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

June 1990 $2.50

• MEMBERSHIP APPLICATION • 111111••--------Jr

(Please Print)

CITY_ _ _ _ _ _ _ _ _ _ STATE_ __ ZIP_ _ _ _ _ _PHONE( ONEWMEMBER

)

_ _ _ __

SEX (M/F) _ __

0 RENEW/ USHGA # _ _ _ _ _ _ _BIRTHDATE_ _~ _____, _ __

FULL MEMBER ANNUAL DUES: 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*)

FAMILY MEMBER ANNUAL DUES: $19.50foreachFamilyMember, 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. SUBSCRIPTION ONLY 12 issues of Hang Gliding magazine only 0 I 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*)

NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ 0 NEW MEMBER O RENEW I USHGA # _ __

THREE-MONTH MEMBER

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.

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

0 MasterCard

O VISA

$_ _ _ _

0 FULL MEMBER

$_ __

0 FAMILY MEMBER(S)

$_ _ _

0 THREE-MONTH MEMBER

$_ _ _

0 SUBSCRIPTION

$_ _ _

Charge Card Service Charge Card No. _ _ _ _ _ _ _ _Ex. Date_ _ _ __

$ _ _ __

Total $- - - -

Signature_ _ _ _ _ _ _ _ _ _ _ _ _ __

UN~TlED STATlES HANG Gl~D~NG ASSNa~ ~NCa P.O. BOX 8300, Colorado Springs, Colorado 80933 (719) 632-8300

revised 1/90

PERFORMANCE.

The best guarantee in the nation- 4 years replacement guaranteed

THE DASHBOARD of the HANG GLIDER & PARAGLIDER IDEAL for X-C pilots & recreational flyers alike!

RADIO WAVE SHIELDED

VARIOMETER-AUDIO-VISUAL Adjustable sound including silent operation - Audio only in LIFT or in LIFT & SINK.

ALTIMETER -(MSL-AGL) Altitude displayed from O to 20,000 ft. Use the memory to check your maximum altitude reached AFTER you're back on the ground.

ALTITUDE(NET GAIN - NET LOSS) Indicates present altitude above or below initial takeoff point.

GAIN/AUDIOCheck the altitude GAINED or LOST during the last 20, 30 or 60 seconds of flight.

Dimensions: 6" X 2-1/4" X 3-1/2" Weighs only 9 oz.

MICROPROCESSOR CONTROLLED

THE BEST GUARANTEE in the NATION-4 YEARS replacement GUARANTEED

EXCLUSIVE DISTRIBUTORS

Available from ANY HANG GLIDING dealer(e.g.)

SOUTHERN CA: WINDS PORTS NORTHERN CA: MISSION SOARING NEW ENGLAND:MOUNTAINWINGS COLORADO: PENDULUMSPORTS IDAHO & Reg. 5: TREASURE VALLEY H.G. SOUTHEAST: LOOKOUT MOUNTAIN

(818) 988-0111 (408) 262-1055 (914) 647-3377 (719) 539-3335 (208) 376-7914 (404) 398-3541

AVAILABLE FROM THESE PARAGLIDING DEALERS: CALIFORNIA: AEROLITE (714) 924-5229 COLORADO: STEVE BYERS (303) 349-5961 OREGON: OREGON PARAGLIDING (503)683-3025 TEXAS: TEXAS PARAGLIDING (713) 973-9546 UTAH: PARAGLIDING CENTER (801) 254-7455 WIND RIDERS (801) 566-7197 WASHINGTON: GOSKYHI (206) 467-5944

OVERSEAS ALB./B.COL.: WILLI MULLER ONTARIO: HIGH PERSPECTIVE QUEBEC: GIL BERNARD NEW ZEALAND: FREE FLIGHT AUSTRALIA: MOYES DEL TA GLIDERS VENEZUELA: ENRIQUE BRILLEMBOURG BRAZIL: ON DAS DO AR

(403) 932-6760 (416) 294-2536 (514) 229-6887 (9) 412-7265 (2) 387-5114 (02) 239-3666 (21) 247-7468

CALL TOLL FREE

1 (800) 633-3652 (24 hours) DEALER INQUIRIES WELCOME

ALASKA: CALIFORNIA:

ALASKASKYSAILORS (907) 745-8255 H.G. EMPORIUM (805) 965-3733 H.G. CENTER (619) 450-9008 HANG FLIGHT SYSTEMS (714) 542-7444 HIGH ADVENTURE (714) 883-8488 CHANDELLE (415) 359-6800 SOUTHLANDHG (714) 589-0109 TORREY FLIGHT PARK (619) 452-3202 AIRTIMEOFS.F. (415) 759-1177 COLORADO: EAGLE'S NEST (719)594-0498 LID ENTERPRISES (303) 440-3579 GOLDEN WINGS (303) 279-7951 (303) 925-2522 IVORY EAGLE FLORIDA: MIAMI HANG GLIDING (305) 962-6968 CENTRAL FL. FLYERS (904) 775-3252 MAUISOARINGSUPPLY (808) 878-1271 HAWAII: CHICAGOHGASSN. (312) 281-3338 ILLINOIS: MARYLAND: EXPERT FLIGHT SYS. (301) 583-3765 MICHIGAN: MICH. SOARING SUPPLY (616) 882-4744 GA: LOOKOUTMT. (404) 398-3531 N. NEW ENGL.: MORNINGSIDE (603) 542-4416 NEW MEXICO: NM SOARING ACADEMY (505) 437-3005 NEVADA: HIGH SIERRA SPORTS (702) 885-1891 N. CAROLINA: KITTY HAWK KITES (919) 441-4124 OREGON: AIRPLAY'N SOUTH (503) 965-6469 TENNESSEE: SEQUATCHIESOARING (615) 949-2301 TEXAS: RED RIVER AIRCRAFT (512) 467-2529 UTAH: WINDRIDERS (801) 566-7197 SOUTHWIND HG (801) 254-7455 VIRGINIA: SILVERWINGS (703) 533-3244 (206) 459-8389 WASHINGTON: CAPITAL CITY HG W. VIRGINIA: MOUNTAINEER HG (304) 622-4475

TRANSSEAS INTERNATIONAL Inc.

6277 Powers Avenue, JACKSONVILLE, FL 32217 TELEPHONE: (904) 739-0042 FAX: (904) 731-1017

THE NEW ADVANCED DESIGN SENSOR E

THE ULTIMATE PERFORMANCE GLIDER Photo : Bob Trampenau Pilot: 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 . ft 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 cl imb rate, speed and glide. The Sensor's curved wing tips offer the lowest drag available and the unsu rpassed 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 W elcomed

•

Product Sheets Available

SEEDWINGS 4 I Aero Camino, Goleta, c.A 93 I I 7 • (805) 968-7070 • FAX (805) 968-0059

(USPS O17-970-20)

Features

Columns

18 Towing By Trailer

24 The Answer Man by Mike Meier

hy Larry Keegan

Mike clarifies the difference between indicated and true airspeed.

A device that allows "truck towing" behind any vehicle with a trailer hitch.

34 USHGA President

21 The 1990 East Coast Championship

hy Russ Locke

hy Rick Jacoh

More on paragliding and the decisions made at the recent Board meeting.

Eight days of fun with the Tennessee Tree Toppers.

36 USHGA Reports by Gregg Lawless

26 The First Northern California Aerobatic Clinic

A report on the Spring 1990 USHGA Board of Directors meeting. Insurance blues.

hy Jay Bushy

46 Hang Gliding 101

So why did John Heiney finally give in to the many requests for aero instruction?

by G.W. Meadows All about how to launch a hang glider.

30 Your Glider Has A Red Line!

55 Product Lines hy Dan Johnson

by Jean-Michel Bernasconi

Product Lines begins its twelfth year with this issue! Interesting news on the towing front.

Now we'll cancel out the last article by explaining why attempting aerobatics in a hang glider is a dumb thing to do.

Departments Page 30 COVER: Mark Grubbs and his Magic Kiss enjoy the sunset over Mission Ridge, CA. Photo by Mark Grubbs. CENTER.SPREAD: John Heiney upside down at his first Northern California aerobatic clinic. Photo by John Heiney. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright© 1990 United States Hang Gliding Association, Inc. All rights reserved to Hani Glidinf; and individual contributors. JUNE 1990

5 8 lO 11 17 49 56 56

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

THE SMALL GLIDER WITH THE BIG GLIDE . . . . STOP PRESS ... PAULINHO COEHLO WINS THE PRE-WORLD HANG GLIDING CHAMPIONSHIP IN BRAZIL FLYING AN XS ...

Gil Dodgen, Editor/Art Director John Heiney, Doug Rice, Leroy Grannis, Eric Raymond, Photographers Harry Marlin, Illustrator Tim Rinker, Design Consultant Office Staff Jerry Bruning, Executive Director Chris Soulard, Advertising Greg Huller, Member Services P,J, More, Office Operations Patti Gamara, Member Services Jeff Elgart, Merchandise Services

AIRMAIL My sincere apologies to Roger Lockwood for 1101 catching and editing 0111 the not-so-veiled insult at the end of Nick Di Giovanni's letter i11 rhe last issue. Let's stick to ideas and issues and swy away from personal attacks.-Ecl.

NEGATIVE LETTERS USHGA Officers and Executive Committee: Russ Locke, President Jim Zeise!, Vice President Gregg Lawless, Secretary Dan Johnson, Treasurer

REGION 1: Gene Matthews. REGION 2: Ken Brown, Russ Locke. REGION 3: Bill Bennett, Sandy King, Gregg Lawless. REGION 4: Mark Mocho, Jim Zeiset. 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: Paul Voight, 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 Aeronautique Internationale CFAI), 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 lo create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 9943050. HANG GLIDING (USPSO 17-970) 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 mailing 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); subscription 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 a mailing label from a recent issue. POSTMASTER: SEND CHANGE OF ADDRESS TO: UNITED STATES HANG GLIDING ASSN., P.O. BOX 8300, Colorado Springs, CO 80933. June 1990

Volume 20, Issue No. 6

Dear Ecli!or, I am becoming increasingly alannecl at !he number of negatively biased letters that are showing up in your Airmail column. It's one thing to express honest, wellthought-out crilicism or opinions on a given subject, but when our fellow pilots launch what appear to be vicious personal attacks on each other or against the USHGA and its staff I find myself getting quite concerned. l think we are forgetting thal our magazine is not a private newsletler that is sent only to USHGA members. It is becoming increasingly available lo the general public through hang gliding shops as well as newsstands (see page 16 of the March issue). I feel strongly that before anyone sits clown lo write a letter to the editor they should consider that their letter could wind up being read by not only the general public but by politicians, lawmakers, FAA officials, etc.-the very people this organization is trying so hare! to present a good image to. Whenever my non-flying friends are exposed to the comradeship of the hang gliding community they always remark about what a uniquely wonderful group of people we are. I certainly don't want to see that image tarnished by what they may read in our magazine. Doug Paterson Malibu, CA

See my comment above. Co11trib11tors can save me a lot of trouble by following your recom111e11datio11. lvly job should be that of editor, not censor, b11t pressure to become the latter mo1111/s.-Ed.

USHGA OFFICE WEDDING BELLS Dear Editor, The USHGA staff and board of directors would like to extend our sincere congratulations to Patti Gamara and Jeny Sparks, who were married on May 26, 1990 in Colorado

Springs. Best of luck to you both! (No, he's not a hang glider pilot.)

HANG GLIDING HALL OF FAME Dear Editor, I would like to suggest that we establish a Hall of Fame for our sport. In my 12 years of flying hang gliders I have met some extremely hard-working people and feel that we should return, at least in thought, some of the benefits we have derived. Some people who come to mind for induction would naturally have to include: Francis Rogallo, Bill Moyes, Bill Bennett, Bob Wills and many others. This group would closely resemble the Presidential A ward Group. I believe that this sport is far greater than baseball or football and they have their own Hall of Fame-we should have one also! The Hall itself could be within USHGA Headquarters until some museum could be talked into giving it a permanent home. Warren Puckett Odessa Texas

AN OPEN LETTER TO KEVIN CHRISTOPHERSON Dear Kevin, In the October 1989 magazine in your article describing your world record 287+ mile flight, you stated: "I reached 19,000 twice but clecic!ec! it would be a waste of time to take it any farther as the lift was slowed considerably by the inversion." Then in the April issue you wrote a reply letter to Glen Nicolet's article in which you took issue with the implication that you weren't a safe pilot because you flew above 18,000 feet. However, your reply letter clearly indicated that you missed the point of Glen's article. You dismissed the 19,000' MSL reference as a typographical etTor, but then went on to comment that: "I know for a fact that flying above 18,000 feet does not increase the risk of encountering other aircraft by the slightest bit." You also dismissed as possible instrument error the fact that your barograph trace showed you were above 18,000 feet three times during the flight. (In your words, it could be off by "1,000 feet either way.") If that's the case, maybe you were really above 19,000 feet.

AIRMAIL Your attitude seems to be that since you are in excellent shape it's safe for you to exceed the FAR 103 regulations. However, the issue here is not one of safety or your personal flying freedom, but of the freedom of all pilots in this country. People outside the sport, including FAA officials, read our magazine and the latter have already told us that they are not pleased with some of the articles. The FAA has commented to our national liaison, Dennis Pagen, that they do not like references about flying above 18,000 feet. Further they are concerned about our flying in clouds and are confused by the term "cloudbase" which we use all the time. Over the last few years there has been considerable debate about whether the magazine editor should print articles about what pilots are really doing or whether he should edit out all illegal references. In the past we have opted to print what's really happening. However, we now find ourselves in a somewhat awkward and indefensible position because of this policy. What must happen to keep this situation from getting any worse is that pilots everywhere (particularly those in visible positions such as top competition or recordsetting pilots) must make a special effort to fly within established regulations. We must never put the FAA in a position where they have to make a decision between THEIR perception of public safety and our flying operations. That decision will be easy for them to make and not in our best interest. They are clearly capable of lowering the 18,000-foot maximum requirement if they deem it necessary. We have nothing to gain by continuing to slip into restricted airspace (other than massaging a few large egos) and lots to lose. Russ Locke Sunnyvale, CA

ALTERNATE ACCIDENT STATISTICS Dear Editor, It has been brought to my attention by power and sailplane pilots that I converse with on Comp-U-Serve's aviation forum, that our fatality rate per 100,000 participants in not an accurate picture of the safety of our sport. They have suggested that a ratio of air hours logged, or number of flights flown would be more accurate. I, not being an average pilot, have no idea how long an average flight lasts or what

the average number of flights per year is. If there is data around I could use in compiling some statistics, I would appreciate seeing it. Perhaps some numbers from the pilot questionnaire would be helpful in this matter. If any pilots would like to give me a hand in this, please drop me a postcard with your number of flights and hours logged in 1989. I will tally the results and let you all know what the results are. Send to: Richard Rumble P.O. Box 2000-415 So. Lake Tahoe, CA 95705

provisions should be enacted in this country. Steve Hocking Hang Gliding Federation of Australia R 508, 161 Gloucester St. Sydney, N.S.W. AUSTRALIA tel. (02) 251-2704 FAX 27-5439 If a11yone has a11y additional info that might be helpful please co11tact Steve, a11d let us know too.-Ecl.

FREE FL YING COMMENTS Questions about 1111111/Jer of flights and averar;e airtime do appear 011 our a111111al questio11naire. I' II see if I can get Dour; Hildreth to work up a rnndown for the last few years. Actually, though, it seems to 111e that the mte/J00,000 is a good measure of risk. What really matters is, if you are a typical participam, what are you' re chances of bei11g killed? The risk per hour in automobiles is a small number because we spend so many hours in them, but the chance of dying in a car is I i11 3,540 per year, or I in 50 in a typical lifetime.-Ed.

Dear Editor, I'd like to comment on Steve Klause's opinion about how the Nationals arc being run this year. He needs to look at the situation from the point of view of the meet organizers. They are trying to put on the best, most fair contest they can for the pilots who enter the meet. If they feel a need to limit free fliers that's what they should do. I've been to many meets where free fliers have complained about competition pilots getting in the way ... or was it the other way around? Anyway, I hope the meet comes off well and everyone who attends has a good time.

AUSTRALIAN LIABILITY Dear Editor, I don't know what we would do without your magazine Hang Gliding here. In three words it is simply breathtakingly inspirational and is constantly being quoted with great authority. We congratulate you as editor, and your contributors too. At the moment we are looking closely at the article by Tim Herr entitled "The Law, Sites & Hang Glider Pilots" on pg.13 of your January 1990 edition. Our Federal Government has just set up an inquiry into sports aviation insurance matters, and we want to use it to open up more sites, particularly for training purposes. We want to press government to legislate to immunize landowners, both private and public, who allow us free access to their property, from third party actions. Tim spoke of the California Civil Code, S. 846. Would you be in a position to ask him to let us have a copy of S. 846 and any other relevant legislation in the U.S. that we might be able to use to bolster our ease, so that similar

Howard Osterlund Campbell, CA

ERIC KAYE Dear Editor, In regards to the letter by Eric Kaye concerning Colorado pilots' attitudes toward flying, and the response by Bill Odom of California: Although I am unable to offer any defense of Eric Kaye's "Swashbuckling Attitude" toward flying, other than to state my belief that he is entitled to fly his own way inside the guidelines set fotth by the USHGA, I am able to offer a small amount of insight into the type of person that Mr. Kaye is. He has been instrumental in several lifesaving medical first response rescues of pilots who have crashed. Without offering any criticism to the pilots involved, Mr. Kaye has demonstrated cool, authoritative, and e01Tect response measures that have at least comforted and in more that one ease, saved the lives of his fellow free-flight enthusiasts. For my money, HANG GLIDING

AIRMAIL Eric Kaye is not only an excellent pilot, he is a competent, caring, rescue-trained member of the United States Hang Gliding Association. We desperately need more members like Eric Kaye. I am speaking from personal experience; you see, among others, Eric Kaye directed my rescue. Steve Byers Crested Butte, CO

RESPONSE TO JOHN RYAN Dear Editor, I am writing regarding John Ryan's response to Roger Lockwood's letter in the March issue of Hang Gliding. Mr. Lockwood expressed his opinion that paragliders should not be included in the USHGA. Those pilots who have kept up with the events of the April Board of Directors meeting know that this issue is settled for a while. However, I feel John Ryan's letter is an unfair response to Roger Lockwood's concerns. When Roger Lockwood says "we" should not allow paragliders to share our sites, he clearly uses the word "we" in a general sense rather than a literal one. It is not fair to question the validity of an opinion over a matter of semantics. Mr. Lockwood's concerns address real issues. In fact, one can only conclude from the responses to last December's USHGA questionnaire that Roger Lockwood is not by any means alone in his opinion. John Ryan states, "The worry that paragliclers could close our sites is groundless." Having recently experienced a site-threatening situation at our local tnolmtain, I know for fact that Mr. Ryan is wrong. The threat arose directly from deliberate actions ofparaglider pilots who were frustrated at the denial of their application to a state authority for pe1mission to fly a regulated hang gliding site. Fortunately, the problem was defused. There are at least three nearby hang gliding sites which were flown by paraglider pilots without any attempt being made to contact local hang glicling clubs prior to flying. The first knowledge that our club had of paragliding activity at one site was when a spectator called the local ranger station to report that "a hang glider" had gone down in the canyon in front of one of the launches. Needless to say, this event was distressing not only to pilots, but to the rangers as well. And there have been repeated instances JUNE 1990

at other sites in this area in which paraglider pilots knowingly flew without permission, resuiting in tension and uncertainty between the hang gliding community and local authorities. Regarding safety and paragliding, Mr. Ryan says "paragliding has and is showing itself to be a 'safe' sport." How does one really evaluate the safety of this activity? Where do the statistics come from? Does an accident reporting system exist? A pilot rating system hasn't been time-tested and is not yet in pervasive use. I'm not suggesting that paragliding isn't safe, but we should recognize that, for right now, the sport is simply being given the benefit of the doubt. Regarding the definition of a hang glider, Mr. Ryan references the USHGA Infmmation Handbook, page 12, Part 100, Subpart A, Paragraph B. The verbiage used in this definition was written at least as long ago as the early l 980's, prior to the advent of paragliding. At one point (possibly late l 987 or early 1988) the definition was shortened to its current wording, but this change only streamlined the definition and removed the words, "unlicensed, heavier-than-air, fixed wing (i.e. not rotary wing)." The point is, regardless of the definition used, there are specific performance and structural differences that exist between paragliders and hang gliders. These differences are not altered by the name used for the craft and are readily apparent to any attentive observer, including land owners or stewards of public lands that contain launches and landing areas. Acknowledgment of and accommodation for these differences must be a part of understandings with such landowners or stewards. Paragliding activity has the potential to significantly affect both hang gliding sites and the hard-won insurance we must have to fly regulated sites. A change in claims history could result in insurance problems. The task of establishing a method of regulation, when necessary, is logistically difficult at best. Paraglider pilots don't have to drive up to their sites. How can one be sure that a pilot is qualified with the skills and insurance needed to fly a site when that pilot can hike into any site he or she chooses to use? What procedure should be used when it's necessary to sign a waiver before flying? In heavily-populated areas with regulated sites, these are issues that must be dealt with on a daily basis to keep sites open. Certainly these responsibilities do not belong to hang glider pilots (unless, of course,

those pilots also fly paragliders). I'm sure that some paragliding enthusiasts will point out that hang gliding blundered through its beginning stages before maturing into its current form. Unfmtunately, both groups face a different environment today (especially regarding legal and insurance issues) than was the case in the early stages of hang gliding. Combatting the recent closure of Ed Levin Park in California required the most sophisticated effort yet. There isn't room to go through the mistakes of early hang gliding again. Mr. Ryan should recognize that there are very real issues to address if hang gliding and paragliding are to blend successfully. Personally, I would wish for any aviation enthusiast to have the freedom to pursue their favored form of flying. For hang gliding and paragliding to peaceably coexist, we must be able recognize and deal effectively with many issues rather than simply declaring that those issues do not exist. Weegie McAdams Berkeley, CA

TIE-DOWN TIP Dear Editor, How long does it take to untie all that rope holding your glider to your rig? Do narrow bungee cords leave creases in your leading edge? If so, try going to your local junk yard and get your hands on a pair of lap-type seat belts; most are held down by one bolt at each encl. Then go to the hardware store and find ends of your choice. I use S-hooks, which are easily bent closed in a vise or bolt directly to your rack so they can't be lost. They will never loosen, provide a nice wide support area and are undone with the push of a button. Sean Sargent East Topsham, VT

Hang Gliding magazine welcomes letters to the editor. Please keep your letter short (a single, double-spaced typewritten page) and address a single topic. Send your letter to: Hang Gliding magazine, 6950 Aragon Circle, Suite #6, Buena Park, CA 90620.

. CHAPTER RENEWALS Thanks to the following USHGA Chapters that have renewed their 1990 status: Chapter# Club 21 Condors HG Club 35 Northern Sky Gliders 74 Ohio Flyer HG Assn. 128 Mountaineer HG Assn. 158 Ft. Smith HG Assn. 168 The The1mal Rangers

City/State Homer, NY Minn., MN Chillicothe, OH Clarksburg, WV Ft. Smith, AR Conroe, TX

PACKASPORT SYSTEM The Packasport system is a series of four hang-laid fiberglass rooftop storage boxes for vehicles. The boxes are designed to fit on the roof and increase cargo capacity for recreational purposes. Sizes from 12.5 to 24.5 cubic feet. Price $549-$699. Contact: (800) 359-9870. KISS WINS GREAT RACE Pacific Airwave extends its congratulations to Mike Harber for his first place in the 1990 Lookout Mt. Great Race. Mike completed the 22-mile round trip in 39 mins. 48 secs. NEW KISSES CERTIFIED Pacific Airwave announces the HOMA certification of their new Kiss 154 X-C and Kiss 154 Full Race. The new gliders feature a number of frame, sail and rigging changes from previous models. Control bar corner and leading edge tip hardware and fittings have been re-engineered for ease of setup, maintenance and tuning, as well as offering weight savings. An internal luff line compensating system and luff line arrangement was developed to eliminate parasitic drag and system wear. Inner-sleeved crosstubes come standard. The gliders were certified to a VNE (velocity never exceed) of 50 mph. TLSUPDATE Tow Launch Systems announces the release of their MK III tow system. Designed specifically for single-pilot towing, the MK III retains the features of the MK II tandem tow winch but in a smaller, lighter package. The MK III is suited for trailer or boat launch towing. In addition to the two systems mentioned, TLS now offers a new winch mounting option that incorporates the winch mount, glider support platform and nose release mount. TLS will custom fabricate the new mount system in accordance with the customer's truck or trailer 8

UPDATE specifications at no extra charge. Complete tow systems are priced from $1,855. Contact: Tow Launch Systems, 7010 Mark, San Antonio, TX 78218 (512) 824-1803.

MACINTOSH AERODYNAMIC DESIGN AND ANALYSIS PROGRAMS Desktop Aeronautics offers six programs for the Apple Macintosh computer for aerodynamic design. These include: PANDA, an airfoil design program; LinAir 1.0, a multiple lifting smface analysis program; LinAir Pro, a professional version of LinAir 1.0; Wing Design, a wing analysis and design program; SAND, a non-linear dynamics simulation program; and Plot, a plotting package for use with the above. (Included with PANDA, LinAir, and SAND.) Contact: Desktop Aeronautics, P.O. Box 9937, Stanford, CA 94305 (415) 4248588. 85-MILE PARAGLIDER RECORD Frenchman Xavier Raymond has flown a parag\ider a record 85 miles over the flatlands of South Africa. Xavier was towed to 1,500 feet and released to thennal the 85 miles over wild safari country. ELECTRON WINGS BULLETIN BOARD Electron Wings of.Vinton, Virginia announces a hang gliding computer bulletin board (BBS). They will be reprinting accident reports, stolen wings and calendar of events items, as well as offering advertising and a "for sale" department. They will also offer USHGA membership application and free literature. Contact: Ken James, Electron Wings BBS, 434 Crofton Dr., Vinton, VA 24179 (703) 8900382, BBS (703) 890-6229 (24 hrs., 300-2400 baud, 8 bits, no parity, 1 stop bit). HOBBS NEW MEXICO TO HOLD FIRST USHGA SANCTIONED TOW MEET On July 5-8 the Hobbs chamber of commerce and the Rocket City Ridge Riders from Alamogordo, NM will sponsor the first-ever USHGA sanctioned platform launch hang gliding competition. It will be four clays of serious world-class competition. Pilots must be checked out for platform launch style towing prior to the meet. The festival site will be open June 30 through July 4 for practice. Instructors will also be available to check out Hang III and higher pilots for tow launching. Many of the nation's top-rated pilots have already made plans to attend.

The meet director will be G.W. Meadows. G.W. ran the East Coast Championships in 1989 and will be meet director for the 1990 Nationals at Dinosaur, Colorado. He was recently awarded the presidential citation from USHGA for his exceptional public relations work in the state of Tennessee. Entry fees are: $100.00 before May 31, $125.00 after June I. The competition is limited to 80 pilots. Make plans to attend. For more infonnation call the Hobbs Chamber of Commerce (505) 397-3202.

NEW ALTIMETER/V ARIOMETER

Alibi, made by Aircotec in Switzerland, is a multi-featured, microprocessor-controlled flight deck for hang gliders and paragliclers. The small and lightweight (6 oz.) instrument is designed to attach to flight equipment or to the pilot's body. A large liquid crystal panel displays all pertinent information in metric or English units, and five input dome switches provide positive tactile feedback. The Aircotec vario's acoustics simplify audible trend recognition, and the altitude can be zeroed in flight temporarily to show shortte1m gain or loss. Baroset features pe1mit setting to an existing barometric pressure, or to read it if the altitude is known. A stop watch is built in. Alibi's on-board computer stores, and displays on demand, the highest altitude attained and the maximum climb rate during the last or of all flights together, as well as the longest flight duration. Separate operational modes apply to balloonists and parachutists. Contact: Karl D. Myrenne, DODECA, P.O. Box 1383, Fremont, CA 94538 (415) 4904385.

PROPOSED YOSEMITE REGULATIONS The following changes have been proposed by Ranger Rich Romero for flying hang gliders in Yosemite National Park: Move the launch site from Glacier Point to Washburn Point, which has a flat-slope launch. The park HANG GLIDING

NEW * NEW * NEW

UPDATE ranger will no longer be performing pre-flight inspections or assisting launches, but will only monitor activity and check credentials. "Flatslope" launch skills will be required along with an Advanced rating. A cunent, completed flight log book will be required, showing at least six flights in the previous two months where the pilot launched in light-wind, mountain conditions. Pilots will be required to get a pre-flight check from another pilot or person who, in the opinion of the pilot, has the appropriate expertise.

KLINGBERG WING SETBACK Well, as they say, some clays are better than others. It seems that as soon as I open my mouth I'm obliged to insert my foot. On March 25th the Klingberg Wing was completely destroyed in an unfortunate accident. The test pilot, Monte Bell, was basically uninjured. As with most crashes of experimental aircraft the cause is probably a combination of several small factors that together resulted in disaster. So far, it seems the factors involved in this crash include but are not limited to: pilot error, aft CG location, local turbulence and other potential aerodynamic problems. To me the accident came as a complete surprise. In about five hours of flight time the Wing had not shown any unusual qualities. In a nutshell, here is what happened. The glider was assembled on Sunday at Torrey Pines. When the wind had reached a soarable velocity, Monte did some ground handling and then approached the launch. I was about 20 yards away recording the events on video along with Monte's wife, Mindy. The launch was nmmal, Monte turned right and proceeded north at about cliff-top height. After getting settled, he retracted his legs and started to climb. He began his left turn, while north of the bowl area, for a return pass. The turn was a little wide. As he headed south, the glider was on the edge of the lift band and began to lose some altitude. I had stopped filming, to move to a better position, and was in the spectator mode. While headed south the nose of the glider came up slightly and then a little bit more. The glider was flying at about minimum sink speed, or slightly slower. To the best of my memory, Monte's legs came back out and I saw the glider stall and drop the right wing. The glider proceeded into a flat spin (the glider had been designed to not spin, unless forced to do so) and the nose came down as Monte worked on regaining flying speed. The spin continued for JUNE 1990

about half a turn. Monte began his pull-up recovery at about 100 to 150 feet above the beach. The pull-up was perfonnecl in a slight turn and once full recovery had been achieved the glider was headed towards the cliff at a shallow approach angle. Monte continued to trade speed for altitude and performed a wingover type of maneuver, to the right, in order to clear the cliff. At this point he was about 50 to I 00 feet below the cliff top and disappeared from my sight. The following is as reported to me from Monte. After the peak of the "wing-over" he lowered the nose to regain normal flying speed. It appeared that he was going to clear the cliff when the left wing struck about three feet in from the tip. The glider rotated around and impacted the cliff. The Wing tumbled clown the face of the cliff flipping over several times, breaking apart in the process. It came to rest about 75 feet up from the beach. The only piece of the glider still usable was the parachute. There was never time to use it. Monte received a slight cut on one finger along with some scratches and bruises. At least we proved the built-in roll cage and other crash protection works very well! The direction to proceed at this time is not clear to me. Keep your eyes on these pages and I'll make sure you get the next chapter in the story. A special thanks to all of you who ordered the video and wrote with congratulations. Your words of encouragement have been very supportive and brightened my somewhat "down" clays after the crash. There have been some requests for a fact sheet on the basic glider parameters. Thanks to a special contribution from Mike W. I have been able to print up a couple of pages with specifications, some pictures and a three-view drawing. You may obtain this info by sending me a long selfaddressecl-stamped-envelope. Finally, a very special public thank you to Monte Bell. If it weren't for people like him, who willfully volunteer their time and risk their lives, our sport would not be what it is today.

~ .I

';.t

IJSBGA Scram.hie Knit Sweater 100 % Cotton • 100 % Quality

ONLY $39.95 (plus $4.00 S/H) Style and Fashion in a natural color! Full color embroidered with the Mountain Glider design. AVAILABLE IN: D Crew Neck D Vee Neck D Medium D Large DX-Large D Small (please check your choice)

Please charge my: (please check one) 0 VISA D MASTERCARD exp. _______________ Sig. Please send me USHGA Scramble Knit Sweater(s) at$39.95@ Shipping $4.00 Credit Card SIC ($2.00) $_ _ _ __ Colo. Res. add 6.5% tax _ _ _ __ TOTAL ENCLOSED _ _ __

-by Rollin Klingberg

Name Address_ _ _ _ _ _ _ _ _ _ __

You may co/1/act Rollin at: 1256 Prescott Ave., Sunnyvale, CA 94089.

City Zip

State._ _ __ Phone _ _ _ __ SEND TO: USHGA Sweaters P. 0. Box 8300 • Colorado Springs, CO 80933 (719) 632-8300 HQ• (719) 632-6417 FAX

Calendar Of Events Calendar of events items WILL NOT be listed if only tentative. Items with exact infonnation (event, date, contact name and phone number) will be published if received six weeks prior to the event. We request two months lead time for regional and national meets.

Until Oct. 31: 1990 So. Cal. X-C Competition. Open distance, best 2 nights of season wins. Entry fees: Class A $75, Class B $50. Prizes to top places. Contact: Windsports Soaring Center (818) 988-011 l or The Hang Gliding Center (619) 450-9008 for details. June 2-8: Hang gliding camp. June 9-10: Mt. clinic. June 23-24: Truck towing seminar. July 14-15: Mt. clinic. Sept. 15-16: Mt. clinic. Oct. 6-7: Truck towing seminar. Oct. 13-19: Hang gliding camp. Oct. 20-21: Mt. clinic. Nov. 7-8: KHK/Shenancloah Valley instructor fly-in. Contact: Kitty Hawk Kites, P.O. Box 340, Nags Head, NC 27959 (919) 441-4124. June 7-13: Thennal camp. June 30-July 8: CA flying tour. Aug. 17-26: Owens Valley Assault. AUG: 15th Annual Gateway Fly-In. Contact: The Hang Gliding Center (619) 450-9008. June 3-9: Ridge soaring camp. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. June 29-23: USSR Women's Nationals. July 6-20: Kisil Championships of Russia. August: USSR Cup in Yalta. Foreign pilots invitee!. Contact: Vaclim Kakurin, General Director, or Alexander Gaiclarly, Manager of Protocol, INTERAERO, ul. Panfilova, 20, 125080 Moscow, USSR, tel. 158-4895, FAX 9430059. July 14-22: Round 3, Montreux, Switzerland. Contact: Superleague, 2 Cyprus St., Bethnal Green, London E2 ONN ENGLAND tel. (01) 9815941. June 2: Chute clinic. June 3-9: Ridge soaring camp. June 9: Chute clinic. June 16: Glider maintenance clinic. June 16-17: Marina Beach demo clays. June 17: XC clinic. June 24-30: Owens Valley tour I. July 1-7: Owens Valley tour JI. July 20-22: Reno flying tour.July 28-29: Demo clays. Aug. 11: Chute clinic. Aug. 12: Glider maintenance clinic. Aug. 18-19: Demo days. Aug. 24-26: Reno flying tour. Sept. 1: Novice ground school. Sept. 2: XC clinic. Sept. 9-15: Owens Valley tour. Sept. 22-23: Demo clays. Oct. 13-14: Big Sur demo clays. Oct. 19-21: Reno flying tour. Oct. 27: Glider maintenance clinic. Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. June 2-3: Basic & Advanced ICP, TmTey Pines, CA. Contact: Joe Bill Henry (619) 452-3202. June 13-15: Hang Glider Heaven, Clayton, GA Air Show. Contact: Tut Woodruff (404) 782-3690.

June 9-16: Tyrolean World Masters & prelims to the 2nd women's world meet. Contact: Postfach 31, A-6345, Kossen/Tyrol, Austria tel. 053756559 or 2160 FAX 05375-6989. June 9-17: 2nd Great Pennsylvania Ultralight gathering at Freedom Flyer Airpark, Rt. 220, Osterburg, PA. Contact: Chet Stryker, P.O. Box 423, Huntingdon, PA 16652 (814) 643-5027 or Don Ickes (814) 276-3353. June 13: Basic ICP. June 15: Advanced ICP. Point of the Mt., Salt Lake City, UT. Contact: Al Godman, 5120 Williams Fork Trail, #108, Boulder, CO 80301 (303) 530-4882. June 16-17, 23-24: Region I Regionals, Chelan, WA area sites. Cameras required. Contact: Davis Straub (206) 322-1184. 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) 7390912. June 23-24: 18th Annual Cochrane Meet, HG and paragliding. Contact: Vincene Muller, RR #2, Cochrane, Alberta, Canada (403) 943-6760. June 23-26: Scott Challenge/Southern California Regionals. Six rounds, USHGA sanctioned. Kagel Mt., Sylmar, CA. Contact: Don Quackenbush, True Flight Concepts (818) 367-6050. June 24-July 1: I 990 Canadian Nationals, Mont Yamaska, Quebec (I hr. east of Montreal). U.S. pilots welcome. Contact: Robert Boileau, 396 Chemin St.-Louis, Pointe-Claire, Quebec, Canada H9R 2A2 (514) 695-1635 (home), (514) 333-8420 (work). June 29-July 1: King Mt. Fly-In, Moore, Idaho. Contact: Zippy (208) 726-1606. June 29-July 2: Big Spring, TX competition wannup for Hobbs, NM meet. $30 entry. Tow launch, X-C tasks. Contact: Red River Aircraft, 481 l Red River, Austin, TX 78751 (512) 467-2529. June 30-July 2: USHGA Region IV Championships & Nationals wann-up, Dinosaur, Colorado. $60 before June I, $7 5 June 1 or after. Contact: Chris Reynolds, Rocky Mt. Glider Co., Box 281, Conifer, CO 80433 (303) 331-2841. July 4-7: 7th Annual Bachelor Mt. Fly-In and Pig Roast, Grant Montana. Friendly competition, mountain flying, towing. Silver belt buckle for longest flight. Contact: Monte Elliott (406) 6813144, or Dan Gravage (406) 222-7240. July 4-8. Rogue Valley (Oregon) HGA Umpteenth Annual Lakeview Fly-In. Fun family fly-inX-C, 22+ mile Abett Rim ridge flying, late afternoon glass-off to 10,000'. Contact: Greg Christensen, P.O. Box 17, Lakeview, OR 97630 (503) 947-4439, or Doug Hildreth, 1025 E. Main St., Medford, OR 97504 (503) 779-5240.

July 5-8: Hobbs, New Mtxico (home of the Soaring Society) Hang Gliding Festival. Novice (duration, spot landings & bomb drop) and X-C competition. Tow launch. Contact: Hobbs Chamber of Commerce, 400 N. Marland, Hobbs, NM 88240 (505) 397-3202. July 7-13: Chelan Classic. July 5-6 practice days. Contact: Richard Girard (206) 788-4029. July 12-15: Chicago Air & Water Show. Contact: Tom Wiencek, 8757 Sunshine Ct., Orland Park, IL 60462. July 13-16: Uvalde, TX Regionals, sanctioned, $30 entry. Tow, X-C. Contact: PSA, 9203 Dartbrook #3, San Antonio, TX 78240 (512) 5586594. July 16-21: West Coast Championships, Pinc Mt., Bend, OR. Best 5 of 6 days. Entry $55 before June I, $65 June I-July l, $75 after July 1. Contact: Mike King (208) 376-7914. July 21-22: Buffalo Bill Days Fly-In, civic festival/ parade. Contact: Ludwig or Terry, Golden Wings, Golden, CO (303) 278-7181. July 27-29: Hearne, TX Fun Fly. Tow, X-C. Contact: Red River Aircraft, 48 l l Red River, Austin, TX 78751 (512) 467-2529. July 28-August 5: 1990 U.S. Nationals, Dinosaur, Colorado. Entry fee $275 postmarked before July I, $325 after. Contact: Christine Reynolds J GenTech Corp., Box 28 l, Conifer, CO 80433. Aug. 11-12: Laguna Fly-In, Horse Heaven campground. Contact: Sandy King (619) 265-8398. Aug.12-18: 1990 Women's Team X-C Championships, Mt Harrison, near Burley, ID. Contact: Mike King (208) 376-7914. Aug. 26-Sept. 2: Manufacturers' League Meet, Owens Valley, CA, various launches. X-C, scored using World Meet System with straightline, out & return, or triangle goal tasks of 50150 miles. 3-rnan teams or individuals. Entry $150/pilot, $425/team before Aug. 1, $175/pilot, $500/team after. Contact: Mark Gibson, Rt. I #8 O'nan's, Crowley Lake, CA 93546 (619) 935-4815. Sept. 1-2: 15th Annual Gateway Fly-In at Cantamar, Baja, Mexico. Fun fly-in, spot landing, street dance, awards dinner. Oct. 20-21: Basic and Advanced ICP. Oct. 27: Halloween costume party. Oct. 27-28: Tandem I & II, and tandem instructor clinic. Contact: The Hang Gliding Center (619) 450-9008. Oct. 20-Nov. 3: New Zealand Hang Gliding Safari. North & south island. Max 6 pilots. Contact: Santa Barbara HG Center, 29 State St., Santa Barbara, CA 93101 (805) 962-8999 FAX (805) 964-3337.

HANG GLIDING

RATINGS March, 1990 RATINGS The following ratings were processed in March, 1990. It does not necessarily mean they were GIVEN in March. SAFE PILOT AW ARDS KEVIN WOLFE MICHAEL HEINSOHN DA VIS STRAUB GRANT L. WOLFE BOB LAFAY LARRY TUDOR JODY WILLOUGHBY JERRY FORBURGER DA YID DUECK ER CHRISTY HUDDLE LILIENTHAL AW ARDS BRONZE JAMES L. WOOD LEE ALLEY WILLIAM ODOM JOHNATHAN E. STONE JOHN I. STONE RAYMOND S. MULLER PAUL ALLEY MARK TAYLOR SILVER PHILIP ANDREW HYSTEK

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 2 CHRIS SMALL: Santa Rosa, CA; R. Palmon. - JEFF WICKHAM: Pleasanton, CA; R. Echavania. - MICHAEL MURPHY: Sacramento, CA; C. Mendes. Region 3 ROGER FRITCHMAN: Santa Barbara, CA; A. Hageman/Air Tech, Inc. - LAMBERT De GA VERE: Trabuco Canyon, CA; C. Mendes/ Southland HG. - GERRY BOEHME: Norton AFB, CA; J. Ryan/fhe HG Center of San Diego. - TONY KIM: Garden Grove, CA; J. Ryan/The HG Center of San Diego. - JOSEPH KINN: Tehachapi, CA; D. Armstrong. - TIMOTHY SHEA: Santa Cruz, CA; C. Crescioli/Western HG. Region 4 JOSEPH TOMLINSON: Phoenix, AZ; B. Holmes/Sky Sails of Arizona. - MIKE RHODANZ: Tempe, AZ; B. Holmes/Sky Sails JUNE 1990

of Arizona. - ROGER WITT: Phoenix, AZ; B. Holmes/Sky Sails of Arizona. - PETER GAVETTE: Phoenix, AZ; B. Holmes/Sky Sails of Arizona. - DOUG STILES: Phoenix, AZ; B. Holmes/Sky Sails of Arizona. - DA VE HAMBERLIN: Phoenix, AZ; B. Holmes/Sky Sails of Arizona. Region 6 CHRIS TROUT: Elkhart, KS; R. Kenney/ Prairie HG. Region 7 FRANCIS MICELI: Batavia, IL; B. Hawk/ Hawk Airsports, Inc. - FELIPE BOTERO: Minneapolis, MN; J. Reynolds/Lookout Mtn. Flight Park. - RICK BASSETT: Kempton, IL; A. Mantas. -TOM NEEB: Westfield, WI; R. Trobaugh. Region 8 HELEN HAMILTON: Chelmsford, MA; R. Hastings/Morningside Flight Park. Region 9 RALPH MARLOW: Beckley, WV; B. Hawk. - DONNA McGOWAN: Williamsburg, OH; B. Hawk. - NELSON VELEZ: Virginia Beach, VA; S. Wendt/Kitty Hawk Kites. - JEFFREY BLISS: Manassas. VA; J. Middleton/Silver Wings, Inc. - MIKE EFFINGER: Pewee Valley, KY; G. Ball/KHK. LAURA MONTAGUE: Fulton, MD; G. Ball/KHK. SCOTT WALKER: Ligonier, PA; B. Umstattd/Sky High HG. - RUSSELL BENNETT: Baltimore, MD; G. Reeves/KHK. - JASON SHAEFFER: Maytown, PA; B. Umstattd/Sky High HG. -TOWNSEND MILLER-JONES: Baltimore, MD; J. Reynolds/Lookout Mtn. Flight Park. Region 10 CHRIS DELANNOY: Knoxville, TN; B. Hawk. - CHARLES RAINWATER, JR.: Jefferson City, TN; B. Hawk. - JOHN CRAIG: Pigeon Forge, TN; B. Hawk. - KEVIN PEYTON: Fayetteville, NC; J. Reynolds/Lookout Mtn. Flight Park. - JERRY BRINK: Chattanooga, TN; J. Reynolds/LMFP. - MICHAEL KEIRNAN: Madison, AL; C. Whitney/Sequatchie Valley Soaring Supply. - WANDA McCALLIE: Dunlap, TN; C. Whitney/Sequatchie Valley Soaring Supply. - MARK RIEFFEL: Rocky Mount, NC; G. Ball/KHK. - STEVE DURDEN: Estill Springs, TN; P. Thornbury/LMFP.

Region 12 RICHARD BAER: Northport, NY; G. Ball/ Kitty Hawk Kites.

NOVICE RATINGS PILOT: City, State; Instructor/School Region 2 RALPH ACEVES: Mtn. View, CA; D. Yount/ Mission Soaring Center. - MIKE WOOD: Livermore, CA; D. Burns. - KEITH NICHOLS: Hercules, CA; A. Whitehill/Chanclelle HG. - JEFF MATSON: Oakdale, CA; R. Echavarria. Region 3 MARILYN SODERQUIST: Temecula, CA; R. McKenzie. - JOHN KOONTZ: Santa Barbara, CA; K. DeRussy/Hang Glider Emporium. - ROGER FRITCHMAN: Santa Barbara, CA; A. Hageman/Air Tech, Inc. - TREVOR PRICE: La Jolla, CA; K. Baier. - TONY KIM: Garden Grove, CA; J. Ryan/The HG Center of San Diego. - DON BARTLETT: Santa Ana, CA; D. Skaclal. - JOSEPH KINN: Tehachapi, CA; D. Armstrong. - RICHARD HOAG: Los Angeles, CA; J. Greblo/Windsports Soaring Center. - RAYMOND MULLER: Boulder Creek, CA; C. Crescioli/Western HG. - JOHN HESCH: Pacific Grove, CA; H. Amal/Western HG. - TOMAS YALE: Torrance, CA; C. Mendes/Southland HG. ROD HOSCHOUER: Fresno, CA; C. Crescioli/ Western HG. - MICHAEL MOORE: Yucaipa, CA; R. McKenzie. Region 4 TERRY HAWKINS: South Jordan, UT; C. Stockwell/Southwincl HG. - BLAKE SEESE: Phoenix, AZ; D. Gordon. Region 6 TED BROOKS: Little Rock, AR; L. Haney/ Sail Wings HG. - CURTIS JOHNSON: Hot Springs Village, AR; L. Haney/Sail Wings HG. - DA YID WINNEBERGER: Oklahoma City, OK; S. Greenawalt. Region 7 SCOTT THORSON: Menasha, WI; P. Thornbury/Lookout Mtn. Flight Park. - ERIC HITZLER: Madison, WI; B. Kushner/Raven HG. - FELIPE BOTERO: Minneapolis, MN; J. Reynolds/LMFP. - JEFF T ASCHWER: McFarland, WI; R. Trobaugh.

RATINGS Region 8 JAMES RUSCH: Hollis, NH; G. Elhart. JULIUS TONELLI: Shrewsbury, MA; J. Nicolay/Morningside Flight Park.

Region 2 FRANK PEEL: Santa Clara, CA; B. Christie. Region 3 ROBERT KRANZ: Lake Almanor, CA; R. Leonard. - GREG BAIN: Mission Viejo, CA; D. Engel/Southland HG. - JOHN BYUN: Canyon Country, CA; T. Boyse/Windsports Soaring Center. - JOHN ANTHONY EIDEN: Newbury Park, CA; K. Derussy/Hang Glider Emporium. - WILLIAM ODOM: Santa Barbara, CA; K. DeRussy/Hang Glider Emporium. - JEFF MEYERS: San Diego, CA; J. Ryan.

Region 9 JEFF BACH: Goshen, OH; M. Manzo. RANDY QUEEN: Fairfield, OH; M. Manzo. -TOWNSEND MILLER-JONES: Baltimore, MD; J. Reynolds/Lookout Mtn. Flight Park. Region 10 JOHNATHAN STONE: Cedartown, GA; J. Reynolds/Lookout Mtn. Flight Park. - DANIEL CARDA: Knoxville, TN; B. Hawk. - BILLY FLEMING: Syrmna, GA; R. Whitsitt/LMFP. - KEVIN PEYTON: Fayetteville, NC; J. Reynolds/LMFP. - HELLMUT RASCH: Riverdale, GA; C. Whitney/Sequatchie Valley Soaring Supply. - WENDELL McCALLIE: Dunlap, TN; D. Dunning. - STEVE DURDEN: Estill Springs, TN; P. Thornbury/ LMFP. - TODD ANDERSON: Winter Haven, FL; J. Reynolds/LMFP.

Region 7 SCOTT BIRDSALL: Winona, MN; J. Reynolds/Lookout Mtn. Flight Park.

Region 11 JOHNNY GLASSCOCK: Henderson, TX; J. Hunt.

Region 8 MATTHEW WILLIAMS: Lovell, ME; J. Nicolay/Morningside Flight Park.

Region 12 PATRICIA SUTER: Delmar, NY; P. Voight.

Region 9 MARK McGREGOR: Randallstown, MD; D. Brotto. - TODD MACE: Pineville, KY; B. Hawk.

Region 4 NOELLE SHARP: Edgewood, NM; D. Sharp. Region 6 DAVID BARNES: Lonoke, AR; L. Haney/ Sail Wings HG.

INTERMEDIATE RA TINGS PILOT: City, State; Instructor/School Region 1 DAN BEAUDIN: Lynnwood, WA; G. Lawless. - SCOTT RAUCH: Bellingham, WA; K. Blevins.

Region 10 WILLIAM OTIS: Safety Harbor, FL; K. O'Brien.

SPORTSWEAR TOURISM BRAZIL Yoursports 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 12

ADVANCED RATINGS PILOT: City, State; Observer/School Region 2 MARK BERGER: Sunnyvale, CA; C. Crescioli/Western HG. Region 3 JEFF GRITSCH: Santa Barbara, CA; M. Schildt. - ROBERT POBOCIK: Costa Mesa, CA; D. Skadal. - MATT McGUNIGLE: Redlands, CA; D. Engel/Southland HG. STEVE KIRSCHVINK: San Diego, CA; W. J.B. Henry. Region 4 PHILLIP REED: Sherwood, AR; L. Haney/ Sail Wings HG. Region 5 TASCHE STREIB: Idaho City, ID; R. Altig. Region 6 CHRIS PRICE: Searcy, AR; D. Dunning.

FOREIGN RATINGS NOVICE RATINGS: ROCKLYN W. COPITHORN: Stouffville, Ontario, CANADA; M. Taber/Lookout Mtn. Flight Park. - BILL SHARKEY: Don Mills, Ontario, CANADA; J. Reynolds/LMFP. NORM HUEBNER: Peterborough, Ontario, CANADA; J. Reynolds/LMFP.

ISENI Ek! TheSENTEKSVA1 Vario/Altimeter Features Include: • Volume Control • Temperature Compensated • Compacl size - 3" x 4 11 • Clamp included • Uses one 9v battery • 2 Year Warranty

SENTEK 14327 27th Dr. Mill Creek, WA 98012 Phone (206) 337-9575

MODEL SVA1 Sugg. Retail $289.00 'audio only' VARIO model SV1 ...... $129.00

HANG GLIDING

Telluride , Colorado Photo Courtesy of Aaron Swepston .--~~~~~~~~~~~~~~~~~~~~

Dear Wills Wing , Dear Wills Wing, I wanted to let you know how happy I am with the 150 Sport AT. It's everything I wanted in a glider (and more)! It was definitely worth waiting for. I've told people not to worry about delivery times for the Sport - when they get it they'll be happy they waited and didn't buy something else.

I love my new HP AT 158! I've owned a great many gliders and this one is by far the best I've ever had. Thanks for a great glider!! Aaron Swepston

Thanks!! Lynda Nelson Dear Wills Wing, Dear Wills Wing, I would like to really thank Linda Meier for taking the time on the phone to answer questions about sailcloth and custom sail work. The quality of the sail on my glider is excellent! Her working with me on my custom flag and stars really made me 100% plus satisfied. I would get another Wills Wing glider without giving it a thought. Also I want to thank Steve Pearson for the in-depth phone conversation about how the HP AT flew as opposed to my 167 Sport American full race . He really sold me on the VG system . It's the best. The airfoil downtubes are a real neat concept also. I'm really happy with my purchase and you folks at Wills Wing deserve a big pat on the back! Thanks for being so nice!

I've been waiting ten years for someone to design this glider; it's my soulmate. It sounds corny, but I've never tuned into a glider like I have with this HP AT 145. It does everything I want it to do and more. My confidence is soaring! In the East Coast Championships I won two task rounds by a wide margin, which can only be attributed to the glider. It turns when I want it to, it's fast and it has an incredible sink rate . Special thanks to Steve for designing it, to Rob for talking me into it and personally keeping an eye on it, to Linda and Mike for the color selection, and to everyone at Wills Wing. Thank you! Alice Stapleton

Tommy Thompson

Find Out What Service and Customer Satisfaction Are All About Come To Wills Wing

.... . . .~~11111IND

1208 H. East Walnut Santa Ana, CA 92701 Phone (714) 547-1344 FAX (714) 547-0972

on the world~ most challenging mountains When lives depended on it, when conditions were anything but favorable, the Maxon CP/CS portable came through with crisp, clear communications. Every time. In 1987, Maxons went along on the highest mountain traverse in the world, the Lhotse Grand Traverse. Later that year, Maxons were part of the team to climb Mt. Everest. Then, in 1988, Maxon earned the trust of the members of the Karakoram K-2 (second highest peak in the world)/Broad Peak Challenge team. And in 1989, the Manaslu Expedition was equipped with Maxons. Of course, these Maxon two-way portables are built and priced to meet all of your more down-to-earth needs, too. Explore the possibilities.

maxon ELECTRONICS

Dept. 100, 10828 NW Air World Drive Kansas City, MO 64153 816/891-6320 Fax 816/891-8815 In Canada, contact Omni Provincial Electronic Inc.: 514/648-8432 (East), 416/841-6740 (Central), or 403/293-3131 (West)

11™ !::,

TOUGH

HOW TO ENJOY IROM THE TOP:

VIEW The United States Hang Gliding Association VISA® Gold Card. •Up to $3,000 Supplemental Lost Luggage Protection •Emergency Cash & Airline Tick~ts

MBNA America•m is one of the world's leading issuers of credit cards. Committed to servicin our members' needs, MBNAAmeriers 24-hour-year-round ustomer Satisfaction, one hour processing for credit line increase requests, a lost card registration service and an emergency re' placement card service.

APPLY TODAY! 24 hours a day, 7 days a week

\/.es , I 4 •

I wish to apply forthe USHGA VISA®Gold card with all the benefits described above . Should my application forthe VISA Gold card not be approved, this request constitutes my application for the Classic VISA, and I accept that on a period ic basis I may be considered for an automatic upgrade to the VISA Gold card at MBNA America's discretion. (Note: This is not an application for a corporate account .) (Please print.) BOQV 06-743 17-064 NAME - - - -- --

- -- -- --

- - --

MOTHER"S MAIDEN NAME -

~ -~ - - - - -~ ~~ - - -- -- -(For use when you request special action taken on your account)

CURRENT CREDIT CARO ACCOUNTS MasterCard®NISA® Account# -

- --

---

American Express® Account# _ _ _ __ _ __ _ _ _ __ __ _ __ _ __ I have read this entire application, agree to its terms, and certify the information is correct

- - - -~

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

(Sea II

CllY _ __ _ __ _ __ _ __ STATE _ _ _ _ _ _ ZIP _ _ __ _

APPLICANT"S SIGNATURE

HOME PHONE I

Use this section to request extra cards. If you wish an additional card issued to a co-applicant over 18 years of age, complete the information below.

ARE YOU:

BUS. PHONE I

O Own

Renting

O Buying

Oate

Monthly Payment$ _ _ __ _ __ CO-APPLICANT NAME _ _ __ _ __ _ __ _ _ _ __ __ _ _ __

SOCIAL SECURITY #_ _ _ _ _ _ _ _ _ __ _ _ __ _ _ _ _ _ __

RELATIONSHIP _

OATEOFBIRTH _ _ _ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

_ __ SOCIAL SECURITY' -

- --

EMPLOYER _ _ _ __ _ __ _ __ _ _ _ _ __ _ YRS. THERE PRESENTEMPLOYER -

- -- - --

- - --

- --

NATURE OF BUSINESS _ _ __ __ _ _ __ _ __ _ __ _ __ __

POSITION - - -- - --

- -- --

ANNUAL SALARY$ _ _ _ _

POSITION _ __ __ _ __ __ __ _ __ _ YEARS THERE _ __ _ __ OTHER INCOME* S _ __ _ __ _ WORK PHONE I ANNUAL OTHER SALARYS _ _ _ _ _ _ INCOME*S _ __ _ _

SOURCE _ __ _ __ __

·(Alimony, child support. or separate maintenance income need not be revealed if you do not wish it considered as a basis of repayment)

*(Alimony, child support, or separate maintenance income need not be revealed if you do not wish it considered as a basis of repayment) PREVIOUSEMPLOYER _ _ ~ ~ ~ ~ -- -- - ~ -~ - -(lf less than 3 years at current employment)

I have read this entire application and agree to its terms, and understand that I will be jointly and severally liable for all charges on the account (Seal)

-CO -APPLICANT SIGNATURE

I (We) authorize MBNAAmerica"" to investigate any facts, or obtain and exchange reports regarding this application or resulting account with credit reporting agencies and others. Upon request I (we) will be informed of each agency's name and address.

PREVIOUSAOORESS _ __ _ _ _ _ _ __ _ _ __ _ _ _ _ __ _ (If at present address less than 3 years.)

Annual Fee

$40 Gold: $20 Classic (Fee waived first year)

Grace Period For Repayment Of Balances For Purchases

Oate

At least 25 Days from statement closing date

Transaction Fee For C11h Advances, And Fees For Paying I.eta or Exceeding The Credit Limit

Transa ction Fee For Bank and ATM Cash Advances: 2% of each Cash Advance, $2 Minimum, $25 Maximum; Transaction Fee For Access Check Cash Advances: 1% of each Cash Advance. $2 Minimum, $10 Maximum. late Payment Fee: $15, Over-the-Credrt-L1mit Fee : $15.

Average Oaily Balance Method of Computing the Annual 17.9% (including new purchases) Balance for Purchases Percentage Rate The 1ntormat1on about the cost of the card described 1n this appl1cat1on 1s accurate as of 4/90. This mformat1on may have changed after that date To find out what may have changed, call 1-800-847-7378.

.. 00 .,,..., I ~ u i ••= •• .. = uu = =2 -~ ~

-~·r • FOR MORE INFORMATION CALL (505) 397-3202 • A USHGA SANCTIONED EVENT SPONSORED BY HOBBS, N.M. CHAMBER OF COMMERCE AND ROCKET CITY RIDGE RIDERS.

COMPETITION CORNER The 1989 Region 9 X-C Contest by Dave Deming Ti1e year-long contest began early with the first reported X-C flight of 27 Miles by Randy Newberry (an original Skywacker!) on February 11th. The last reported flight was a 12miler by Tony Smolder on November 12th. In between these dates, almost 70 flights were made by 10 pilots accumulating over 1,600 miles. I consider this a fairly slack year in Region 9 and, as it is easy to do, I blame the poor weather conditions during the months of April through June, our peak X-C season. One indicator of the poor year was that out of 21 pilots entered in the contest, only 10 submitted any flight data at all. A second indicator is that there were only eight days in the spring where more than one contestant went X-C, for the entire year! The results are listed below with Tony Smolder winning it all with his exceptional flight from Zirk's to the Chesapeake Bay. Prize money was awarded to the first five places. Congratulations to all. Glancing through all the flight data provides some interesting tidbits. There were five clays when conditions really turned on and a brief summary of each is in order. March 19th had eight of the ten pilots heading over the

JUNE 1990

back from sites all over the region, from Sacramento in Eastern Pennsylvania to High Rock in Maryland, and south to Big Walker in West Virginia. Two places were set this day including third place. April 16th had seven pilots heading over the back again from all over the region including Templeton near Pittsburgh, PA. Fourth and tenth places were established. April 22nd proved to be the winning day and interestingly enough, while two other pilots went X-C from Zirk's with Tony that clay, no other X-C flights were reported from anywhere else in the region. It would be interesting to know the conditions at other sites throughout the region that clay. April 30th had five pilots over the back but only at two sites, Templeton and the Fairgrounds, MD. By far the pilots in Cumberland had the better clay, averaging 30 miles each to Templeton's 11 each. Sixth place was garnered this clay. May 21st saw six of the l O pi lots over the back, five at Zirk' s and one at the Pulpit; and while fifth place was scored from Zirk' s, the average of flights from there were on the same order as that from the Pulpit, 23 vs. 28 miles. There were other days with flights that placed well but with more isolated regional conditions. Second place was achieved on May 27th, a Sunday, from Templeton. The only other X-C flight that clay was also from Templeton, a 33-miler by Mike Neuman. Was the rest of the region shut clown that clay? Again, check your log books for the answer.

Overall, there were 31 days when crosscountry flights occurred and of those only six stand out. These six demonstrate that on some clays the entire region turns on and on others (the big mileage days, it seems) you have to be at just the right site. The best flying, as usual, was clearly in April and May followed by October on the calender flip side. June saw not a one X-C! The 1990 contest has already begun. For information on entry (and it is never too late to enter) contact: Tony Smolder, 219 Waverly Way, Clarksburg, WV 26301 (304) 622-4475.

Results Pilot Distance Date Launch 157 4-22 Zirk's I. Tony Smolder 2. Pete Lehmann 87.5 5-27 Templeton 3-19 Sacramento 3. Jeff Harper 61 4. Dan Loudermill 54 4-16 Zirk's 5. Mike Neuman 53 5-21 Zirk's 6. Jim Rowan 44.5 4-30 Fairgrounds 7. Dave Deming 43 4-15 Woodstock 8. Randy Newbe1Ty 38 4-13 Big Walker 9. Steve Kricliten 32 3-19 High Rock 10. Larry Ball 15 4-30 Fairgrnuncls

Better late than never, but keep our publication lead time in mind and get your info to us as soon as possible. I'm working 011 the August issue as you read this.-Ed.

The trailer towing 1·ig. Note control bar position Gm be easily adjusted.

by Larry Keegan was a student for eight years. The nearest hill higher than 250 feet was a seven-hour drive away from my home in Kansas. If we were l11cky we could make it four times a year. Few pilols knew my name. I was usually referred to as Steve Delco's student. More than anything in life I wanted to be respected as a pilot. I in flat-land Kansas where I acq11ircd ten hours a year made achieving this goal rather unlikely. my major to education put me in South Texas with the summers off, but still with no hill to fly. Then came lowing. Over· night I became a cross-country pilo1. The first year I had several JO.mile flights, the second year a (JJ··mile night, and the third year I came in second i11 thc regional cross-country compelii ion. Bcf'orc I began towing I could count the number or thermal flights on my ringers and toes. I had been to cloud base only twice. Now during the flying season almost every night takes me to the clnuds. (I do maintain 500.. foot cloud clearance. 'J'/111nks J.arry.. -Hd.) Last summer, in one month, on twelve consecutive flights, two took me to over 7,000 feet AGL and ten to over 6,000 feel J\GL. The other two flights, though 1101 as spectacular, were still good thermal flights to over two or three thou .. sand foc1. TOWING ADVANTAGES has changed my life. Now I can go

flying and still make it home for dinner. The flying site is 20 minutes from my house instead of hours. I no longer have to foci guilty about spending time away rrom my family. airlime has tripled and I am gelling the experience and conf'idcncc I need to become the pilot I would I ikc to be. When towing over the flatlands you don't have to worry about drifting in a 1hermal too far behind the hill, as you do when ridge soaring. Even more importanlly, when light winds crcale marginal ridge lift you do not have to worry about turning hack into lhe hill when turning in a thermal. If the thermal is going 10 cloud base so can you, no mailer what the wind conditions. Towing is for you if you're one of those pilots who is reluctant 10 make that f'irst intimidating jump over thc back, to experience the thrills or cross-cotmtry flying. Not only is there no back lo go over, you do 1101 have 10 have a great deal or a11itude to begin. You can prelty much land wherever you want. And, as previ·· ously mentioned, there is no "point or no return" usually encountered when thermaling up over a ridge. Towing is also a great way to do 0111-and· returns or trianglc f'lying when the winds arc ligh1. On a hill you only have one chance to catch a thermal before you have to land. Trying again means an hour or more turn .. arouncl, 1hat is, if you feel like packing and unpacking your glider several limes a day. Willi towing you f'fANC: G1mrNc:

can get four to six launchc:s per hom, greatly increasing your chances of rinding a thermal. 1 have found that usually one or lwo tows is sufficient. Thcrmaling up on a calm day with· out having to worry about a hill, wind drift or turbulence is a real treal. Towing is, I believe, going to have a con· sidcrablc impact on flying in lhc Midwcs1. This season our local club president is arrang· three lowing competitions at several air· ports in Texas. There is also a big tow rncct in 1lobbs, New Mexico with over ten systems to accommodate approximately 80 pilots. Region 6 has also discussed having a towing Regionals in Southwest Kansas.

TRAILER TOWING Thanks to Jerry Forburger and Donncll llewelt, towing with adequate experience has, in my opinion, become even safer then flying a hill. But how many pilots own a truck? Ir your local club or a group of pilots acquires a truck tow· ing system, the truck most likely belongs to one indivichrnl. Just because you want to get an early start to go cross country docs not mean the truck owner is going to arrive early enough for everyone to get mc:ntally and physically prepared. Also, if more than three pilots arc using the system, and you do not catch a thcr· mat on your first few attempts, you may not get another try until fom o'clock. There arc always 11nforesccn delays. To really get scrio11s about cross"country towing you need your own tow system, or one you can use with your vehicle. But once again, how many of us own a truck? Because of these limitations and prob Jems I decided to develop what I call a "trailer towing" system. With this system and a hitch on the bumper, almost any vehicle can be instantly converted into a personal mountain with a 1,500-f'oot launch and a tcn·minutc turn· around. And you do not have to break down your glider to get back to launch. Some pilots have expressed concern about possible lurbulcncc behind a vehicle causing difficult launches. But I have been towing with the trailer ror two years and have never en" countered a problem with vehicll>induccd tur· bulcnce. I have noticed no difference between truck and trailer launches except for ,1 slight wind shadow behind the vehicle, which is cas· ily compensated for by launching at airspeeds approximately three to five miles per hour lower than on a truck system. More cautious pilots might think it wise 10 wait ror such an idea to be tested further, and f might agree. But it may case your mind to know that four 0111 or the seven towing systems at the last Region I J Regionals were trailer 1990

The spool is a wide aluminum tire rim An automobile brake eliminates lhe need

to accommodate 3,000 feet of l/4" ultraline. on the other side of the spool.

towing systems. The llouston club had a truck towing system but converted it to a trailer. Oklahoma pilots arc also using such a system and many oft he pilots in Texas who are acquir towing systems arc mounting them on trail·" crs.

require only one individual to operate the tow system, and he doubles as chase crew. If a non" pilot is not available the pilots take turns as launch crew. My system is designed to mount on a small trailer (see photos). The spool is a wide aluminum tire rim with a lip welded to the sides to accommodate 3,000 feet or 1/4" ultra! inc. By using an automobile brake there is no need for a second bearing on the opposite side of the spool. The rotor and spindle contain two internal bearings allowing for this simple de· sign. A similar system was discussed Bruce Adams in the July 1989 issue of/ Jang Gliding. You simply holt the spool to the rotor just like a tire bolts 10 your automobile. A single piece of I /2" steel bolted directly to the trailer sup· ports the brake and spool. For line retrieval l use a chain sprocket with the center machined out so it can ride directly over the brake. I\ heavy·duty 12·voll diesel starter is used to power the system. I have been using an automobile brake system for two years. The advantage or such a brake is its slopping power. We maintain 40 to 50 pounds of prcssme registered on a gauge mounted to a master cylinder in the front seal the vehicle. This equalcs to approximately 150 to 200 pounds line tension. l have in th(: past applied over 700 pounds gauge pressure utilizing the same system. What this would equate to in line tension I cannot imagine. I have always maintained that such a system could easily tow a sailplane or any rigicJ.wing glider such as the Milcht:11 Wing, Swift,

"With thzs system and a hif:ch on the bumper vehicle can be instantly converted into a personal mountain with a 1 launch and a turn-around. not have 1

THE SYSTEM The goal when I began building my first trailer three years ago was to have an inexpensive, reliable system that one my high school students could operate arter a few tow·driving lessons front an experienced driver. This way I would he able to ntilizc all those weeks off in the summer that I and no other pilot had. After three years of refinement I now have the system l dreamed or. To go cross.country I now

Klingberg Wing or Carbon Dragon. Towing foot-launched sailplanes should be even more feasible using a trailer with a payout drag reel as a launch platform. It is the mounting of the glider and not necessarily the mounting of the tow system that has, in the past, mandated the exclusive use of trucks for platform towing. It takes a rather extensive modification of your personal vehicle to securely mount a completely set-up hang glider. With a trailer the only modification to your vehicle is a hitch on your bumper. The conventional mount is a V-shaped bracket or slot that securely holds the basetube in place. I have noticed that if a glider under tow does begin to lift off its mount before release, whether on a truck or trailer, the motion of the basetube is vertical rather than horizontal. For this reason I don't use horizontal stops for my glider mount. Instead, I use two, three-foot two-by-fours running front to back and secured to each side of the trailer. By simply moving the basetube either forward or backward along these three-foot sections you can instantly correct the pitch of the glider before towing. Tying and untying knots to change incorrect pitch is probably the most time-consuming aspect of towing, and one of the bigger problems encountered in towing competition. So far I have had five tows using my new mounts and it is working beautifully. One other possibility with a long glider mount, though not yet tested, is towing in a strong crosswind with the nose of the glider pointed more in the direction of the wind. Launching in strong crosswinds with abundant thennals is more hazardous whether on a hill or a tow vehicle.

TOWING SITES I have found that the best place to tow is at the nearest airport with a 5,000-foot or longer runway. Be cautious, public relations are very

FINGER FAIRINGS

,.~~'" ~

-J

• Always there when you need tnem • Warm, comfortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality consfruction, 1/4·in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50

important here. I would suggest calling the city manager to acquire permission. An aircraft radio, though not always necessary, can help a great deal. During our regional competitions at the Uvalde airport we used two of their runways, one active, without an aircraft radio. We have had no problem with other aircraft except for one daredevil cropduster who decided to fly under a glider pilot on tow. I have recently begun towing at an airport with runways facing every direction, including 45°, 135°, 225° and 315°. To top it off, we see an average of only two or three planes a day on the weekend. Talk

about heaven. If the local airport is unwilling I suggest using a county map to locate straight roads a mile or more in length. You will have to visually inspect it for power lines, fences and open landing fields. If all looks good, go introduce yourself to the property owners before launching. I would not suggest calling the county sheriff's office. It has been my experience that they will say nothing if no one complains.•

The author may he contacted evenings at (512)

429-3397.-Ed.

THE ACCURATE MEASUREMENT

OF WIND AND with the world renowned ALT/plus VARIO Vi ALTIMETER & VARIOMETER!

SPEED

THE ULTRA-LIGHT ELECTRONIC ALTIMETER FOR ULTRA-LIGHT FLIERS, HANG GLIDERS VERTICAL SPEED to 20ft./min. from -1980 to +1980 ft./min. ACOUSTIC INDICATOR of vertical speed ALTITUDE TO 5 FEET, from -800 to 32,000 It. SHOCK-PROOF, STRONG, LIGHT, COMPACT TEMPERATURE COMPENSATION from -22 9F to +1409F BATTERY AND 3 FASTENING SYSTEMS INCLUDED 2 YEAR GUARANTEE

Surf's up! (But how fast?) Go like the wind (But at what speed?) The Speed Watch is perfect for windsurfers. rowboats, canoes, sailboats, other crafts that lack measuring instrumentation. Solar-powered. Simple to use with extra large LCD readouts. TECHNICAL DATA • MEASUREMENT IN KNOTS • WINDSURF: 2-40 (PRECISION 1%) • WIND: 2-80 (BEAUFORT FORCE 1-> 12) • EFFECTIVE MAX. DISTANCE: 50CM OR 19-5/8 INCHES

CALL NOW! /9AMT05PMEST)

1-800-722-8862

Visa, MasterCard, & American Express accepted. OR Send Check Or Money Order To:

Visa, MasterCard, & American Express accepted.

OR Send Check Or Money Order To:

dealer inquiries invited

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

884-6851

HANG GLIDING

1990 East Coast Championship opened to a day of overcast skies and the forecast of 80'1'! chance of thunder· showers. This should have been foreseen, as John Stokes was scheduled to his bird show and the Tree Toppers were providing a barbecue fund miser that What a beginning to have after all the planning and organization nol to mention the travel time The setup area a! lfonson's Gap got a bit crowded at times. invested hy the competitors. I lowcvcr, this contest was full, even after all the no·shows were removed from the rosier. the end of the week lots of fun and competitive flying had been had if no pilot landed at goal. Many event were a were donated by local merchants as well as diverse group. There were eight pilots ranked several manufacturers. The overall winner of ln the top twenty. Mike Benson and Lmi Akiona the rneel received $300 as well as a Masi Air again traveled from I lawaii to co111pc1c for the Performance vario valued at over $500. Second plaec paid $200 and third $100. The third year i11 a row. Various teams were in cvicfoncc, with Team Green the Sportsmanship Award won a week's stay in Pacific Airwave was the Mountain Condo atop Henson's nap and ECC champion, Dave scheduled to open in July. with Ken Brown and I!oward Osterlund as After the conditions as long as the decision was made to call off the teammates. Wills and each a competitor. The of lhe c0111csL As most pilots were set up, a bull's-eye contest was declared, with a T level of went from rank novice, shirt assortment valued at over $50 being the their first major competition, to the thinJ .. rankcd pilot in the nation. Phillip Recd or Little Rock, Arkansas For the first Lime substantial cash and was the winner. were available to the winners. Daily John Stokes showed up wilh his birds winners wm1 $50 cash and had the opportunity on schedule and gave a wonderful per .. to add to that formancc in the basement area of'the Mountain located at each Condo conslruction behind Sequatchie Valley no round was flown or was ruled invalid, the Soaring. If you've missed John's show, you was added to the next prize. need to make the cfforl to catch it (John works were added to will! a national wildlife preservation group). 1990

Lots of humor mixed with various hits or information about his birds of' prey make this a very entertaining performance. Much enthusiasm was generated birds rang· ing rmm a turkey vulture to a onc·wingcd bald llavthc hawks fly 1hrough the encc. After the bird show the crowd moved across the street lo the Tennessee Tree Top· pers clubhouse, where the finishing touches were being put on the meal. Lots or barbecue and brew were waiting. The fund raiser allowed the TTT to raise over $500 for the landing field fund. The next day, Sunday, dawned partly cloudy, with a light westerly wimL /\ task committee was selected in order lo give a more balanced approach to task selcctio11. This com· mi11cc was made up of Howard Oslerlund, Mike Eberhardt, Wojnowski and Jon Szarek, with myself having the authority that all meet directors hate to up ..supreme power. Arter observing the conditions the task decision was made. Launch at llenson 's, fly south 8.25 miles to the radio lowers, then north 27 miles to Pikeville, then head across the valley south 18 miles to Dunlap and back across 3 miles to Henson's for a total of 56.25 miles. Dave Sharp finished the day with miles, followed by Nelson Howe with 1.8, and Zoanlog with 1.7. Dave received $ I00 for his cfforls. I .atcr that evening, while enjoying a meal at Pizza, a mysterious man dressed in green approached me with the proposition to include a team compctilion within the frame-

Allee S!aplelon, TTT l'residcnl, after rnunds three and four of the contest.

work of the East Coast Championship. This friendly man rather smoothly convinced me that a substanlial green prize wo11Jd be awarded 10 the winnn of this new classirication. At the pilols' meeting the next morning the aimounccmcnt was made a team competition, with the requirements being: I) Teams co11ld consist of no more 1han six mc:mhcrs. 2) The top !iin'c team members' scores would be: usc:d to determine the: winner. 3) The team compc:tition would in no way affec:1 the overall East Coast Clrnmpionship. forecast called for northerly winds, light vdocity. This did occur. However, the launch format being used caused massive confusion and great hesitation among thG competitors. 1\1 the encl of the three-hour launch window the round was ruled invalid, clue to the large number of competitors who did not past the marking distance or 4.75 miles. Nick did manage miles on course, with Al Whitsell at 17.75 and Doc Eberhardt at 14.5. It was evident Lile launch process needed modifying. Tlw learns had formed overnight, so the pilots' meeting on Tuesday was the place to ii1troducc thG contcs!ants. The Wonderful Wcinics, Team Green, The Amputa· tors, The l lolstcins, The Rag Tag Top Dogs and Les Femmes were now aligned against each other. Then a meet director's dream occurred, the competitors were arguing with each olhcr and not him, but alas, not to last, as attention soon turned to the task at hand.

The began with changes being implemented in lhe launch process. The parking area behind the setup area was blocked off, with a drive lcfl open ror the drop-off or equipment. Competitors were now arranged in such a m:mm:r as to ass me free movement whenever a pilot wished to push the launch. The launch window was rcducGd to one hour, with a one hour re-Clight only grace period. Pilots who now entered the launch area could no longer hnck off as in previous rounds. Once committed to thl: ramp, the competitor must launch or be scored ,i:cro for thL: round. Thl, new launch process now allowed a pilot to declare his intent to launch or "push," then move quickly to launch into the air selected, not bG stuck in the pack for 20 minutes and then be forced to fly in changed conditions. The task committee made the call or meto a goal established 27.7 miles south near Reservoir. Light tailwind launch condilions resulted in a couple or large out in the center of the valley. Light thermals, with a northeast drift, resulted in some decent even though the first pilot did not launch winners were Erik until after 4:00. The with I l).8 miles, Ken Brown with 19 and Montana's own Peter Swanson with 18.25. Erik accepted the $150 cumulalivc cash paid for lhl: d;1y. Wedm:sday saw a return of the rain, as the forecast called for strong winds and lots of rain. The strong winds did not occur until late in the as did the rain. llowlovcr, the low clouds and southwest cross did not look promso the task committee elected to call the conlcst for the day. 11 was a good call, as everyone had t imc to socialize and get their laundry done. Om, thing about this group, had weather couldn't stop their fun. An early pilots meeting had been called for Whitwell on Thursday, in order to altcmpl lo get off two rounds. Conditions were overcast, with 20 mph winds straight in at launch. The task committee decided to run the first task to a goal 12.8 miles north to a point just south of Dunlap. Six competitors made goal, to make this the first task in which a goal was reached. Alice Stapleton finished the task in 42: l 5 on her new 111'-/\T 145 for the 1,000-point win, and Jim "Green Team" Zeisct landccl the closest to the spot at goal to win a prize package worth $250. It had been added to each day no one made goal. The other top two finishers were Al Whitsell with 52:09, Greg Wojnowski with l :01 :08. The second round or the day was schcclulecl to begin at 2:30. This time the task call was a race to goal located 43.3 miles north at

vario and lrnphy. Nincmilc. Conditions remained consistent with the morning's, so the launches wcnt quickly and smoothly. Thirty-four competitors launched in just minutes at the most rcs1rictccl site the Tree Toppers own. By the end or the clay, 11 pilots had attained with Alice Stapleton again smoking the course with a time or I :37:54. Other finishers were Bob Faris with I :54:29 and DGnnis Pagcn with 2:03:58 The spot land· Nelson I [owe for a $50 ing at goal was won savings bond. The two wins were worlh $ IOO to /\lice;. Friday's conditions called for clouds, wilh a chance of al'tcrnoon clearing, followed by rain in the evening. With a southerly wind direction, Whitwell seemed the place: to he. With southwest winds in the forecast for the afternoon, the task call of a race to the Dunlap goal seemed reasonable. I ,aunch did 1101 go quite as smoothly as the day before, but !he pilots who launched in their order (did not pass) managed to get up and on course after a bit of effort. During this bit or effort the Randy Adams Tree Landing Award was won by an unfortunate pilot who wishes to remain anonym011s. Moooooo ..... By the end of the: round, three pilots had attainGd goal, with Terry nolds the winner or the day. Nelson I !owe and Erik Kaye both managed to finish the task as well. received $50 for the win and Ncl· son won girt certificates from local merchants for his spol landing ability. While standing beside the road near the clay's goal, a gentleman came across the road and asked who was in charge. As l looked

l lANC CLIDINC

around, it occurred to me that I was, as everyone else was from out of town and I couldn't put it off on one of them. After I introduced myself to him, he shook my hand and introduced himself as Don Wagner, owner of the skating rink and batting cages across the road. "This is a great thing you folks are bringing into Dunlap," he stated, "and I'll be offended if you folks don't come over and eat some of my pizza." Now, that's a pretty bold statement to make to a group of hang glider pilots, but at 11 :00 that night he was still treating the crowd of pilots to free skating and video games, as well as sponsoring a skate race which was won by Bob Faris of Team Green. Jim Zeiset's attempts at doing the hokey pokey on roller skates tended to go against the "bad boy" image his team has been linked to in the past. Saturday morning was ugly, with launch at Henson's socked in. As this was the last day of the meet, even the attraction of another killer TTT party couldn't keep many of the competitors from leaving for home, ifwe were-

n't going to fly. The forecast was for rain early in the day with clearing skies later. After little deliberation, the contest was declared over with five valid rounds flown. The awards ceremony was scheduled for later in the day when the food arrived via John Lawton. In the usual Tree Topper party fashion a large fire pit was started at SVS and a massive number of pork chops, secured by Jim Salmon, were marinated and thrown on the grill. After everyone had eaten their fill the awards were made to: Third place on an HP-AT 158-Teny Reynolds. Second place on an Airwave KissDave Sharp, and First place on an Enterprise Wings Foil-Nelson Howe. Each also received a custom trophy. The Team Competition was won by the Amputators, made up of Nelson Howe, Dave Sharp, Terry Reynolds, Ken Brown, Howard Osterlund and Pete Lehmann. Who knows what they won, because the mysterious man in green disappeared with the prize. The Sportsmanship A ward was presented to Mike Eberhardt, who said he zeroed the last

Ron Hurst Jostenstr. 21 CH-8854 Galgenen Tel: 055/64 52 29 Visiting Switzerland? Europe? For quick easy flying May to September call or write. Direct dial from USA: 011-41-55-645229

round in order to land to offer assistance to the "cow in a tree." For the third year in a row a successful major competition was held at the Tennessee Tree Topper sites. Lots of new members were signed up during this period and there was little stress for the free fliers. They were even encouraged, as they provided the necessary wind technicians for the competition. Many days, they flew a couple of times before the rounds began. Everyone seemed to go away with a smile. I know I did. I would like to thank Citizens Bank of Dunlap, cosponsors of this year's meet, Transseas International for the Pe1forrnance VZ vario, Wills Wing, High Energy Sports, Pacific Airwave, Paul Voight of Sky High Hang Gliding, Hank Hughes, and the local merchants and citizens of Dunlap, Tennessee, the Hang Gliding Capital of the East, for their support in making this meet the success it turned out to be in 1990. •

NEWS FLASH ... Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print! USHGA - Public Relations P.O. Box 8300, Colorado Springs, CO 80933

Advanced Air Technology - Price List INSTRUMENTS ...... $899.00 Afro Cross Country 8000 ....... .. .... $855.00 Afro Cirrus 8000 ... ..... $479.00 Afro Cumulus 8000 .......................... .. Pocket Cambi, Vario Altimeter.. . ..... $399.00 Pocket Vario ... ....... $199 ..... $345.00 Pocket Alli meter w/ Vario ... ....... $35.00 Camera Support .. .. ........ $49.00 Compass 48mm .. .. .. ....... $12.00 Speed Rings .. .. ... $575.00 Ball 652 from . .. ... $475.00 Ball 651 from . .. ... $275.00 Ball M21 digital all .... Ball M30 Wrist mount vario ... . .. ......... $275.00 Maxon FM Radio, portable .. .. .. ..... $319.00 Microphone .. .. ........ $39.00 ...... $215.00 Brauniger Vario LCD . .. ... $425.00 Brauniger Alla Vario P2 ...... .... $515.00 Brauniger Alla Vario LCO V .. .. ....... $852.00 Fly Tech Data Flight . PARACHUTES Ballistic BRS 4HG, free installation .

.. ...... $749.00

....... call .. ....... call

High Energy 20-gore . . .. High Energy 22-gore ..

......... $325.00 ... $345.00

Magic Kiss .. UP Comet 111 ......

HARNESSESS High Energy Sports Coccoon ... High Energy Sports POD .. CG 1000 Harness .. UP Harness .....

.......... $295.00 ......... $425.00 .......... $490.00 ........... $349.00

USED GLIDERS ........ $2495.00 Moyes XS ..... . ... $1450.00 Magic XV 155 Full Race all options..... WW HP.. .. ............. $1200.00 WW Duck 180 .... ................. $695.oo UP Axis, demo ... .. ........ $2490.00

HELMETS Aerodyne S,M,L .. .. $72.00 Aerodyne S,M,L long tail . ... $79.00 Romer Comet (ear opening) ...... .. $103.00 ......... ..... $109.00 Romer Full Face ... . Bell Helmets ..... . ... $109.00 Poly HG Nelmet DOT approved .... .... $69.00 NEW GLIDERS Moyes XS ... UP Axis. Oelta Wing Light Dream .... Della Wing Super Dream . WW Sport ..

.. .. call .. .... call .. .... call .. .. call ............ call

MISCELLANEOUS .$220.00 20-Gore HE Chute .. UP Axis 15 w/20 hrs .... .. $1995.00 Bill Bennett Light-Weigh! Harness ..... .... $129.00 ...... $59.00 High Power Compact-Flares .. Stubai Steel Carabiners ..... .. ...... $20.00 Afro Cross Country 8000, ..... $600.00 factory reconditioned .. . Afro XC 8000, dealer demo, never flown.. .. $769.00 Afro Cirrus 8000, dealer demo, never flown .... $749.00 .. .... $89.00 Maxon Voice-Activated Mike .. .. ...... $49.00 PRO 2 Personal Oxygen Tank .. .. ... $36.00 Hand Fairings ....

Orders Only Toll Free: 1 (800) 222-6430 (outside California) VISA, MasterCard, American Express, Discover Accepted Advanced Air Technology, Inc., 29 State St., Santa Barbara, CA 93101 (805) 962-8999 FAX: (805) 964-3337 24 hrs. JUNE 1990

THE ANSWER MAN

Indicated Vs. True Airspeed by Mike Meier Dear Answer Man, Recently there have been a few articles in Soaring magazine outlining a sailplane pilot's concern with the difference between Indicated Airspeed and True Airspeed at high altitudes. Basically what they say is that at high altitudes the Indicated Airspeed is much lower than True Airspeed, and that True Airspeed is the number to be concerned about when relating this to VNE. As you are aware, the gliders of yesteryear developed enough drag to prevent them from going fast enough for pilots to be concerned with VNE speeds. But now, the new high pe1formance hang glider's ability to surpass the placarded VNE has forced hang glider pilots to become aware of airspeed from a structural standpoint. So, if I use 1) bar position, 2) glider response, and 3) wind noise as airspeed indicators while flying my new high perfo1mance, advanced technology, go-fast glider, will I be flying at True Airspeed or will this result in an airspeed similar to Indicated Airspeed? And will these indicators be as reliable at 15,000 feet above the flatlands of West Texas as they are at ground level? I've argued this with myself over and over. The only result has been a mass of confused logic. I now have realized that the abuse of my few brain cells is very unnecessary and I am counting on you to set me straight. I really need to know your answer because as I write this letter, I am at cloudbase (17,000' MSL) and being sucked up at an alanning rate and I don't know if I should pull out or push in. Jerry Forburger Lubbock, TX Dear Jerry, I haven't seen the articles in Soaring magazine about VNE speeds, but I think I understand the situation. Just to make sure, I called up my sailplane instructor, Galen Fisher, and he helped me sort it out. As best I now understand it, the explanation is as follows.

Airspeed indicators work by measuring the dynamic pressure of the air impacting the sensing device. At higher altitudes (or at higher temperatures) the air is less dense, and the same speed of airflow results in a lower dynamic pressure on the sensing device. (The air molecules have the same impact speed, but fewer impact per unit time because there are fewer per unit volume.) So, indicated airspeed at high altitude is lower than true airspeed. At 15,000 feet, at a temperature typical for that altitude of zero degrees Celsius (freezing), an indicated airspeed of 46 mph is really a true airspeed of 60 mph. However, flight loads on the aircraft are also a function of dynamic pressure, rather than the actual speed of the air molecules, so indicated airspeed will give a correct indication of the potential flight loads during maneuvering independent of what the true airspeed is. As a result, most aircraft are placarded with their limiting speeds expressed as indicated airspeeds, rather than true airspeeds. (I checked the manuals for the Cessna 172 RO, and for the Nimbus 2 sailplane, and both give limiting speeds as indicated airspeeds.) This is convenient, because aircraft are not usually equipped with instruments that provide true airspeed data. On the other hand, it's not quite as simple as all that. There is a structurally dangerous phenomenon that depends to some degree on true airspeed and not just on indicated airspeed; it is called flutter. Flutter is a dynamic resonance condition where some part of the aircraft, often a tail surface, undergoes a series of increasingly large amplitude, rapid vibrations which can lead to structural failure. (If you ever took physics in high school, you probably saw a film of the Tacoma Narrows bridge collapse, where a 25-30 knot wind set up a large amplitude resonance in a suspension bridge that eventually ripped the bridge apart.) Because it is a resonance condition, flutter is dependent (although not totally dependent) on the actual speed of the air molecules passing over the surface, and not just on the dynamic pressure. Galen pointed out to me that interestingly enough, since wind noise is also partly

dependent on resonance factors and not just dynamic pressure, the wind noise in a sailplane will increase at increasing altitudes at the same indicated airspeed. According to Galen, there are some sailplanes for which the operating manuals contain tables for converting indicated airspeed to true airspeed, and for which pilots are instructed to use true airspeed when complying with VNE restrictions. In such an aircraft, at high altitude, a pilot operating at an indicated airspeed below the VNE speed could encounter resonance flutter due to the much higher true airspeed that could lead to loss of control or structural failure. Where hang gliders fit into this whole thing I'm not exactly sure. One thing you should know is that there's a difference between VNE (speed never to exceed) and maneuvering speed, and rough air speed, and maximum structural cruising speed. VNE is the highest of these, and an aircraft should only be flown at VNE in smooth air and without abrupt control movements. HGMA certified hang gliders are only required to be placarded with a VNE speed, but for the most part that speed is more representative of a "maneuvering I rough air speed" as it is a maximum of 70% of the positive load test speed at maximum lift angle of attack. Some hang gliders are also placarded with an even lower, more conservative "maneuvering I rough air speed" which is four to five miles lower than the HGMA required VNE speed. I suspect that there is almost no significant probability of developing destructive flutter on a flex wing hang glider, and you probably don't need to worry about the difference between indicated airspeed and true airspeed. (A rigid wing glider with some type of control surface might be another matter.) If you use bar position and I or glider response as your airspeed indicators, they should give you "indicated" airspeed (the same bar position should give you the same indicated airspeed), and at high altitude your true airspeed will be higher, although that shouldn't make any difference because the loads you can expect will depend on your indicated airspeed. Wind noise may give you some indication of the higher true airspeed, although it may not be exactly proportional to your true airspeed. So pull in to your glider's placarded VNE (or maneuvering I rough air speed if given), get out from under that cloud, and get clown to where there's enough oxygen to keep your remaining brain cells alive. • HANG GLIDING

photo hy John lIPiney

The mere mention or llrn1 word brings lhough1s beautiful inverted maneu· vers to some, and images of tumbles, structural failures and death lo o1hers. I have often heard aerobatic pilots respond to technique quest ions from others by advising dangerous, don't do 1hem. So how come this guy Dave Thomason is pulling on an aeroba1ic clinic with John ls i1 morally right 10 actually

by Jay

teach aero to guys you don't even know? /\nd exactly how were they going lo do it? I thought these were all very good questions, so I picked up the phone and called the number listed on lhe calendar page in the March issue lhe magazine.

I had spoken wilh Dave a few times before and I knew thal he was running a 1ruck· low operation out of the Mt. Shasta-Siskiyou County J\irport. I le !old me that the clinic was designed lo promote safety. Newer pilots would be !aught whal not to do and how lo stay out of trouble. The more experienced guys would be working on refining those skills that they already had and possibly venturing into some of

] JJ\NC Gt.IDINC

WARNING: Flying hang gliders outside the manufacturer's placarded limits is dangerous, and may result in loss of control, structural failure, injury or death. Aerobatic flight in hang gliders is discouraged by the USHGA and the glider manufacturers. the maneuvers that they had not yet experienced. Okay, so I guess that means that they can't turn the average Joe into a full-on looper in two clays. Well, that sounds a lot better than some of the stuff my vivid imagination was coming up with. But it was still unclear to me just exactly how they would accomplish this. The best way to find out would be to go there and fly. Besides, my own stuff could use a little improvement anyway. Finally the first clay of the clinic had arrived. The group of six pilots met at the airport bright and early. All of us had driven from six to ten hours to attend, and it was looking like it would be well worth it. The skies were clear with light and variable winds. The program began with Dave Thomason discussing the towing strategy of the clay. Our staging and landing areas would depend upon what direction the prevailing winds would eventually settle in from. We covered some of the particulars of the towing system, which was a review since everyone had at least some experience with towing. Then it was John Heiney, front and center. Here we had a pilot who holds a World Record of 52 consecutive loops and had won a World Championship aerobatic contest. John supplied copies of some pertinent aerobatic articles he had written or collected for us to review. Aerobatics is an area that John ventured into after doing a lot of cross-country. To him getting into aero was another kind of challenge to explore. He talked about the kind of commitment required to be at his level. Jobs and relationships take a back seat to airtime. Every single clay you need more and more airtime. He explained that for our first flight we would perfmm only the stuff that we were already able to do. We were not to attempt anything that we hadn't clone before. Most of

JUNE 1990

all, John and Dave did not want to see any parachutes. Safety first was the name of the game. Dave's company, Silent Flight, tows using a winch mounted on a truck. The nylon line pays out from a large spool in the front of the pickup bed. Tension on the line is controlled by the hydraulic pressure applied to a disc brake on the spool. After fitting a towing bridle to each harness we were ready to begin. The driver accelerated clown the taxi-way while watching an airspeed indicator on the front of the truck. At 32 mph the horn was sounded twice and the pilot would signal for a release. The nose of the glider rises up and then you climb out like crazy! The runway of this fonner military airstrip is 10,000 feet long,

"Aerobatics! The mere mention of that word brings thoughts of beautiful inverted maneuvers to some, and images of tumbles, structural failures and death to others. " enough to provide a tow to at least 1,300 or 1,400 feet even with very little headwind. The landing zone is a short downwind glide away which kept us from wasting the altitude we needed to use for wingovers. It was agreed upon in advance that nothing past 90° would be attempted below 500 feet. After each flight John would meet privately with each flier and offer his suggestions and observations. I felt that the individual discussions worked well to tailor the comments to each pilot, and to prevent others from acquiring infom1ation that they might use prematurely and get into trouble.

With the newer guys John stressed the need to get a good feel for how the wing behaves at very high speeds. For those who were ready, the next progression was in getting more airspeed after exiting a maneuver. These things, coupled with smoothness of control input, were where the emphasis was placed for most of the pilots. We watched as John demonstrated some loops ancl spins on a couple of flights. He asked us what we thought of the loops. They were a bit slow, which naturally caused the group to think about what happens if you stop flying while you arc inverted. During dinner the first night we reviewed our flying on video. It was helpful to see yourself from a different perspective. We probably got the biggest kick out of watching the landings! They were entertaining, and since there weren't any bent clowntubes they were fun too. On the second clay everyone showed improvement. The maneuvers were smoother and more consistent. Nobody tried to do anything that was over his head. Even the approaches and landings were better. I found that having someone of John's caliber offering expert opinions was exactly what I needed to go from jerky 100° to 110° wangs back to those big smooth wingovers in the 130°+ range that I could barely remember. At the encl of the weekend we all agreed that this was something that we would recommend to any of our friends who wanted to fly upside clown or who just wanted to feel more comfortable the next time they went "over the falls" in strong air. When it was all over, I had found the answers to my original questions. I now believe that aerobatics can be taught to others. But, it does take someone who really knows not only what he is watching, but how to explain to each person those things which are pertinent to him.• 27

by Jean-Michel Bernasconi Fall, al Lookout Mountain Fligh1 Park, Tennessee, Bob Shattclroc's Magic Kiss I 54's left crosstube failed as he was pulling up from a high·specd dive wi1h his trimmer (variable geometry) fully engaged. Fortunately, Bob deployed his parachute, landed in the trees and walked away without injury. On the day following Bob's accident, and as a resnlr of it, we tested two Magic Kiss l54's lo failure by performing a positive dynamie load test on both gliders with the root chord angle attaek at +30° (similar to a test required for HOMA cerlificalion). We had developed a sophisticated new testing vehicle (by current hang gliding standards) which uses three load-sensing stress strain gauges (electronic load cells) recording and separating lifl, drag and pitch forces. In addition, the vehicle is equipped with a scnsi1ivc digital angle of allack indicator. The vc, hiclc itself is a "crew cah" Chevy Silvcrndo 20 with a modified 454 cubic inch engine dcvel-

oping over 390 horsepower. This new lest vehicle has given us adequate power and slit·· bilily lo achieve comfortable speeds in excess of 80 mph.

The vari()llS purposes of these two test were to: l) V crify at what speed a Magic Kiss J 54 suffers positive structural failure when lcslcd al its maximurn cocfricicnt-of-lifl angle of attack. 2) Verify and compare Bob's glider's structural failure mode with the ones resulting from these tests. 3) Try lo "place" the loads and speeds applied to the airframes and their distribution as they relate to a structun1l failure resulting fr()m an acrobatic maneuver. 4) Verify and study as precisely as possible the structural limits of our Kisses with their trimmers engaged and disengaged.

GLIDERS TESTED The first test to failure was performed on a Magic Kiss J 54 with a standard production airframe, equipped with a new full-mylar main body sail and a kcvlar trailing edge strip. This sail configuration offers, to the best of our knowledge, one of the lowest possible elastic deformations in all axes, and therefore should subject the corresponding airframe lo greater loads al any given speed. The second test, also taken to failure, was performed on a production Kiss 154 with stan·· dard 4.4·ounce main hody cloth ancl approxi·· rnalcly JO hours airtime. Both gliders were tested with their trimmers fully engaged.

TEST RESULTS The first glider (mylar sail with kcvlar strip) failed its left crosslube at 72 mph (calibrated) and was subjected lo lift forces averaging 1,950 pounds. The second glider f"ailccl hoth ils crossHANC GUDINC:

Magic Kiss 154 Load Tests -Comparative AnalysisMylar Main Body With Kevlar Trailing Edge Strip Vs.

4.4-ounce Main Body (Production Configuration)

.., - - -

80 70 60 50

Test Vehicle 40 Speed (mph) 30 20

--_- -- -_ ---- -- -- ---- - - -- - 65 rnph lRcquircd l!Ci\lA Po.'>ili\t' L lt1111atc L(ud Tl',t Spc(_·dJ - -

,, ,------

,, -

~7~

- -

-=------=~-----=- ------=---=..,,-----'=--- -- _,_ ,, V~E1-l6mph1

- -

_,,_, ,,

-fllll".

~'~~

-----

1.925 lbs. tubes at the same time at a speed of 79 mph and sustained 75 mph for over 10 seconds. The lift forces were again between 1,900 and 2,000 pounds.

of attack to the air flow? ( Therefore, how much load is a 7.4 aspect ratio glider's airframe likely to be subjected to when perfonning such a maneuver'?)

PRELIMINARY TEST ANALYSIS

PRELIMINARY OBSERVATIONS AND RECOMMENDATIONS Bob Shattelroe reportedly clips in at over 220 pounds. The failure occurred when pulling up from what witnesses called "a very steep and high-speed dive-probably in excess of 70 mph." It appears, however, based on our recent and past testing of the Kiss 154 and from eyewitness reports, that Bob broke his glider by reaching a speed in excess of 80 mph, then pitching up fast enough to expose his glider to its maximum-lift angle of attack at a speed in excess of 75 mph. We know from talking to a number of aerobatic pilots that such speeds on today's high-perfonnance hang gliders are not too difficult to reach. The Kiss is a low-drag, high-energy-retention wing, which has light pitch pressures and a control frame basetube located quite far forward. These characteristics, while very desirable in a high-perfonnance glider, are also the same characteristics that make a glider capable of accelerating very rapidly and achieving high enough speeds to be able to break in a positive load situation.

The speeds and resulting loads achieved during these tests were exceeding the minimum HOMA positive load test requirements by a significant margin. The recorded 1ift forces at time of failure on both gliders were over 45% greater than the lift forces recorded during a minimum HOMA positive load test (65 mph). The recorded lift forces at time of failure were on average three times greater than the recorded lift forces at the placarded VNE speed (46 mph). At 75 mph, and when tested at its maximum coefficient-of-lift angle of attack, a Magic Kiss 154, with its trimmer fully engaged, is subjected to approximately 15% greater loads (lift forces) than with its trimmer disengaged. There are, of course, a great number of other observations that stemmed from those preliminary load tests. We intend to continue testing to attain maximum understanding of a glider's structural loads under dynamic loading conditions, specifically as they relate to a rapidly increasing angle of attack at those high speeds. In other words, when pulling up from a high speed dive, at what speed can a glider expose its maximum coefficient-of-lift angle JUNE 1990

BOB'S GLIDER The left crosstube failure mode on Bob Shattelroe's glider was found to be quite identical to the mode of failure of the two Magic Kisses taken to failure on our test vehicle as described above. The failure location on the crosstube also appears to match quite precisely the ones tested to failure. The direction of failure, however, was found to differ by approximately 12°. The left crosstube on Bob's glider failed at an angle of approximately 45° relative to the keel tube (used as a 0-degree reference). On the test vehicle the direction of failure appears to be in a more "forward" ( or less "upward") direction at an approximate angle of 30°-35°, and was consistent in all three crosstube failures perfmmed on the test vehicle. As a result of these observations and discussions with other HOMA members, Pacific Airwave has decided to pe1fonn a series of additional load tests to failure at higher angles of attack than required by the HOMA. It is felt that, although a test angle of attack higher than 30° does not produce additional lift forces under the wing at a specific speed, it is possible that the distribution of these lift forces changes, since the glider is now exhibiting different aeroelastic behavior (in other words, it will not "off-load" in the same manner) at this higher angle of attack. Relatively, the glider will in fact be subjected 31

Magic Kiss 154 Load Tests -Comparative AnalysisTight Trimmer - - - Loose Trimmer 2000 1800 1600 1400

Lift Pressures 1200 (lbs.)

1000

800 600 400 200 0 20mph to a greater level of aeroelasticity. In the quest for better glider perfonnance our gliders' leading edge spars have become increasingly stiffer. We intend to test and study the distribution of lift (and drag) forces under the wing, and the effect on the airframe's various components, at angles of attack at which very little testing has been perfonnecl an/or required to elate.

LESSON #1 The structural stress a Kiss 154 is subjected to at 46 mph (VNE speed) is almost exactly 1/3, or three times less, than the recorded structural stress on the glider at the time of failure during our testing. We are quite convinced that if a pilot flew any Pacific Airwave glider within its placarded limitations, it would be very unlikely that that glider would suffer positive structural failure. By the same token, we realize that the placarded VNE speed of 46 mph has Jost its meaning to pilots over the last few years, as it has become increasingly easy to fly over that speed limitation. We do not believe we can produce completely unbreakable hang gliders. We have, in fact, always known that it is entirely possible to achieve high enough "pullup" speeds while flying a Kiss to overload its airframe to the point of structural failure. We try hard, however, to engineer and produce frames that are very unlikely to fail in flight if

46 mph (VNE) the glider remains loaded positively. We are working on releasing our future gliders with higher placarded VNE speeds, while still providing the same or a higher margin of structural safety between that speed and the speed at which that glider would suffer positive structural failure on our test vehicle.

LESSON #2 While we think the HGMA certification program remains the most effective and accessible program in the world-and its safety record is there to prove it-it is quite obvious that we cannot use the HGMA's cun-ent standards as our structural design standards. As a manufacturer we have had our own, higher structural and stability requirements for years. We anticipate Bob's accident will trigger a reevaluation of those standards and of the pilot education required prior to the purchase of any of our gliders. LESSON #3 As an immediate measure toward the better education of the pilots of our high-performance gliders, the following has been implemented. A red warning tag will be attached to both hang straps of any new Magic Kiss prior to shipping stating the following: WARNING!! This is a high-pe,formance aircraft capable of exceeding its placarded V,,e speed of 46 mph. Aerobatic maneuvers, or any operation plac-

65mph

75mph

ing this aircraft outside the placarded limitations, or operating limitations as listed in the owner's manual, greatly increase the risk of this aircraft s11ffering a structural failure.

LESSON #4 All pilots-especially advanced pilotsflying high performance wings with the intent of performing aerobatic maneuvers, must understand that their glider has a placarded red-line speed, called VNE (velocity never to exceed). As in any other high performance aircraft it is all too easy to exceed that speed. The respect of that VNE speed, what exceeding it means in terms of the negative effects of the aircraft's structural integrity, and the consequences of consciously exceeding that speed, are in the pilot's hands. Pacific Airwave has produced over 300 Magic Kiss 154's since its HGMA certification in August of 1988. In addition there have been over 1,000 Kisses produced in the United Kingdom. The glider's structural safety record is excellent by any standard. But the incident reported in this article has shown us the need for further education of the advanced pilot in tenns of what "pushing the limits" in any aircraft ultimately may mean! We certainly intend to keep you posted on the results and observations of our ongoing research. •

HANG GLIDING

• Rules To Live By • Keeping Up Your Flight Log • Selecting The Equipment You·[[ Need • Your First Solo

Hang Gliding magazine presents its first-ever new pilot edition-an entertaining and informative publication designed for up-and-coming pilots. Topics include: • Selecting the equipment you'll need. • Your first solo flight. • Tandem instruction. • Choosing an instructor. • Keeping up your flight log. • How gliders are certified. • And much more ...

Please rush me copies of the new pilot edition of Hang Gliding at $4.50 each. (Shipping: 1 copy-$1.50, 2-6 copies- $3.00) Colorado residents add 6.5% sales tax to n,agazine subtotal (not shipping). Enclosed please find a check or money order for $______ NAME ADDRESS I Dealer Inquiries Invited j CITY _ _ _ _ _ _ _ _ STATE _ _ _ZIP _ _ __ ~~~~~~--~~~~--~~~~~-

Send to USHGA, P.O. Box 8300, Colorado Springs1 CO 80933 (719) 632-8300

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

Hang Gliding Books by Dennis Pagen • Hang Gliding Flying Skills-Details on: Beginning to intermediate training * troubleshooting takeoffs * Landing problems * Selecting equipment * Glider maintenance * learning to soar * Traffic rules * complete index and much more! $9.95 • Flying Conditions-The road map to the sky-details on: General weather * turbulence rotors * wind shadow * sea breezes wind gradient * ridge lift * thermals and much more! $6.95

• Hang Gliding Techniques-For the novice to advanced pilot, this book continues the learning that began with Flying Skills. * Learn about thermal soaring-A full 31 pages on thermal techniques will have you soaring like an ace * Learn about speeds to fly * Learn about cross-country flying * Perfecting turns * Handling turbulence * Flying at altitude * Using ridge lift * Design concepts * Parachutes * Performance tuning * Cardinal speeds * Harness Competition and much more! $6.95. adjustment

• Paragliding Flight-The most complete book available on the newest aviation Learn to fly from ground zero to thermal soaring * Over 140 photos and illustrasport tions 208 pages. $19.95.

* * DEALER INQUIRIES INVITED* * fs;-D ~E~ ~CASH~: SPORT AVIATION PUBLICATiONS P.O. Box 101 MINGOVILLE, PA 16856 Please rush me the books listed below: QUANTITY D Flying Conditions ......... $6.95 O Hang Gliding Flying Skills .. $9.95 1 D Hang Gliding Techniques ... $6.95 I D Powered Ultralight Flying .. $11.95 C Powered. UL Training Course $9.95 C Parag/1d1ng Flight ........ $19.95 Save 10% order two or more books! Save-First five books for only 3B.95! Total amount for all books$ _ _ __ Postage and Handling $1.60 Overseas airmail if desired ($5.00/book) TOTAL ENCLOSED SEND TO (Please Pri-n-t)_ _ _ __ NAME ADDRESS CITY,STAT COUNTRY/ZIP

I I I I

I ALSO AVAILABLE •POWERED ULTRALlGHT FLYING Powered Ultralight Flying will answer your questions and improve your flying. This book is written for beginners to advanced pilots with over 125 photos and drawings to clearly illustrate even the more complex subjects. All our books are written from an ultralight ;:iilot's point of view so you get the facts you need, not rehashed information from general aviation.

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

I I

USHGA PRESIDENT

More On Paragliding by Russ Locke In the Januaty magazine I discussed some issues relative to paragliding and attempted to at least point out the questions facing us. Now, six months later, the future of paragliding in this country is still a matter of opinion, but we have made some progress in setting up a structure that will allow both sports (or both segments of one sport, depending on your point of view) to grow and mutually support each other in common issues with reasonable controls on all processes. Before I go into the structure set up at the most recent USHGA Board meeting, a brief discussion of some of the irregularities (strengths or weaknesses, depending upon your point of view) of our cunent system is in order. Our rating system is set up to rate pilot skills and has no mechanism to deal with equipment. Much of the nment argument centers around whether a paraglider is a Class III hang glider or something different than a hang glider, and is irrelevant, because under our cunent system we only rate the pilot's skills and don't tell him what he has to fly. The problem becomes obvious when a Hang IV pilot shows up at a local Hang IV site with his paraglider. While eve1yone recognizes (including many of our site owners) that paragliders have somewhat different operating characteristics than a generic hang glider, it's invisible to our current rating system. More specifically, if a Hang IV pilot wants to fly a picnic table, all our rating system states is that he has demonstrated the ability and maturity to do it safely. Chapters regulate sites, but there is no specific requirement that chapter members be hang glider pilots. Specifically, if a bunch of Ku Klux Klaners want to get together, join the USHGA, form a chapter and take out site insurance on their meeting hall to protect it against a hang gliding accident, there is nothing to prevent them from doing it. Pilot liability insurance is available to any member of our organization. That means that a paraglider pilot can join the USHGA as a student member and be covered under flight operations the same 34

as any "hang glider" pilot. At the international level hang gliding and paragliding are merged. There are separate world championships, but the world record setting process is managed by the CIVL-the hang gliding committee of the FAI. What that means in this country is that even if there is a completely separate organization set up for paragliding, it must go through the USHGA to the NAA in order to deal with issues at the FAI level. The point of all this is that we've set up a system that relies heavily on pilot integrity and it's worked well for us. However, we are now at a crossroads where we must either make that system more restrictive, set up another system that will work as well for a sister sport, or some combination of both. As I said before, whatever we do must be supported by pilots or it just won't work. So, here's what we did at this most recent Board meeting. The American Paragliding Association at their most recent Board meeting reiterated their resolution to provide a central base (Pilot Proficiency System, Instructor Certification Program, etc.) for paraglider pilots. However, they have not kept up with the needs of their pilot population for services (instructor certification and the like) in addition to not adequately controlling their infringement on existing hang gliding sites. As a solution we have set up the APA as an affiliate member of the USHGA. This structure is consistent with our bylaws and allows separate operations while insuring better communication between our two groups. As an Affiliate, they are responsible for creating and maintaining their own pilot programs with the USHGA having final approval on those programs. The APA has had a growing problem of who's going to do the administrative work, so we decided to offer our assistance by contracting this work out of our office in Colorado Springs. Specifically, the APA was directed to go away and make their membership card look

like ours so that the same software could be used. Once that is clone, we will set up in our office a separate system that will handle their membership renewals and take the cost of this operation out of their membership dues, forwarding the excess money on to their Board. Obviously several operational and financial details need to be worked out, and will be, before any change is made. What does this mean to the average hang glider/paraglider pilot? First of all, hopefully the issue of sharing some sites with both paragliders and hang gliders will become less complicated, as the APA sets up a system mirroring the USHGA's rating system that allows local pilots to assess safe flying conditions relative to the specific site. This Affiliate relationship will allow pilots on both sides of the fence to assess each other's programs and use common tem1inology which, hopefully, will minimize program confusion at the local level. At this time, the only way for a paraglider pilot to get insurance will be to be a member of the USHGA. However, as more regulated sites allow paragliders, the pilot will also have to have the appropriate AP A rating to fly the site. This will necessitate joint membership in both the APA and the USHGA by paraglider pilots and those hang glider pilots who wish to fly paragliders at regulated sites. We struggled with the joint membership from a dues standpoint and couldn't arrive at a reasonable dues structure for joint membership, so for the time being the cost of full membership in both organizations will be $69 ($30 for AP A membership and $39 for USHGA membership). There are a number of communication issues that need to be dealt with. One of the biggest bitches of paraglider pilots with the AP A is the poor track record of getting information out to pilots on a regular basis. The APA has taken this criticism to heait and made a renewed commitment to publish a newsletter at least on a bimonthly schedule. A number of concerns have been raised HANG GLIDING

USHGA PRESIDENT by hang glider pilots about the future content of Hang Gliding magazine, especially after the appearance of all the paraglider ads in the April issue. In some parts of world, hang gliding publications have been almost completely taken over by paraglider articles. There are two major buckets of information in our magazine, advertising and informational articles. Advertising is driven by those people and organizations who think they can sell something to members of the USHGA. In the past we have had ads paid for by organizations selling Visa cards, windsurfers, travel services, sunglasses and sportswear, as well as hang glider and paraglider equipment manufacturers. That won't change. Advertising is revenue positive for the Association ( it makes us money!) and will continue to be open to anyone who wants to purchase space (within the limits of good taste and accepted practices). As far as editorial content goes, there is no change in our current policy to inform hang glider pilots with

hang gliding information. Will that involve some information about paragliding? Yes, as it applies to Class I and lI hang glider operations. Will there be articles of an informational nature directed specifically towards paragliders (Class III hang gliders)? No, that is the role of the newsletter published by the APA.'' Does this answer all our questions? No. Will there be unhappy people on both sides of the fence'? Yes. As l said at the beginning oflhe article, we just don't know what the future of paraglic\ers is in this country, but we do know that there are enough of them so that they need some kind of formal structure for everyone's sake. What \\'e have is a strncture that allows us to identify issues and the responsibility for dealing with those issues as they arise. We also have a structure that has enough flexibility to allow us to merge or separate parts of our organizations as the future of foot-launched !1ight becomes clearer (includes taking care of the Hang IV with the picnic table).

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 lligh 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 ill Webbing • V -Tabs At Each Line Attachment • Type XVIII Bridle FAX (714) 972-1430 • Parachute Safety Lock System • Continuous Webbing Sewn With Five Cord Thread • Each Harness Custom Sized • Safety Back Strap • Adjustable Padded Leg Straps • Two-Week Delivery • Custom Options • Your Choice Of Colors

At this point what we need is for pilots to work with issues at the local level and to communicate with the Board of Directors or both the USI-IGA and the APA about what works and what needs to be fixed. If you 're not sure who to send information to, send it to the office in Colorado Springs and we 'II make sure it gets to the right place.•

* Editor's note: There has been some co11Ji1sio11 aho111 this. /11 the past it has been 111_1· policy to mn articles a bow a11whi11g that seems to be of interest to hang glider pilots. This has i11cl11dec/ al'licles about foot-la1111ched sailplanes, experimental designs and the like. This policy \\'011ld therefore certainly ,wr e.rcl11de articles s11ch as Dennis Pagen' s "A Brief Sojo11m l1110 The Realm Of Parngliding" ll'hich appeared in the March issue. In fact, I got a lot of positil·e feedback 011 that article. Let me knoll' \\'hat you'd like to read about, or 1101 read about, relatii·e to parngliding.

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

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

JUNE 1990

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 MaslerCard I Visa I COD Phone Orders

~~~¥~

2236 W. 2nd St. • Santa Ana, CA 92703 • (714) 972-8186

. .. $21.50 6.50

Control Bar Protectors

(80 \\ 829-3232 FAX {80 \ \ 829-6349

USHGA REPORTS

Spring 1990 USHGA Board Of Directors Meeting by Gregg Lawless The Spring 1990 Board of Directors meeting was held April 6-8 in Colorado Springs. The following represents a brief synopsis of the meeting. If there is a topic that you would like to get more detailed information on, please contact your Regional Director or the office staff. Executive Committee actions since the November 1989 meeting were limited to two issues: selection of a bid for the 1993 World Championships (the Owens Valley was selected) and a decision to pay the Executive Director for an amount equal to the USHGA 's health insurance premium cost since he is not participating in the plan. The Insurance Committee was pleased to be able to present the USHGA with four bids for liability insurance, a first for the Association. This year also represented the first year we had received a bid from an "A" rated company, Trans America. One of two bids submitted from Trans America was accepted at an approximate $18,000 savings to the USHGA. There was much discussion related to the other bid from Trans America which included "participants" coverage at an additional cost of approximately $100,000. It was decided to wait on the "participants" coverage, which would force a $10-$15 increase in membership dues, and to poll the membership on the value of purchasing this type of insurance, and potential options for increasing the dues but directing the use of the increase in other areas. The Finance Committee approved a 10% raise for the Executive Director who has done an outstanding job during his first year with the USHGA. Authorized the establishment of a $20,000 line of credit at prime. Authorized the re-establishment of a Board of Directors travel reimbursement policy that covers 50% of travel expenses incuned by BOD members to attend BOD meetings. Directed the Executive Director to prepare a five-year budget detailing sources of revenue and expenses for review at the November 1990 meeting.

The Paragliding Committee recommended that the AP A be recognized as an affiliate of the USHGA with the responsibility for pilot proficiency programs, tandem and instructor certification. The USHGA will collect APA clues ($30) and will be responsible for the clay-to-day administrative duties of the APA (issuing membership cards, ratings, etc.). The USHGA will earn a portion of the APA dues for providing the administrative services. APA members will still be required to join the USHGA to receive insurance and Hang Gliding magazine. This "double" dues structure will remain in effect until the APA membership reaches a level to justify a full merger into the USHGA. The Tandem Committee rescinclecl its decision from the November 1989 meeting which restructured Tandem clinics to be more instructional at the Tandem I level. The result is that the Tandem I requirements will remain unchanged. The committee also requested that the office implement a launch designation of "PL" for platfom1 launch and "FL" for foot launch on membership cards. The Site Management Committee reviewed a proposed outline for a new "Site Management Manual" focused on providing members with information on how to open new sites and how to keep sites open. The manual will contain many documents and examples of efforts that have been successful for other clubs. The manual will attempt to cover all types of land ownership and as many situations as possible. If you have information that you believe could be valuable to others please submit it to Sandy King, Chairperson, in care of the office. The Towing Committee discussed two serious accidents that involved towing with inexperienced non-members. Further investigation will be made and reported in the magazine. The committee agreed to rewrite the towing questions contained in the annual questionnaire in an attempt to anive at valid conclu-

sions. A subcommittee was directed to review the cuITent aero-towing exemption in an effort to more clearly define its requirements, propose a rating system that will satisfy the requirements and produce a condensed version that can be easily carried by participating pilots. A separate subcommittee will work toward establishing standards on towing techniques and equipment. The Safety & Training Committee established a subcommittee to completely rewrite the ICP manual and instructor written tests. The requirement that instructor candidates possess a Red Cross Standard First Aid card was modified to allow an "equivalent" certification. Such requirements must be provided to the office within three months of completing an ICP. An effort to increase the number of logged flight hours required for an intermediate rating from two to any greater level (5, 10 and 25 hours were debated) failed. A proposal was passed to allow up to 25 hours of tandem flight with a certified instructor to count toward the advanced rating. However, no more than 10 hours of tandem flight can count toward the required 25 hours of themrnl flight. The requirement for a Master rating to attend and pass an ICP was removed. A proposal to implement an optional "spot landing" task was approved. The optional technique was derived from the sailplane requirement and is "corridor" oriented. More infonnation will be published in Hang Gliding and is to be distributed to Observers. The Publications Committee discussed the use of artwork or "logos" other than the traditional, official USHGA logo. We will continue to use alternate logos for merchandising purposes but will use the official logo on USHGA letterhead and the like. Does the USHGA need to redesign its logo? Many feel that it is not attractive and doesn't convey what the sport is all about to the general public. Paragliding adve1tising was discussed, with concern expressed over mail-order ads, but no official policy was recommended. SOP 5-1, Hang Gliding Magazine Editorial, was reviewed and changes recommended. The major topic was concern over publication of illegal flying activities. The editor will submit material for review by the Executive Director before publication. We will be producing a new USHGA brochure for distribution by Oshkosh '90 in July. The Competition Committee was split into six subcommittees. World Team SelecHANG GLIDING

USHGA REPORTS tion, World Team Management, Financial Management, Pilot Information, Sanctioning and Scheduling and Competition Rules. A World Meet in the Owens Valley received conditional approval from the CIVL. Due to the lack of women eligible for the Women's World Team based on the WTSS, the balance of members will be selected by a subcommittee following specific guidelines. The Elections & Allocations Committee recommended the investigation of a "high tech" ballot system for future elections. Directors will be polled for modifications to the annual questionnaire. The National Fly-In Committee approved Colorado Wind Park as the "site" for the 1990 National Fly-In, August 9-12. Colorado Wind Park will serve as a staging area and several sites wilhin Colorado will be utilized for the Fly-In.

The Membership & Development Committee recommended the acceptance of Rob Reiter's promotional video as a USHGA product. Copies will be available from the office for $9.95. In an attempt to more accurately monitor actual participation in the sport, certified schools will be required to submit monthly statistics on new student counts. This will also aide in avoiding erroneous reports such as that found in a recent issue of U.S. News & World Reporl. The Radio Communications Committee clarified that Observers are not authorized to sign off their own radio wt/Jorizations. The next meeting of the Board will be held in Washington, D.C. on November 2-4. The spring 1991 meeting will be held in Seattle, Washington, on April 5-7. All members are invited and welcome to attend these meetings. For more information please contact the office.•

Insurance Blues by Gregg Lawless Yes, it happened to us again. Unfortunately the circumstances surrounding the lapse of our liability insurance for five clays were totally unanticipated and out of our control. In fact, the actual situation that occurred had been previously discussed in depth with the producing broker, prior to USHGA 's acceptance of the offer. I will recap for you whal happened, how and, if I can, why. Approximately two weeks prior (March 23rd) to the Spring Board of Directors meeting, we had in hand three offers for insurance, including one from our carrier for the past two years, Cardinal Casualty. Having three offers in hancl was previously unheard of for the USHGA. However, we were also being told by two national brokers (Marsh McLennan & Sedgwick James) that they felt confident they would be able to provide us with a quote prior to my March 30th cleaclline. On March 26th we got wore! that Cardinal Casualty had withdrawn their offer. Then on the 30th we got two offers from Trans America, a nationally-recognized and ·'A" rated company, via Marsh McLennan. One of their offers included participants insurance, a type of coverage the lack of which had recently been the cause of two major sites being JUNE 1990

shut clown, because it was unavailable through USHGA. We felt very fortunate to be receiving these two offers, as it meant the attainment of a goal the USHGA had been striving for for several years. Since this was a significant breakthrough for the USHGA, and since Trans America had previously turned us down when approached by another broker, we decided to thoroughly quiz the broker to ensure that everyone understood the full scope of the coverage we were seeking. Our verbal discussions along with a review of a significant number of documents (including our current policy, past claims record, and descriptions of the USHGA's normal operations and various member services), were satisfactorily addressed by the broker. Wilh a solid feeling of assurance that our broker understood what we required, and that she had received the same assurances from the insurance company, I proceeded to write up a report for the Board of Directors meeting with a recommendation that we accept the Trans America policy that did not include "participants" coverage. With the question of "participants" insurance looming over the heads of several major sites at this point, I felt that the final decision had to come from the Board, therefore I held

off making a final decision until the Board meeting which was less than a week away. The Board was presented with a total of four different options. Each option is briefly summarized below. 1) Trans America - $1,000,000 liability coverage per occurrence with no aggregate (i.e., 10 claims, $10,000,000 coverage available). This policy represented approximately $17,000 in savings to the Association and was from an "A" rated company. 2) Trans America - Identical coverage as option #1 above, plus $250,000 "participants" coverage. This coverage required that ALL USHGA members be covered by a $25,000 excess medical policy. The cost of this additional policy, when combined with the liability coverage, represented an increase in cost to the USHGA of approximately $90,000 or $12/rnember over prior years. 3) Century Surety - Identical coverage to option #1 above. However, this company is unrated and the cost of this policy represented an increase of approximately $10,000 over prior years. 4) Chesapeake - $1,000,000 liability coverage per occurrence with a $2,000,000 aggregate (i.e., two claims settled for $1,000,000 each means no more insurance). This company is also unrated and the cost of this policy represented an increase of approximately $40,000 over prior years. The final decision of the Board was to go with my recommendation, accept the Trans America policy reflected in option #1 above. With the decision made, Jerry Bruning ancl I each got the process started. Although we were dealing with a week that had been shortened by both the Board meeting and Good Friday, our broker assured us that there was plenty of time to get the policy issued and certificates in the mail to Chapters. Everything was proceeding rather smoothly, with just a couple of delays that were going to cause some of the certificates to be delayed for a couple of clays. This was not a major concern because we knew that out of the 90+ certificates that were required only 10-12 were time critical. On Friday morning, April 20th, I received a call that indicated that road blocks had been encountered with the underwriters but that a resolution was expected by early afternoon. This now meant that certificates were going to have to be FAXed and/or express mailed out to those critical sites. Not to worry, 1 was told, as I began to feel the temperature rising. Later

r-----------, Upgrade Your USHGA REPORTS that day I was assured that although we wouldn't have certificates available we would receive a letter from the insurance company stating that insurance was in effect along with a policy number. Not exactly what I wanted, but at least it should be good enough to keep all but the most finicky sites opened for the weekend, and then certificates could be sent out on Monday. As it turns out, the letter we received, just minutes before the broker and the underwriters walked out the door for the weekend, indicated that we had insurance but it did not cover any damage caused by a hang glider. The paper this was FAXed on was worth more to us than the policy. Needless to say, Jerry and I spent the next few hours trying to get some sort of resolution from the underwriters with no success. At around 7:00 (PDT) we began notifying Directors and Chapters that our insurance would expire at midnight, at which time we would be without insurance. So why clicl all of this happen? Well, it turns out that there was a last minute question raised at the underwriter's office as to their ability to write this policy and to adequately distribute the risk throughout the "reinsurance" market. When we received the notice that we would be without insurance for the next few clays we had to make a decision to stick with Trans America until they could iron the wrinkles out, or immediately decide to go with the second alternative policy. This decision, although "easy," was also very difficult because it meant closing down approximately 100 sites throughout the U.S. But the value of this particular policy to the USHGA, over the long run, translated into more than the loss of these flying sites for a week or so. Fortunately, Trans America and their underwriters were able to reach a satisfactory resolution within a reasonable amount of time. Now what can we do to prevent this sort of thing from happening in the future? At this point I'm not really sure. Hindsight is great, and a lot of you have pointed this fact out to me, but as they say, "Even the best laid plans will go astray." All I can say is that I'm going to poll the members of the insurance committee for suggestions, and do my best to prevent this from happening again. Additionally, our new broker will be in Colorado Springs in June and we will begin discussing our 1991 renewal with her, and, of course, ways to avoid any lapse in coverage. In the meantime let's go flying.•

Hand-Thrown, Chest-Mounted Parachute with a Rocket-Fast BRS!

,:;..

;::;

j ~ ::,

..:.,

"" :;1 z &;

uQ~x

~ ~ .g ~

~g~~

~ .;,

oa ~ o ~

:,:: < u N z ~ g}/2 g Q .5 6;"'

5 = ""2 !...

~~~E

5"'

!o Z ..gta O'• c;,:)

""'< 5 ::c: ~::CO o

:;1 ~ ~ ~

§2

(II

~~g~

.,:

ffi

U':I

~ ~

§<Ct::cot:., ~ ~ §'

!;:; .,: ;:;;

~~o ~

c..:

;'.ii

> D

New "Holster" Model

You Suggested Changes. BRS Listened!

§l,

:;;

e :g~ .£ .," fa "' .,: u

;z:

.c:

0..

I!:

BRS is pleased to incorporate your most popular suggestions into our latest version of rocketdeployed emergency parachute systems. You asked for another style of unit that could employ the common chest-mount location for the parachute. After a design and testing phase, BRS proudly offers the Holster model. We've worked with the best harness makers in the country to be sure their"BRS Option" met our demanding quality specifications. You can buy a harness from the following builders, with all the right modifications built in during manufacture. You can easily acid a BRS Holster (rocket motor and activating system). Or. .. your present harness can also be modified.

Center of Gravity (CG1000) Ultralight Soaring Software (Raymond) Wills Wing (Z-2) High Energy Sports Cloudbase (Chris Smith) This 2-pouncl "Ultimate Option" can bring you the rocket-fast deployment that "saved" GeoffLoyns in the Owens. As Jeff says: What's most important is the time to line stretch, not just the speed of canopy filling. "The BRS is your best chance of survival."

MAKING FLJGHTSAFER

BRS ••• 1845-HG Henry Avenue South St. Paul, MN 55075 612/457-7491 • FAX: 612/457-8651

~-----------!I

HANG GLIDING

Puts you in the air and lets you feel the excitement of flying with some explosive thermaling to cloudbase over Lake cruising Zulu Ridge, blazing mountain contour flying, and some fun tandem enjoy gliding music for an aerial "Now I can snow my friends and family is really like." "It's nice to tune up for on non-flying days." VHS· HiFi stereo send v.,c'"'"'" and handling (NV res. add sales taxl ct1eck or money order to:

(DHV) and FSVL certified, seat belt buckles and continuous webbing. WIii sustain 1980 lbs for 10 socs. Fixed (nonsllding) tiang strap attachment means you won't nose yourself into tho ground.

angle from nose on the bar to minimal input Clamp for setting and quickly adjusting lowest pitch.

pocket, four exterior parachute pocket.

and maintain with no pressure on downtubos. Harness swivols at Cost: $650 plus $51 air shipping from Switside of hips not In back so you are not pressed zerland down and forward. You can even fly your Call (206) 322--1184 (pras_s 3#) today to glider standing up. receive our detailed product specification sheet or to order. Leave your name and Comfortable - Tho light,'._;;,eight aluminum frame sproads address and phone numbor for informalion. your weight evenly throughmrt the harness so that there are no stress points. Hang Ventures

747 16th. Avenue East, Seattle, Washington,

98112

goos on liko a coat with tho log zipper going all tho way to the bottom and tho Dealer Inquiries welcome. chest piece buckling on.

Simple, 'I'h e Li.gh t is for launching man's fantasies of flight into relt!ity. It's the choice of filght schools and tandem instructors the standard for Pflrt"(rcr,c.u,PI n,r>t•tn1•1Yi~lf11{Y' and

Dre~un and is where it's at.

why

ER.NATIONAL

UH! ilRU!lll!l 1111, ~IH !Hl!l/HIH, ~~ i I @ m © 1 Hll!.: ~dlil·H~M/HllH For se!"ice, technical information and orders only, H~: ~tl !IH\H!l~·@Htl

BAll VARIOME1ERS INC. 6595 ODELL PL, SUITE C, BOULDER, CO 80301 (303) 530-4940 MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $530

~r )

----

• -

MODEL 652 VARIO/AUDIO DIGITAL AL TIMETERJ AIRSPEED $640

-v"-.__ ~ · - -

!/ARf<Y l'fARTt,..J

Don't miss the latest issue by failing to notify USHGA of your change of address!

MODEL M20 WRIST VARIO $250

NAME._ _ _ _ _ _ _ _ _ USHGA#_ _ OLD ADDRESS _ _ _ _ _ _ _ _ _ _ __ CITY_ _ _ _ _ _ _ _STATE ZIP_ _ NEW ADDRESS_ _ _ _ _ _ _ _ _ _ __ CITY_ _ _ _ _ _ _ _STATE ZIP_ _

Last Issue Received._ _ _ _ _ _ _ __

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

BALL CLAMP $20 Available from hang glider manufacturers and dealers

CLOUDBASE INSTRUMENTS

THE CROSS COUNI'RY-XMODELS ...... .

MODEL SX-V- DIGITAL VARIOMETER MODELSX-VA -DIGITAL VARIOMETER/ - - - - - - - - gh18000 ALT/VARIO_..

FEATURING·

-the gh18000 * *

* *

Accurate, Responsive Temperature Compensated Compact (4" x 2 1/2" x 1 1/2") Extra Long Battery Life 10 Hour Low Battery Warning Affordable AVAILABLE AT YOUR LOCAL DEALER, FOR MORE INFORMATION, CALL (408) 729-4860 OR WRITE 2464 El CAMINO REAL, SUITE 513 SANTA CLARA, CALIFORNIA 95051

ALTIMETER COMBO.

• NUMERICAL LCD DISPLAYS IN FEET I FPM • ADJUSTABLE CUT-IN FOR AUDIO {push button to display cut-in rate of clirro) • AUDIO RATE PROPORTIONAL TO RATE OF CLIMB •ALTIMETER ADJUSTABLE TO ZERO@ LZ • RFI SHIELDED • VOLUME CONTROL • 50 HOUR BA TIE RY LIFE • 2YEAR WARRANTY • EXTREMELY LOW TEMPERATURE DRIFT (60 ft maximum from 32" F to 120' F, Guaranteed, Typically tt is much less I) • VERY ACCURATE, VERY SENSITIVE • OUTSTANDING PERFORMANCE AND VALUE

suggested retail; SX-VA ... $429.00 SX-V .... $289.00

for Jnfonnatjon can or wlte; SENTEK

14327 27th Dr. Mill Creek, WA 98012 (206) 337-9575

Summit Magic Inc. 2765 Bechelli Lane Redding , CA 96002 (916) 221-1192 or 222-4712

TJie Experience 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.

Ur:I INTERNATIONAL

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

5, 0 .1 E',IRCH ST LAKE ELSINORE CA ~ ~ J 3 0 TEL -14 674 7005 FAX -;4 b74 3071

... THE INNOVATOR

STABILIN... PERFORMANCE ... CONSTRUCTION QUALIN ... STATESIDE FACTORY SUPPORT... INVENTORIED WINGS, PARTS & ACCESSORIES ... INSTRUCTION PROGRAMS ... FACTORY DEMO'S ... UNPRECEDENTED SERVICE ... THE WIND IN YOUR FACE, THE SKY AT YOUR DISPOSAL ... COME TO UP PARAGLIDERS ... CALL THESKYSPORT LEADERS AT6199430274 ... UPSKYSPORT TEAM FLY-IN ... ELLENVILLE NEWYORK,MAY5&6 ... UPINTERNATIONAL ... 5604 BIRCH STREET... LAKE ELSINORE, CALIFORNIA .... 92330 ... l 800 COME 2 UP

E R Trouper Tee's

NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

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

1 YEAR GUARANTEE • SNAP ON/SNAP OFF ANYTIME, ANYWHERE • AFFORDABLE/HIGH QUALITY • RUGGED & DEPENDABLE • 7" DIA. x 2W' WIDTH EXTREMELY LIGHTWEIGHT STORE IN GLIDER BAG OR HARNESS

ONLY $4500 PER PAIR (specify 1" or 1'/a" base bar)

Fut111tic Gfri:fd.-.Att" oaexoellent l009' cottoo.T·Shins In Whiu a<SiJv,r -- S..all, Med. , i.a,g• & X·!Mg• Sizes

s;..

SEND CHECK OR MONEY ORDER TO:

MORNINGSIDE HANG GLIDERS ~ RFD 2 BOX 109, CLAREMONT, NH 03743 (603) 542-4416 ~ ~

CANADIAN ORDERS ADD $3.00

DEALERS WELCOME

Trovp..-T.., 1990-91 Cq,)'right

Each

Colo,

Qty

LcagS!ee,e

$17

Sli.ort Sleeo.-e

$14

Tow

S&H SEND CHECK OR MONEY $2.SO ORDER TO: WARee:. 7.8'1Tax P.O. B0X391 VliRADALE, WA 99037-0391 TOTAL Pleme la.elude Your M · Add,as ~~

The Best The Light Dream, Comet III and Axis demonstrate UP lntema-

tional'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 flt 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 INTERNATIONAL 5 ,· • _ t:' i e, r f , S T

f I ::;:i"r .•PE

(_AVf

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

fL ,.".i I

('A f1

~~,-4/('J-..r) ~

· J

J - ..

For Safety and Reliability EDEL is the Choice Now!

Available from...

~ ~ M'-'rag n,.. 1I.ders ciirect

AERO

MODEL Surface M

MUSTANG

22 • 24 • 27

22 • 25

22 • 25 • 27

3.14 - 3.79

3.46 - 3.77

3.66 - 4.35

Aspect Ratio Weight (lbs.)

MUSTANG

Dealer inquiries welcome.

Which paraglider was developed by the leading U.S. ram air canopy designer using patented high performance design features?

Excalibur!

Which paraglider is highly resistant to in-flight collapses and will instantly reinflate with no pilot input required?

Excalibur!

Which paraglider is fast enough to fly in wind speeds up to 30 m.p.h. (with proper pilot weight) and is stable enough to safely fly in high turbulence conditions?

Excalibur!

Which paraglider has the performance capability to compete with the best of the European designs?

Excalibur!

Which paraglider is made out of top quality materials and is wholely manufactured in the United States?

Excalibur!

Which paraglider is manufactured by a company with extensive experience producing ram air canopies (more than 7500 canopies is use today)?

Excalibur!

Which paraglider is distributed by an equipment dealer who has sold more ram air canopies than any other retailer in the world?

Excalibur!

Which paraglider should be your first choice for Safety, Performance and Reliability?

Excalibur!

Contact us today to receive your Complimentary Copy of the Excalibur Test Flight Video Uust $5 to cover shipping and handling) which includes extensive soaring footage shot in Southern California. Dealer and School inquires invited.

Phone - (714) 924-5229

FAX - (714) 242-4718

Excalibur

Safety - Performance - Reliability Exclusively distributed by Peiformance Designs Paragliding Inc., 12650 Softwind Dr. - Moreno Valley CA 92388

HANG GLIDING 101

Launch Technique by G. W. Meadows Upon looking for a topic for this month's installment of Hang Gliding 10 I, I figured that there were two very important topics that needed to be covered at some point in the series, and now seemed as good a time as any to cover one of the two. Those topics are launching and landing. The most dangerous things you can do in a hang glider (short of aerial photography of Sean Penn and Madonna), are launching and landing. We all know that with proper instruction, flying a hang glider is a very simple thing that almost anyone can accomplish with some proficiency. Launching and landing, however, is a whole 'nuther thing completely. They are not passive acts. They are precision maneuvers that require expertise gained from proper instruction. This article will contain lots of important tips on what to do and what not to do concerning launching a hang glider. Next month's article will deal with landing. As I've said before (and undoubtedly will say again), these instructional columns are meant to be used in conjunction with a good training program that can only be obtained at a good hang gliding school. Do not use this infmmation to teach yourself how to hang glide. USING THIS INFORMATION WITHOUT AN INSTRUCTOR CAN KILL YOU. For a certified school in your area, look in the back of this magazine or in the yellow pages.

THE LAUNCH One of the significant differences between hang gliding and most other forms of aviation is the fact that hang glider pilots launch and land on their feet, as opposed to wheels. In fact, if you think about it, that's one of the many things that makes hang gliding flight much like the flight of birds. Very seldom do you see birds screw up their launches and landings. That's where we differ greatly from our feathered friends. A trip to the LZ of any local flying site will prove to you that we don't spend enough

time working on our landing technique. A trip to launch will show us the same about launching. Luckily, launching is inherently more forgiving than landing simply because you will usually have a certain amount of vertical area in front of the launch in which to recover from your bad form. That doesn't mean that it's acceptable to have bad launch fom1, it just means that it's usually survivable. There arc many areas in the East, and a few in the rest of the country, where almost any mistake you make in pitch during launch will be forgiven, because of the 300-500 feet of vertical nothing you have in which to allow the glider to recover from your screw-up. For much of the remainder of the sites, and especially out west, you find lots fewer forgiving launches. Launches that have shrubs and trees close below them, and launches that are very flat with very little slope to run on are just a couple of the "less forgiving" kinds of launches. For these and other reasons (including the fact that we just don't want to look like geeks), we're gonna work on our launch form.

wings have the same amount of upward force (created by the wind) on them. A good way to think of wing loading is in pounds. If one wing seems to be pulling up with about 10 pounds of pressure, then you want the other wing to pull up at about IO pounds as well. Even if each wing has 100 pounds of pressure, or if each wing has two pounds of pressure, the most important thing is that both wings be loaded equally. Launching with the wings unequally loaded will produce an instant turn which will result in the same scenario that resulted from launching with the wings not level. These two constants, no matter what other variables are involved, always stay the same. Now armed with that knowledge, let's tackle the variables.

THE BIG PICTURE Launching is nowhere near as difficult as some pilots make it look. Being smooth and deliberate will make launching much easier. The pilots you see being really forceful, jerky and generally non-focused on launch are by and large the ones you see having the most questionable and shaky looking launches. There are only three major things that you need to focus on during your launch (outside of the constants). They are, in this order: relax, angle of attack, and acceleration. That's all. It's really pretty simple and with practice, you too can soon be having confident, consistently primo launches.

RELAX CONSTANTS Constants are things you always figure into any given situation or equation. They're always a factor. The two constants when launching a hang glider are: wings level and evenly loaded. Let's take a moment and analyze these. First, wings level. You definitely want to launch your glider with the wings level. Launching with one wing higher than the other will put the glider into an instant turn that now has to be compensated for just to keep from contacting the hill you've just attempted to leave. Always launch straight off the hill and don't start to tum the glider until you have ample clearance from the terrain. The only exception to this rule would be for dune soaring, and that should only be learned under the guidance of a dune-soaring instructor. Second, wings evenly loaded. Having both wings evenly loaded simply means that both

Relaxation is something lots of us have a problem with in life in general. Some of my better friends have "type A" personalities which don't allow for kick in' back and just smelling the roses on occasion. All aspects of hang gliding should be approached in a relaxed mode and launching is no different. The hang glider is constantly trying to talk to you and when it talks, it talks through the control bar. But since it doesn't speak verbally, you can't listen with your ears. Your hands are your ears. If you have a light, relaxed grip on the control frame you 'II be able to hear the glider loud and clear. If you have a death grip and are trying to squeeze water out of the down tubes, then you '11 be muffling the glider's main means of communication with you. Relax your entire body and use a gentle, light grip to control the glider-from the time you 're standing at launch until you 're standing in the landing zone. The HANG GLIDING

HANG GLIDING 101 WARNING: The Instructor General has determined that using the information contained in this article without the assistance of a USHGA certified instructor can break or kill you. Seek professional help! more you relax, the more you'll enjoy hang gliding in general.

ANGLE OF ATTACK What is angle of attack? It's the angle at which the glider "attacks" the relative wind. If the wind is horizont,ll, we can relate the angle of attack to the general "attitude" of the nose of the glider. If the nose of the glider is pointed high toward the sky, then we have a "high" angle of attack. And likewise, if the nose is pointed low toward the ground, then we have a "low" angle of attack (see figure l ). If the keel of the glider is basically parallel to the relative wine!, then you have a neutral angle of attack. Our intent at launch is to start out with the proper angle of attack and maintain that angle all the way through the complete launch sequence. The old school taught us to hold the nose of the glider at a low angle of attack to build up grounclspeed and then increase the angle of attack, by raising the nose, to produce more lift and get us airborne. Starting with and maintaining the proper angle of attack is in my opinion a more consistent means of producing a good launch. (If your instructor disagrees with this then use his method.) So what is the proper angle of attack'? The proper angle of attack is approximately I 0-15 degrees nose high from parallel to the relative wind (figure 2). Keep in mind that the angle of attack is compared to the relative wind and not compared to the horizon or the teffain. The relative wind will change in relation to the terrain that it is striking (figure 3) and you must adjust the glider accordingly.

WINO

•

LDW AJV6/..E OF ATl'l'K

ACCELERATION Okay, so now you've got yourself all relaxed up and the angle of attack is where it should be. To get the glider into the air you have to accelerate it to flying speed while keeping the appropriate angle of attack. To get a glider to support its own weight takes roughly 7 mph of airspeed. If the wind is already blowing 5 mph JUNE 1990

HANG GLIDING 101 then only 2 mph of forward groundspeed (coupled with the proper angle of attack), will have that sucker off your shoulders and beginning to tug at your harness straps. To get to this point you've got to get the glider moving. While you're still supporting the glider's weight (on your shoulders and with your anns) you have to start the acceleration by using your shoulders and upper arms. Be careful at this point to gradually accelerate. A common error is a "jackrabbit" start. Since your body, including the shoulders, is positioned below the glider's center of gravity, if you do a sudden acceleration it will naturally tend to make the nose of the glider pitch up. For this reason start with a "momentum" step, which will gently start the forward movement of the glider, and then quickly accelerate to flying speed. So you 'vc started your acceleration by pushing with your upper body on the downtubcs, and the glider has lifted off your shoulders and is carrying its own weight, but it is not yet lifting you off the ground. It's important at this point to continue the acceleration without hesitation. Since you can no longer push with your shoulders, continue to pick up speed, accelerating the glider through the pull of the harness on the hang strap. Use your hands on the downtubes to lightly adjust the pitch as needed to maintain the proper angle of attack. As you accelerate through flying speed the glider will lift you off the hill and into the air, where you should increase flying speed slightly to give plenty of maneuvering speed as you move away from the hill. VARIABLES There are some variables on launch that we should consider. One such variable is the case in which the wind is blowing 10 mph or more. Keep in mind that I mentioned it only takes approximately 7 mph of airspeed to get the glider to support its own weight. If the wind's blowing 10 mph, then the glider is already wanting to be off your shoulders and carrying its own weight. What do you do about it? Nothing! Don't fight it. If you're standing on launch, and the wind is blowing with sufficient velocity to make the glider want to rise up off your shoulders, then let it. Actually, you 're one step ahead of the game in this case. The glider will be pulling up on your harness through the hang strap and now you will only have to accelerate the glider through the hang strap (by running), and maintain the proper angle of attack to get airborne. 48

,o-,s .f::::::::::., 0

W'IIIII>

';ii'

F,9. Z

,,. 3 Another variable is windy cliff launching. Anytime there is wind blowing up the face of the cliff it will try to be more parallel with the face of the cliff than with the horizon. Because of this you will inherently be launching with a higher than normal angle of attack. The actual angle of the keel compared to the horizon may be low, but the angle as compared to the relative wind will be high. It is especially important to have good pitch control on this type of launch. "Popping" the nose or allowing for a too-high angle of attack can be deadly. Another variable associated with windy cliff launching is "ramp suck." While this may sound intriguing to some twisted minds, ramp suck can be very frightening. This phenomenon is created during a cliff launch by wind that is striking the front of the glider (at a very high angle of attack) and "rotors" over the top of the wing and back under the trailing edge. This makes it feel as though someone is pushing up on the keel at the rear of the glider (figure 4). The best way to handle ramp suck is to get as far out into the wind flow as possible. This is a very unnerving thing to do, but it will help to equalize the pitch pressures somewhat. Try not to fight ramp suck. Just have a wire

person on the rear wires of your glider for safety, in case a strong gust should come through and make it too much to handle. I hope it goes without saying that side-wire assistance is needed in conditions such as these. Do not attempt this type of launch until you have "regular" launching figured out. Ask your instructor. So, the three main things to keep in mind when it comes to launching (along with the wings level and equally loaded constants) are: relax, proper angle of attack and acceleration. That's all. Pretty simple. As an instructor I try not to overload the student with too many things to think about, but simply lay down the basics on which to build. Your instructor will be able to fine tune these basics to fit your individual needs. If any of this advice directly disagrees with what your instructor is teaching you, then go with his or her advice. Only your instructor knows your personal training deficiencies and strong points. If you have any questions I can always be reached at (619) 450-9008. Man has dreamed for thousands of years of doing what you now can do----give thanks.• HANG GLIDING

CLASSIFIEDS ADVISORY: Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined hushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on Rogallos, sails badly torn or lorn loose from their anchor points front and back on the keel and leading edges. If in doub1, many hang gliding businesses will be happy to give an objeCLivc opinion on the condition of equipment you bring them to inspect.

HP - Black leading. edge, red undersurface. Airframe inspected by reputable dealer. $900. Dennis (313) 2546521. HP! 1/2 - Good shape, red/orange/white sail. S750. Call Mark (5051823-6619. HP 11- Full Race. Two blue and white gliders. Newer one, faired tubes, $1,000. Older glider, $800 (412) 661-3474, Pete.

ROGALLOS ATLAS 16 - Excellent condition, black mylar L.E., red/ orange/yellow tips. flies Great! $799 OBO (YA) (804) 722-7816. AXIS 15 - Full Race, beautiful glider, excellent condition. $1,950 (303) 499-8236. BALL VARI OS - New and demo., £580 and up. Trades okay. BRS chutes, easy wheels $3,995. Used Sport Euro. Full Race 167, $1,900. HP H, S 1,950. (812) 288-7111. COMET I 165 - Red, white, good condition, $450. (916) 221-3654, (916) 527-4197. COMET 185 - Good condition. New side cables, $500. (805) 685-3677 evenings. Dane. CONIET 2 185 - Nice custom asymmetric rainbow, $500 OBO. (619) 492-9939. DREAM 240 - Only 15 1lights. Blue with nice rainbow at Apex. Excellent condition, $1,700 OBO. (619) 492-9939. LT. DREAM 220 - Firm cloth, nose cone, test flown only. $2,000. (206) 256-7935. 185 SUPER DREAM - Pink and green, faired downtubes and spcedbar. Less than 20 hr.s., matching Eric Raymond harness, chute and helmet. Afro 8,000 cross country. Total package $3,000 OBO. (214) 987-9944. ATTACK DUCK 160 - Billboard letters, red and white. $650 OBO. Scott (303) 920-1050. DUCK 180 - Ccntcrspread January of 1988. Excellent condition. $850. (209) 221-7428.

HP Il 1988 - Full Race w/speedbar, faired downtubes. Must sell. S 1,250. Call Roben@ (805) 496-1705. JA YELIN 208-25 Min. airtime. UP Sierra prone harness, chute, blue wheels Sl,000. (513) 825-6905. KISS - Almost new, 50 hrs. total. Custom colors. Must sacrifice, $2,500 OBO. (209) 586-6222. KISS - November 1989, 60 hrs., excellent. $2,200 OBO (714) 250-3622 Days. MAGIC KISS - Flown five times. Custom colors, Optional, extra, supine llying wires included. Musi sec! $2,700. (213) 947-1568. MAGIC KISS - Like new, 5 hrs., $2,500. New $2,700. Will split shipping (509) 627-3624. MAGIC IV RACER 166-Faired tubes. 6.6 cloth, $1,450. (20 I) 850-3540. MAGIC IV 177 (206) 256-7935.

Full race, new. best reasonable offer.

MAGIC IV 177 - Full race, $1300. 1v1inimum Trike power pack S l 300. (215) 252-6020. MAGIC IV 177 - Race, excellent. \V /W cocoon harness with new chute. Ball #651. $1,695.00 (319) 236-0109. MOYES GTR 148- Like new, black/red/white sail $1400. Also Mistral windsurfer competition with (2) sails 6.0 © 4.8, $400. Call (603) 437-0512. MOYES 162 GTR - Full Race. Great shape with extras. $1,200 OBO (818) 764-9936/(805) 296-0846.

FOILRACER 150B-$1700. Ravcn229,$350. Call Ilona between 8:00 -4:00 p.m. (818) 899-0217.

MOYES XS-New condition, superb glider, steal at $2,800. (714) 492-8192.

GARAGESALE-Comct2165,ProStar2130. Both with very low airtime. $1,200 each. (505) 662-7840.

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

GTR 162 0119.

ProAir 1-180 1981 - Wills Wing cocoon harness with chute, vario, altimeter and compass. $500 for package. Call Angelo al (209) 661-7626.

7075 Frame $1,100 (503) 757-2985 or 753-

HARRIER 177 - Vibrant colors. $500. (714) 770-4135 LVMSG.

S0uthen1 California,

HAVEN'T GOT $4,000 FOR A NEW GLIDER??? Let Cindy's "Magic Wand" give your sail a face-lift! Call: L/D (303) 440-3579. Check out our selection of QUALITY PRE-FLOWN GLIDERS!

SENSOR B MODEL - Very good condition. Red L.E., white T.E. $1,300. Magic 177: Full race, white and rainbow undersurfacc, lo\v airtime $C400. Camel 166: orange L.E., white T.E., fair condition $300. (9\9) 768-5602 or (919) 723-2760 (Days). SENSOR B STD VG -

HP AT -

S 1,300. (206) 256-7935.

SENSOR 510-C 6036 Bob.

Full Race, $2,000 OBO. (801) 359-

SK YHAWK 168 - Near mint condition. Low hours, with harness. S850. (209) 431-8139. SKYHAWK 168 - 40 hrs., W.W. Fly Lite deluxe with chute, Bell helmet. Sl,200 OBO. Floyd (CA) (805) 8342071 after 5:30 p.m. SKYHA WK 188 - Great condition, S 1,300 OBO. (805) 498-7109 or (805) 496-7791. SPORT 150-Full Race, excellent condition. Looks brand new, make offer. Call (501) 455-4872. SPORT 150 - Magenta and white, race cloth, 63" round <lownlubes, new flying wires, never crashed, always stored inside; with sport protector. $1,600 or $1,800 with new leading edge pocket. Bob (6 l 9) 571-6362. SPORT EURO. 167 - Safety edge downtubes, excellent condition, $1600. (800) 528-1866, Ext. 2578. SPORT 167 EUROPEAN - Blue, good condition, easy handling. $1,500 OBO. (619) 492-9939. SPORT 167 -Good shape. Blue, rainbow, white. $1,200 OBO. (818) 349-0786 (Brent). 167 FULL RACE SPORT & TRAILER LAUNCH TOW SYSTEM. CHEAP. (405) 363-3521. SPORT 180 678-6718.

Perfect condition. 8 flights. $2,200. (714)

TIME TO SELL-C2-165 Nice, $600. Esprit 16; 158 sq. ft., nice colors and handling, $700. CG-1000; chest zipper and more, black, 30 hrs., $400. W.W. Fly Lite cocoon: excellent condition, $175. Both for 5'8" to 6' pilot. High Energy 20-gore chute, $225. All items negotiable. Call Dave@ (303) 728-4005. VISION l 6 - Low time, great condition, $1,300 OBO. (408) 423-2094. VISION ECLIPSE 19 - < 20 hrs., White and Pacific blue with black leading edge (extra stiff) and bright green trim. Speedbar, streamlined downtubes. Black spaghetti harness with parachute. $1,500 tlies it away. (206) 937-2009. VISION MK IV 17 763-0456.

Blue/yellow/white, $1200, (50\J

VISION MK IV 17 -Blue/rainbow/white, 3 DCG, speedbar, 4.4 cloth, 35 hrs., excellent, $1,550. Denny Dennison (408) 996-6491 days, (408) 266-4766 evenings. VISION MK IV 17 - 3 DCG, camera pockets, trilam L.E., $1,875. Guaranteed< 1 hr. (303) 750-3226. VISION MK IV 17 - 1989 Full Race, custom full length rainbow, zippers. $1,800 Paul (714) 676-4425. VISION MK IV 19 - 3 DCG, camera pockets, blackmagenta-yellow. < !00 hrs, $1,500. (303) 945-8687 Ext. 350 (9-5) MST.

Zero (0) hours, (206) 256-7935.

TWO HP A,T.'S - Both less than 5 nights, $3400 each. 150 Sport - Great shape, $1800. CG 1000 - fits 5'6" to 5'10", 120-l501bs.,$275.00. HiEnergyPOD-$100. (818) 761-0085 or (213) 822-6179.

SENSOR 510 - 165, 1981 Excellent. Less than 30 hrs., spccdbar, 2 spare downtubes. Can ship. $800. Evenings, Mario (513) 256-3888. SENSOR 510-B - 3/4 Race with compensator, low hours, nice and tight $1,500 OBO. Mike (803) 834-5607.

VISION MK IV 19 - 3 DCG, camera pockets, trilam L.E., $1,975. Guaranteed< I hr. (303) 750-3226. VISION MK IV 19 - Red/white/blue. Excellent condition. Low airtime. Losing weight - buying smaller glider. Will ship. $1,500. (804) 482-0826.

HP AT 158- Brand new, 0 hours. (206) 256-7935. HP AT I 58 - Excellent condition. I love it. Flies great, but need the bucks. $3,400. Robert (209) 869-3360. HP AT 158 254-2983.

JUNE 1990

New, zero time, speedbar. $3,400. (503)

SENSOR 510 B-C - Full Race, low time, extra faired downtubes, great shape $1,400 OBO. HP I: Good condition, $650 (7 l 7) 476-6645. SENSOR 510 B-VG - 1988 3/4 Race, C conversion, Lt. blue L.E., Blue/Yellow lower surface. Will ship. $1,800. (608) 833-55 l 5 evenings.

W ANTED-Eippcr Quicksilver, reasonable condition. Call Randy (714) 680-4963. WANTED - Used hang gliders and accessories in good condition. Action Soaring Center (209) 368-9665.

CLASSIFIEDS WANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco. 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. X-CEL 160 - Custom sail, 10 flts., $1,600. Comet 165: Excellent condition, spectrum, $500 or trade for Eric Raymond Equalizer Harness for 5' 10" pilot. (407) 862-2370. AIRTIME OF SAN FRANCISCO !!!!!!!!!/Spring Clearance Sale!!/!!!!!!!! Axis 13 (30 hrs.) ........................................... $2,250 Axis 15 (40 hrs.) . .................... $2,250 GTR 162 Very Clean ................. ..... $1,l 00 Magic Kiss Low Hours DEMO .................... $2,300 Zl Zoom (30 hrs. Sacrifice) .......................... $1,500 Many More Gliders ....................................... CALL (On Demand) Oxygen Systems ................... $ 550 Steel Biners ................................................... $12.50 Parachutes (High Energy) ............................. $ 350 Liquipak (Dealer Inquiries Invited) 3620 Wawona, San Francisco, CA 94116 (415) 759-1177 COLORADO HANG GLIDING New name brand chutes ............................... $350 . ........ $500-$1,800 25 Used gliders ......... .. .... ... Used 20 and 22 gore chutes .......................... $250 Paragliders ................................. $1,860 Bell Helmets ................................................. In stock $125 Steel carabiner ............................................. $14.80 All equipment guaranteed, inspected and shipped anywhere. (303) 278-9566. 24 hrs. COLORADO HANG GLIDING (303) 278-9566 Comet III 185 Intro Price ......... $2,600 Magic Formula Intro Price... . ....... $2,700 Magic KISS Demo Price ............................. $3,100 Magic Formula Demo Price .......... $2,390 Vision MK IV 17, 19 < 3 hrs ........................ $1,925 Lt. Dream 185,205 < IS hrs. . ........ $1,480 Lt. Mystic 177, 188 < 20 hrs ......................... $1,100 Lt. Dream 205 < 40 hrs ................................ $ 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 Span 167 Euro. Demo, (exec. cone!.) .......... $2,700 HP-AT Demo ............................................... $3,200 Spon Am. 180 (low air time) ....................... $2,300 Comet 185 (seldom used, very well main!.) . $700 UP Gemini 184 ............................................. $700

Demon 185 .................................................... $600 Comet 165 .................................................... $350 Magic 3 ......................................................... $700 Phoenix 60 (great colors, looks like new) .... $350 Maxon FM radios, l channel, 5W, l51.625mhz $295

205 Dream, #300, New ................................ 2,600.00 220 Dream, #227, New................... .......... 2,800.00 220 Dream, #245, New ................................ 2,800.00 240 Dream, New ......................................... 2,800.00 240 Dream, #41, New ................................. 2,800.00

THE HANG GLIDING CENTER Magic Formula In stock .............................. New Magic KISS ................................................ New Magic KISS Like new ...... ............. $2,500 150 Sparr FR 63" CB........ ......... $1,900 167 Sport.............. . .... $1,400 HP AT In stock . ....... .. ..... .. .... .. ..... New Demo HP AT. Custom lettering, almost new, immediate delivery ................... $3,500 Sport 167 AT In Stock ................................ New Magic III 166 Great Glider .......................... $1,200 Vision MK IV l 7 /19 In stock ...................... New Vision MK IV 17/19 Used .......................... $1,200 229 Raven Used ........................................... $700 Equalizers Used S/M ................................... $425 CG l ,000 M Like new ................................. $450 4206-K Sorrento Valley Blvd., San Diego, CA 92121. We have instruments and parachutes in stock (619) 450-9008. *Special travel incentives on some glider purchases.

USED GLIDERS: 177 Mystic VG, Blue L.E., Used.... 1,450.00 (1/2 Batten) 177 Mystic VG, Rainbow, Used ..... 1,450.00 180 Xcel VG, Multi-colored, Used ...... 1,750.00 165 Sensor, Blue L.E., Used ......... . ....... 725.00 .. 1,500.00 185 Dream, Red, White, Blue, Used 205 Dream, Used ......................................... 1,575.00 220 Dream, Used ......................................... l,750.00 Mark IV 17, Used.................... .1,950.00 Mark IV 17, Good Shape ........ 1,950.00 170 HP l l/2, Reel......................... .. 995.00 165 Comet II ................................................... 395.00 l 77 Magic III . ...... .. .... ......... ... ...... .. ........... 600.00 Lt. Mystic 155, Demo & as New .................. 1,950.00 240 Lt. Dream ..... ................... .............. 1,975.00 185 Comet III, Like New .............................. 2,500.00 215 Phoenix 60, Oldy but Goody .................... 475.00 ULTRALIGHTS

SEQUATCHIE VALLEY SOARING SUPPLY Sales - Rentals - Instruction - Repairs (615) 949-2301 Dream 165 - with wheels. Dbl. knee-hanger, spare tubes, low hours . ........... ........ $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 ................................... $1995 HP AT - hot demo. ....... ... . ........... $3295 Vision 18 - great shape ...... . .. $ 895 GTR 162 - real clean ..................................... $1695 XS - very nice, almost new ........................... $2295 High Energy POD - new .............................. $ 399 .............. $ 325 Cloudbase cocoon - new .. Great deals on all Wills Wing, Seedwings, Delta Wing, High Energy sports products and lots more! TORREY FLIGHT PARK NEW & USED EQUIPMENT PHONE: (619) 452-3203 FAX: (619) 452-3203 NEW GLIDERS: 155 Lite Mystic, Blue L.E., Like New (3 hours) $2,250.00 145 Dream, Pink, New ................................. 2,200.00 l 85 Dream, #376, New ................................. 2,400.00 205 Dream, #290, New ................................. 2,600.00

MINIMUM POWER SYSTEM - 3 hrs., like new with bags, $2,000. Odyssey chute, $200. Supine pod, $350. UP Cloud harness, $75. ProStar 195 rigged for minimum, $400. Lew (609) 696-9364. SCHOOLS AND DEALERS ALABAMA LMFP - Two hours from Binningham (see our ad under Tennessee.) (404) 398-3541. ALASKA ADVENTURE WINGS - Come tow over wilderness. Fly among North America's highest peaks. Hang Gliding, fl!.[: l!l:lli!.inl:, Tours, Towing, Tandem, Sales, Certified Instruction. Live the Alaskan Adventure! (907) 455-6379. P.O. Box 83305, Fairbanks, AK 99708. ARIZONA ARIZONA AIRWA VE - USHGA certified instruction. Pacific Airwave sales and service. (602) 395-0649.

,--------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM 40 cents per word, $4.00 minimum. 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) j 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 J August issue). J Prepayment required unless account established. Please enter my classified ad as follows: J

I I I I

I I I J

Section (please circle) Rogallos Emergency Chutes Parts & Accessories Business & Employment Miscellaneous

j J

NAME:

@ .40 =

Publications & Organizations

Begin with 19_ _ issue and run for consecutive issue(s). My check 0, money order O, is enclosed in the amount of $

ADDRESS: Number of words:

I I I

Schools and Dealers Ultralights Rigid Wings

I I I I I

I Number of words: @ .95 = PHONE: L _________ USHG~~- Box 8300, Col~ado Spring~O 80933 (72_:} 632-8300 _ _ _ _ _ _ _ _ _ _J 50

HANG GLIDING

CLASSIFIEDS ARIZONA WINDSPORTS - Largest hang gliding ce111er in the Southwest. Lessons utilizing the world's first manmade trainer hill. All our sites fa;e every wind direction. Highest percent of flyable student days in America. Dealer for Pacific Airwave, Wills Wing, High Energy, Ball and Seagull classic pans. 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121.

WINDSPORTS SOARING CENTER - Los Angeles' largest and most complete school since. 1974. \Ve specialize in personalized tandem instruction, sales and repair. Spend your winter vacation llying with us! 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. "Professionals You

Can Trust!" COLORADO

DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 439-0789, 938-9550.

COLORADO HANG GLIDING - USHGA Certified School, dealer all brands. Towing and paraglider inst. Bell helmets. (303) 278-9566.

ARKANSAS SAIL WINGS HANG GLIDING - Certified Instruction. Agent for Pacific Airwave, C.G. 1000. Soar 600' Haney·s Point 1 1601 N. Shackleford #131 4. Little Rock, AR 72211 (50]) 224-2186. CALIFORNIA ACTION SOARING CENTER - In Lodi Near Stockton. Personaliz~cl USI IGA Certified Instruction, sales, and service. Emphasis on special skills and tcchnics. T.O. & L. Major brands of gliders & accessories carried. 1689 Armstrong Road, Lodi, CA 95242 (209) 368-9665. AIRTIME OF SAN FRANCISCO - Hang Gliding & paragliding. Lessons - sales - service - rentals. UP, Pacific Airwavc. Scedwings, \Vills \\ling, I ligh Energy, Pro Designs, HiLite, Condor and more. Large selections of secondhand equipment. Certified instruction (USHGA & APA). Next to Fort Funston, 3620 \Vawona, San Francisco, CA 9~ 116. (415) SKY-1177. AlRTIME UNLIMITED-SOUTHLAND HANG GLIDING SCHOOL - Pacific Airwave gliders in stock. Tandem instruction, ATOL towing. \Ve need your used glider trade-ins. c/o David Engel, 19046 Singing \Vood 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 \Vil ls \Ving, Pacific Airwave, Delta \Ying . .Moyes, Seedwings and High Energy. five minutes from Fort Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359-6800.

HIGH ADVENTURE- Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated ,raining program is quick and thorough. Instructor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain :-.huttk. towing seminars, XC trips. repairs, ratings. (714) 883-8488. THE HANG GLIDING CE'ITER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. \Ve proudly offer \Vills \Ving, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619! 450-9008. MISSION SOARING CENTER - Serving the flying community since 1973. Complete lc%on 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. l 116 \Vrigley \Vay, Milpitas, CA 95035. (408) 262-1055.

COLORADO WIND PARK - ··Come up for Air'" Sales. service, complete instruction on our 500-foot, 360-degree training hill. S lO/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 certified school. Dealer for Delta \Ying, Pacific Airwave and Wills Wing. P.O. Box 25985, Colorado Springs, CO 80936. (719) 594-0498. GOLDEN WINGS - Sales, service. USHGA certil,cd instruction. Tandem Towing Instruction. Dealers for \Vills Wing, Pacific Airwave, Delta Wings, Moyes, UP. ClinicsSoaring, P,uachute, Instructor, ivltn. Tours, Towing. I I 08 Miners Alley, Golden. CO 80401. (303) 278-7181. L/D ENTERPRISES - Frame and sail repair; Parts and accessories, Cindy Drozda, 5000 Butte #183, Boulder, CO 80301 (303) 440-3579. PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruction/equipment sales. P.O. Box 213, Crested Butte, CO 81224. (303) 349-5961. CONNECTICUT

NATURAL HIGH SPORTS - Lessons, equipment, jewelry. Debbi Renshaw-Armenta, P.O. Rox 361, Running Springs. CA 92382. (714) 867-7961.

MOUNTAIN WINGS -

Look under New York.

PINE CREST AIR PARK - Landing area for Crestline. Launch info. for schools, lodging, area flying sites. Contact Juanita Jackson evenings at (714) 882-4803.

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

FLORIDA

GEORGIA FOOTLAUNCHED FLIGHT SERVICES - Tandem instructional and introductory fligh1s over beautiful Santa Barbara. Robert Brown, Tandem Instmctor. Private, group instruction, and flight excursions. P.O. Box 22343, Santa Barbara, CA 93121. (805) 966-2962. 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. \Ve sell and service all major brands of gliders and accessories. USHGA certified XC clinics and training program. 1202 E. \Valnut, Unit M, Santa Ana, CA 9270 l (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 SAl'ETY. Call for vacation info and glider inventory. Tues.-Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

SANTA BARBARA HANG GLIDING CENTER USHGA Certified School. Achim J. Hageman. 29 State St., Santa Barbara, CA. 93101 (805) 962-8999. SILENT FLIGHT - TLS towing (special weekday rates), instructional tandems, ratings. Do your spots off low1 Lessons, sales and service. (916) 938-2061. TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Clifflianger Cafe. Certified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.

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

See our ad

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

TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time \Vith 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. t8l8) 367-6050. WINDGYPSY - USHGA Certified school specializing in personalized tandem Oight 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 Burns, 33041 Walls St., Lake Elsinore, CA 92330 Phone (714) 678-5418; FAX (714) 678-5425.

JUNE 1990

BALLOON FACTORY INC. OF SA VANNAH - Offering Pacific Airwave gliders and accessmies. Also center of mass towing and instruction: 824 E. DcRenneAve., Savannah, GA 31405. (912) 354-3039 or (912) 756-2696 after 6:00 p.m.

TREASURE VALLEY HANG GLIDING- USHGA CFI, service/sales, Pacific Airwave, UP, American Windwright, La Mouette, 11716 Fairview, Boise, ID 83704. (208) 3767914. ILLINOIS RA VEN HANG GLIDING SCHOOL - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, tandem by Brad Kushner. Sales/ service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700.

CLASSIFIEDS MICHIGAN

NORTH CAROLINA

PRO HANG GLIDERS - Serving since 1978. USHGA certified flight school. Towing specialist. Step-towing or thermal-trolling for qualified pilots. Beginner through

FLY AMERICA, Corolla Flight-All introductory flights and lessons taught by USHGA Master Rated, Advanced Tandem Inslructor. Greg DeWolf instructs new through advanced students with ATOL and Tandem. Fly beautiful Currituck Beach on the Outer Banks. Tow from your blanket or doorstep. All flights guaranteed 1500'~2000'. Best and most thorough instruction available in U.S. Best safety record. No glider carrying, no climbing, no sand in your face. Call Greg De Wolf (919) 261-6166 or write: Corolla Flight, Box l02 l, Kitty Hawk, NC 27949.

advanced lessons. Observer. \Vills \Ving, Bennett, Manta.

Contact Norman Lcsnow, 569 \V. Annabelle, Hazel Park, Ml, 48030. (313) 399-9433. T-N-T HANG GLIDING, INC. - Know how to fly? Want to learn to fly? Come see Michigan's first ATOL launch system in action. (313) 382-3977. MONTANA BIG SKY ADVENTURES-Presents Montana's first hang gliding tours. Fly clear, uncrowded skies and unregulated sites. Lodging, meals and lrnnsportation. Also wind surfing and excellent trout fishing. Grant, Montana. (406) 6813144.

KITTY HAWK KlTES, INC. - P.O. Box 340, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the larges! sand dune on the east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced lanclem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete invenlory of new and used gliders, accessories and parts.

NEVADA

ralings and all the latest fashions. Proud dealers for Wills \Ying, Secdwings and Delta Wing gliders with reasonable pricing on all products. Brochure, maps. site info., Tcnncssee Tree Toppers Club memberships available. Visa, Mastercharge and Discover Card accepted. For personal service that you can trust call SYS, RI. 2, Box 80, Dunlap, TN 37327 (615) 949-2301. TEXAS AUSTIN AIR SPORTS - Still the one in central Texas, quality service since 1978. Instruction, sales, rental, and a complete airframe & sail repair facility. l712 Waterston, Austin, TX 78703 (512) 474-1669. KITE ENTERPRISES - Instruction, sales, repairs, platform towing, Dallas, North Texas area. 211 Ellis, Allen, TX 75002 (214) 996-7706 daytime, (214) 727-3588 nights and weekends. Dealer Pacific Airwave. RRA · AUSTIN, TX - A difference in Region 11. 4811 Reel River St., Austin, TX 78751. (512) 467-2529.

OHIO HIGH SIRRRA SPORTS -Spectacular Sierra tours, tanelem & lessons. USHGA ce11ified training and ratings. Dealers for Wills Wing, Pacific Airwave, Delta Wing, UP. Fly the Sierras with a full-service shop. 2303 North Carson SI., Carson Ci1y, NV 8970[ (702) 885-1891 or (702) 885-1970. NEW JERSEY MOUNTAIN WINGS -

Look under New York.

UTAH NORTH COAST HANG GLIDING - Ce11ificd Inslruclion. New & used gliders. Specializing in Pacific Airwavc gliders. Mike Del Signore, 1916 W. 751h SI., Cleveland, OH. 44102 (216) 631-1144. MARIO MANZO - Certified instruction, repair, inspection. CG-1000, 2259 S. Smilhvillc Rd., Dayton, OH 45420. (513) 256-3888 (eves.)

NEW MEXICO

PENNSYLVANIA

UP OVER NEW MEXICO, INC. -Instruction, sales, scrvice. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 821-8544.

MOUNTAIN WINGS -

Look under New York.

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

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Min.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instmction. Teaching since 1979. Area's most INEXPENSIVE prices/ repairs. ExceHent secondary instruction .. .if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Conlact: Paul Voight, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-3317. SUSQUEHANNA FLIGHT PARK - Coopers1own, 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 Yark state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (3 l5) 866-6153. THERMAL UP, INC. - Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Ce11ified Instructor and Observer. Concentraling 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.

VIRGINIA SILVER WINGS, INC. - Certified instruction & equipment sales. N. VA. (703) 533-1965.

NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Base of ELLENVILLE MTN. Four exclusive training hills. Areas only dealer for Pacific Airwave UP, Scedwings and Delta Wing with demos in stock. We arc the largest, most complete H.G. accessory and repair shop of its kind in the country. Many new and used gliders in stock. R/C supplies and kils, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. l50 Canal St., Ellenville, NY 12428. (914) 647-3377. In N.E. 1-800-5257850.

WASATCH WINGS - USHGA certified hang gliding school, dealers for \Vills \Ving, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (801) 277-1042.

WASHINGTON AIRPLA Y'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop in Washington. All major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644.

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., Chatlanooga, TN 37409. (6l5) 821-2546. Chuck & Shari Toth.

CAPITAL CITY HANG GLIDERS - Instruction, sales, service; Wills Wing, UP & Seedwings. Olympia, WA (206) 459-8389.

HAWK 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-l035.

SWITZERLAND

LOOKOUT MOUNT/\IN FLIGHT PARK - Since 1978, Southeast's largest USHGA-certified mountain flight 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, ]ocal site infonnation. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instruments, T-shirts. Repair services. We buy used gliders, equipment! Send $1.00 for brochure, rates, directions, accommoelations information. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433.

INTERNATIONAL DEALERS

SWISS ALP HANG GLIDING SAFARI-For quick, easy flying May to October, call or write Ron Hurst, Jostenstr. 21, 8854 Galgencn, Switzerland, Dir. Dial USA 011-41-55645229, FAX#: 011-41-55-645223. VENEZUELA EMERGENCY PARACHUTES ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Parachutes, bridles, 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.

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 flight location with a huge landing zone and camping available with a comf011able clubhouse. Fly over 100 miles of ridges and enjoy challenging thenna]s with two launches, soon to be three, right here in "The hang gliding capital of the East." Fully stocked pro shop. Rentals, storage, USHGA

HANG GLIDING

CLASSIFIEDS PARTS & ACCESSORms

ALTJMETER WATCH - Amazing electronic "Wrist Instrument'' combining an altimeter, baromcLcr, and depth meter. Displays altitude up to 13,120 ft. or 4,000 M .. atmm,pheric pressure from 610-1050 i\·1b, and water depth clown to 98 ft. or 30 M. Additional Features: Mnx.L1nurn altitude memory, altitude alarm, depth alarm, 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 © $4.00 shipping. Send check, money order, or use VJSA, MC, DISCOVER, AMEX to: Wernikoff's Jewelers, 273 I Milwaukee Ave., Chicago, Illinois 60647. or call 24 hrs. (312) 252-7573.

CLOUDBASE INSTRUMENTS - ghlJSOc Digital alLimeter. Temperature compensated, accurate, mounLing options. affordable, $ 149.00 2464 El Camino Real, Suite 513, Santa Clara, CA 95051 (408) 729-4860.

UNDSA Y RUDDOCK VARIOS - Considered by good pilots on all 5 continents as the very best sensitivity and stability that money can buy. Sold all over the world for moM of the last decade. Customized for each pilot with choices from: allimetcr, airspeed, averagcr. stopwatch, 2 zero's, TE, dual battery, QNE, millibars, switched ranges, mctric/english, colored case, etc. Prices S600-S800. Not the cheapest but definitely the best. We also sell Pacific Airwave performance gliders. Call or write for more info.: Bob Fisher, M & B Associates, I 1003 Oasis, Houston, TX 77096. (713) 728-4146, FAX 728-0438. MAXON 4-CHANNEL, 5-WATT RADIOS - One hang gliding frequency insla1led. One-year parts and labor, $265.00 (702) 452-5554.

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

MAXON RADIOS - 5325. New synthesized, programmable VHF FM 5 watts. 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-watt Maxon S 169.95. Quantity discounts available. Pendulum Spans, Inc. (719) 539-3900. PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment and accessories available. \Vhatever your needs, from Alpine descenls to ocean, thermal, and ridge soaring, we have it. PEAK PERFORMANCE PARAGLIDERS INC,, P.O. Box 213, Crested Butte, CO, 81224. Tel/Fax (303) 349-5961.

BELL SOARING HELMETS -All sizes in stock. Send hat size and S125 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.

THE FAMOUS "LAMBIE LlD" - Aerodynamic Hang Glider helmet. $75 postpaid. State size and 3 choices of color. 8160 Woodsboro, Anaheim, CA 92807 (714) 7791877.

BLACKHAWK BODYSACK CG HARNESS- with case, custom made, $395 including shipping, also Pods $395. Silver Wings (703) 533-1965. BRAND NEW MAXON RADIOS - S 175 shipped! Colorado residents add 3.5% sales tax. Colorado Wind Park, PO Box 94, Hansel, Colorado 80449 (303) 762-6505.

GIBB() SKY HOOK - The vehicle launch system built by X-C pilots for Awesome Air! Compact and complete; 3,000' tow line; tandem and parnglider capable; affordable; fast delivery. For more info. contact: Awesome Air, Rt. I #8 O'Nan's, Crowley Lake, CA 93546. Phone #619-9354815. KEVLAR FULL FACE- Superlite full face cover helmet. Excellent vision, yet cold weather protection, $295. Visors $25. Pendulum Sports, Inc. (719) 539-3900. USA La Mouette - La Mouette parts, gliders, trikes, paragl iders m1d accessories. J 1716 Fairview, Boise, Idaho 83704. (208) 376-7914. Dealer inquiries welcome.

QUICK RELEASE CARABINER - Braking I0,000 lbs. $24.95. Extra 5/16 ball lock pin S IO. Dealers wanted. Patent pending. Thermal, 19431-41 Business Center Dr., Nonhridge, CA 91324. SAILMAKING & RIGGING SUPPLIES - All fabric types. Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 736-2426.

$ $ $ SA VE MONEY $ $ $ - Make downtubes in seconds with your own custom-made JIGMASTER drilling tool. Send $29.95 to 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 para-

JUNE 1990

CLASSIFIEDS chute bridle Swivel "PARA-SWIVEL". Save money & rime. 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.

ATTENTION - Postal jobs! Starr $11.41/lwur! For application info. call l-(602)-838-8885, Ext. M-15034, 6 a.m.-10 p.m., 7 days.

"AIR THUG/MEMBER" -T-shirts! M, LG, XL. $14.00 includes shipping. Payable to Paul Voight. RD 2, Box 561, Pine Bush, NY 12566.

INSTRUCTORS WANTED - Prefer ce11ified but will train qualified people. Advancement opportunities include

ATTENTION - Government homes from $1.00 (U-Repair). Delinquent tax property. Repossessions. Call l(602)-838-8885, Ext. GH-15034.

tour guiding and management. Western Hang Gliders, P.O. Box 28882, Marina, CA 93933. (408) 384-2622. MAKE $750 NEXT WEEKEND - $6.95 for informative book. Rivett Publishing, 2435 E, North St., Suite 138, Greenville, SC 29615.

THERMAL SNOOPER®-- The exciting new soaring instrument. Proven to indicate nearby thermals and more. For competition or just fun. Own one for just $98 check or money order to: Digi-Log Circuits Co., 5711 Tannahill Circle, Huntsville, AL, 35802, USA. Satisfaction and 12 month warranty. (205) 881-7886. T-SHIRTS - Free catalog. Blue Horizons, P.O. Box 695, Goleta, CA 93116. TUBING, WHEELS, BOLTS, BRACKETS, DACRON plus much more. Free tubing price sheer or send $5 for complete catalog. Leading Edge Air foils, Inc., 331 S. 14th Street, Colorado Springs, CO 80904. Phone (719) 632-4959. ULTRALINE - From the original Ultralinc somce Cajun Hang Gliding. l/4", $145.00 delivered and 3/16", $95.00 delivered. I IO Kent Circle, Lafayette, LA 70508. (318) 981-8372. UNIVERSAL TOW RELEASE- Measures only l 3/4" x 7/8" x 1/2". Replaceable lines $50.00. Ultraline - $125.00. Available now -line recovery parachute. Loads in lO seconds. Also custom water ballast packs. Pilot Support Systems, P.O. Box 49740, Austin, TX 78765. (512) 2668006.

MOUNTAIN WINGS - ls looking for advanced hang gliding and paragliding instructors. Salaries negotiable. Full and part-time positions available. Manager position available-requires knowledge of computer systems. Call Greg or Judy at (914) 647-3377. Send resume to 150 Canal St., Ellenville, NY 12428. WANTED - Advanced Pilots to represent Tow Launch Systems (the best selling tow system of 1989). Product demonstration and sales exp. preferred. This is Hn excellent opportunity to get more airtime and offset your expenses. Dealer discount on first system purchased, ($1.695). For details call Chris at TLS (512) 824-1803. WANTED - Hang gliding and paragliding instructors. Top pay and com. Airtime of S.F., (415) 759-1 177.

HANG GLIDE IN ENGLAND - Stay in a 200-year-old cottage set in a delightful village location during the summer of 1990!! English pilot wishes to arrange home exchange. If interested, write to: Rob Anderson, 8 Newbold Road, Desford, Leicestershire LE9 99S, ENGLAND. JOHN HEINEY SEMINARS - Balloon drop, photography, and aerobatic safety seminars available to your club or school. Lea111 by doing in weekend seminars. Individual attention to each pilot, intermediate through advanced. For information cal1 or write: 125 W. Cordoba, San Clemente, CA 92672 (714) 361-0169. MARK - If you were with my son, Dave Partlov..•, at time of disappearance or have information, PLEASE contact me collect at (509) 466-9683 (WA). NEW - NEW - NEW - "Mm. Glider" T-shin. 100%, cotton. Multi-colored design on the back with blended design on the front. Sizes S, M, L, XL. S I0.95 © $3.00 S & H. USHGA, P.O. Box 8300, Colorado Springs, CO 80933, (719) 632-8300.

PUBLICATIONS & ORGANIZATIONS ROCKY MOUNTAIN SITE GUIDE - Including Nationals and the National F/y-[n Sites. $5.75 to RMHGA, P.O. Box 28181, Lakewood, CO 80228. 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.

USHGA EMBLEM T-SHIRTS- The original, now into its third decade! $8.00 plus S2.00 shipping and handling. Colorado residents add 6.5% tax, Men's sizes in BLUE and TAN - S, M, L, XL. USHGA, P.O. Box 8300, Colorado Springs, co 80933 (719) 632-8300. USHGA 1989 World Team Sweatshirts - We still have limited quantities in sizes S, XXL. $19.95 © $3.00 S & H. Call USHGA to reserve one for yourself! Limited lime only. Call Jeff at (719) 632-8300 for details.

VIDEOS & FILMS

NEW - NEW - NEW! USHGA CORDUROY CAPS with matching braid. Embroidered with colorful "soaring" hang glider. Specify white or blue. $9.95 plus $2.00 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 $1.25 S/H. USHGA, P.O. Box 8300, Colorado Springs, CO 80933. X-C SMOKE BOMBS - $4.00. Signal mirror, $6.00. Pendulum Sports, Inc. (719) 539-3900. FOR SALE; YARNALL WINCH ON TRAILER - Excellent condition. Includes bridles and accessories. 170 and 200 Sabre training gliders in average condition, includes training harnesses. Lot for $2750. Jeff (717) 326-4188, 9 to

A TOL T1wck TowiNG & CROS'i COUNTRY FlyiNG IN WEST TEXA'i Wirlt LARRY TudoR ANd JOE Bosrik

5. BUSINESS AND EMPLOYMENT OPPORTUNITIES ATTENTION - Earn money watching TV! $32,000/yr. income potential. Details l-(602)-838-8885 Ext. TV-15034. ATTENTION - Hiring! Government jobs - your area. $17,840 - $69,485. Call l-(602)-838-8885 Ext. R-15034. ATTENTION - LICENSED HANG GLIDING INSTRUCTORS. Contact us for free information on opening your own Paragliding School. We provide everything you need to start a school, and train you to use our proven methods of instrnction. Free introductory Paragliding ground school and flight to Licensed Hang Gliding Instructors. For information on your own Paragliding School, contact: PEAK PERFORMANCE PARA GLIDERS INC., P.O. Box 213, Crested Butte, CO 81224. Tel/Fax (303) 349-5961.

FLATLAND FL YING puts you in the control bar with Larry Tudor and Joe Bostik on flights of up to 220 miles. Get a good look at truck towing in action, with lots of aerial footage, including tandem flying. Includes short music video, "Airplay!" Also available, Mountains High and TELLURIDE!, showing Colorado mountain flying and aerobatics at their best. All rapes are $37 (CA residents add state tax) plus $3 shipping ($6 foreign). Flatland Flying also available in PAL fomiat on foreign orders for $42. Robe11 Reiter, 800 Heinz Street #9, Berkeley, CA 94710 (415)649-8 l l l

ULTRA GOLD WINGS - YOUR STATEMENT OF FLIGHT (in fine jewelry) Available in 14K or S.S. A choice of stud or French wire ea1Tings. $129.00 14K, $49.00 S.S. Necklace including chain - $99.00 14K, $29.00 S.S. Versatile pin of flight $79.00 14K, $24.00 S.S. \Ve design custom and personalized wings, and offer sacisfaction guaranteed. Contact Dave Morgan, 130 F St., Salida, co 81201 (719) 539-7612. Prices 14K S.S. French wires or stud earrings $129.00 $49.00 29.00 Necklace with chain 99.00 24.00 Pin 79.00

MISCELLANEOUS

X-C FLIGHT LOG BOOK - Very clean, 64 pages. For those who like to document their flights. $3.95 plus$ l .25 SI H, USHGA, P.O. BOX 8300, Colorado Springs, CO, 80933.

NEW. NEW· NEW - USHGA NEON CAPS. Hot Pink or Wild Yellow w/braid. Full color embroidered with Mounrain Glider design. $9.95 plus $2.00 S/H. USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

HAVE YOU SENT FOR YOUR NEW 1990 USHGA MERCHANDISE ORDER FORM TODAY? FREE!

HANG GLIDING

ST. PAUL, MINN - With this issue, "Product Lines" begins its twelfth year. I thank each of you for your loyal readership. Every year, "Product Lines" sets a new record for a continuous run of any hang gliding column ... it literally couldn't have been done without your interest. ••• Let's look south to the new, improved Florida towing scene. The main attraction is the "elephant aileron"equipped Bobby Bailey aerotug (also see Barbara and Steve Flynn's story in the February '90 Hang Gliding) . After the kickoff Sun 'n' Fun airshow in Lakeland, Florida, the Dragonflyers club had an Easter weekend cross country contest at Lake Wales. The close dates allowed a number of out-of-staters to get some air behind the King Cobra ultralight. Bailey has been the pivotal designer, but he's had active "consultants" like Campbell Bowen, a longtime kingpin of Florida hang gliding. Bobby himself towed me to 6,600 feet above flat Florida. We went so high, I could see each coast easily. After release, I descended for 3,000 feet before I got back down to the lift. On tow, pitch was nearly hands off. It's best to input continuous, small lateral corrections. The bar remains out by your face, not at your waist. I didn't find it as slow as promoted (avg. 32 mph on my Ball 652), but it's vastly better than behind a Cosmos aerotug trike or a standard ultralight (which perhaps were really flying 40). I'm told faster gliders like the HP series or Moyes XS require no pitch pressure at all. Several Dragonflyer club members have their own ground launch vehicle (GLV) which makes the departure easy and safe, one even for a supine piloL. Only the occasional pilot launched at a yawed angle, and I think this could be controlled by using only the newer GLV designs with linked, castoring wheels. A second aerotug is now operational. They also have several pilots qualified and willing to fly the ultralights. For them it works, beautifully so. The X-C contest was thwarted by inconsistent conditions over the three day event. But Gary "Sugarman" Davis nearly broke the state record, with his one-mile-short 7 4

mile trek toward Fort Myers. • • • The glum aero tow news, reported by Hawaii airpark developer Bill Fulton, is that Advanced doesn't ' seem at all interested in selling the tow rigs. Ah ha, the good news is ... Bobby and wife Connie are, about as you read this, setting up a shop in Australia under the sponsorship of Bill Moyes. Yep, turns out Bill may begin a production of the Bailey tug. For Bobby: the recognition he deserves for his many innovative contributions to sport flying; for Bill: a working prototype aero tow vehicle; for the rest of us: the opportunity to purchase these tugs from someone ready to develop and support the method of towing. Is it a case of yet another foreign company doing something with Yankee technology when Americans failed to pursue the chance. Consider Pacific Airwave, UP International, and Moyes USA ... a good chunk of U.S. hang gliding muscle has foreign ownership. ••• Lest you think I've shortchanged other forms of towing ... from all I hear, truck/platform towing strives on, presently far eclipsing aero towing in the sense of getting more pilots aloft (tho maybe not as precisely into thermal lift) . Towing is widely spread; I have regular input from South Florida via truck and boat platform towing; near Chicago with the Reel Pilots club; and in Texas with ATOL or similar systems. These groups are towing safely and satisfyingly nearly every weekend. Many, excited by this activity, feel "towing holds great promise for the next phase of growth and development in American hang gliding." • • • In other late-breaking news, USHGA's Jerry Bruning and staff have positively secured the Transamerica liability insurance policy which was alarmingly denied, literally as the old policy expired. The company sent USHGA a FAX at 5: 19 p. m. on Friday the 20th--too late to contact company officials for more explanation. They alleged a standard aviation exclusion ruled out coverage. Very oddly, no discussion had uncovered this exclusion earlier in the process. Hmmm? ••• Well folks ... got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Or call (days at BRS) 612 / 4 5 7 - 7 4 91 ; FAX 612 / 4 5 7 - 8 6 51 . THANKS I

@ 1990 by Dan Johnson JUNE 1990

CLASSIFIEDS The rate for classified advertising is $.40 per word (or group of characters). Minimum charge, $4.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Bold face or caps within the text $.95 per word. Please underline words to be bold. Special layouts of tabs $22.00 per column inch. AD DEADLINES: All ad copy, instructions, changes. additions and cancellations must be received in writing I 1/2 months preceding the cover dale, i.e. November 20 for the January issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300.

STOLEN WINGS 167 SPORT AMERICAN - Full Race, white L.E., blue undersurfacc with black wedge. Stolen from "Plowshare·· (off Route 166) on 4/1/90. If found, contact Trevor (805) 481-2987. TWO PARAGLIDERS STOLEN FROM LAKE CROWLEY, CA - September 18, 1989. Make: Magic 24E, solid colors. One pink, one yellow. Reward of $200.00 for the return of the paragliders. Contact: K Jaus Peters, Ebersberger Skabe 37, 8075 Narckt, Schwaben, GERMANY or: Gordon Link (415) 783-0618, Hayward, California. STOLEN WINGS are listed as a service to USHGA members. There is no charge for this service and lost and found wings or cquipmenl may be calJed in to the office for immediate inclusion in Hang Gliding. Please do call to cancel the listing \Vhen gliders are recovered. Periodically, this listing will be purged.

------- --------------~ -------._..

--------~~---- ...-...1n-v;;-._;;

INDEX TO ADVERTISERS

Advanced Air Technology ............... 23 Aerotique ............................................ 2 AirW orks .......................................... 20 Ball Varios ...................................... .40 Brede! Tours ..................................... 35 BRS .................................................. 38 Cloudbase Instruments ..................... 40 Hall Bros .......................................... 35 Hang Ventures .................................. 39 High Energy Sports .......................... 35 Hobbs, NM ....................................... 16 Lookout Mt. Flight Park ................... 17 Maxon .............................................. 14 MBNA .............................................. 15 Morningside Hang Gliders ............... 43 Moyes ................................................. 4 Old Kings Flite Park ........................ 56

Distributor for

Pacific Airwave .............................. BC Paragliders Direct ............................. 44 Peak Marketing ................................ 20 Popstar .............................................. 12 Ron Hurst ......................................... 23 Safari Tahoe ..................................... 16 Seed wings .......................................... 2 Sentek ............................................... 40 Sierra Cloudbase .............................. 39 Sport Aviation Publications ............. 33 Summit Magic ................................. .41 Torrey Flight Park ............................ 25 Trans seas International ...................... 1 Trouper Tee's .................................... 43 UP International ................ 39,41,42,43 USHGA ..................... IFC,IBC,9,33,38 Wills Wing ....................................... 13 Windgypsy ....................................... 56 Xcalibur ............................................ 45

••••••••••••• •••• ••••••••••••••• • • •• Come To The Professionals •• • •• • For Your Airtime! • •• •

• ••

• •

•

••

...... New and Used Gliders in stock. ..._ Complete line of MOYES GLIDERS from the 'MARS' Trainer to the exciting new XS. ...... Replacement parts in stock for MARS, MISSION, GTR, XS. ...... Fast delivery on custom glider orders. Demos available to qualified pilots.

Area: 155 sq. ft. Span: 34 ft. Aspect Ratio: 7.5

Nose Angle: 130° Speed Range: 14-60 mph Best Glide: 30 mph

XS 155 DEALERS ANO CLUBS: Contact us for Moyes Demo Days in your area. (ICPs and Tandem Clinics also available)

WINDGYPSY, 33041 Walls St., Lake Elsinore, CA 92330 Phone: (714) 678-5418

FAX (714) 678-5425

• • •

•

•• •

•• •• • •

• • • • • • • • • • • • • •• Old Kings is now America's leading flex wing aircraft manu- ••

• facturing and training facility. Whether you need a high-tech, • •• commuter-type aircraft, a tug, or a lightweight unit for your • • hang glider, we can deliver. Action-packed video $24.95. • •• • General info $5.00. Visitors & Dealers welcomed.

•

• •

•• •

OLD KINGS FLITE PARK P.O. Box 1893 Flagler Beach, FL 32136 (904) 439-4431

•• • ••

• • •

• • • •••• ••••••••••• •••••••••• • ••••• HANG GLIDING

USHGA Merchandise Order Form 1990 USHGA Calendar 12"X12" full color pictorial to the sport you love. Big squares for notes, etc. .... $9.95 _ __ 1989 USHGA Calendar Beautiful 4-color Hang Gliding pictures, suitable for framing... .......... $5.00 _ __ ................................................. $3.00 _ __ 1988 USHGA Calendar More excellent photography. Collect them alll. APPAREL "NEW" USHGA Scramble Knit Sweater, 100% cotton. Mt. glider design, fully embroidered on right chest, "natural" color. Specify type: CREW NECK V-NECK. Size: M ML L XL.. ......... $39.95 _ __ **NEW** USHGA Corduroy Cap Heavy-weight corduroy w/ matching braid. Embroidered with 4-color "soaring" hang glider and trails. CIRCLE COLOR CHOICE WHITE or BLUE......... .................... ................ .. $9.95 _ __ **NEW** USHGA Lapel Pin Beautiful multi-color design hang gliding over a mountain sunset . ........... $4.95 _ __ **NEW** USHGA "Min. Glider" T-Shirt 100% Cotton Multi-color hang gliding design on the back, glider trails on the front. SPECIFY SIZE: SM L XL............ ................ ........................ $10.95 _ __ USHGA "Bars" Hang Gliding T-Shirt - Horizontal color bar chest design. SPECIFY COLOR: WHITE or TAN SIZE: S M L XL .................. .$8.00 _ __ USHGA "Emblem" T-Shirt Our official logo design. SPECIFY COLOR: TAN or LIGHT BLUE ........... $8.00 _ __ SIZE: S M L XL...................... . .......... . USHGA Emblem Baseball Cap Foam white front, colored mesh back, adjustable sizes. ........ $5.00 _ __ ........... . SPECIFY COLOR: NAVY RED GOLD ORANGE . USHGA 1988 WORLD TEAM PIN Commemorating the world meet at Mt. Buffalo, AUSTRALIA.. ................. . ........... $2.95 _ __

RIGHT STUFF FOR HANG GLIDER PILOTS by Erik Fair Reprints from HANG GLIDING magazine. Light humor, ................ ............... ......... $7.95_ __ overview, techniques & personalities of the sport................................. MANBIRDS by Maralys Wills. Entertainingly takes you from hang glidings past to its soaring future. 150 Black-N-White photos! 8 pages color!...... .................. ... ........... $8.95 _ __ ........... ...................... ........... $5.00 _ __ USHGA Instructors Manual Syllabus, teaching methods.. F.A.I. SPORTING CODE FOR HANG GLIDERS Requirements/procedures for record attempts.... .......... $3.00_ __ FL YING CONDITIONS by Dennis Pagen Micrometeorology for pilots. 90 illustrations . ................... $7.50 _ __ HANG GLIDING FL YING SKILLS by Dennis Pagen Highly recommended for the beginner to intermediate ................ $9.95_ __ HANG GLIDING TECHNIQUES by Dennis Pagen Covering cross-country, competition, powered flying etc. For the intermediate to advanced pilot................ ................ ............... .......... $7.50_ __ .......... $8.95_ __ FEDERAL AVIATION REGULATIONS FOR PILOTS 1990 Edition. Required study material for ratings.. HANG GLIDING MANUAL & LOG by Dan Poynter For Beginners, covering the basics of hang gliding... ........... $1.50 _ __ DELUXE LOG BOOK 72 pages, pilot I.D., ratings, rules, glider inspection, ma·1ntenance h·1story parachute inspection & repacking record ... more! ......................... ............. .............. ........ $4.95_ __ ........... $3.95_ __ X-C FLIGHT LOG BOOK 64 pages, very clean For those who like to document their flights......... .............. USHGA FLIGHT LOG BOOK 40 pages. The "Official" Log Book...... ............... .......... $2.95 _ _~ ACCESSORIES Magazine Collector Binder Brown vinyl with gold lettering. Wire inserts to hold 12 issues of HANG GLIDING. Build your own reference library............... .......... .................. ......................... $9.00 _ __ USHGA Hang Gliding Poster 22"X 28" Colorful poster of a hang glider sailing into an ocean sunset. ......................... $2.95 _ __ USGHA Sew-On Emblem The official 3" circular emblem, ready for application. . .. ......................... $1.25_ __ USHGA Emblem Decal Full color emblem sticker.. .................................................................................................. $.25_ __ USHGA Desk Clock Clear Acrylic with the "Mtn. Glider" screened in blue. Know when it's time to fly!. ..$6.95_ __ USHGA Drinking Mug w/ Handle Unbreakable 14 oz. frosted mug, "Mtn. Glider" screened. .. ................... $2.25 _ __ USHGA Key Chain Custom "Mtn. Glider" shaped, soft-feel plastic. White on Red. ..... ...... $1.50 _ __ USHGA Flying Disk Great for those people (and dogs) that you left on the ground! Red on Black.. .................... $1.95 _ __ License Plate Frame "I'd rather be hang gliding" .................... $5.50 _ __ Blue lettering on a white plastic frame White lettering on metal (zinc) frame ....... ........................... $6.50 _ __

Payment must be included with your order-check, money order or card account billing authorization. Charge my VISA or MasterCard account ($2.00 service charge): Account#- - - - - Expiration Date:_J_J_ _ Signature _____________________ Ship To: NAME USHGA # _ _ _ __ ADDRESS _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ CITY_ _ _ _ _ _ _ _ _ STATE_ _ _ZIP_ _ __

Subtotal

Colorado Residents add 6.5% tax

Shipping

Charge Card

Total Enclosed

Shipping Charges $.01-$4.99 ............ $1.25 $5.00- $9.99 .......... $2.00

$10.00- $19.99 ......... $3.00 $20.00 - $34.99 ......... $4.00

$35.00 - $49.99 ............ $5.00 S50.00 or more ............. $6.00

Canada & Mexico acid $1.50

International Surface add $4.00

International Air acid $8.00

United States Hang Gliding Association, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

• PAOFIC AIRWAVE WE KNOW THE MEASURE OF ATRUE OIAMPION M ou have entered the world of Hang Gliding. You are now looking to purchase the perfect glider for your advancing skills. You need a solid anxiety-free soaring wing with an impeccable record for safety and owners satisfaction (The Vision MK IV is the most satisfying , refined glider ever crafted for the new/recreational pilot.) Statistics reveal that more students choose the Vision MK IV aver any other glider and , 68% of the instructors that responded to a recent survey recommend the Vision MK IV as their student's first new glider. Make the choice that gives you the confidence of Champions ... Choose the Vision MK IV as your first glider.

he Magic Formula is truly an exceptional glider. This newest addition to our product line is the result of Pacific Airwave commitment to crafting the most tested, most confidence-inspiring gliders in this industry. Pacific Airwave engineers and designers have over 54 combined years of experience ir:i the Hang Gliding industry. To insure your gliders consistency and quality we've introduced stringent new production testing for 1990. You 're a hang Ill pilot or above, you 're interested in serious cross country flying with superb thermaling " feel". You want to know that your glider's structural integrity has been the object of uncompromising attention : Your best choice is unquestionably the new Magic Formula

As a result of our affiliation with Airwave Gliders we have a world wide scope while maintaining a local focus. You , the pilot benefits most from this. Whether you order a wing nut or a glider you'll receive excellent, personal service from Pacific Airwave. Contact your local Pacific Airwave Dealer now for more information about our full line of gliders.

erformance is best measured by results. You are an advanced Hang Ill or above. You want to own the most performing wing in the sky and feel responsive smooth handling feedback. You can read the performance of your future glider with results like these; Magic Kiss: 1st place . . .World Championships. Magic Kiss: Open Distance World Record 2£!7 miles. The Magic Kiss has won and keeps winning in the most demanding conditions the world over. The Mag ic Kiss doesn't just perform for you when the flag is dropped but throughout every facet of its fl ight envelope. Now that 's a Champion!

Pacific AIRWAVE

PACIFIC AIRWAVE, LTD . o PO BOX 4384 o SALINAS, CA 93912 o TEL 408-422 - 2299 o FAX 408-758-3270