cup "Peace." May 25-June 8: USSR Nationals in Alma-Ata. June 29-23: USSR Women's Nationals. July 6-20: Kisil Championships of Russia. August: USSR Cup in Yalta. Foreign pilots invited. Contact: Vadim Kakurin, General Director, or Alexander Gaidarly, Manager of Protocol, INTERAERO, ul. Panfilova, 20, 125080 Moscow, USSR, tel. 158-4895, FAX 9430059. May 12-20: Superleague (the "World Series" of hang gliding) Round I, Newton, Wales. May 26-June 3: Round 2, Lake Como, Italy. July 14-22: Round 3, Montreux, Switzerland. Contact: Superleague, 2 Cyprus St., Bethnal Green, London E2 ONN ENGLAND tel. (Ol) 981-5941. May 15-24: 6th Himalayan Hang Gliding Open, Kangra Valley, Himachal Pradesh, India. Cash prizes. Novice and X-C competitions. Contact: Tourism Development Corp., Ritz Annexe, Shimla-171 00 l tel. 3294. May 26-28: 12th Annual Dry Canyon Fly-In. Three clays of fun and competition in Alamogordo, NM, "The Soar Spot of New Mexico." Contact: Louis Godman (505) 4340641 or QJ Wilson (505) 434-2001. May 26-28: Girls Wanna Go Fly fly-in, HG & paragliders, Point of the Mt., Draper, UT. Fun flying, competition, demo days. Contact: P.O. Box 757, Draper, UT 84020 (801) 57l-8787. June 9-16: Tyrolean World Masters & prelims to the 2nd women's world meet. Contact: Postfach 31, A-6345, Kiissen/fyrol, Austria tel. 05375-6559 or 2160 FAX 05375-6989. June 11: Towing ICP. July 4: Buffalo Bill Days. Contact: Jane Renshaw, Rocky Mt. HG, Golden, CO (303) 985-5340. June 13: Basic ICP. June 15: Advanced lCP. Point of the Mt., Salt Lake City, UT. Contact: Al Godman, 5120 Williams Fork Trail,# I 08, Boulder, CO 80301 (303) 530-4882. June 23-24: Summer Solstice Fly-In hosted by Free Spirit Flight in Elmira, NY. Fun fly-in, 5 sites, party for pilots & friends. Contact (evenings): Gordy (607) 565-9758 or Joanne (607) 739-0912. June 23-24: 18th Annual Cochrane Meet, HG and paragliding. Contact: Vincene Muller, RR #2, Cochrane, Alberta, Canada (403) 943-6760. July 28-August 5: 1990 U.S. Nationals, Dinosaur, Colorado. Entry fee $27 5 postmarked before July I, $325 after. Contact: Christine Reynolds /GenTech Corp., Box 281, Conifer, CO 80433. NO DATE: Haney's Point Team Competition at Atkins, AR. Sponsored by Sail Wings. Contact: Larry Haney (501) 224-2186.

USHGA REPORTS

Slicing Up USHGA's Financials Reviewing 1989-Projecting 1990 by Dan Johnson, USHGA Treasurer ABOUT FACE

After five years of the Russ Locke administration, the Finance Committee, members of the Board, and the executive staff have successfully turned USHGA around. What was in 1983 a $60,000 annual loss is now modest profitability. Yet as the bottom line improved considerably, benefits also increased at the same time the organization has been run with an increasing degree of professionalism. Insurance coverage has improved, the magazine looks slicker than ever, the offices have been vastly improved and the location changed, a skilled executive director has been hired, new equipment purchased, and a new more businesslike attitude pervades the national headquarters. USHGA exists to help provide hang glider pilots the opportunity to fly, to enjoy that which draws people to the sport. A well-run organization can serve this goal better than one in disarray.

GROWTH PLUS CARE Of course, some of the turnaround success must be attributed to a moderate growth in membership from the low period in '83-'86. And surprisingly, insurance costs have actually decreased from their highest level. Nonetheless, the finance statements largely tell a story of old-fashioned hard work and fiscal responsibility. The graphs with this article reveal some data in a palatable manner. You should know, however, that graphs are only summaries, interpretations of figures and trends. Also, the figures are for one year only, and have certain anomalies. For example, the amount paid for insurance (Membership expense) does not reflect the full cost of insurance for a year. Rather, the accountant used by USHGA in California elected to place 1989 payments for the 1988 premium in 1988. Another extraordinary expense is the cost of relocation ($9,200 and not 16

inclusive of every expense of moving). The association also had to write off certain bad debts during 1989. These one-time expenses are special and will not recur, though perhaps other such costs will arise in 1990 or the years beyond. As with most financial reports, you must look at the information in the charts as a "snapshot in time," already out of date. The important thing to gain from all this is that USHGA is on the right track. As an or-

ganization we are still uncomfortably close to the financial precipice; no surpluses are being generated. But to be able to pay our bills while giving our members the best service possible is a worthwhile achievement. Certainly, the board of directors can do a far better job of setting policy to be carried out by the executive director and his staff when they have accurate financial information on which to rely.•

DETAIL OF REVENUE

EXPENSE CENTERS

SOURCES

MEMBERSHIP MEMBERSHIP Adn1inistration

$6,237

Site & Men1bcr Insurance

$45,833

Full

Handbook

$278,304

Fmnily

$5,486

3-Months

$8,038

I-Month

$7,797

$403

MAGAZINE $118,717

2-Year

$2,132

Production Costs

$11,535

3-Year

$2,106

Postage & Mailing

$22,570

Site & Event Insurance

$17,623

Editorial Costs

$30,155

Photos & Color Separations

$6,521

Miscellaneous

$1,244

Printing

MERCHANDISE Calendar

$7,855

Books

$18,181

Apparel

$7,107

Accessories

$726

MAGAZINE Subsci-iptions

$24,469

Advertising

$122,254

Newsstand Copies

$13,480

MERCHANDISE Calendar

$30,133

Books

$30,967

Apparel

$1,286

Delivery Costs

$2,100

Accessories

$1,352

Supplies

$1,612

Back Issues

$2,357

OTHER Progratn Costs

Board & Committee Costs National Headquarters

OTHER $8,392 $28,748 $298,662

Contributions

$45,523

Progrmns (ratings, etc.)

$12,177

Other Miscellaneous

$31,040

HANG GLIDING

)

Where the Money Goes ...

Where the Money Comes from ...

33.0%

II Membership

11.1%

Ill

Membership

Cl Magazine

D Magazine

Cl Merchandise

l'I Merchandise

• •

27.0%

•

Contributions

14.7%

11.1%

26.6%

Cl Board & Committee

Programs

4.1%

Cl Other

II National Headquarters

1.4%

•

Cash(+ Cash Deposits)

CII

Receivables

Ill

Merchandise Inventory

Prepaid Expenses

1111

Furniture & Equipment (less Depreciation)

Programs

Payables

•

Unearned Revenue

4.2°/o

Unearned Contributions

•

Capital

Income& Expenses for 1989 & 1990

3.4%

0.7%

11.8%

[I Printing

Editorial Costs

Photos & Color Separations

Production Costs

em Postage & Mailing

•

Miscellaneous

USHGA's Revenue Targets for 1 990 Compared with Actual Figures from 1989 Other Programs

Target '90

Contributions

Actual 'B9

1 00

1 50

200

250

300

350

in Thousands of Dollars MARCH 1990

USHGA REPORTS

1990 USHGA Regional Director Election Results The

1990 Regional Director vote tabulations started slowly because of the delayed release of ballot forms and postal service Christmas rush delivery problems in certain parts of the country. Ballot forms and candidate statements were included with the December issue of Hang Gliding which was mailed from the Tucson Post Office on December 15, 1989. The late magazine release resulted from the break-in and loss of desktop publishing equipment at editor Gil Dodgen's office. The need to replace this equipment and restore data impacted the nonnal publication date. To compensate for the late ballot mailing, the USHGA office extended the deadline for ballot receipt, with Executive Committee approval, to include all ballots postmarked I anuary 31, 1990 or earlier. The 1990 vote tally for those regions where only incumbent director(s) were running for re-election was marked by a drop-off in voter participation. The following incumbents were re-elected to serve their regions: Region 2 Region 3 Region S Region 6 Region 9 Region 10 Region 11

Russ Locke, Ken Brown Gregg Lawless, Bill Bennett Mike King Ron Kenny Pete Lehmann Matt Taber Carl Boddie

Regions 4 and 12 produced challenger candidates for their incumbent directors. Both of these contests generated voter interest and an increase in the percentage of member participation. Jim Zeiset turned back a strong challenge from Honorary Director Liz Sharp and was reelected as Regional Director. Paul Voight outdistanced Pete Foumia in a close contest and was elected as a new Director for Region 12. Membership participation dropped during the 1990 election. A comparison of 1988 and 1990 vote counts, by regional and national totals, details an 11 % decrease in membership participation. This drop-off may be partially explained by the lack of competition for many of the director's positions which were available. In this election, a higher percentage of mem-

bers voted when the incumbent Director faced a challenge. Approximately 30 ballots were declared invalid because of multiple regional candidate votes, inc01Tect voting procedures, label removals, etc. Thirty-eight write-in ballots were submitted including one for Pat Paulson as Region 4 Director. All elected candidates received a majority total of the votes cast in their regions, as specified by USHGA's bylaws. One last observation relates to the nonreturn of the USHGA questionnaire fonn. The questionnaire should be returned even if you elected not to vote. Existing ballot instructions call for the return of the ballot and questionnaire with the address label attached. The purpose of the address label is to allow Headquarters to verify voter eligibility and validate the ballot, and to develop regional and national information on member interests and priorities. The secrecy of your ballot is not compro-

mised by the return of the address label. The label is a necessary tool for us to develop accurate statistical data. We plan on revising ballot instructions for the next Regional Director's election to emphasize the purpose of the address label and to clarify valid ballot requirements and vote tabulation procedures. USHGA Headquarters expresses its appreciation to all 1990 election participants for their efforts and extends congratulations to all the elected 1990 Regional Directors.•

Bar/Jara Strickland, Member Services, was responsible for ballot verification, control and tabulation in the recent Regional Director's election. Barbara leaves USHGA for nurses training and an Army Reserves tour as ofJcmuary 15th. We' II miss her and we wish her well!

Jerry Bruning, Executive Director

Regional Director Vote Count Comparison 1990

1988

Region # Members # Votes

l* 2 3 4 5

6 7* 8* 9 10 11 12

# Members # Votes

---

1477 1380 725 139 181

242 176 238 38 25

16.4 12.8 32.8 27.3 13.8

1400 1226 634 200 167

459 340 127 42 41

32.8 27.7 20.0 21.1 24.5

---

-----

---

791 710 203 602 6208

101

12.8 13.2 16.5 19.1 17.1

747 582 161 560 5677

197 234 76 80 1596

26.4 40.2 47.2

94 34

ill 1063

14.3

28.1

* No elections for Regional Director positions in 1990.

HANG GLIDING

USHGA REPORTS

Revised Master Rating Requirements by Pete Lehmann

the November Board of Directors meeting in San Diego, CA the Safety and Training Committee revised the requirements for the Master rating. The revision is intended to remedy defects in the previous rating, and to reflect changes in the state of the art of contemporary hang gliding. The review of the Master rating was occasioned by criticisms emanating from dissimilar regions where the requirements were seen as discriminatory and outmoded. The essence of the criticisms was that some categories were too easily maximized (altitude gains and cross countty, for example), and that the number of flights required was excessive for a present-day pilot. Due to the distribution of potential points in the previous system, a candidate for the Master rating would have needed an absolute minimum of 800 flights. Using the figure of less than 50 flights per year for the average pilot, that meant a modern pilot would have required 16 years to attain the Master rating. That number, and other criticisms, guided a review of the requirements. The goal was to design a rating which demanded broad experience, but which was not beyond the reach of the active weekend pilot. The new requirements were also meant to more accurately reflect the expanded capabilities of modern gliders and pilots. To attain the rating a pilot must earn a total of 1,450 points in at least six categories. The points system is constructed in such a fashion that it is highly unlikely that a pilot will be able to maximize the available points in every single one of the optional categories beyond the required airtime and flight minimums. This means that in practice a pilot will have to exceed those minimums to earn sufficient points to gain the rating. The only reduced requirement is the minimum number of flights necessary to attain the rating. The minimum number of flights is reduced from 750 to 500 (of which 250 must be foot launched). In addition, the requirement that effectively required a minimum of 1,050

MARCH 1990

flights for tow pilots has been eliminated. While the minimum number of flights has been reduced to 500, it is unlikely that that number will be sufficient to attain the rating. The minimum number of hours remain the same at 400. Changes were made in the altitude-gain and cross-country categories to make it harder to maximize the points in those categories. There is an increase in the number of points to be earned in the categories of sites-flown and gliders-flown. Finally, the tandem and towing categories have been expanded to reflect the increased prominence of those two facets of modern hang gliding. There is also one added requirement that does not earn points. The requirement is that a candidate for the Master rating possess the Bronze Safe Pilot Award. The reason for this inclusion is to increase the awareness of safe flying amongst advanced pilots, thereby setting a positive example for newer pilots advancing through the rating system. During debate about changes to the rating's requirements, concern was expressed that too much weight was being placed on the numerical indicators, thereby de-emphasizing the importance of pilot character in achieving this rating. Recognizing that objection to be valid, the committee decided to forcefully reiterate that this rating requires demonstrated mature judgement as a pilot. Mature judgement includes consistent observance of the local and national rules governing hang gliding, displaying exemplary good judgement (for example, not flying when it's dangerous), being active in the community and flying consistently well (like not beaking landings). This rating is not meant to recognize a pilot who has simply flown a lot. The pilot must also have flown well and responsibly. No matter how much a pilot has flown he is not a Master-rated pilot if he has been endangering himself, other pilots or the welfare of the sport. It is the responsibility of Observers testifying to the candidate's suitability for this rating to confilm these behavioral characteristics before

recommending a pilot for the rating. Furthermore, it is the responsibility of the Regional Director who reviews a candidate's application to be satisfied that the pilot is indeed an exemplary pilot, and to reject a candidate if that is not the case. The author would like to thank Lany Huffman whose carefully reasoned proposal was the basis for the revised Master rating requirements.•

MASTER RATING REQUIREMENTS Earn 1,450 points from at least six of the categories below.

Airtime: Minimum 400 hrs. plus 1 point/hr. 350 points maximum. No. of Flights: Min. 500 flights (of which at least 250 must be foot launched) plus l pt./flt. 250 points maximum. Altitude Gains: 350 points maximum. 10 pts./2,000 ft. gain 15 pts./3,000 ft. gain 20 pts./4,000 ft. gain 25 pts./5,000 ft. gain 30 pts./6,000 ft. gain Only one altitude gain may be used from each flight. Cross-Country: l point/mile (ten-mile minimum flights). 350 points maximum. Number of Sites: 10 pts./site. 300 points maximum. Number of gliders: 5 pts./glider. 150 points maximum. Competition: 100 points maximum. 10 pts./Fifth 20 pts./Fourth 30 pts.(rhird 40 pts ./Second 50 pts./First Tandem: IO pts./flight (as pilot in command). 100 points maximum. Towing: 5 pts./flight. 100 points maximum. Maximum of 50 points in each of the possible categories below: ATOL-type Winch Static Line Aero-Tow Requirements not earning points: Attend an Instructor Certification Clinic, and pass the written test. Possession of the Bronze Safe Pilot A ward.

1989 Hang Gliding Accident Review by USHGA Accident Review Chairman Doug Hildreth There were six hang gliding fatalities in 1989. This translates into a fatality rate of 24 deaths per l 00,000 participants. The absolute number of fatal accidents went down while a significant increase in the pilot population occmTed. That is excellent.

MATERIALS AND METHODS This report is usually compiled from two sources, the individually submitted accident reports sent in voluntarily by pilots or witnesses, and the annual questionnaire that is a part of the election ballot. Nmmally we receive about 120-140 accident reports; this year we got 94. Also, the election questionnaire was late this year, as it was last year, so we have lost some significant weighting of the statistics. The two most notable variations (falsely low numbers) are in failure to hook in and parachute deployments. I am concerned about the drop in the number of accident report forms being turned in. Please tum in those reports. Do not assume someone else will do it. It is very important to our understanding of the causes of accidents, the following of trends, and the formulation of solutions that save lives. DISCUSSION The causes of hang gliding fatalities are exactly the same as the causes of all hang gliding accidents. The only way we will reduce the number of fatalities is by reducing the number of all accidents. There have been two significant changes in the causes of accidents over the last several years. If you remember, last year we pointed out the apparent increase in crashes on landing compared with prior years. Again this year the crash on landing numbers are high. We either need gliders that land more easily or we all need to learn how to land. We all know that our new gliders are more difficult to land. We have been willing to accept this with the rationalization that it is the 20

unavoidable consequence of higher perfonnance. But I see my job as a responsibility to challenge acceptance and rationalization. From my perspective, what I see in the landing zone and what I see in the statistics column is not acceptable. Crashes on landing are causing too many bent downtubes, too many minor injuries and too many seriously or fatally injured pilots. So what are we going to do? One reply is, "We should teach all those bozos how to land properly." Well, we've been trying that approach for the past few years and it has NOT worked! I have no problem with continuing to do that, but it is obviously not the whole answer. A second approach is to somehow make the gliders easier to land. A different kind of VG? Flaps of some sort-leading or trailing edge? A more clear indicator of exactly when to flare? Please u11C!erstand that I am not trying to blame anyone-pilots, instructors or manufacturers. I am trying to point out a serious problem and a dangerous trend, which we have not adequately dealt with so far. And for sure, acceptance, complacency, casting aspersions and making excuses will not reverse the trend. A subset of landing crashes impressed me: six pilots flew their gliders right into the ground. Most of them were still in the prone position. When the basetube hits the ground going 25 mph, the glider stops and noses in violently. The human body is not designed to withstand that kind of deceleration, particularly head first. The other significant increase is in failure to hook in. Typically there are about the same number of non-hook-ins in the questionnaire group, so that it is safe to say that there were at least 10 failures to hook in this year. It has occurred in the tandem sector too, both pilot and passenger. The instructional programs to assure hookin within 15 seconds of launch have apparently not yet caught up with the masses. Will elec-

tronic devices to assure hooking in gain acceptance? Certainly writing, talking, cartoons, education, ranting and raving have not helped. The key factor in all failures to hook in remains DISTRACTION. Harness problems continue: forgetting the leg straps, troubles opening and closing the doors, and the very serious and seemingly eternal, "I am now going to look clown and backwards at my harness (right after launch or right before landing) and not pay any attention to where I am going." In-flight stalls still plague us-two fatalities and several significant injuries. It seemed there were fewer weather-induced tumbles (2), and fewer gliders breaking in the air (2). There were probably fewer parachute deployments this year, even considering the Jack of questionnaire data. There was the usual miscellaneous list of we-really-do-know-betters: A couple of midair collisions with no serious injury. Flying into trees and power lines. A handful of improper assemblies. Students stalling on the training hill. A couple of aerobatic accidents. Two surf landings with a near fatality. Towing activity has increased dramatically. As usual I only received a half dozen reports. It's very difficult to see patterns and trends with such small numbers. We can not really make any meaningful comments or suggestions. Generally it has been a "good" yearonly six fatalities and two of those were 11011USHGA members. Even with the reduction in fatalities the same things that cause accidents are causing fatalities. So there is still plenty for us to work on. Unless YOU want to be included in these numbers: look at your preflight procedure, hook in, keep your flying speed up, give up ground skimming, get out of your harness and go upright sooner, and learn to land. Think and fly conservatively. Protect your buddy. Work on your USHGA Safe Pilot Award.• HANG GLIDING

1989 Hang Gliding Fatalities Robert Compton Pilot: April 4, 1989 Date: 30 Age: Experience: Intermediate Location: Alpine, CA Glider: Wills Wing Sport 150 Injuries: Head, chest, thoracic aorta Event: Solid intermediate who had recently become more aggressive in his cross-country flying. Winds were strong and increasing. His thennal disintegrated between safe landing areas and he crash-landed on an escarpment in high winds and strong gradient. Randy Hoffman Pilot: June 15, 1989 Date: 30 Age: Beginner Experience: Walthena, KS Location: La Monette Atlas 16 Glider: Injuries: Chest, back Event: Fourth flight from 250-foot hill. Practiced several turns away from hill at good speed. Last turn was slower and toward the hill, hit trees and fell to the ground. Presumed in-flight stall. Leonard Tonnancour Pilot: Date: Age: 60 Experience: 25 years of boat towing Location: Lake Holcombe, WI Glider: Unknown Injuries: Head Event: Boat towing. Apparently was flying over some trees, lost altitude rapidly and hit a tree. Pilot was unknown to local flying community.

Scott Young Pilot: July 11, 1989 Date: 24 Age: Advanced Experience: Dunlap, CA Location: Pacific Windcraft Vision Glider: Eclipse 19 Injuries: Head, neck Event: Advanced pilot recently returned to flying, and working as an instructor. New site, new (rented) glider. Got low, downwind and in rotor. Dove, turned sharply into the wind, glider oscillated, one wing tip hit the ground and the glider nosed in at a high rate of speed. Gary Tufte Pilot: September 23, 1989 Date: Age: 39 Experience: Beginner/Novice Location: Sand Turn, WY Glider: Delta Wing Phoenix 6-D Injuries: Head, neck, chest Event: Seventh altitude flight for self-taught student. After sled run, pilot stalled on approach at about 150 feet and side-slipped into the ground. Pilot: Jonathan Hill October 22, 1989 Date: Age: 23 Novice Experience: Merriam Crater, AZ Location: Delta Wing Mystic VG Glider: Full Race Injuries: Chest, tom amta Event: Novice had recently watched aerobatics and told friends he wanted to do a loop. They tried to dissuade him but he proceeded to attempt his first loop at 500 feet. Stalled at top of loop.

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Fatality Records Foot Year Launch 1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989

0 2 4 9 40 32 38 24 23 30 22 16 11

11 4 6

Tow

Tandem

Total

5 1 3 4 2

5 17 10 6

(2)

0 2 4 9 40 32 38 24 23 30 23 21 12 14 8 9 5 18 12 6

Accident Causes 1989 Crash on launch Crash on landing In-Flight stall Flew into tree power line other Landed in smf Strong weather Aerobatics Mid-air collision Improper assembly Harness problems Failure to hook in Parachute deployment

18 36 14 7 3 2 2 2

5 2 2 3 5 5 5

SPORTSWEAR TOURISM BRAZIL Your-sports and travel agent in Brazil. Hang RIO &

Gliding, Tandem Flights, Paragliding, ULM, Paralpinisme. Hotel reservations, car and equipment location, experienced guides (pilots). Tours to best flight locals.

POPSTAR VIAGENS E TURISMO (TRAVEL AGENCY) AV. N. S. de Copacabana, 680-S. 404 · 22050 - Rio de Janeiro - Brazil Tel. (021) 255-5590 Telex: 2137157 PTVU Fax: 005521 - 255-3644

RATINGS December, 1989 Ratings The following ratings were PROCESSED in December, 1989. It does not necessarily mean the ratings were GIVEN in December, 1989. LILIENTHAL AW ARDS BRONZE DANNY J. HARDING ERIC AASLETIEN CATHY STARK JOSEPH PULICE, JR. MIKE STEVENSON STEPHEN VAIL STEVE HAUFLER RONALD SHIELDS GREG DIDIER SILVER STEVE JOHNSON DANNY J. HARDING

BEGINNER RA TINGS PILOT: City, State; Instructor/School Region 1 RICHARD BRIGGS: Fairbanks, AK; S. Wendt/Kitty Hawk Kites. - JASON LANE: Angoon, AK; D. Darling/Maui Soaring Supplies.

Region 9 BRIAN BLACK: Grove City, PA; G. Reeves/ Kitty Hawk Kites. - JOE CORPORON: Fairfax, VA; G. Reeves/Kitty Hawk Kites. BILL HOLLANDER: Quantico, VA; E. Logan/PENN-AERIE. JORGE RODRIGUEZ: Spring City, PA; G. Ball/Kitty Hawk Kites.

LIAM ADAM: Santa Barbara, CA; K. DeRussy/Hang Glider Emporium. - KENNETH KURT KOHLER: Newbury Park, CA K. DeRussy/Hang Glider Emporium. - BYRNE ELLIOTT STROTHER: So. Pasadena, CA; T. Boyse/Windsports Soaring Center. - MIKE JOHNSON: Santa Ana, CA; L. Tudor. - MIKE WALLA CE: Los Angeles, CA; J. Greb lo/ Windsports Soaring Center. - ALLISON LEETE: Fillmore, CA; T. Boyse/Windsports Soaring Center. - DEANNA EV ANS: Thousand Oaks, CA; K. DeRussy. - SALLY TUCKER: Sylmar, CA; R. McKenzie. SCOTT ENGWIS: San Diego, CA; G.W. Meadows/The HG Center of San Diego. ALEX VAN BUREN: Studio City, CA; T. Boyse/Windsports Soaring Center. - LANGDON QUETIN: Goleta, CA; K. DeRussy/ Hang Glider Emporium.

Region 10 STACEY STEVENS: Nags Head, NC; G. Ball/Kitty Hawk Kites. - DON DAHLER: Charlotte, NC; B. Hawk.

Region 4 LINDA HODGSON: Phoenix, AZ; S. Aycock. - TIM BATES: Phoenix, AZ; B. Holmes/Sky Sails of Arizona.

Region 12 PACCA VITTORIO: Brooklyn, NY; T. Aguero. - DWIGHT HOFFMAN: Toms River, NJ; G. Black/Mt. Wings, Inc. - ROBERT HOFFMAN: Toms River, NJ; G. Black/Mt. Wings, Inc. - DAVID HOFFMAN: Toms River, NJ; G. Black/Mt. Wings, Inc. - JEFF WIEST: Brick, NJ; G. Black/Mt. Wings, Inc.

Region 7 WARREN SIEPMAN: Fox Lake, IL; B. Kushner/Raven HG. - DAVID SZYMAS: Grand Rapids, MI; P. Thornbury/Lookout Mtn. Flight Park. - GARY DESHANO: Gladwin, MI; J. Reynolds/Lookout Mtn. Flight Park. JOE SHIELDS: Chicago, IL; B. Kushner.

Region 4 JEFF NATHANSON: Loveland, CO; R. Engorn. Region 7 STEVEN WILEY: Madison, WI; B. Kushner/Raven HG. - STEVE ZIEGENHAGEN: Lansing, MI; B. Fifer. - MICHAEL SCHEID: Madison, WI; P. Thornbury/Lookout Mtn. Flight Park.

NOVICE RATINGS Region 2 GREGG DONLEY: San Jose, CA; R. Engom. - MICHAEL HUNTER: Mt. Shasta, CA; P. Sergent/The HG Connection. HEATHER DAVIS: Oakland, CA; W. Anders011. - FRANKLIN PHILLIPS: San Jose, CA; A. Hageman/Air Tech, Inc. - ROBERT CLASS: Pleasanton, CA; R. Engom. -PHILIP A. HYSTEK: Pacifica, CA; A. Whitehill/Chandelle HG Center. Region 3 ANDREW CLAYPOOL: Spring Valley, CA; J. Ryan. - MIKE WALLACE: Los Angeles, CA; J. Greblo/Windsports Soaring Center. CINDI BAKER: San Luis Obispo, CA; A. Hageman/Air Tech, Inc. - ROBERT DIEHL: Big Bear Lake, CA; A. Hageman/Air Tech, Inc.

PILOT: City, State; Instructor/School Region 1 MIKE DOKTOR: Portland, OR; J. Estrin. JASON LANE: Angoon, AK; D. Darling/Maui Soaring Supplies. - JILL KINCAID: Oso, WA; R. Brown.- JAMES GARNER: Marysville, WA; R. Brown. Region 2 LEIFUR THOR: San Francisco, CA; B. Smith. - CHRISTOPHER THOMPSON: San Rafael, CA; D. Yount. Region 3 SHELLEY VonBerg: Los Angeles, CA; T. Boyse. - ANDREW BASSIS: Santa Monica, CA; T. Boyse. - BUD STUBBLEFIELD: Taft, CA; P. Judd/Hang Glider Emporium. - WIL-

Region 9 RANDY SEE: McLean, VA; E. Logan. MEREDITH CONQUEST: Earlysville, VA; G. Ball/Kitty Hawk Kites. STEVEN CHYCHL YK: Bryn Mawr, PA; S. Schaeffer. - SIMON DOWDEN: Wayne, PA; B. Umstattd/Sky High HG. Region 12 VINCENT VALETUTTI: Irvington, NY; G. Black/Mt. Wings, Inc. - PETE GIBSON: Warwick, NY; G. Black/Mt. Wings, Inc. GRANT HILTY: Rome, NY; D. Guido. ERIC TAMKE: APO, NY; G. Elhart. PACCA VITTORIO: Brooklyn, NY; T. Aguero. - STEVEN COLSON: Watchung, NJ; G. Black/Mt. Wings, Inc. - KLAUS LORENZ: Ridgewood, NY; G. Black/Mt. Wings, Inc.

HANG GLIDING

RATINGS INTERMEDIATE RA TINGS PILOT: City, State; Instructor/School Region 1 JAN HOLM: Gig Harbor, WA; D. Chadwick. - CHUCK COOK: Longview, WA; J. Estrin/ Airplay'n of Oregon. Region 2 WAYNE HINEMAN: San Jose, CA; D. Yount. -TIM HERR: San Jose, CA; J. Johns. Region 3 JAMES PEAKE: Dobbins, CA; J. Anderson. - ERIC AASLETTEN: Solana Beach, CA; D. Broyles. - JOE NAGI: Kailua, HI; N. Kjar. JIM WEITMAN: Saratoga, CA; K. Dearborn. - MARC URIAS: Los Angeles, CA; D. Quackenbush. Region 4 STEVEN BRIESKE: Denver, CO; L. Goppenhammcr/Golden Wings. TOM DERMODY: Monument, CO; R. Wilkinson/ Eagles Nest School of HG. Region 9 CHRISTY HUDDLE: Rockville, MD; E. Logan/PENN-AERIE. - GARY DEVAN: Barnesville, MD; E. Logan/PENN-AERIE.

MARCH 1990

Region 10 JIM BRUTON: Charlotte, NC; B. Hawk. CYNTHIA COLE: Dunlap, TN; D. Dunning. - MICHAEL KRAILO: Dalzell, SC; M. Taber/Lookout Mtn. Flight Park. Region 12 ANDREW DeTar: Cragsmoor, NY; G. Black. - DOUGLAS MEYERS: Grahamsville, NY; G. Black/Mt. Wings, Inc. - MARCELO ZANETTI: Portchester, NY; J. Zeiset.

ADVANCED RATINGS PILOT: City, State; Observer/School Region 2 EDWARD GAMA: Oakland, CA; J. Sachno. - JOHN MA YWORN: Mammoth Lakes, CA; K. Klinefelter. - JIM MEADOR: San Francisco, CA; R. Reiter. - RAMI Y ANETZ: Sunnyvale, CA; P. Denevan/Mission Soaring Center. Region 3 RICHARD PEW: San Diego, CA; William J.B. Henry. -JOHN BETTERIDGE: Corona, CA; D. Skadal. - SCOTT GRESSITT: Encinitas, CA; K. Baier. - CHRIS GINOCCHIO: La Jolla, CA; T. Ellis. - GLENN HIGGINS: Westminster, CA; D. Skaclal/Hang Flight Systems.

Region 7 HIROYUKI IZUTSU: Ann Arbor, MI; J. Ryan. - SATOMI IZUTSU: Ann Arbor, MI; J. Ryan. Region 12 MARK CLARK: Syracuse, NY; M. Holl.

FOREIGN RATINGS Novice: NANDO VELOSO: Rio De Janeiro, BRAZIL; G. Black/Mt. Wings, Inc. - RODNEY ZANE: Munich, WEST GERMANY; G. Elhart/NOV A-AIR.

CLASS ONE TANDEM RATINGS PILOT: City, State; Observer/School Region 3 MARK FLEMING: Imperial Beach, CA; J. Ryan(The HG Center of San Diego. Region 10 JAMES TINDLE: Hollywood, FL; G.W. Meaclows(The HG Center of San Diego. Region 11 JEFFREY HUNT: Austin, TX; D. Curry.

Digital Altimeters /Varios Weighing The co1npetition by Russ Douglas Have you been debating your next vario/altimeter purchase? I was, about a year ago, and thought I would spend a few paragraphs relating the questions I asked to help in the decision. I have been into electronics for about 20 years-13 in the telecom work force-so I cleciclecl to use some of the environmental testing procedures used at the company I work for. First, I must explain the dissatisfactions I had with the instruments available a few years ago. I would set up for the clay's flight and find that my vario and/or altimeter had drifted, clue to the temperature difference between my storage place and the outside heat. After being in the air for ten minutes, scratching at takeoff altitude, I sometimes saw as much as a 300foot difference. I learned to set the altitude right away, then ignore it when I was ready to launch. When I was flying with a vario (without a digital altimeter) that did not have the auto-zero feature, I would sometimes see a drift of -100 fpm, which might have made the difference in staying in that last thermal, especially in my first few hundred hours of airtime. The models available for me to test were:

Afro XC 8000, Afro Pocket Combi, Ball 651/ 652, Ball M2 l/M30, Roberts "Bread Pan," Litek VE-44/VE-10, Wilderness-Tech digital alti, Cloudbase Instruments digi-alti, and Lindsay Ruddock LR-2 and LR-3. Most of these were obtained through Pat Denevan at Mission Soaring Center (thanks Pat). To start my evaluation, I took a look at why some units have a dual battery switch and some do not. I cleciclecl to take out my digital volt meter and measure the cunent consumption. I focused on vario/alti combos, primarily because of my purchase intentions, and discovered some very interesting info. The biggest battery eater was at 50 mA, which means about eight hours of battery life. This has more than seven times the current pull of the one I chose and more than twice the current pull of the average unit. This one really needed a battery switch. The best reading was at 7.5 mA. This unit would last approximately 50 hours and had a low battery indicator that would appear eight to ten hours before uselessness occurred. Out of ten different models tested, I found an average current pull of 20+ mA at full

volume and full meter deflection. A battery will drop in voltage at colder temperatures and may cause the vario/alti to fail simply because of the cold-the bigger the cuITent pull, the bigger this problem. Next, I looked at RF shielding. In a world of X-C fanatics, radios have become more and more a necessity. VHF is also increasing in popularity. VHF is a much more concentrated signal than the Crackle Box (C.B.) and the interference can wig-out varios which are not RF shielded. Also, don't forget the mega-watt transmitters on most mountain sites. I tested RFI by putting varios a certain distance away from my FM (using low power) and seeing how close I could get before they went haywire. (The objective is to be able to transmit without any added lift/sink from the radio while flying. The "PASS" distance I used was 12 inches.) I would like to touch on warranties and other considerations. Aside from the individual requirements on options, how long are you willing to be without the unit of choice in the event of a failure? I did not investigate all

HANG GLIDING

warranties of the models I tested, but found that the one I was interested in has a ! -year warranty, with quick turn-around (one to three weeks in most cases, but there were no major troubles reported). In addition, I have had ZERO problems with mine (approaching two years). In considering a new unit, check for durability, quality of switches and knobs, or features that will stand up to your particular flying style. Sensitivity and lag should be considered as well. Some units offer a slow/fast response option, but I found this to be a personal preference. In general most pilots seem to want high sensitivity and short lag times, but it's all relative to their present equipment. Accuracy of your equipment is generally a must in this ever-shrinking airspace. Unit stability within a wide temperature range is an important consideration. Tests in this area were perfo1med using a Radio Shack LCD temp/ clock, my freezer and the oven. (If you try this at home, be very careful NOT to melt your equipment.) I warmed up the oven to 120+ degrees and my freezer was set to approximately 20 degrees. I set the altimeter and measured the differences from room temperature to oven (simulating the ride up the mountain in a truck with air conditioning to Gunter launch in the Owens valley, 30 minutes after setup). I then went back to room temperature for ten minutes and finally the freezer (as if I had gone straight to cloud base at 18,000 feet). The results were amazing. Some units deviated an average of 150 feet +/- of the original setting. Some went as far as 300+ feet off, and one went up to 1,200 feet off the set point. This awakened me to another realization. When I removed the units from the freezer, condensation began to fotm. Some units had the circuitry coated with a clear varnish type paint, and the ones that did not gave erroneous readings until the condensation evaporated. The lesson here is that if you fly in high humidity or occasional rain, the coated models should be considered. The best I found deviated by 50 feet throughout the entire range of temperatures. When I first had doubts about my altimeter readings, I flew with a borrowed Thommen/aircraft altimeter, or next to another pilot with radio communication, to verify whether or not controlled airspace was unintentionally being violated. A few final words on the subject. I have had the chance to use a vario with an averager and I think we need to see more of this in the U.S. Also, since the digital altimeter hit the scene, why have designers avoided the digital vario? I feel a vario/alti evaluation, along the same lines as glider evaluations, would be MARCH 1990

excellent if someone could get access to a fullblown environmental test chamber including barn-pressure. (What-cha-think, Mr. Burns?) Two or three units of each brand and model could be tested and the average of each could be documented in this magazine, maybe even in a Consumer Report format. I brought my findings to our local club meeting and the response was overwhelming. With all the encouragement I tried to round up such a test facility, but no luck. I would be happy to assist anyone with questions on the info I already have. Contact me through Mission Soaring Center, Milpitas, CA, or my work (408) 492-4488. •

"The results were amazing. Some units deviated an average of 150 feet+/- of the original setting. Some went as far as 300+ feet off, and one went up to 1,200 feet off the set point."

Temperature Test Data (Collected 1988-1989)

Model Ball 652 Ball 651 * Ball M30 Afro 8KXC Afro Pocket Lindsay LR2 Lindsay LR3 Roberts Litek VE44 CBI Wilderness Tech

Oven 120°F @ 15 min. -90' 163' 320' 140' 270'

10' 40' 510' 20' 160' 20'

Freezer 25°F @ 15 min. Hot 00'/-60'c 106'/00'c 30' -10' 10' 90' 90' -1100' 00' 10'/-30'c 170'

-190' +63' +220' +40' +170' -90' -60' +410' -80' +60' -80'

Deviation Cold Total Li -100' +6' -70' -110' -90' -10'

-10' -1200' -100' -90' +70'

110' 63' 250' 150' 280' 90' 60'

1710' 100'

150' 150'

NOTE: The findings were based upon aude testing facilities and I feel the results may NOT reflect the models manufactured today. *Ball 651 with I-ft. increments. CCondensation seemed to affect some greatly from cold back to room temp. All models warmed up at room temp and set at 100' MSL. After oven, cool at room temp for 15 min. CBI-Cloud Base Instruments digital alti (new).

Model

Current

RF Test

Features

Ball 652

48mA No Data 7.5mA 8mA 12mA 20mA 6mA 2.5mA No Data

>4 3 4 >4 4 >5 >5 3 <3

>4 >3 <4 >4 >2 >3 >2

Afro Pocket Lindsay LR2 Lindsay LR3 Roberts Litek VE44 CBI* Wilderness* Afro SK XC

l 4

*Altimeter only. Ball M30 has built-in battery. Current consumption tested at full audio and needle deflection. RF Test and Features: Scale of 1-5, 5 being best. 27

The author, 10 seconds aftel" launch. Under the left is the 13,000-foot of Mua11a Kea, and to the Island of Hawaii mo miles to the south of Maui. Dave Darling and Kiss seen in the u"~"'"'''"'

think of the I :iOO-fool cliffs of Makapuu on the southeastern shores of Oahu when they think of hang gliding in Hawaii. At Makapmt, when the trade winds an, blowing, a pilot can stay aloft until boredom or bladder dictates he land. Y cl my recent flight from the 10,000-Coot peak of Haleakala will forever be etched in memory. Haleakala, which means "House or the Sun," is the enormous, extinct volcano that formed the majority of the landmass of the island of Maui. The crater at the top of HaJ .. eakala is enough to hold the entire island of Manhattan and the cliffs at the western of the crater rise I 0,023 foet above the beaches below. From this peak, the mountain falls away to sea level in every direction except cast. A to the east would take a pilot di reel ly into the crater, make the park rangers very unhappy and necessitate a mos( challenging hike out. In reality, only rlights between southwest and north yield reasonable A couple ofmy friends from the San Francisco Bay Arca had flown Haleakala and had told me how spectacular it was. I l1ad lo try iL I talked my wife, into coming along and

the beach." I dusted off some of my United Air Lines free miles and started plan· ning the trip for Thanksgiving week. I called David Darling at Maui Soaring and asked him if he would sponsor my flight. He was a little hesitant since I have only been a ! Jang Ill for a year, but said if the conditions were good, we could do iL When we got 10 Maui on the Sunday be· fore Thanksgiving, D:ivid described the location of a half dozen LZ's for me to study and told me to meet him at his house early the next morning. WG had to get to launch before lhc clouds developed and it is a two-hour drive up the mountain. The rest or that day, Mary and l drove all over the southwest corner of Maui checking out soccer f"iclds, beaches, go] rcourscs and driving ranges. ! tried 10 picture what these would look like from the air, how f was 10 find lhcm from 13 miles away, and wondered Hawaii had to have so many tall palm trees. That night I didn't sleep much; the next day I would do my first very high altitude launch and head ror one of several unfamiliar I had been trained not 10 do too many

Muana Loa

the

new things at once and was wondering ir I was stretching it. I took solace in the fact that l had my own harness and would be flying a Mark IV, the kind glider J own. The next morning l called David at 6: I a.m. for weather confirmation and he said it and I jumped in the car looked good, so and headed ror David's house in Kula. Mary decided to forego the beach to walch this foolishness, so we had a driver. When we arrived, we spent about I minutes doing "worry work" filling out waivers and glider rental forms, saying that if I flew the glider into 1hl: Alalakeiki Channel, I would pay for iL Several months ago, a pilot from the East Coast nrnnagcd lo do just that. The summit was cold, about 40 degrees. l started setting up a brand new Mark IV and David set up his Magic Kiss. There were no clouds to the west. It looked like a perfect day if we could just get off the hill. After setting up, we spent some time talk· ing and agreed that Makcna Beach would be our primary LZ. This made me feel even better since Makena was by far the largest of"thc LZ's that l had rattling around in my brain. Now all

HANG GUDINC

r had 10 do was gel there. The night plan was to follow the spine or the mountain to the southwest, which gradu-ally descended from 1he peak ending almost al Makena Beach 13 miles later. The launch is actually sligh1ly down from 1he peak at 9,450' MSL, making the glide to lhe beach 7.26 to I. That may be okay for a Kiss, hul I knew in a Mark IV I was lo need some help. Luckily, we had a slight 1ailwiml and I we would get some lift on the spine. The winds dictatcxl that we use !he southern launch. David told me lo make a righi--haml turn and work my way up the face oflhe cliff to gel on lop or the He also told me lo follow him, hut the idea of a Mark IV follow-a Kiss sounded silly, so I just concentrated on whal l was doing. no-wind launch at 9,450' MSL was out of the question, so we waited f'or a good to blow straight 11p the hill. As we stood on launch l could sec, poking up through the clouds, the 13,000-f'oot peaks of Mauna Kea and Mauna Loa that form the Island of Hawaii a hundred miles to the south. Finally, a strong cycle was building, coming straight up the hill. David picked up the Kiss and was off. l carried lhe Mark IV down to where David had starled his nm. The was s1ill !here so ! pulled in 1hc nose and launched. l immediately turned to lhe west, crabbed my way toward the ridge and was lif'tcd up over 1hc top of the spine. the firsl two miles of the trip the only loses 800 foe! on the way 10 Schneider's peak, bct1er than a 13 to I glide. To clear Schneider's we needed some lift, which is exactly what we got. As l workl,d the lift on top of the I was astounded by

MARCii 1990

I unhooked, I checked minutes

on top

lhc appearance or 1his ancient volcano. No1hing has ever been able to take root at this elevation except a few hardy Silver Sword planls. It felt like I was drifting over a lunar landscape as I looked inlo huge cralcrs with reddish-grey boulders strewn about. Once I crested the peak at Schneider's l could sec all !he way to lhc coast more 1han ten miles away. l imrncdia1cly slarted looking for Makcna and then realized 1hat I was being trcalecl to the most beautiful view imaginable. Over my left shoulder I could slill sec the island of l-lawai i. In front of me was I he coas1, and beyond it l could see the tiny crescentmoon shaped island of Molokini three miles out in the channel. Ami beyond Molokini was the island of Kahoolawe, an uninhabited rock that our Navy uses for bomb practice. Over my righl shoulder was much or the rest of Maui with its fields of sugar cane and pineapple (lousy LZ's), and beyond the Wesl Maui Mountains l could sec the island of Lanai. As l headed down the spine, a couple thousand feet over, the hillside began to tum green. Soon I was flying over the lllupalakua Ranch watch ing a helicopter herd catlle. now I had picked out Makena Beach and, unless I really screwed up, making it would be no problem. l could sec David a couple or miles in front of me and a couple of thousand feel above me. When l ·arrived over the beach my altimeter told me I was still at 3,300 feel MSL, but rny eyes told me I was closer lo 2,000 feet MSL. David had told me a house on 1he south end or the beach had a that would indicate wind dircc1ion. l found the house but no flag, so I started looking for alternatives. I flew ove;r a 300-foo! cinder cone marking the north end of the beach and was able 10 make

crnmrmsite photo taken from the north shc1wing the small cinder cone at the far right.

out a boat at anchor about a mile further north. Now I had the wind direction. I burned off some altitude doing eights over the surf and put the glider down al the southern L'.nd the beach heading north. As l unhookc:cl, I checked my watch. Forty minutes ago I was shivering on top of a barren lunar landscape al 9,450' MS!,. l was now 011

Launch is just to the right of the launch at 9,450' and landing at sea

the beach (though my altimeter read 900 feet) wearing my harness, sweater, coal, gloves and helmet, and feeling a little silly in the 85hcat. I lrnd just had the flight my life and I felt great! lt took Mary two hours to drive down from Haleakala. David and I were sitting under a tree with our gliders packed up when she

came running up 'Thank God it wasn'1 you!" She had passed two ambulances and a fire truck, sirens blaring, a mile from the beach, and was certain that I had chosen one of those palm trees ror my I Z. And despite that, she says she'll come hack and drive for us 1l1G next ti1m,. fklievc me, I inlcnd to fly Haleakala again soon. Ill

announces an instrument to take you through the next decade .... The new LR3 has the same workj .. famous electronics, stronger strcarnlined crum and more features including .... 15 second average climb rate display two batteries for remote tcrain • separate battery compartment weak·link in the clamp to minimise crash Standard features on LR vario altimeters include cut··in for sound on up and down, barometer, flight levels switch on altimeter, altimeter millibar reference option, volume control, 10 hour low battery ra<lio interference screening, battery life and ..... .

TRULY OUTSTANDING SENSITIVITY AND STABILITY

"The top of the stac!k" Russ Milpitas, CA "Enhances your XC posibilities" Jakob Clarendon, VT Flown by 7 of the top 10 UK pilots and the vario of choice of Dennis Pagen . ...... and all for the same price as the competition. For more information, con ta cl Bob Fisher, l l 003 Oasis, Houston, TX 77096 Tel. (713) 728 4146

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

HANC GLIDINC:

Kiss undergoes the HGMA positive load test.

sat behind the wheel or a lumbering ox that only looked like a station wago11, carncning down a hack street al ncar··Warp speed. On the roof of lhc wagon--a platform welded lo the frame tl1rough holes that whistled at high speeds~ was a prototype hang glider, a video camera and one Jean-Michel Bernasconi. The ~'""'"''"' of the ancient vehicle was making accuracy in angle or attack of the glider a problem and, frankly, l was too petrified to drive fast enough lo make the \est work. l was now officially introduced to hang glider vehicle Luckily l'or Pacific i\irwave, that wagon rolled over and died before it could presl:lll any serious threat lo public safely, and the search went out for a rcplaccmcn1. By now employed elsewhere, I popped in on the factory one eve· ning for a visit, and .lean-Michel happily ush· crcd me out the back door to sec his latest acquisition. It was huge. He lirlcd the hood and the cavernous opening Iha! il showed was quite literally FUU, or high-powered nrnscle. You could use the sideboards for picnic tables. The extended cab and long wheelbase would keep changes in the angle or attack or the glider to a M/\RC!l 1990

minimum at any speed. (There's an old story from Flighl about one of the Alameda gang driving ;1 Demon down the Salinas Airport runway with the front tires off the ground in a positive load test. Not a problem wilh this 1ruck.) A few weeks later the load cells arrived. Not your average hardware store instruments, lhesc things could handle anything thrown al them and supplied an oulput signal with arnaz .. ing accuracy. Jean-Michel was taking things sc1'io1usly and didn't seem to he prepared to sell le for second best. To this end, he contacted Daw Smith. Dave, besides being a Marina Reach dune pilot and a parHime instructor at Western Hang Gliders, is fully employed in 1hc electronics design l'ield. A load cell system sounded like a unique chal· and the project began. I truly hl,lievc that Dave would never have star1cd if he had known whal a pain the system would turn out to be. As a regular at his house in Felton, CA I would find my way through the living room using tangles of wiring as a road map, and in vain 1101 to step on anything. hours or hair-pulling and foul language

didn't seem lo he.Ip, hut Dave managed to come out on lop. He showed up at our favorite surr spol one morning with an innocent-looking blue box covered with rows or input and output jacks and a jungle of wiring inside. The "Bernasconi Box" was alive! Tllis first instrumentation would be for lhc load cell in the pitch axis, where the sensi·" tivity o!'thc load cell would be used to measure pilch pressures in a wide range or aHack angles. To get an accurate readout, the load cell's 250pound capacity would be excited by a prcci· sio11 IO-volt source. This small voltage (meas· urcd in millivolts) would then he amplified 12:"i times and drive a voltage-to-frequency con· vGrter. Properly tuned, the maximum output frequency would be 250 Khz, corresponding to the 2:"iO·pound capacity of lhc cell. When all is said and done, I Khz I lb. of pitch pressure. This is counted and displayed on an LCD with an indicator light to show negative and positive pressmcs. Believe it or not, the whole thing fits in a hox the size or a CB radio and is accurate lo within I/10th ofa pound! (ff you're tcchnically-orien1cd, the full-scale load cell output of the cell is :n 16 Mv/V. This is multiplied by IO 31

didn't seem to phase !he monster, hut the ques· tion remained: would it go fast enough? To stack lhe deck in his favor, Jean-Michel al·· tached his 454 Chevy powerplanl to the ground lhrnugh ,I modified Turbo 400 transmission. The 398 horsepower generated under the hood al 4800 rpm was in the hands of the driver with a racing style clutch and a Trans-no shift kit. The stoek rear end seemed plenty beefy, hut would this be enough to wreck a modern wing? In the past, that had been a major hurdle. The combination or horsepower, truck weight, runway length and the incredible drag of a glider held rigid at a positive 30-degree angle of attack made breaking modern gliders a tough thing to do, and sometimes they just plain wouldn't break at all. Sure, that's reassuring, but knowing what will break a glider and where that glider fails ls important, and any design team needs thal all-encompassing of a PITCH ARM LOAD CELL INSTRUMENTATION

FREQUENCY COUNTER

DISPLAY MODULE

with excitation and then amplified. 3.3 [6 X l 0 125 4.145 volts 250 Khz I lh.) While the clcctronies were evolving into lheir final form, Jean-Michel was building his lruck into a combination pleasure boat and urban assault vehicle. !\ steel boom bolted lo the truck frame and hinged would hold gliders in a solid grip, while a wire mesh platform gave sure footing and allowed any solid waste generated by the breakneck of vehicle testing to pass harmlessly through. The incredible weighl of the steel and mesh combined with the truck's own bulk (over 5,800 lbs!)

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destroyed glider lo 1ruly finish a cept.

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/\lier a short earthquake-induced delay,

the machine wen I to work. With the short runway in Salinas as the only available spot, the calm winds of morning round the huge truck at the extreme end and ready to go. When the beast look off, it was as though !he glider weren't even there. Horsepower came out way ahead and speeds of' over 80 mph were easily attainable. The instrumcntalion proved to be mr1az.m11,1y precise, wilh accuracy lo within 1I IO of a pound. /\ddilional load cells measure drag and lift and, thanks to the rigidity of Ilic !ruck even al high angles of' attack, polars can be figured in a fraction of the lime it takes to graph flighl a!'!er flight, and with greater accuracy. Considering the all-out muscle of the rig it could also double as one heck of a low vehicle, if a suitable site could be found. Jean-Michel and the Pacific Airwavc gang arc umlcrstamlahly proud of their new loy and, as is always the case al their shop, no person c;m take crcdi t for the projccl. Pacific

MARC!l 1990

Airwavc has managed, even in 1hc wake or world records and championships, to keep lhc family atmosphere of tht, old Paci fie WindcraJ't alive and well, and any employee is allowed lo his inpul on projccls such as this one. It was truly a team effort, and a successful one at that. To pilots, this boils down to a sys!em that allows to fit1C··1Une their ideas more lhan ever, and lo offer the opportunity to !Garn more about tl1c unique personalities of flex-aircraft. And it's a neat-looking !nick, too.

Mention must lie made of' the invaluable conlf'ihution of' Mark West, current I IGMA president, lo the succe,1',1:/i;I CXC/'Ulion <>l !his projffl. Pacific Airwal'<' has been using the consulting services of' Mark Wcstfor ovfffour years }!Jr the documentation of' IJGMA pitch and struuural tcsr.1· on various gliders that we've released during that time period. Vive years ago Morie desig11ed a test vehicle extremely sirnilar in concepL to our cur-

rent one, and pioneered the use ing cells lo rfford and dornment lifi, drag and pitchfo/'/'cs, as well as e!cctmnical!y inrer/i1c · ing this infimnalion with speed and anf;le of' a/lack data inro a laptop comp11tcr, to produce calibrated and charted records of' the 1,arious resls. The quality and quantity of' infimnation that we've gathered on Mr. West's test vehicle over the last jimr years has hem extremely uscf'ul in the development<>/' our gliders, and this is why, with his encm1mgcmcn/ and tech nical help, we undertook the design and devcfopn1cnl of'our own, more 11ow1:1ji.il test rig. I would like to take the opportunity that this article o/J(!rs lo !hank Mark West for his conrrihutions lo the stability and structural testing of' our contemporary wings, and ul!imatcly ro thank himfi1r his rnntrihutions to the sq/<' growth o/ our sport. Jean .. Michel Bernasconi President P(lcific Airwave

YARlOMETER £AUDIO}: Adjustable

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including silent operation. Audio ..'-"" only in lift or in lift & sink. ALTIMETER CMSLMa.!..)_; Altitude displayed from O to 20,000 ft. Use the memory to check your maximum altitude reached AFTER you're back on the ground. GAIN fAUDlO}· Check the altitude GAINED or LOST during the last 20, 30 or 60 seconds of flight. AL TlTUDE: NET GAIN • NET LOSS Indicates present altitude above and below initial takeoff point.

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the dashboard of the hang glider

CA: H.G. Emporium (805) 965-3733 (619) 450-9008 H.G. Center (714) 542-7444 Hang Flight Systems High Adventure (714) 883-8488 Chandelle (415) 359-6800 Southland HG (714) 589-0109 OR: Airplay'n South (503) 965-6469 GA: Lookout Mt. (404) 398-3531 NH,VT,NH,ME: Morningside (603) 542-4416 FL: Miami HG (305) 962-6968 (904) 775-3252 Steve Flynn MD,DC,VA,DL: Expert Flt. Sys. (301) 583-3765 NV: High Sierra Sports (702) 885-1891 AK: Alaska Sky Sailors (907) 745-8255 Available from these PARAGLIDING dealers: TX: Texas Paragliding (713) 973-9546 CO: Steve Byers (303) 349-5961 UT: Wind Riders Windsports (801) 566-7197 Overseas: (604) 376-7093 Canada/BC: B. Vollweiter Alb. Willi Muller (403) 932-6760 Ont. High Perspective (416) 294-2536 (9) 412-7265 New Zealand: Free Flight Australia: Moyes Delta Gliders (2) 387-5114 Venezuela: Enrique Brillembourg (02) 239-3666 Brazil: Ondas Do Ar (21) 247-7468

Hang Gliding Lesson #1 Fly hard, fly safe, fly with High Energy Sports To reduce risk of bodily injury or death while hang gliding you need a complete safety system. From your glider to your hang straps you need to know you have the best system for you. We at High Energy Sports specialize in harness-parachute systems designed for the worst circumstances.

COCCOONS, PODS, PARACHUTES, etc. • Flat Circular Solid Gore Construction • Vent Cap Covering Apex Hole • 1/2" Tublar Nylon Reinforcement At Apex • All Seams Reinforced With Type III Webbing • V-Tabs At Each Line Attachment • Type XVIII Bridle

RIO DE JANEIRO FLYING TOUR August until December - open Minimum of 2 persons - For Hang II thru IV PRICES INCLUDE: • First-class hotels with private bath, sharing double occupancy. • Breakfast included • Bi-lingual guide service

PRICE U$. $90 PER DAY CONTACT: Patrick Bredel barao de jaguaripe 323/3 lpanema Rio de Janeiro RJ 22421 Brazil (21) 259-0159 FAX (21) 239-7339

FAX (714) 972-1430 • Parachute Safety Lock System • Continuous Webbing Sewn With Five Cord Tiuead • Each Harness Custom Sized • Safety Back Strap • Adjustable Padded Leg Straps • Two-Week Delivery • Custom Options • Your Choice Of Colors

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

Airspeed Indicator with Long Bracket

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Airspeed Indicator . . ..... $21.50 Long Bracket . 6.50 Foreign & C.O.D. Orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair Foreign & C.0.D. orders add $2.00 Hall Brothers P.O. Box 771-H, Morgan, UT 84050 MasterCard I Visa I COD Phone Orders

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Puts you in the air and lets you feel the excitement of flying with some explosive thermaling to cloudbase over Lake Tahoe, cruising Zulu Ridge, blazing high mountain contour flying, and some fun tandem flying. Pilots say: "Now I can show my friends and family what the flying experience is really like." "It's nice to tune up for flying on non-flying days." send $29.95 (plus $3 postage and handling> check or money order to:

The Ex The UP Comet legend of performance and exceptional coordination continues through a new decade. Effortless thermalling flight characteristics and cutting edge design produce a glider that performs without compromise. Experience UP and learn why UP is where it's at.

UP INTERNATIONAL

. For service, technical information and orders only.

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Spring Board Meeting April 6th - 8th, 1990 Bylaws Paragliding

Tandem II

Location Discover magnificent Colorado Springs, nestled at the foot of Pikes Peak and the Rocky Mountains. Famous for the United States Air Force Academy, Garden of the Gods and the U.S . Olympic Complex, our city has just the right combination of recreation, sightseeing and commerce to be the perfect destination for pleasure and business. Garden of the Gods-Pikes Peak in the background.

Hotel: Sheraton Colorado Springs 2886 South Circle Drive Colorado Springs, CO 80906 (719) 576-5900 The hotel provides shuttle service to and from the airport 24 hours a day. Travel Agent: Professional Travel 1 (800) 678-7807 Through their computer systems they are able to review airfares, schedules, routing and prices to ensure our members are receiving the discounted airfares at all times . Your tickets will be delivered via certified mail, overnight Federal Express and telex to the airline ticket counter.

Air Force Academy

As a bonus, members of Frequent Flyer Programs will receive full credit to their appropriate program when they use the USHGA discounted program. BE SURE TO MENTION YOU ARE WITH USHGA IN ORDER TO RECEIVE ANY DISCOUNTS! U.S. Olympic Training Center. Five rings symbolize five continents coming together as one.

Respond by March 15, 1990 See You There!

NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

PROTECT YOU AND YOUR GLIDER A must for dealers with demo gliders. German made, thousands flying in Europe. Sold to major dealers in U.S. and Canada.

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The Best The Light Dream, Comet III and Axis demonstrate UP International's commitment to provide

exceptional individuals with equipment matched to any level of skill or ability. UP believes in building safe, durable products for years of comfortable soaring and living in the dream of flight. UP International paragliders are available in models and sizes to fit any pilot weight or skill level. Other UP products include paragliding harnesses with an optional pod, hangliding harnesses; a new advanced cocoon, a streamlined pod and a compact full enclosure harness as well as apparel from socks to insulated flight suits. When you want the best, UP is where it's at.

UP INTE:RNATIONAL •,, ~

All UP hangliders are HGMA cenified. World-wide service and dealer organization.

1 -BOO-COME 2 UP For service, technical information and orders only.

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THE NEW ADVANCED DESIGN SENSOR E

THE ULTIMATE PERFORMANCE GLIDER Photo : Bob Trampenau Pi lot : Jeff Gritsch

This system 's in-flight variable advantage allows you a degree of trim perfection not found in two-position models. The right VG setting can get a pilot out of a spot. Very often the setting somewhere in between full loose and full tight is perfect to maximize lift, improve handling or minimize sink. That's why we believe the most important standard feature on any $3000 hang glider is a VG. It is a feature on our recreational Standard Model Sensor (the only sporting class glider to offer it), our Easy Race sail and our super performance Full Race model. Experience the soaring pleasure of a Sensor today.

The advanced design E Model Sensor sets a new standard for performance. We should know; we set the old standard . With our new design features you'll experience a quicker roll rate, greater tracking and coordination, increased climb rate, speed and glide. The Sensor's curved wing tips offer the lowest drag available and the unsurpassed ability to "vent" excessive loads. VG CONTROL PERFECTION Easier to operate than any other, the Sensor VG pulley system is designed to tension lightly over a short 21" distance.

PERFORMANCE, RELIABILITY Dealer Inquiries Welcomed

•

Product Sheets Available

SEEDWINGS 41 Aero Camino, Goleta, CA 93117 • (805) 968-7070 • FAX (805) 968-0059

from the Bitter Roots in Idaho. Photo by Chirico. is a new kid on the block. He's kinda pudgy and sort and insists on out in cyc;..calching colors most likely to be seen in a streetwalker's makcnp kit. You may write him off as just another misdirected young upstart, but he's lo move in next door to you. The exact impact he'll have on your neighborhood depends a lot on your aHiludc and your ability to accommodate and compromise. We arc of course, of paraglid (parnpcnte in Eurospeak or pair--o-panl ics lo some This fairly young aviation sport has taken over (they outnumber hang gliders about two to one), and is certain to move into every an:a of the lJ.S. where hang gliding currently thrives. Because paragliding will impact every hang glider pilot in one way or another, we offer this survey or the new sport from a hang pilot's perspective. Note that the a111hor has moderate paragliding having allcndcd the 1989 World Meet in A11slria, hav-rtown four different designs and having nearly soared from a 1,300-fool site.

plain enough. A modern paraglider is built from dacron cloth and either kcvlar or spectra lines for minimum strc1el1. Such construction would blow apart undt:r the stress of' free--fall inrlation. The current parnglidcr designs arc pretty sophisticated affairs, with a top and bottom surface oC thin dacron held together by airfoilshaped panels (ribs) that separate the wing into as many as 24 gores or cells. Most of these cells have an opening in front so the canopy remains inrlatcd from internal and dynamic pressure in much the same way a garbage bag inf'lates in thc wind. (The parnglidcr's eel Is arc not open at the rear.) placed lines on the parundersurfacc extend downward to risers that attach to the pilot's harness. These lines are of length lo hold the proper airfoil angle of attack and anhcdral. The downward curve or crescent shape of the wing when viewed head--011 is necessary to create outward forces at the tips to keep the wing from accordiou--ing inward. Stabilizers at the tip hang down to assist in yaw stability.

WHAT HOU)S IT UP'? Just what is this aerial jellyfish that purports lo be a cross between a parachute and a hang glider') Well, it certainly isn't a parachute, although the debt owed 10 rrnraclmtc design is

MARCIi '1990

PAHA(iI,IUER PERFORMANCE There is a familiar phenomenon in paragliding !hat would be humorous if' it didn't have the potential of luring naive pilots into dangerous

situations. That is the overstatement of manu-facturcrs' performance claims. You may recall in the evolution of hang gliders that each new design had to appear to outperform the previous offering, so glide ratio claims were inrlated to as high as l to 1. We now know that the best super-ships get less than I I to l. In a similar manner, paraglidc:r manufac turcrs' claims have boosted performance up to 8 lo 1. Forget it. The average paraglidcr gets a glide ratio between 4 and lo I. Some of the best designs arc pushing 6 to I. Their sink rate is greater than that of a hang 250 Ccc,t per minute on the advanced This compares to ha11g gliders or the late 70's. But keep in mind that this performance comes i'rom a I 0-pound, highly portable aircraft. Now let me expose the dark rumors. Y cs, in many thermal situations a paraglidcr pilot will thermal right up through you. This hap· pens for the same reason that we can often climb through sailplanes; they can circle much tighter and thus remain in the stronger core area. Your natural reaction is to just leave the thermal and dare the paragliclcr to follow, just as sailplanes do to us. However, with practice and patience you can learn to enjoy with paraglidcr pilols and maintain ego equilibrium. I !kw with some 20 or more paragliders at St. Hilaire in France. At f'irsl several would

climb above me, then float out front lo hook another thermal. I found by experimenting that l could stay above them (quite desirable considering all the slow-moving traffic) by lingerlonger in the thermals (lhcir climb stops sooner as the thcr·· mal disperses), carefully watchthe pack and shooting to the next climb group quickly, and finally, cranking in close to a circling pan1glidcr. Even though lhcy describe tighter circles, I found my circling speed was faster so I remained opposite my paraglidcr match-up as we climbed together.

PARAGLIDER CONTROi, Controlling a paraglider in night is more akin to a fixed hang glider than a flex wing. The paraglidcr pilot has two control lines, called brakes or steering lines, that exlcnd from his hands to fan out to the trail of either side or his ing canopy When he p111ls down on one oflhcsc brakes the !railing angles down exactly like the flaps on an airplane. This action creates more drag on one side and the wing turns toward that side. In early designs (ancl most current par .. agliclcrs) the wing flew at essentially one angle of allack determined by lhc relative length or the suspension lines. Pulling on both hrnkcs was the only way to change speccl. If yo11 can imagine applying both flaps on an airplane you can sec how this would increase airfoil carnbcr and slow the craft clown. Minimum sink is thus achieved by applying both brakes at abo11t 75'Yo, best glide at 25%-50% (depending 011 and a dive at 0%. A rcw modern designs now incorporate a scat. This scat allows the pilot to the angle or attack by raising or lowering his thereby raising or lowering the rear risers with respect to the front. This action combined with the use or brakes allows much more efficient (coordirrntcd) turns and flying in Paraglidcrs can flat turn, spin, turn steeply, stall and perform a of other maneuvers, including intcnlionally "horseshoe collapsing" the canopy for a rapid descent (experts only please). As pilots gel bctlcr, the control envelope as well as the performance envelope is more understood and broadened. However a paraglider, because or its non-rigid nature, will 40

launch on as rial fl slope as you can a hang glider in a comparable wind, bui the necessary run is slower since the wing lifts itself at a lower speed and flying speed in general is about five mph slower with a par, agliclcr. Landing is a simple affair and parnllcls that or a hang glider. /\s yo11 approach the ground you speed up to allow control and avoid gradient cf'.. fccts. Next, you round out (slow down) at about 15 feet. Then you begin flaring al about six feet up.!\ !00 1K1 pull of both brakes al the right time will set you down light as clown. Landing on top or on the side or a soarablc slope is common practice with a paraglidcr. However, landing in the uphill direction is difficult (and dangerous) for there is little speed retention lo climb parallel to the slope. A crosswind sideslope landing is the choice here.

never he as dynamic as a hang glider. Each aircraft type has its limitations, hut before you write off the paraglidcr in terms of perform· ancc sec the sidebar accompanying this article. TAKING OFl<' AND TOUCHING DOWN Launching a paraglidcr is quite different from launching a hang glider. With lhc former you the canopy on the ground behind you, straighten the lines, then climb into the harness. This takes al I of several minutes. Jf the wind is fine you lunge forward while lifting your arms over your head, to pull the canopy forward so it inflates and climbs above you. This is the critical operation !Jc .. cause as the canopy is rising it's a big drag clrnlc and can pull you backwards. In wind you get an assist from someone pnlling on your harness. Also, you may nip one set of risers over your head lo inflate backwards so you can lean back against lhc wind. Once the canopy is over your head its drag is minimized, and you stabilize ii with control pulls on the brakes or risers. Herc is a plus to paragliding: the wing is in flying configuration and you can make a careful check before you even to step into the air. The actual launch consists of running while the canopy over your head. You can't

IF YOU GET A CHANCE A hang glider pilot who is tempted to try the soft wings shonlcl be aware of a few differ .. cnccs. To begin, he or she will reel like a stall is impcnding--a// the time. That's because the darn thing goes so slow. Next, you'll probably flare too late. The flare reaction is slower, so you have to start a lot sooner. Also, you'll most likely misjudge your touch .. cJown spot since you're used lo much more glide. Finally, you should be careful to treat yourself as a beginner. You bring a natural air sense to the experience, but the controls, the timing and judge .. mcnl arc dirrcrcnL Remember, John Pcnclry, one or the world's best hang glider pilots, knocked himself unconscious last summer on a paraglider. So how safe arc they? I believe a paragliclcr is as safe as a hang glider as long as the pilot respects the limits. That's what we have to do isn't it? On a paraglidcr you will be limited to lighter winds (about 20 mph in smooth conditions), less gustiness, and sites with closer landing fields. However, you can set down in many more places than with a hang glider and yo11 can launch from many sites inaccessible lo our heavier wings. Canopies do collapse in turbulence. llowevcr, lhcy arc designed to quickly recover and pilots use (if properly schooled) standard HANG CL!DINC

recovery procedures. Canopy collapse is like stalling when thermaling in a hang glider. It happens occasionally and you should be prepared to counteract the effects immediately. Most intermediate paragliders are certified to recover from a collapse on their own (with no pilot input).

LOOKING BACKLOOKING FORWARD It is a curious quirk of history that as time passes we often find ourselves in role reversal situations. In the early 70's the Soaring Society of America (SSA) was looking askance at a new young upstart-hang gliding. Some SSA members saw our sport as a direct membership threat. Some saw it as a potential asset, since new pilots could be nurtured until they could afford the sleek glass ships. Neither group proved prophetic, for the explosive growth of hang gliding did not detract from SSA membership (they continued to grow), and there has not been a massive exodus of hang glider pilots into sailplaning. However, two other points must be learned from this history lesson. First, the bulk of the SSA membership quickly decided that hang glider pilots were on the fringe, and decided to divorce themselves from the action. Thus the pioneer hang gliding movement lost a lot of potential safety information that had to be discovered by trial and eJTor. The errors resulted in accidents and some deaths. Second, one farsighted SSA director, Lloyd Licher, broke with the SSA establishment and became the first president of the USHGA in 1975. It was through Lloyd's expertise and guidance that the USHGA quickly became a viable organization with well-thoughtout safety and training programs. As a participant in the formation of the USHGA, this author can attest to the great value of Lloyd's service. It is with these two points in mind that I strongly recommend that we hang glider pilots offer our services to the paragliding community. We can teach them the hard safety lessons that we learn from our instructors as beginner pilots. Example: there have already been several paragliding fatalities caused by pilots taking off in rotors. The pilots thought the wind was coming in-a common enough mistake made by inexperienced hang glider pilots. We can help them judge conditions and site suitability. Furthe1more, we can help paragliders set up their national organization by taking over the paperwork and offering our programs (instructor, rating, competition) as models. This MARCH 1990

is a money-making proposition for the USHGA, and greater numbers of safe pilots may reduce our massive insurance bill. Paraglider pilots are going to exert pressure to fly our sites. At the fragile sites the impact could be serious unless we are all working together to set standards for ratings and

conduct. The new kid on the block can become your enemy or your greatest ally. As the bulk of hang glider pilots drift toward middle age perhaps we need these new guys around to liven up the neighborhood, and to inspire us to look anew with eyes of wonder at the gift of flight..

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Before we look at paraglider perfo1mance with a jaundiced eye, and relegate the craft to a realm akin to penguins and ostriches in the avian world, ponder this: A paraglider has wonderful pitch stability due to its overpowering pendulum-the pilot. A hang glider has a pitch stability problem requiring sweep, washout, reflex bridles and defined tips to safely handle the tmmoil of the sky. Now imagine a hybrid wing that used some of the technology from both paragliding and hang gliding. As I envision this creature it would be about 40 feet in span with 145 square feet of area (aspect ratio 1 J ), with a rigid span wise cross-tube, about five ribs in the center with the rest of the sail inflating like a paraglider. The whole contraption would weigh about 30 pounds and break down to an easily back-packable package. As the accompanying figure shows, the pilot would fly supine and control angle of attack and sail camber (flaps as on a para-

glider) with ease. The cross-spar would reduce the need for as much inflation pressure so aspect ratios could be higher and aitfoils better defined. I predict a wing of such a configuration would better the sink rate of any hang glider, and out-glide the best if the drag of the suspension lines could be controlled (a reduction in the number of lines may be possible by virtue of the partially rigid structure). The takeoff would be similar to that of a paraglider, although landing might take some special control to keep the wing from crashing into the ground. Paraglider pilots don't want to hear about rigid spars or battens, but I predict that such a hybrid, or "mule," will have its place in sport aviation, for its performance would only be limited by the drag of the suspension lines, not by its weight, control, sweep and washout, which are the walls that we are up against in current hang glider design.•

CLASSIFIEDS ADVISORY: Used hang gliders should always be disasscmbled before flying for the first tirne and inspected ca.refully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the l1earl bolt), re-used Nyloc

nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on Rogallos, sails badly tom or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect.

HP II~ Full Race, all white, flies great and in good condition. Sl,250 (7l4J 391-2812. HP 2 ~ Full Race. Recent inspection. Great glider, S 1,400. Scott (619) 934-5403. HP ll ~ 1988 Full Race with speedbar. Faired downtubes, must sell $1,250. CG 1,000: 6' - 6'-4" pilot S200. Call Robert at (805) 496-1705. '89 HP 2 - Full race, beautiful. S l 900. 167 Euro. Sport, Rainbow, nice Sl 200. (509) 534-1249.

ROGALLOS

SPORT EUROPEAN 167 ~ Blue leading edge and undersurface, speedbar, straight tracking, light handling, good condition. (206) 322-1184 (3#) S 1,000. SPORT FULL RACE EUROPEAN 167 ~ Fluorescent yellow/white. One owner. Great shape. Speedbar, S 1,800. (80 l) 572-4383. NEW SPORT 180 - Used twice. Perfect condition, paid $3,500, steal $2,095. Full race (714) 495-805 I.

ATLAS 16 ~ Excellent condition, black mylar L.E., red/ orange/yellow tips. Flies Great! $850 OBO (VA) (804) 722-7816.

KISS - Almost new, 50 hrs. total. Custom colors. Must sacrifice, $2700 OBO (209) 586-6222.

VISION ECLIPSE 14-Six hours, excellent condition, two spare faired downtubes $1350. Eric Raymond harness for 5' 8" or smaller pilot, used twice, $250. Chute, $75. (714) 677-8314.

AXIS 13 - Sl,775. Flylight Cocoon HARNESS S75.00 (702) 831-3063.

LIGHT MYSTIC 188-VG,Gooclcondition. $1,000. (206) 683-7342 evenings, Roger.

VISION MK JV~ Never flown other than factory flight. Crisp - S1,500. (406) 622-5677.

AXJS 15 ~ "Great Perforn1er." blue/white, faired rubes, "comfort bar," 50 hrs. S 1500 OBO. Dan - evenings (619) 934-2125.

:VIAG!C IV l 66 L.E., 4.4 oz. M.B. 9479.

VISION MK JV 17 - Pink trilam, comfort bar, 17 hrs., excellent. S 1,800. Will pay shipping. (501) 224-2186.

BRAND NEW HP AT ~Sport AT, and Magic Kiss gliders in stock for immediate delivery. Beat the spring rush and long delivery times. Fiy your new glider in one of our California cross-country flight tours in the Owens Valley or Mojave Desert. For more infornrntion call WindSports Soaring Center, (818) 988-0l l l. Serving pilots for 15 years.

MAGIC IV 177 - Race, excellent. W/W cocoon harness with new chute. Ball #65 l S1750 (319) 236-0109.

COMET 135 - Mint condition, spaghetti harness, chute, Litek vario, wheels. SI ,475. (Florida) (813) 848-4845. '84 185 COtvIBT ~ Mint condition, spectrum top and bottom, sail crisp, and more. Approx. 11 hrs., $950. (317) 5459419.

VG, Speedbar, faired tubes, surfcoat excellent condition, Sl,500 (818) 357-

'88 MAGIC IV RACER 177 ~ IO hrs., will ship, Sl,600. (503) 245-3047. lvlAGIC KISS - New June 15, 1989. Nol flown since September. Hot pink with black reinforcing threads Leading Edge, Neon Yellow/Pink striped undersurface, safety edge downtubes, comfort bar, two extra downtubcs, in perfeet condition (206) 322-1184 (3#) $2,000.

VISION MK IV l 7 - 3 DCG, camera pockets, trilam L.E., $1,875. Guaranteed< l hr. (303) 750-3226. VISION MK IV 19- 3 DCG, camera pockets, trilam L.E., Sl,975. Guaranteed< l hr. (303) 750-3226. VISION 18 - Good condition, speedbar, downtube, only $600, (919) 983-9064. VISION VM 18 - Blue on white with rainbow underwing, new flying wires, great shape $700. (805) 529-721 l. 1 \\

MOYES 162 GTR ~ Full Race. Great shape with extras. S1,200 OBO (818) 764-9936/(805) 296-0846.

ANTED -Quality used single surface gliders and equipment and F.D. or U.P. knee hanger harnesses (602) 8977121.

MOYES XS~ Full Race. Ready for Spring, new. (714) 492-8192.

WANTED - Sensor 51 OA V-G in good to excellent conclition. Tom Sandage (816) 254-4708 evenings, recorder on.

COSMOS TRIKE ~ 52HP with Profil l 9 wing. Towing option and spare parts included. (919) 778-6628 after 7:00 p.m.EDT.

MYSTIC 155 ~ Low hours, VG, Red-blue-yellow, $600, Gerry (415) 567-6032.

WANTED - Used hang gliders and accessmies in good condition. Action Soaring Center (209) 368-9665.

DREAM 220 - Good condition, $1000 OBO. evenings (619) 934-2125.

NEW GLIDERS - Best Prices! Pacific Airwave, Wills Wi11gs, Secdwi11gs, Delta. Silver Wings (703) 533-3244.

WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY1177.

CONDOR 224 evenings. Roger.

Good condition. $300. (206) 683-7342

Dan

DREAM 220 - Good condition, SI,200 (714) 783-4429. GTR 175, great condition $1,995 (714) 783-4429. FLIGHT DESIGNS JA YELIN 168 ~ Good perfonning and easy handling for new pilot. Excellent condition $550. Also for sale: \Vheels, prone spaghettL harness, and almost brand spanking new Robertson Supine Hamcss. lvlassachu~ setts (617) 391-8281. GTR 162-WorldBeater 1989. Fluorescent colors. 52,200 (813) 996-2725. GTR 175 - Excellent condition. Under 40 hours. Speedbar, VG, black L.E., blue and white. Steve (805) 988-1952. $1795 OBO. HARRIER 187 - Excellent condition. Blue edge and rainbow colors. Ready to fly. $800. (206) 293-7109. HAVEN'T GOT $4000 FOR A NEW GLIDER'?'?? Let Cindy's "Magic \Vand" make your glider NE\V again! Cindy Drozda, LID Enterprises, (303) 440-3579. HP 1-1/2 ~Above keel hang point, blue and white. Owner's manual, batten profile, UP spcedbar, good shape, S580. Split shipping. (602) 774-2320. HP l- l/2 ~ $750; Sport 167 Emo. full race $1,250. Consider trade (602) 683-2002. HP If - Full Race. Two blue and white gliders. Newer one, faired tubes, S 1,000. Older glider, $800 (412) 661-3474, Pete.

MARCH 1990

NO TIME TO FLY - Super Dream 145 - Zero hours, mint condition Sl800; Harrier 177, great condition. All new stitching S800. (616) 459-4469. PROFIL 15, 155 -Beautiful tie-dye spectrum sail, zipper, French connection, recent annual, fantastic handling $849. Rick (303) 879-6284. Harness and chute available also. RA VEN 209 - Low time, great condition, S600 OBO, (805) 295-1571. SKYHAWK 168 - Very good condition, greal colors. $700. (818) 449-6780. '87 180 SKYHA WK - Black leading edge, white sail, 6 hrs., perfect, like new. Sl,200. (317) 545-9419. SPORT 150 - Excellent condition. Low airtime, full race $2,000. Will ship. Tim (501) 455-4872. I 50 SPORT - Great shape. Full race, $2,000. Will ship, Andy (2l3) 822-6179.

167 FULL RACE EURO. SPORT~ Excellent condition. Cuslom sail. December l 990 calendar, faired downtnbes, speedbar $1,800. Robertson Cocoon Harness 6' S200 OBO (206) 888-9235, Kirk. SPORT 167 - Full Race. European. 20 hours, like new SI,700 (503) 582-2650. SPORT 167 EUROPEAN -Less than two hours! (Really) Red/orange/yellow/while. Also Zippennan POD harness, $2.500/300 or $2,700 both. (805) 682-3691.

COLORADO HANG GLIDING New name brand chules . ... ........ ..... $350 25 Used gliders . ····· .. .... $500-$1,800 Used 20 and 22 gore chutes . ........ .. .............. $250 Paragliders ..... , ............. ..... .. .... Sl,860 Bell Helmets . .... In stock $125 Steel carabiner . ,. ... .. S\4.80 All equipment guaranteed, inspected and shipped anywhere. (303) 278-9566. 24 hrs. COLORADO HANG GLIDING (303) 278-9566 Comet Ill 185 Intro Price . ...... $2,600 Magic Formula Intro Price. ... ........ .. .... $2,700 .. .... $3,100 Magic KISS Demo Price .. Magic Formula Demo Price ........................ $2,390 Vision MK IV 17, l 9 < 3 hrs. ····· ········· .. ... $1,925 Lt. Dream 185,205 < 15 hrs. .. .... $1,480 Lt. Mystic 177, 188 < 20 hrs. ....................... $1,100 LL. Dream 205 < 40hrs . .............. .................. $900 Seagull Seahawks each ......... ........ ............... $300 All equipment guaranteed and shipped anywhere. GOLDEN WINGS (303) 278-7181 Vision Mk IV 17, 19 Demos, like new$2,050-2,300 Sport 167 Euro. Demo, (exec. cond.J .. .. .... $2,700 HP-AT Demo. .. .... $3,200 Sport Am. 180 (JO\, air time). ........... ... $2,300 Comet 185 (seldom used, very well maint.J ... $700 UP Gemini 184. . ................................... $700 Demon 185 ... .. ....... $600

CLASSIFIEDS Comet l 65 .............. ,,,,,,,,,,.,,,,.,, ....................... $350 Magic 3 ........................................................... $700 Phoenix 60 (great colors, looks like new) ...... $350 Maxon FM radios, l channel, 5W, l5l.625mhz$295 THE HANG GLIDING CENTER Magic Formula In stock ................................. New Magic KISS New .. ............... $2,500 Magic KISS Like new . l50 Sport FR 63" CB... .. .... $1,900 .. ......... $1,400 l 67 Sport ... ...... .......... .... HP-AT In stock ............................................ New .. ............ New Sport l 67 AT In Stock........ Magic Ill 166 Great Glider ........................ $ l ,200 Vision MK IV 17/19 In stock ........................ New .. .. $1,200 Vision MK IV I 7/19 Used............ .. ..... $700 229 Raven Used .............................. .. ..... $425 Equalizers Used S/M ........................ CG I ,000 M Like new ...... $450 4206-K Sonento Valley Blvd., San Diego, CA 92i2J. We have instruments and parachutes in stock (619) 450-9008. *Special travel incentives on some glider purchases. OWENS VALLEY SOARING HP 2........... .............................. .. ....... $1,500 Sport Am. 167 Race cloth.......... .. ... $!,600 220 Dream Like new ................................. S 1,250 Vision Mk IV 17 .......................................... $1,300 Oxygen system, carbon fiber tank 7.5 lbs. Lasts up to 8 hrs. at 18,000 feet. (619) 387-2673. SAURATOWN SOARING Airspeed $15, Stirrups, cocoons 1 altimeters, varios, thermal snoopers $50 each, Parachute $150, Trainer $250. Tommy Thompson (919) 983-9064.

ULTRALIGHTS ULTRALIGHT - Leaf Trike w/cayuna 430 engine, Flight Designs Demon J 75 wing. Pilot weight 200 lb. max. Excellent condition, low hours, easy to fly and set up. (205) 9884275. $2,500. RIGID WINGS LOOKING FOR FLEDGE III ET Thom (907) 457-2670.

Low time. Please call

SCHOOLS AND DEALERS ALABAMA LMFP - Two hours from Bim1ingham (see our ad under Tennessee.) (404) 398-3541. ARIZONA ARIZONA AIRW AVE - USHGA certified instruction. Pacific Airwave sales and service. (602) 395-0649. ARIZONA WINDSPORTS -Largest hang gliding center in the Southwest. Lessons utilizing the world's first manmade trainer hill. All our sites face every wind direction. Highest percent of flyable student days in America. Dealer for Pacific Airwave, Wills Wing, High Energy, Ball and Seagull classic 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.

SEQUATCHIE VALLEY SOARING SUPPLY Sales - Rentals - lnstrnction - Repafrs

(615) 949-2301 Dream 165 - with wheels. Dbl. knee-hanger, spare tubes, low hours ..................................................... S 1395 Dream 220 - neon - demo ............................. $2395 Dream 240 - custom sail .......... ... $2495 Raven 209 - real good condition .................... $ 675 Sport 150 - beautiful ...... .. ................... $2895 Sport 180 - low hours ..... .. ............... S 1995 HP AT - hot demo ......................................... $3295 Vision 18 - great shape ................................... $ 895 GTR 162 - real clean .................... . ..... $1695 XS - very nice, almost new .......................... $2295 .. ................ $ 399 High Energy POD - new ... .. ................ S 325 Cloudbasc cocoon - new .. Great deals on all Wills Wing, Seed wings, Delta Wing, High Energy sports products and lots more!

AIRTIME OF SAN FRANClSCO - Hang Gliding & paragliding, Lessons - sales - service - rentals. UP, Pacific Airwave, Seedwings, Wills Wing, High Energy, Pro Designs, HiLite, Condor and more. Large selections of secondhand equipment. Certified instruction (USHGA & APA). Next to Fort Funston, 3620 Wawona, San Francisco, CA 94116. (415) SKY-Ii 77.

ARKANSAS

AIRTIME UNLIMITED-SOUTHLAND HANG GLIDING SCHOOL - Pacific Airwave gliders in stock. Tandem instruction, ATOL towing. We need your used glider tradeins. c/o David Engel, 19046 Singing Wood Cir., Trabuco Canyon, CA 92679 (714) 589-0109. 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, Seedwings and High Energy. Five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800. HANG FLIGHT SYSTEMS - DIRECTLY across the street from WILLS WING. DEMOS and rentals available to qualified pilots. HP-AT small, medium & large SportAT's, Kiss, Mark IV, Genesis, Dreams and Axis. FLY 'EM ALL and decide what you like. We sell and service all major brands of gliders and accessories. USHGA certified XC clinics and training program. 1202 E. Walnut, Unit M, Santa Ana, CA 92701 (714) 542-7444 Near Disneyland. HANG GLIDER EMPORIUM - The best training hill in the west is in Santa Barbara, a hang gliding VACATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tucs.-Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

OZARK MOUNTAIN HANG GLIDING - Sales, service and instruction. Dealer for Wills Wing, Moyes, Eric Raymond harnesses and Maxon radios. 10411 W. Markham, Suite 120, Little Rock, AR 72205 (501) 681-5656. SAIL WINGS HANG GLIDING - Certified Instruction. Agent for Pacific Airwave, C.G. 1000. Soar 600' Haney's Point! 1601 N. Shackleford#l3l-4. Little Rock, AR 7221 l (501) 224-2186. CALIFORNIA ACTION SOARING CENTER - In Lodi Near Stockton. Personalized USHGA Certified Instruction, sales, and service. Emphasis on special skills and technics, T.O. & L. Major brands of gliders & accessories carried. l689 Armstrong Road, Lodi, CA 95242 (209) 368-9665.

HIGH ADVENTURE- Full se1vice facility located on site at Southern Califomia's famous mile high mountains,

r--------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM

I 40 cents per word, $4.00 minimum. J

I J

I I I I I :

Boldface or caps $.95 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $22 per column inch. (phone numbers-2 words, P.O. Box-1 word) photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. Please enter my classified ad as follows:

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I I I I I I I I

NAME:

ADDRESS:

PHONE·. II Number or words: @ .40 = II L _________ USHG~.O. Bo~300, Colorado Spring:__C~8093~719) 632-8300 _ _ _ _ _ _ _ _ _ _J

HANG GLIDING

CLASSIFIEDS Crestline. From sand hill to XC the1mal flying. our 20 tandem accelerated training program is quick and thorough. Instmclor 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.

Soaring, Parachute, Instructor, !vltn. Tours, Towing. 1108 Miners Alley, Golden, CO 80401. (303) 278-7181.

THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. \Ve 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.

CONNECTICUT

MISSION SOARING CENTER - Serving the flying community since l 973. 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 \Vay, Milpitas, CA 95035. (408) 262-1055. NATURAL HIGH - Hang Gliding School. Personalized instruction and tandems. Aircraft maintenance. Dealer for Delta Wing, Moyes gliders and Wills Wing. HANG GUOING JEWELRY - Each piece contains l full gram of l4K Gold. Pendant $30,Tie Tack $35,Earrings $65,Shipping $2. P.O. Box 361, Running Springs, CA 92382 (714) 867-7961. SANTA BARBARA HANG GLIDING CENTER USHGA Certified School. Achim J. Hageman. 29 State St., Santa Barbara, CA. 9310 l (805) 962-8999. 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 specrators. Refreshments and souvenirs at the Cliffhanger Cafe. Certified Training program featuring tandem soaring !cssons. New, used, rental and demo equipment by Delta \Ving and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.

L/D ENTERPRISES - Frame and sail repair; Parts and accessories, Cindy Drozda, 5000 Butte #183, Boulder, CO 80301 (303)440-3579.

SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326,(315) 866-6153.

LOOKOUT MOUNTAIN FLIGHT PARK - See ad under Tennessee. (404) 398-3541.

THERMAL UP, INC. - Most complete hang gliding shop in area. Located on top of Ellenville 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.

GEORGIA

NORTH CAROLINA

MOUNTAIN WINGS -

Look under New York.

FLORIDA

LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) 398-3541.

See our ad

TREASURE VALLEY HG - USHGA CF!, service/sales, Pacific Airwave, UP, Arnerican Windwright, La Mouette. l 1716 Fairview, Boise, ID 83704, (208) 376-7914.

KITTY HA WK KITES, INC. - P.O. Box 340, Nags Head, NC 27959 (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 llight 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.

MICHIGAN

OHIO

PRO HANG GLIDERS - Serving since 1978. USHGA certified flight school. Towing specialist. Step-towing or thermal-trolling for qualified pilots. Beginner through advanced lessons. Observer. Wills Wing, Bennett, Manta. Contact Norman Le snow, 569 W. Annabelle, Hazel Park, Ml, 48030. (313) 399-9433.

NORTH COAST HANG GLIDING - Certified lnstruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144.

IDAHO

T-N-T HANG GLIDING, INC. - Know how to fly? Want to lea111 to fly? Come sec Michigan's first ATOL launch system in action. (313) 382-3977.

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.). OKLAHOMA

NEVADA TRUE FLIGHT CONCEPTS - USHGA Certified Instrnction, Sales & Service. Become a better pilot in Jess 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 - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used gliders & flight accessories in stock. Mexico Hang Gliding Tours. Paul Bu111s, 33041 Walls St., Lake Elsinore, CA 92330 Phone (714) 678-5418; FAX (714) 678-5425. WINDSPORTS SOARING CENTER -Los Angeles' largest and most complete school since 1974. We specialize in personalized tandem instruction, sales and repair. Spend your winter vacation flying with us! 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. "Professionals You Can Trust!" COLORADO COLORADO HANG GLIDING - LSHGA Certified School, dealer all brands. Towing and paraglider inst. Bell helmets. (303) 278-9566. COLORADO WIND PARK - "Come up for Air!" Sales, service, complete instruction on our 500-foot, 360-degree training hill. $JO/day lodging. Dealing all brands. PO Box 94, Hartse!, Colorado 80449. (719) 836-2240 (weekends only) or (303) 762-6505. EAGLE'S NEST School of Hang Gliding- USHGA certificd school. Dealer for Delta Wing, Pacific Airwave and Wills Wing. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498. GOLDEN WINGS - Sales, service. USHGA certified instruction. Tandem Towing Instruction. Dealers for \Vills Wing, Pacific Airwave, Delta Wings, Moyes, UP. ClinicsMARCH 1990

OKLAHOMA HANG GLIDING CENTER - USHGA Certified instruction. Wills Wing, Scedwings, Delta Wing and other major brands. New and used equipment, instruments, parachutes, and service. OKC, (405) 943-5484.

HIGH SIERRA SPORTS - Spectacular Sierra tours, tandem & lessons. USHGA certified training and ratings. Dealers for Wills Wing, Pacific Airwave, Delta Wing, UP. Fly the Sierras with a full-service shop. 2303 North Carson St., Carson City, NV 89701 (702) 885-189! or (702) 885-1970.

PENNSYLVANIA

NEW JERSEY

MOUNTAIN WINGS -

Look under New York.

PENNSYLVANIA SKY HIGH - Certified instruction, tandem, service, PacAir. Philadelphia (215) 527-1687.

NEW MEXICO TENNESSEE UP OVER NEW MEXICO, INC. -Instruction, sales, service. Sandia Mountain guides. \Vills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (SOS) 821-8544. NEW YORK AAA FLY ELLENVILLE MOUNTAIN -Visit our new hang gliding center at the base of the mountain, between launch and landing. Five exclusive training hills, area's only flight park. Exclusive dealer for Seedwings, Pacific Airwave and Delta 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: MOUNTAIN WINGS, INC., 150 Canal St., ELLENVILLE, NY 12428 (914) 647-3377 or l-(800)-5257850 N.E. area only. FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/ repairs. Excellent secondary instruction ... if you've finished a program and wish to continue. Fly the mountain! ATOL towing' Tandem flights! Contact: Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

CRYSTAL AIR SPORT MOTEL- at Raccoon Mountain; Bunkhouse, private rustic rooms, regular & waterbeds, video in-room movies, private jacuzzi room, pool, sky gear gifts, fliers work program. FF!: 4328 Cummings Hwy., Chattanooga, TN. 37409. (615) 821-2546. Chuck & Shmi Toth. HA WK AIRSPORTS - New and improved hang gliding! Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch 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. LOOKOUT MOUNTAIN FLIGHT PARK-Since 1978, Southeast's largest USHGA-certified mountain llight school. Complete training, from grassy, gently-sloping 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 used hang gliders and mountain bikes, harnesses, helmets, instrnments, T-shirts. Repair services. We buy used gliders, equipment! Send S1.00 for brochure, rates, directions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433.

CLASSIFIEDS SEQUATCHIE VALLEY SOARING SUPPLY, INC. Dealers for all major brands. Small training classes, with USHGA certified instruction, including tandem flights with group rates available. Famous radial ramp located just across the street. Great first mountain night location with a huge landing zone and camping available with a comfortable clubhouse. Fly over 100 miles of ridges and enjoy challenging thennals with two launches, soon to be three, right here in "The hang gliding capital of the East." Fully stocked pro shop, Rentals, storage, USHGA ratings and all the latest fashions. Proud dealers for Wills Wing, Seedwings and Delta Wing gliders with reasonable pricing on all products. Brochure, maps. site info., Tennessee Tree Toppers Club memberships available. Visa, Mastercharge and Discover Card accepted. For personal service that you can trnst call SYS, Rt. 2, Box 80, Dunlap, TN 37327 (615) 9492301.

TEXAS

UTAH VULTURE ENTERPRISES - Sales, service, instruction. Dealer for Center of Gravity Harness. Charlie (801) 2546141. WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Monntain. Call Gordon (801) 277-1042. VIRGINIA SILVER WINGS, INC. - Certified instruction & equipment sales. N. VA. (703) 533-1965. WASHINGTON AJRPLA 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.

BELL SOARING HELMETS-All sizes in stock. Send hat size and $125 P.Pd. to: Colorado Hang Gliding, P.O. Box 1423, Golden, CO 80402 or use Visa/Mastercard at (303) 278-9566, 24 hrs. Visa, Mastercard, Discover Card accepted. BRAND NEW MAXON RADIOS - $175 shipped! Colorado residents add 3.5% sales tax. Colorado Wind Park, PO Box 94, Hartse!, Colorado 80449 (303) 762-6505.

INTERNATIONAL DEALERS SWITZERLAND 200 MILE SITES are hard to find. Recently another location was added to the short but distinguished list. Ya'll come challenge the thennals of West Texas using the finest in Truck Launching technology. For thernrnl instruction, X-C 1essons, towing insLmction, tandem instruction or just plain Airtime, call Jerry at Airtime of Lubbock (806) 745-9633. NEW ADDRESS: 8206 Avenue D, Lubbock, Texas 79404. Where we don't care which way the wind blows and it's always soarable. AUSTIN AIR SPORTS - Still the one in central Texas, quality service since 1978. lnstruction, sales, rental, and a complete airframe & sail repair facility. 1712 Waterston, Austin, TX 78703 (512) 474-1669. KITE ENTERPRISES - Instruction, sales, repairs, platfonn towing, Dallas, North Texas area. 211 Ellis, Allen, TX 75002 (214) 996-7706 nights, (214) 727-3588 weekends.

SWISS ALP HANG GLIDING SAFARI- For quick, easy flying May to October, call or write Ron Hurst, Jostens tr. 21, 8854 Galgenen, Switzerland, Dir. Dial USA Ol l 41 55 645229. VENEZUELA

BUMPER STICKERS - "Remember When Sex was Safe . . .And Hang Gliding Was Dangerous?" Top quality vinyl two-color design. $2.00 + $1.00 S & H per order. Aerial Tease, 8 Camino Verde, Santa Barbara, CA 93103. CLOUDBASE INSTRUMENTS - GH1350C digital altimeter. Temperature compensated, accurate, mounting options, affordable, $149. 2464 El Camino Real, Suite 513, Santa Clara, CA 95051 (408) 296-3680.

EMERGENCY PARACHUTES ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Parachutes, biidles, inspected and replaced. Airtime of S.F., 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. OVERSTOCKED - new 20, 22 gore $350 each. Used $250 each. Includes inspection and repacking, Colorado Hang Gliding, (303) 278-9566. PARTS & ACCESSORIES

RED RIVER AIRCRAFT/48ll RED RIVER ST./AUSTIN, TEXAS 78751-Let us help you find what you want or sell what you got. Gliders: new, demo and used. Plus harnesses, instruments, and accessories available. Trade-ins considered. Dealer for Pac-Air, Wills, Moyes, Seedwings, Delta Wing, Ball and others. RRA - AUSTIN, TEXAS - (512) 467-2529.

THE CRUISE SUPRONE POD - Total comfort and customized to your needs. For details contact Steve Dyer, P.O. Box 4504, Federal Way, WA 98063 (206) 383-4675. CUSTOM GLIDER BAGS - Any size, type you need. Light, strong, UV protected, any color. Call to order: (916) 283-3046.

TEXAS

PAR AGL ID ING IN C.

SOARING AND SERVING TIIE LONE STAR STATE

SALES & SCHOOL for American Paragliding Association Certifications. Tandem and video instruction. Towing - Flatland Thermaling - Ridge Soaring. YEAR ROUND flying at 7 Texas sites! Supplier of high performance paragliding equipment-ITV - HARLEY - PERFORMANCE DESIGNS. TOWING? We set the paragliding towing standards for safety with our Quick Line Recovery System (QLR). Also usable with all hang gliding tow rigs. Exclusive distributor for the "SKYLAUNCH"Tow System. SKY6000' - SKY-3000' - SKY-SPECTRA 1/8" models. Certified supplier for "ULTR ALINE" and its replacement coming your way! To Order and Enroll, call us at (713) 9739546 or write T.P.I., 1437 Waseca, Houston, TX 770554411.

ALTIMETER WATCH - Amazing electronic "Wrist Instrument" combining an altimeter, barometer, and depth meter. Displays altitude up to 13,120 ft. or 4,000 M., atmospheric pressure from 6 IO- 1050 Mb, and water depth down to 98 ft. or 30 M. Additional Features: Maximum altitude memory, altitude alarm, depth alann, daily alarm, chronograph, countdown timer, 12/24 hour formats, and much more. One year warranty. Perfect gift for hang glider pilots, aviators, divers. $84.98 + $3.00 shipping. Send check, money order, or use VISA, MC, DISCOVER, AMEX to: Wemikoff's Jewelers, 2731 Milwaukee Ave., Chicago, Illinois 60647, or call 24 hrs. (312) 252-7573.

DON'T PAY FOR A NAME, PAY FOR QUALITY. High quality short shell, open car helmets at an affordable piice. MEETS & EXCEEDS the new 1988 DOT standards. Well finished Brnshed nylon liner with High strength Polycarbonate shell. ONLY $55.00. Golden Wings: Colorado's New Hang Gliding Supply Source, (303) 278-7181.

HANG GLIDING

ST. PAUL, MINN - Easily the biggest news in American hang gliding is Bill Bennett leaving glider manufacturing. After Delta Wing celebrated their 20th Anniversary last year this would come as a shock! But, "It's nonsense!" replies Bill. True, UP International will now be building Uncle Bill's successful Dream series. Also true, he stopped his ads. But Bennett reports he and old crony Dick Boone have recently collaborated on a new high performance design. It just flew at Torrey; they' re pleased. Before the unfortunate loss of his wife Paulette, due to cancer, Bill wanted to eliminate some obligations to dedicate more time to his ailing spouse. Licensing the Dream to UP for 3 years was part of this effort. Delta Wing may next move to smaller quarters. ••• Bill was also considering a bid on the beach operatio0 up near Monterey, a site currently served by Jim Johns' Western Hang Gliders. The Marina site was open to bidding in February. Johns, however, knows the ropes well and was prepared to bid competitively. At press time, this was still undecided. ••• The insurance debacle worsens. Now to compound the problems being felt in the Bay Area with the (hopefully) temporary closure of Ed Levin, John Harris' Kitty Hawk Kites has been shut out of Jockey's Ridge. KHK was given no warning before being informed of new insurance requirements. Harris has faced battles before and remains positive. He believes he's secured insurance to meet state demands. (For years KHK has added to the USHGA coverage by buying extra of their own.) But they were closed at least a month, and says Harris, "It'll definitely hurt our spring business; people are inquiring now and we aren't sure what to tell them." ••• Municipalities have a distressing habit of communicating with one another on these issues. By the "grapevine," regulators for one recreation area can "warn" their counterparts elsewhere. Sadly, even our excellent claims history may not win battles with county commissioners. In more upbeat news, USHGA offices have been contacted by Sports Illustrated magazine. Though these things often remain if=y until just before

press time, the big sports rag offered some valuable coverage. Editors were given data so they could visit (and report?) several sites across the USA. ••• In the "Oh-yeah, well-how-about-this" department: Wills reported that video producer Tom Tatum had his newest show ("Daredevil Fliers II") aired on several cable sports channels, reaching 16 million viewers, not only with his excellent scenes of spectacular aerobatic flying in Telluride, but with six 30-second commercials for Wills Wing. Wills offers the 45-minute production for $30 retail. A larger-yet TV event featured BRS founder, Boris Popov on a German show, "One Step Ahead." The live showand-tell format was seen by some 28 million viewers throughout German-speaking countries via the EuroVision link. Popov fired off one of the company's rocket-deployed emergency parachutes right on the stage, inside, in front of 2,800 live viewers. Somehow, show producers got this dramatic event approved by fire and other officials, even in conservative Austria, site of the live broadcast. Popov joined such luminaries as Joe Cocker and Tina Turner. Congrats to Tatum, Wills, BRS, and Popov as they delivered the thrill of sport aviation to major audiences. • • • Strictly World Class ... Tom Kreyche of Owens ' Valley fame has competition on his bid to host the 1993 World Meet. A second package was recently mailed to USHGA executive committee members, produced by the same folks -- Terry and Christine Reynolds -- who will host the 1990 U.S. Nationals. Both "teams" want it; looks to be a battle. Kreyche has experience with major contests and the Owens site going for him. Reynolds has lots of ski hill support and a sharp package. ••• Finally a calendar item: Candi and David Thomason' s Silent Flight will host NoCal' s first aerobatic clinic on March 17 & 18. For $150 you'll get Super Looper John Heiney's expert counsel plus video critique, classroom, tows, and lunch. Lower rates if you don't plan to fly. Call 916/938-2061. So, got news or opinions? Send 'em to: "Product Lines," 8 Dorset, St. Paul MN 55118. Or call (days at BRS) 612/457-7491; FAX: 457-8651. THANKS!

CLASSIFIEDS winches or tow pilols who want really long tow lines. 3000' delivered for $95.00. Also new pricing on our highly proven l/4" Ultraline; 3000' delivered for $145.00. Cajun Hang Gliding, l l O Kent Circle, Lafayette, LA 70508 (318) 9818372. NEW - NEW - NEW! USHGA CORDUROY CAPS with matching braid. Embroidered with colorful "soaring" hang glider. Specify while or blue. $9.95 plus $2.25 S/H. USHGA, P.O. Box 8300, Colorado Springs, CO 80933. NEW - NEW - NEW! USHGA LAPEL PINS - Colorful design, epoxy dome with military clutch. $4.95 plus Sl.25 S/H. USHGA, P.O. Box 8300, Colorado Sp1ings, CO 80933. X-C SMOKE BOMBS - $4.00. Signal minm, $6.00. Pendulum Spoits, Inc. (719) 539-3900. THE FAMOUS "LAMBIE LID" - Aerodynamic Hang Glider helmet. $75 postpaid. State size and 3 choices of color. 8160 Woodsboro, Anaheim, CA 92807 (714) 7791877. FLIGHT DESIGNS STIRRUP HARNESS new. $75.00 (317) 545-9419.

Blue, like

THE PERFECT GIFT FOR HIM OR HER! GLIDER PILOT SWEATPANTS -The pants are navy blue and the printed colors are bright red and yellow. Send $21.50 ppd check or money order to Ocean Breezes, I 02 Haight St., San Francisco, CA 94102. ATTN. DEALERS - For an additional cost you can get YOUR LOGO put on the front. Phone (415) 626-7786.

BUSINESS AND EMPLOYMENT OPPORTUNITIES ATTENTION: EARN MONEY READING BOOKS! $32,000/yr. income potential. Details, (l)-602-838-8885 ext. Bk 15034. ATTENTION: EARN MONEY TYPING AT HOME! $32,000/yr. income potential. Details, (l )-602-838-8885 ext. T-15034. ATTENTION: EASY WORK, EXCELLENT PAY! Assemble products at home. Dclails ( l )-602-838-8885 ext. W15034. INSTRUCTORS WANTED - Prefer certified but will train qualified people. Advancement opportunities include tour guiding and management. \Vcstcrn Hang Gliders, P.O. Box 28882, Marina, CA 93933. (408) 384-2622.

GRADE A SHEEPSKIN HAND FAIRINGS-Keeps hands wann in a11 conditions. Tested and endorsed by record holder Kevin Christopherson. "I wouldn't fly without them, they are that good." Special orders and dealer inquiries welcome. Send $47.00 to Wyoming Aerolites, Box 880, Casper, WY 82602, (307) 235-3367. HOODED SWEATSHIRTS - Closeout special $19.00 + $2.50 S & H ($6.00 foreign). Size Large or Xlarge only. Design #l: Cloudbase Country Club or Design #2: Real Pilots Fly Hang Gliders. Six color designs on white shirts. Sec Nov. issue for art designs. Aerial Tease, 8 Camino Verde, Santa Barbara, CA 93103. INCREASE PERFORMANCE WITH WING-TIP FAIRINGS! for most gliders. $30.00/pr. + shipping. L/D Enterprises (303) 440-3579. Dealers wanted. KEVLAR FULL FACE- Superlite full face cover helmet. Excellent vision, yet cold weather protection, $285. Visors $25. Pendulum Sports, Inc. (719) 539-3900. LA MOUETTE - Parts, gliders, trikes, paragliders and accessories. 11716 Fairview, Boise, Idaho 83704. (208) 376-7914. Dealer inquiries welcome.

WE NEED YOUR TALENT-We're looking forcerlified hang gliding instructors. Basic and advanced with experience.Full-lime, salary negotiable, housing available. MOUNTAIN WINGS Flight Park, INC., 150 Canal St., ELLENVILLE, NY 12428 (914) 647-3377. PUBLICATIONS & ORGANIZATIONS QUICK RELEASE CARABINER - Breaking 10,000 lbs. $24.95. Extra 5/16 ball lock pin $10. Dealers wanled. Palent pending. Themrnl, 19431-41 Business Cenler Dr., Northridge, CA 91324. SAILMAKING & RIGGING SUPPLIES -All fabric types. Massachusetts Mo1orized, P.O. Box 542-G, Coluit, MA 02635. (413) 736-2426. $$$SA VE MONEY$$$ - Make downtubes in seconds wilh your own custom-made JIGMASTER drilling tool. Send $29. 95 10 JIGMASTER, 4175 Lacy Lane, Suite 36, Colorado Springs, CO 80916, or call (719) 596-4284. SHOP MANAGERS!! We can supply your needs for: Tubing, Cable, Helmets, Steel carabiners & Perlon. Base tube "COMFORT GRIPS". Also!! The brand new parachute bridle Swivel "PARA-SWIVEL". Save money & time. Call us for a Dealer price list. GOLDEN WINGS: COLORADO'S NEW HANG GLIDING SUPPLY SOURCE. 1108 MINERS ALLEY, GOLDEN CO 80401 (303) 278-7181.

BINDERS FOR HANG GLIDING MAGAZINE - Brown vinyl with wire centerfold spines to allow library reference organization of your issues. Keeps up to I 2 issues tidy and handy. Only $9.00. plus $2.25 shipping/handling from USHGA, P.O. Box 8300, Colorado Springs, CO 80933. COMPLETE SUBJECT INDEX-for Hang Gliding magazines 1974 through 1989 for only $5.00. 52 categories make your magazines valuable! D. Williams, 6 Harvest Lane, Farmington, CT 06032. HANG GLIDING - Comprehensive illuslratcd 2-part programmed instruction self-study course designed to accelerate acquisition of Beginner Skills by retired Technical Publications writer who, at 67, discovered mile-high soaring is relatively safe, inexpensive, and incredibly exciting for people who cannot abide a dull and humdrum existence. $13.00 poslpaid. Okerblom's, !065 Skeet, Camarillo, CA 93010. MANBIRDS-Supply Limited. $7.95/l, $4.95/5 or more.

SI.DO ea. shipping. 181 l Beverly Glen Dr., Santa Ana, CA MAXON RADIOS - $325. New syn1hesized, programmable VHF FM 5 walls. Includes 6 channels (3 USHGA and 3 weather), charger, case, antenna and warranty. Best prices on Maxon handheld, mobile and accessories plus fast, reliable service facility. I-wait Maxon $169.95. Quantity discounts available. Pendulum Sporls, Inc. (719) 539-3900.

TOW LAUNCH SYSTEMS -Experience the safest, most economical way to reach your thennaling and cross country goals. Affordable and simple to operate. TLS tow systems arc designed and built to the highest quality standards. For a free infonnation package, call or write to: TLS, 7010 Mark, San Antonio, TX 78218 Phone (512) 824-1803.

92705. RIGHT STUFF FOR NEW 1-1.G. PILOTS - Learn 1echniqucs, equipment, tenninology, traditions, more! $9.95 ppd. Publitec Edilions, P.O. Box 4342, Laguna Beach, CA 92652, (714) 497-6100.

TUBING, WHEELS, BOLTS, BRACKETS, DACRON plus much more. Free tubing price sheet or send $5 for complete catalog. Leading Edge Air Foils, Inc., 33 l S. 141h Streel, Colorado Springs, CO 80904. Phone (719) 632-4959.

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.

ULTRALINE- Cajun Hang Gliding inlroduces 3/16" Ultraline with strength, wear and pcrfonnance characteristics exceeding l/4" Polypro, this is an excellent rope for smaller

HANG GLIDING

CLASSIFIEDS FOUND - FOUND - FOUND! On "E" launch in Elsinore, VIDEOS & FILMS

USHGA EMBLEM T-SHIRTS-The original, now into its third decade! 58.00 plus $2.25 shipping and handling. Colorado residenls acid 6.57,; tax. Men·s sizes in BLUE and TAN - S, M, L, XL. USHGA, P.O. Box 8300. Colorado Springs, 80933 (719) 632-8300.

USHGA 1989 World Team Swealshins - We still have limited quantities in sizes S, XL, XXL. $19.95 + S3.00 S & H. Call USHGA to reserve one for yourself! LimiLed time only. Call Jeff at (719) 632-8300 for details.

approximately 2 months ago- Ball vrnio w/attaching Gerhart altimeter. Call to identify. Ron, (714) 629-8034. STOLEN FROM ELSINORE, CA ON 9/17/89-New blue cocoon harness w/3" (purple, red, orange. yellow) stripes across parachute pack. Also stolen was Litek Vario, Thalmen wrist altimeter, and Bell helmet (all enclosed in a blue Price bag). Construction tools also stolen. If found, please contact Ron Antcn at (714) 629-8034. STOLEN: LEESBURG, FLORlDA - 5 miles south on northbound 27. July 8, 1989 an AXIS 15 - green, pink, and white with top surface all white, SER #A 1510169 was stolen. Also, a blue Flight Designs harness with a G.Q. Security paraclw1e - white with blue center. Contact: Al Sasser, 4627 P,incess Anne Lane, Jacksonville, florida 32210 (904) 388-084.\. Reward or S.\00.00.

ATOL TRuck TowiN(j & CROSS COUNTRY FlyiNc; IN WEST TEX/IS Wirll LARRY Tudou ANd JoE Bosrik

RA VEN 149, RA VEN 179 - Stolen at Guadalupe Dunes. Contact: John Newstead (805) 962-8999. STOLEN WINGS arc !isled as a service to USHGA mem-

FLATLAND FL YING puts you in the control bar with Larry Tudor and Joe Bostik on flights orup to 220 miles. Get a good look at truck towing in action, with Jots of aerial footage, including tandem flying. Includes short music video, ··Airplay!'' Also available, JVIountains High and TELLURIDE!. showing Colorado mountain 11ying and acrobatics al their best. All tapes are $37 (CA residents add state tax) plus $3 shipping (S6 foreign). Flatland Flying also available in PAL format on foreign orders for $42. Robert Reiter, 800 Heinz Street #9, Berkeley, CA 94710 (415)649-8111

ULTRA GOLD WINGS YOUR STATEMENT OF PLIGHT (in rine jewelry) Available in 14K or S.S. A choice or stud or French wire earrings. S 129.00 14K. $49.00 S.S. Necklace including chain - $99.00 14K, $29.00 S.S. Versatile pin or flight $79.00 14K, S24.00 S.S.

MISCELLANEOUS

\Ve design custom and personalized ,vings, and offer satis~ faction guaranteed. Contact Dave ~vlorgan, 130 F St., Salida,

"AIR THUG/MEMBER"-T-shirts 1 M, LG, XL. Sl.\.00 includes shipping. Payable to Paul Voight. RD 2, Box 56 l. Pine Bush, NY 12566. ··JUST SAY NO TO DA Y-GLow·· - unless it has one of our prints on it! All available in day-glow orange. green, pink, & yellow. SI 0. For brochure, send SASE to Sunrise Flight Co., 30601 1'te1zler Ridge Rd., Willits, CA 95490. MODERN MYSTIFYING MAGIC EFFECTS! 20'7c discount to pilots. Send stamped, self-addressed business envelope for catalog. Promotions Unlimited, :2334 Tampa Ave., Dept. HG, El Cajon, CA 92020. NEW - NEW - NEW - '·Mtn. Glider'· T-shirt. lOOCk cotton. Multi-colored design on the back with blended design on the front. Sizes S, M, L, XL. S10.95 + $3.00 S & H. USHGA, P.O. Box 8300, Colorado Springs, CO 80933, (7 19) 63 2-8300.

bers. There is no charge for thb service and lost and found wings or cquipmen1 may bl! called in to the office for immediate inclusion in l lang Gliding. Please do call to

co 81201 (719) 539-7612. Prices

French wires or stud earrings Necklace wilh chain Pin

14K $129.00 99.00 79.00

S.S. S49.00 29.00 24.00

X-C FLIGHT LOG BOOK - Very clean, 64 pages. For those who like to document their !lights. $3.95 plus S l.25 SI H, USHGA, P.O. BOX 8300, Colorado Springs, CO, 80933. l!AVE YOU SENT FOR YOUR NEW 1990 USHGA MERCHANDISE ORDER FORM TODAY'' FREE!

The rate for classified advenising is $.40 per word (or group or characters). Minimum charge, $4.00. A ree of S 15.00 is charged for each line art logo and $25.00 for each photo .. Bold face or caps wilhin the text $. 95 per word. Please

underline words lo be bold. Special layouts of tabs S22.00 per column inch. AD DEADLINES: All ad copy, instruc-

tions, changes, additions and cancellations must be received in \\Tiling l 1/2 months preceding the cover date, i.e. November 20 for 1he January issue. Please make checks payable to USHGA: Classified Advertising Depl. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300. STOLEN WINGS DELTA \VINO LIGHT DREAM 165 - Stolen on l/12/90 from Reno, NV. Black L.E. Dark blue, light blue and yellow sail. lr found, please contact Ray at (702) 885-1891 (High Sierra Sports). STOLEN CANOPIES AND EQUIPMENT - 2 Vollerie Soubeyrat/Magic 24 E. One all pink, one all yellow. Rated

advanced, not suitable for beginners. Taken from motor THERMAL GENERATOR SWEATSHIRT- Ho1 black, high qualily 50/50. Flpink, flgreen, or golden yellow logo.

This sweatshirt keeps you warm as it generates thermals! S,\1,L,XL S19.95 plus $3.00 shipping. CA add 6.25%. Send check/money order to: Blue Horizons, P.O. Box 695, Goleta, CA 931 l 6. Send for free calalog. USED PARAGLIDERS - Feral 8-cell; Eidelwciss 7-cell; !TV Aries-23 w/speed seal. All in excellent condi1ion and priced to sell. Mark Shipman, l 101 Fuller St., Wenatchee, WA 98801 (509) 663-5238.

MARCH 1990

home at Lake Crowley, CA, Sept. 17. $300 reward for recovery. CONTACT: Ernst Schneider, Brunstcinstr II, D 8201 Raubling, West Germany, or: Gordon Link (415)7830618, Hayward, CA. Harley Magic 10. Pink center, blue, green, yellow. Taken from truck in Yosemite Nat'I Park Sept. 1989. CONTACT: Simon Peck (303) 442-5876. Harley New Wave 250. Green, black & white. Stolen from car in Austin, TX, Aug. 1989. CONTACT: Dana Ellinger (512) 472-6679.

cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Advanced Air Technology ................. 2 Adventure Video .............................. 35 AirWorks ............................................ 7 Ball Varios ....................................... 10 Brede! Tours ..................................... 34 BRS .................................................... 7 EDS Glider ......................................... 7 Hall Bros .......................................... 34 High Energy Sports .......................... 34 Lindsay Ruddock ............................. 30 Lookout Mt. Flight Park ................... 23 Morningside Hang Gliders ............... 37 Nmth American Sports .................... 35 OA USA ............................................. 6 Old Kings Flite Park ........................ 21 Pacific Airwave .............................. BC Pops tar .............................................. 21 Ron Hurst ......................................... 10 Seed wings ........................................ 38 Southern California HG Schools ...... 14 Sport Aviation Publications ............... 2 Summit Magic .................................. 37 Transseas International .................... 34 UP International ..................... 33,35,37 USHGA ................................ IFC,36,42 Western Hang Gliders ...................... l l Wills Wing .................................. 12,13

FIRST WE HAD AVISIONT" THEN WE CREATED MAGICTM NOW WE REVEAL THE FORMULATM

ou are a performance and crosscountry motivated pilot You want that state-of-the-art extra performance and speed range that our unbeatable Magic Kiss has recently introduced to our sport but you are not prepared to give up that all important "anxiety-free" feeling and control stability that you have grown accustomed to with your current glider. You want a lightweight glider yet do not want to compromise safety or ruggedness. You want a glider that is H.G.M.A. Certified to a VNE speed of 50 MPH! You want a user-friendly wing that lets you launch while your friends are still sitting on the ground stuffing ribs with their feetl You want your glider's hardware and

fittings to reflect its manufacturer's engineer ing resources and its commitment to the latest testing and technology available in our industry. You want your glider to come standard with all the accessories that makes cross-country flying so much more pleasurable and that gives you that "extra performance" such as safedge uprights, comfort bar, faired kingpost and trilam leading edge pockets You enjoy light and nimble control pressures but when the air gets rough and unstable and you need to "get out of there," you want that solid and connected "feel" and the knowledge of the glider's superior pitching identity You want a glider with outstanding thermal-

Pacific Airwave, Ltd. o PO. Box 4384 o Salinas, CA 93912 o Tel: 408 -422-2299 o Fax: 408-758-3270

ling characteristics and a very broad usable speed range but in no wind take-offs, you want a balanced and forgiving wing with the slow speed light handling pressures and precise response that all Pacific Airwave gliders are specifically renowned for. You can read all the ads and sitt through all the outrageous claims or . You can arrange a test-flight with your local Pacific Airwave Sales & Service Center and test-fly the all new Magic Formula today The choice is yours We wish you a superb 1990 soaring season.

Pacific AIRWAVE