USHGA Hang Gliding May 1991 by US Hang Gliding & Paragliding Association

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Tomas Suchanek wins 1991 World Hang Gliding Championship, flying Moyes XS 155 Brazil , the exotic country where the jungle wild life is only surpassed by the wild life of the people. Sun , Samba and Sex took a back seat last February when the town of Governador Valadares played host to the 1991 World Hang Gliding Championships . Tomas Suchanek performed brilliantly in extremely difficult conditions. Low cloud base and rain showers were the order of the day. The XS 155 was supreme in

these tropical conditions. Many of the pilots were forced down early into mud up to their armpits, grass eight feet high and mosquito ridden swamps that would have made Indiana Jones turn paie. Tomas and his Moyes XS 155 overcame all these obstacles and proved that he and his XS are an unbeatable World Championship team . To become a World Championship team .... contact us at ... . Moyes California 22021 Covello St.. California 91303. Tel: (818) 887 3361 Fax: (818) 702 0612

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Features

Columns 17 Accident Reports

20 One, Two, Three

by Doug Hildreth

by Rodger Hoyt

Preflights, no-wind launches, towing problems.

Dealing with hang gliding chaos.

31 Windy City Soaring

18 USHGA Reports

article and photos by Angelo Mantas

by Gregg Lawless

A Chicago area site guide.

A report on the recent BOD meeting.

35 Torrey Pines Wind Sprints

25 Tow Lines

article and photos by John Heiney

The first tow.

This annual ridge race attracts lots of sponsors and spectators.

26 Regional News

by Bud Brown

by Rod Hauser

39 Pilot Profile Lani Akiona

Our new Region 7 Director kicks off a new column.

by Mike Benson

44 Hang Gliding 101

Lani's fascinating career in hang gliding goes back to the early days.

47 The 1991 World Championships

71 Product Lines

by Pete Lehmann

by Dan Johnson

An in-depth report on the most prestigious event in the sport.

55 Meteorological Mysteries © by Dennis Pagen Water thermals, tower lift and other strange things.

The World Meet, hang gliding on U-Hauls, Sentek, more. Page 47 COVER: Larry Tudor over the Corcavado, Brazil, with Sugarloaf in the background. Photo by Larry Tudor. CENTERSPREAD: Scott Kurth races over John Heiney at the Torrey Wind Sprints. Note experimental wedge-shaped rocket-deployed parachute system on Heiney's glider. 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© l991 United States Hang Gliding Association, Inc. All rights reserved to Hang Gliding and individual contributors.

MAY 1991

Departments 7 11 14 68 59 66 66

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

Gil Dodgen, Editor/Art Director John Heiney, Doug Rice, Leroy Grannis, Eric Raymond, Photographers Harry Martin, Illustrator Tim Rinker, Design Consultant Office Staff

Jerry Bruning, Executive Director Pal Robbins, Advertising Greg Huller, Member Services Cindy Evans, Member Services Stu Clark, Member Services P.J. More, Office Operations Patti Sparks, Member Services Jeff Elgart, Merchandise Services USHGA Officers and Executive Committee:

Gregg Lawless, President Jim Zeise!, Vice President Russ Locke, Secretary Dan Johnson, Treasurer REGION 1; Gene Matthews. REGION 2; Ken Brown, Russ Locke, Connie Bowen. REGION 3: Bill Bennett, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Jim Zeise!. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Rod Hauser. REGION 8: Randy Adams. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Rick Jacobs. REGION11: Carl Boddie. REGION 12: Paul Voight, Paul Riker!. DIRECTORS AT LARGE: Dan Johnson, Jan Johnson, Dennis Pagen, Peter Zimmerli, Glen Nicolet. HONORARY DIRECTORS: G. W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Terry Reynolds.

The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, selfaddressed 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) 994-3050. HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. 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 forfull membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 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. MAY 1991

Volume 21, Issue No. 5

AIRMAIL RATING FEE Dear Editor. l recently received my membership renewal fonn. The renewal form includes information on renewing as a full member for one to three years with the appropriate dues, annual subscription fees and other optional membership programs and their cost. Also included near the bottom of the form in red type, and l quote; "USHGA has created two new pilot ratings, TOW and FOOT-LAUNCH as means of glider launch. To be rated, every pilot must have one of these two ratings. There will be a $7 .50 charge for each of these ratings unless you indicate your method of launch on this form. If both methods are chosen, an Instructor or Observer must sign in the space provided.'' A tow launch rating with a $7.50 charge I can understand. A foot launch rating with a $7.50 charge is bogus at best. It is obviously just a revenue generating device with no other purpose in mind. I wonder what types of ratings will be offered in the future by the USHGA. How about an Airfoil Downtubc Rating, or Flight Above Ground Rating, or a Dacron Sail Rating? l think I'll quit right here before I give our association's bureaucrats any more bright ideas. Don Lepinsky Helena, MT

Mr Lepinsky, Thankyouforyourconcem O\'er USHGA' s ne\\' Foot-La1111c/1 / FL) and Toll'-La1111ch (TOW) ratings. These ratings 11·ere established during the Fall 1990 board of directors 111eeti11gfor the purpose of signifying launch 111ethods 011 the membership card. According to the 11ell'lyfor111ed SOPs, every rated pilot 111ust ha\'e one or both of these nell' ratings. !11 order 10 simplify rhe process of rating cu1Te111 active pilots in rhis \\'ay, \\'C created a highlighted section 011 the 111e111bership renei\'{/1 form. The srip11lario11 of charging $7.50for 111e111bers \\'ho do 1101111ark rhe renewal form 1ms added lo incire rhe renewing member rouse the prol'ided sign-off~not ro incur more re\'enue. Whal \\'e at USHGA would like ro avoid is producing 11e\\' 111embership cards simply for the FL and TOW rarings. !fll'e did rhat, we \\'011/d ha1•e to disrrihute approximately 7,000 extra membership cards. That \\'Ould cosr USHGA $1,000 in materials alone I If you consider labor and posrage as well, costs could m11ou11t 10 \\'ell Ol'er $4,000. By adding the space on rhe renewal form for rhe ne\\' sign-offs, \\'e are trying to be rhrifty, not greedy. Admittedly, rhe instructions 011 the re11ewalfor111 are not.fi1//y spelled out. A member may also receil'e rhe nell' ratings at 110 charge 1/ submitted with a hang rating upgrade or special skills upgrade. The simplest l\'{/)' to approach these 11e11• rarings is: lfwe have to produce a nell' card just for the TOW or FL rating, it ll'ill cost $7.50. Orhe1wise it is.fi'ee. NOTE: lnstnictors and 01,servers please reme111her thatji·o11111ow 011, a 111ethod of/a1111ch (TOW! FL) 11111st he marked 011 every rating gfren includiug special skills upgrades.

MORE SPEEDS-TO-FLY COMMENTS Dear Editor, In response to the Speed-to-Fly article by Davis Straub in the February issue, I have another point of view on what I consider important points.

Mr. Straub contends that conserving altitude is more important than conserving time. This can be true if and only if conserving altitude is the only way to complete the course. While racing hang gliders, the object is to complete the course in the least amount of time. When you beat a pilot by nine minutes on a three-hour course you have soundly beaten him, especially if you only had to risk 489 feet to do so, which is the difference between the first and second place pilots in the first set of conditions shown. If completing the course is difficult you slow down. You may only have to slowdown for a particular portion of the course. Mr. Straub describes pilots flying at faster than best L/D al less than 400 feet AGL. This is not a smart thing to clo unless you are absolutely sure that you will encounter lift before you encounter the ground. I nonnally set a "safety level" and slow down to best LID below that. A pilot has to

stayflexihle. Mr. Straub is correct in stating thal a pilot has to gain the greatest amount of altitude in the least amount of time. I have found very little difference in climb rates between competition pilots; the thennals in which the pilots choose to climb is the biggest determining factor. To show that pilots can fly fast and still complete the course~day after day, even when as few as 10% of the pilots finish the course-just look at the results of any major competition. These pilots are "on," I like to use the tenn "in tune." They are in tune with their gliders, the conditions of the moment, the options available, how high to go, when to go. which route to take, when to slow clown or speed up, and they can almost pinpoint how far their next glide will take them. I've had the good fortune (usually after a lot of hard practice) to be in tune a few times in my career, and the feeling is so great I want to encourage others to strive for it. One clay in the 1983 World Championships I passed l 3 l world-class pilots. In the l 985 World Championships l tlcw furthest four out of five days; on the fifth day I finished seventh. I did this while racing. I was never worried about landing short. On one flight I asked myself, "Why is everyone else !lying high and slow when it's obvious I'm going by them lower and faster?" I always had a reason for the speed I flew. I believed I would be able to predict where and approximately how strong my next thermal would be and flew accordingly. I wasn't wrong in 35 hours of flying in this meet. Just because a pilot wins a meet doesn't mean that he is in tune. I went four years never finishing worse than second place but never felt in tune once during those four years. It wasn't until the next year when l blew the first day of the X-C Classic, and then just let loose to see how fast I could go, that I experienced successful racing. l finished second in that meet but I never flew the same again. When pilots are winning days in a row in a major competition they know what it's like to be in tune, and flying really begins to be fun. The only three pilots I've seen able to stay in tune for long periods of time arc John Pendry, who has won just about every major competition at least once, Steve Moyes, who knows when to race and when to slow down during a race and uses patience better than anyone I know, and Chris Bulger, who for an entire year was practically unbeatable. Getting to this point in flying takes a lot of practice-not just airtime but practice racing. Try to avoid unnecessary 360s; try to trim seconds instead of minutes. It's OK to slow clown if you think you must. I also believe that a firm understanding of the correct

AJRMAIL speed to fly, as outlined in Helmut Reichmann 's book Cross Country Soaring is the cornerstone of a solid foundation that every competition pilot needs. Leaming to fly faster will help you fly farther. Often the last the1mal of a long flight can offer an additional 30 miles. It would be a shame to miss it by "only" nine minutes. Rich Pfeiffer

control and with a rninimumofregulation from Uncle Sam. This is the direct result of USHGA 's involvement in our sport, and without them who knows where we' cl be. I, for one, feel $49 is a small price to pay for the freedom of flight with a minimum of bureaucracy, and when you throw in the other benefits, it's even more of a bargain. Mr. Cummings seemed to think spending $2,100 on his equipment was a good value as opposed to paying USHGA clues, but I wonder if he' cl still think so after Uncle Sam restricted his flying privileges?

often occur on overcast days, and well out over the water. •Ona sunny day you canseecumies developing miles out into the lake. They look just like the inland variety, which are fanned by thermals. I'm not claiming to be the final authority on this subject, but there docs seem to be enough evidence to suggest that lake the1rnals do exist.

Jim Rowan Cumberland, MD

Dear Editor, The truth about lift being found over water was revealed to me while thermaling over dry land, in a dust devil near Chelan, Washington. The thennal footprint, or"wincl print," that was visible as it moved into a wheat field, looked lighter than the surrounding wheat. Back in Minnesota I had seen these "wind prints" on surfaces of lakes. The wind print on water looks darker than the surrounding water. The Frontinac Flyers, at Lake Pepin on the Minnesota side of the Mississippi River, look for "slams" to come across a mile of water into their ridge. This is a wind print in the shape of a "V"-a reliable indication of lift that I tenn medium strength, approximately 400 to 800 feet per minute up. The wind print that has a calmer or calm circle near its center is a vario pegger-1,000 fpm up or better! Shallow swamps, which hold the heat of the clay longer than the bare ground does in late afternoon, have extended my X-C flights to within a half hour of sunset. Cold or cool fall days will turn lakes into a huge area of lift. Around my lake are many miles of swamp and trees. The wind print in the tree leaves is only visible below 1,000 feet AGL. The wind print on the lake is visible for many thousands of feet AGL. My partner Don Ray and I, besides using a quick release on our harnesses, use floats on the keel's tail and each side of the basetube. We also shove two cheapie K-Mart plastic air mattresses inside the double surface. The mattresses alone transfmrn a glidershaped anchor into a life preserver. Without flotation flying over or near water is to flirt with death. Sometimes water indicates the passage of lift. Other times it produces lift. Is this lift a thermal? A "slam?" A convergence? A wind print? I don't care! I get high.

Angelo Mantas Chicago, IL

TERSH COMMENT Dear Editor, BRS has twice published the same misstatement. They say, "Modern skydivers often equip themselves with a tertiary (third or tersh) parachute." This simply isn't true. The almost universal use of the more reliable ram air (square) reserves has made round reserve technology for skydiving obsolete. Visit any drop zone and you won't find many round reserves, let alone any tershs. You may even be hard pressed to find a jumper who knows what a tcrsh is. Tershs were favored for a short time by a limited number of jumpers who engaged in canopy relative work (CRW). This was maybe five years ago. The thinking was that repeated CRW jumps would surely result in canopy "wraps," and wraps often required a cutaway and reserve deployment. With the chances so good for this second jump it made sense to cany a second reserve. With advances in CRW technique and equipment, that thinking is now non-current. BRS made it sound like the more parachutes the better. This may be true in hang gliding where the glider can interfere with deployment. However, in skydiving, reserve deployments arc mostly into clean air using ram air parachutes. Thanks for letting me clear that up. If! may, there is another thing. Only wuffos call a parachute a 'chute! It's like calling a person a hang glider. Nick Di Giovanni Oceanside, CA NEWS LETTER EXCHANGE I DUES COMMENTS Dear Editor, As a member and officer of the Mountaineer Hang Gliding Assn., I'm writing to request any other clubs which publish a newsletter to send it to MHGA c/o Jim Rowan, 13432 McMullen Hwy, Cumberland, MD 21502, and we will return the favor by sending our newsletter in exchange. We arc currently exchanging newsletters with various clubs throughout the U.S. and we find this an excellent source for exchanging ideas and information with our winged brothers and sisters around the country. Our newsletter comes out five or six times a year and is heavy on flying and light on politics as we only have one meeting a year. I would also like to comment on Bill Cmmnings letter in the March issue of HG. He complains about having to pay $39 (now $49) for membership in the USHGA. I would suggest to Mr. Cummings that he is actually getting quite a bargain for his money. Besides an extremely attractive magazine and $1,000,000 in liability coverage, he also receives the privilege of flying his glider without government interference or

MORE ON LAKE THERMALS Dear Editor, I've heard of articles generating controversybut before they're even published? No sooner is my article on Chicago area flying mailed off to Hang Gliding than a letter appears in the March issue claiming there is no such thing as lake thcnnals. Mr. Fallowfield's comments involve several erroneous assumptions regarding weather systems in general and Great Lakes weather in particular. The gist of Fallowfield's argument seems to stem from the widely held belief that "wet areas" produce sink. Although this is genernlly true, there arc many other factors that affect thennal generation, factors that can lead to thcnnals over wet areas. In Scott Grecnawalt's article "It's Too Wet" (Dec. '89 HG) he told of a 51-mile X-C done over ground so wet it "shimmered." Several of the sources Fallowfield quotes actually support the existence of lake thennals. From Aviation Weather: "If the upward moving airremains warmer than the surrounding air it is accelerated upwards as a convective current." Ask any pilot (or weathcnnan) to describe this sentence in one word; they will say "thermal." His final paragraph on Great Lakes weather is backwards-a cold front will slidc11nderwarm, moist air, not ride over it. This creates a stable condition, unless the lake is wanner than the air. Remember, we are talking about the Great Lakes here, bodies of water often a hundred or more miles wide. As the cold dry air blows over miles of warmer water, the air picks up warmth and moisture. Since the air far above is still cold and dry instability is created, often leading to lake thcnnals. Since the air in cold fronts is often moving at a good clip, it also creates ridge lift when it hits the coastal dunes. Maybe it's these combined phenomena of ridge and thermal lift that lead Fallowfield to conclude, "This happens on much too large a scale and is caused by too many other conditions to be called a 'lake thermal'." Dunc sites arc too low to work lake thcnnals unless sustaining ridge lift is present. How do I know these are lake thermals and not some other form of lift? • They act like thermals-sink first, then lift, then sink again--if you fly straight through them (something I did a lot before realizing what they were). • Unlike ridge lift, the quality of the lift is not tied to ridge height. • When entering, you sometimes notice wanner air. • These aren't "beach thermals" because they

Bill Cummings Hoyt Lakes, MN

See both Angelo Mantas' and Dennis Pagen's articles in this iss11e.-Ec/.

TREE LANDING TIP Dear Editor, I would like to add to the infonnation I've read about tree landings. Learning to fly in Alaska presented the tree landing as areal concern, and for me, finally, the best option. After the landing business I was 40 feet up a fir tree with a glider hanging off my back. Cutting the wing loose flashed through my thoughts, but it was undamaged, and while looking for options I remembered a thin piece of cord in a harness pocket. With one hand I clove-hitched one encl to the basetube and the other to a branch. This made it possible to unhook and return with rope to lower my glider safely. I'd like

HANG GLIDING

AIRMAIL to thank Gene for leaving that cord in my harness. I didn't know what it was for, until I needed it. Kevin Stowe Salt Lake City, UT

TOW INFO Dear Editor, The Hang-On-Tario Flying Club of Kitchener\),/aterloo, Ontario would like to exchange information with other clubs or individuals on towing: equipment, suppliers, techniques and pitfalls. Pictures would be a great asset. \Ve have been developing towing since 1984 and have broad experience with static, stationary winch, aero, and of course truck towing. After having built several winches over the years, and improving each generation, we feel we 'reon the verge of developing a revolutionary winch. ll will be capable of sn1ooth accurate payout, and also be a stationary winch at the encl of the field for step towing. This would be ideal in restrictive tow fields. Here in Ontario we have a lack of hills and long tow fields. The only way we can get a decent 1,500'+ tow is on isolated side roads off in the boonies. This has forced us to devise the equipment and techniques to get optimum altitude with short runways, 1,500' to 2,500' long. All interested pilots may send info and questions to me at the address below.

their club. The establishment of a Safety Officer serves several purposes. Foremost, the ''Safety Dude" (as our club affectionately calls him) gives a brief safety presentation at each meeting. These presentations cover topics such as safe flying techniques, lessons learned from previous months' flying, suggestions for safe pre-tlying/towingproceclures,etc. The Safety Officer also recommends club-oriented activities associated with safe flying (e.g. launch/landing technique clinics, CPR classes, etc.). The Safety Officer also reviews all club accidents at the meeting and ensures that they are reported to the USHGA for inclusion in USHGA statistics. Since this position was instated the Houston club has a back board and first aid kit on every towing winch, plans for a parachute clinic and first aid classes, and a new awareness of safe hang gliding. The Houston club may not be the originator of this idea but I hope it will motivate other clubs to consider their own Sarety Dude.

John Pop 441 Lorinclalc St. Waterloo, Ontario. Canada N2K 2X2

Mark Dillard Houston, TX

BIG-TIME THERMALING Dear Editor, I enjoyed Larry Walsh's profile of Terry Reynolds, but he failed to mention the question on all of our minds: I-las Terry ever flown his Boeing 727 under a big cumulus, shut off the engines, and attempted to thennal it? Rodger Hoyt Central Point, OR

SAFE PILOT AW ARD PREFLIGHT CHECKLIST Dear Editor, This letter addresses a question about the USHGA Safe Pilot Award. I feel that this is an outstanding program, designed to promote safety and make it fun to achieve recognition as a safe pilot. But I find that the reel tape and bureaucratic authorizations make it more frustrating than fun. After accumulating and documenting all my safe flights, and having three flyers attest to my accurate and honest entries, I still needed to have my flight log sent to my Regional Director to verify all the safe flights. What if it were lost in the mail? In order to secure a hang rating, an Observer has the authority to sign off any USHGA member's rating application and send it in. I feel that this authority should also apply to signing off a safety award. The Observer, in most cases, knows and has seen the potential awarclcc at the flying site and can verify the flights. All I ask is that USHGA take a look at allowing the local Observer to sign off a sarety award. It may make a difference in the number of people who apply for it. Drew Cooper Chesapeake, VA

SAFETY DUDE Dear Editor, Recently the Houston Hang Gliding Association (HHGA) established a new officer position in

MAY 1991

Dear Editor. As I understand it, USHGA has never had a recommenclecl pre-launch checklist and its only advice to pilots is to have a personal method of operation from which the pilot should never stray. This, by its very nature, requires a period of time when the novice pilot actually has no method, proven or otherwise, and simply hopes he has covered all his bases and survives (in which case he will !hen have a personal method). From then on, he is expected to retrace his steps without discrepancy on all of his launches, in spite of the confusion created by newly acquired equipment, new sites, traffic at these sites, weather or his frame in mind in these situations. Thus, the failures to hook in or to preflight the glider ( or other often deadly oversights) still persist after 20 years. I think it's time we adapted a universal checklist that is thorough and easy to remember. It should be offered to existing pilots through occasional mention in the magazine and taught to novice pilots with a question on it acldecl to the Hang II test. Airplane pilots woulcln 't take off before doing a strict, point-by-point preflight with reference to a written checklist. Although a written list may be a problem with a clowntube in each hand, that is no excuse for us 10 be any less efficient. I've been using a six-point checklist that takes all of the guesswork and doubt out of my launches. I call it the 6-H checklist because the six key words all start with the letter H. This is it: 1. Hang Check - Correct bar height9 Are the straps and ropes all untangled?

2. Helmet - ls it on and strapped? 3. Harness - Diel I preflight it? Are my legs in the stirrups? Are my chute pins and/or BRS in order? 4. Hang Glider - Diel I preflight it? 5. Hooked Is my carabiner locked into both straps? 6. Horizon - What is my flight path? Is the weather conducive to launch? Is there any traffic 9 When I've counted off all six points on my fingers, I can launch with peace of mind. But, if any of the points come up unsatisfactorily, then I rectify the problem and start the list all over again. Although this works for me, it may or may 1101 be the ideal method for everyone. Someone may have points to acid to it or an entirely different procedure. If so, please send in your ideas. But let's choose a standard procedure and expect everyone to at least knm,· it. That way, if some decide to use their own methods, they will have compared them with the standard and decided theirs were better for them. Novice pilots may start with the standard method and later decide to move to a more personal procedure. That's fine. But let's not have them starting with nothing from which to refer. Hang gliding is a totally awesome sport! Let's not let something as easily rectified as lack of organization on launch ruin all the fun.

Gary L. Halm Fremont, CA

FOOT TO"W LAUNCH DIFFERENCES Dear Editor, It was very satisfying to sec in the March issue's USHGA Reports the results of efforts to devise ratings for towing, especially to those of us in the Midwest for whom towing is such an integral part of our flying. However, our collective experience including thousands of foot launch tow Jlighls does not support the position promulgated in the article that ··If a pilot knows how to foot launch on a slope, he should also have the basic skill to foot launch on tow, and

vice versa." Quite the contrary. Proper towing foot launch technique strongly contradicts many of the basic tenets for sound, safe slope launches. In the towing situation using a Hewett center-of-mass bridle, you launch with a high nose attitude (by hill stanclarcls), you do not attempt to pull the glider along with your hang strap, and you do not run aggressively; in fact you hold back and moderately resist running. Very different indeed. Interestingly, in our experience teaching pilots this method we have found that experienced pilots with strong slope and cliff launch skills typically have more difficulty than recent novice students in grasping this technique. Additionally, with pilots who have extensively towed and haven't sloped lannchecl much in the recent years, we unfortunately have observed some poor slope or cliff launches and a few gliders have required extrication from the trees. We conclude this is in part due to the atrophy of slope launch skills which. differing significantly from the foot tow launch skills, are not practiced when towing. These experiences simply solidify our contention that towing foot launches are a radically different animal, differing from slope launching even more than cliff launching and assisted windy cliff launching. Realistically, comments that indicate these skills are interchangeable probably aren't going to signifi-

AIRMAIL cantly affect anything. On the other hand, if as a consequence of this verbiage there is a pilot somewhere who attempts foot launch towing without proper instruction because he can slope launch, then this is wrong and compromises safety. We need to pay attention to these kind of details if we arc to achieve this year's goal of zero fatalities. We invite questions and welcome pi lots to come fly with us and experience this fine method of towing. Bill Bryden, Columbus, Indiana Rod Hauser, Region 7 Director, Cashton, Wisconsin Gerry Uchytil, Hudson, Wisconsin Rich Sacher, Jeffersonville, Indiana Mike Kelly, Jeffersonville, Indiana Bill Finn, Springfield, Missouri Dave Whedon, Chicago, Illinois Bill Fifer, Traverse City, Michigan Gary Baker, Louisville, Kentucky Paul Farina, Cincinnati, Ohio Dave Wamsley, Cicero, Indiana All above pilots verbally agreed to the placement of their names on this letter. Contact with them for confirmation is welcomed. LILIENTHAL AW ARDS

Dear Editor, I am writing concerning Dick Heckman's artide on hang gliding achievement awards in the December 1990 issue. It contains the statement that "A Novice rating automatically qualifies you for the Bronze (Lilienthal Award)." Only when one has fulfilled the requirements for the Inte1mediatc rating, which includes tasks mandating 500' ground clearance, is the completion of a one-minute duration flight implied. The time required to descend from a minimum height of I 00' is the maximum called for in the Novicerequi rements. Over twice that altitude is needed to sled the one-minute duration spelled out in the Lilienthal application. Also, it would be nice to see the Safe Pilot Awards listed in the Ratings section differentiated according to Bronze, Silver and Gold levels. Tad Eareckson Annapolis, MD FULL-FACE HELMETS

Dear Editor, I disagree with Doug Hildreth's statement, in his recent Accident Review article that "full-coverage helmets carry a number of disadvantages," and implies that they shouldn't be used in their present fom1. The fact of the matter is that without my fullcoverage helmet I'd be dead right now. Last week my X-C partner Craig Pirrazzi suffered a freak landing accident. Without his full-coverage helmet his face would have been shattered-his goggles were. He walked away unscratched and very happy. Look at the helmet Pete Lehmann is wearing on page 31. This helmet solves any concern you may have about visibility, weight or hearing. Full-coverage helmets are much, much safer no matter what the brand or style. Any change in vision, hearing or weight you get accustomed to just like you adjust when you get any new piece of equipment. It's much

better to spend your money on a nice new helmet than a hospital and dental bill! Fly safe, invest in a full-face. Nick Kennedy Telluride, cc:i MORE CAMERA COMMENTS

Dear Editor, In Bob Bradley's letter to the editor in the March issue he makes the following assertions: I) Most compact autowind cameras shut off after 30-40 minutes. 2) The radio trigger that plugs into the side of the Ricoh is prone to malfunction. 3) Many compacts won't focus to infinity without simultaneously pushing two buttons. Mr. Bradley then goes on to recommend the Ricoh FF-7d. Well, Ricoh obsoleted that model and replaced it with the Ricoh AF-Super. The AF-Super has none of the above-mentioned problems. In addition, the pilot can choose between the convenience of an ultra-sound remote (no wires to run, works like a garage door opener!), or a wired remote. This model also has a data back option, can take interval pictures, plus it comes standard with auto-flash (so that the pilot's face won 'tbe in shadow), auto-rewind, a wideangle lens, and a two-year warranty. This camera takes excellent pictures, and has been used to produce photos for the USHGA calendar. It's offered in the Classified section of the magazine complete with mounting pod.

impact will be absorbed by the pilot. The glider will continue to fly until the basetube or nose plate contacts the ground! The second reference to emergency procedures that concerns me was in the March issue in the commentary from the BRS factory following Carl Shortt's atiicle "Rocket Rescue." The BRS writer makes reference to lots of practice allowing a pilot to find his or her deployment handle without looking. Practicing deployment is great. Grabbing for a deployment handle without looking contradicts standard practice and can be fatal. Here are two short, simple suggestions that may save your life if you fly hang gliders and carry a parachute. First: When you are in trouble and it's time to deploy, LOOK at your deployment handle, grab it, rip it away from your body and throw it away like it was a live hand grenade. (Follow the manufacturer's instructions and the many fine articles in Hang Gliding magazine about deploying in the direction of spin, away from wreckage, etc.) Second: If you arc not hooked in as you launch, drop away if you have a gradual slope below you as Mr. Meadows suggests (do this immediately; don't delay even two seconds!), or deploy your chute. Period. Don't hang on and wait. Don't even think about flying back to the hill or to the LZ. LOOK at the handle, loop one ann over the center of the basetube, then deploy! The chute will drag you off, so hang on until it does. Dick Gammon USHGA#836 Oceanside, OR

Cindy Gall Costa Mesa, CA ANOTHER LITTLE LIFESAVER EMERGENCY PROCEDURES

Dear Editor, I'm concerned about two recent references to emergency parachute use in Hang Gliding magazine. Dangerous infonnation may be getting to pilots reading about how or when to deploy in some instances. The first reference was by G.W. Meadows in his column about what to do if a pilot finds he's not hooked in after launch (HG, October 1990). Mr. Meadows suggests that hanging on (to the downtubes?) and flying the glider back into the hill is a good option unless the slope beneath is a gradual one, in which case the pilot may do better to quickly drop from the glider to the ground. When a hang glider is flown from either the clowntubes or the basetube it dives. My guess is that a modem glider will quickly attain a speed of about 35 to 45 mph if the pilot's weight is totally suspended from either the downtubes or basetube of the control bar. If a pilot enters a turn back toward the hill, as Mr. Meadows suggests doing, that speed (read: low angle of attack) will translate into a diving sideslip, creating even higher speed along with the associated G forces. Even if a pilot were able to complete a 180° tum back toward the hill, the pullout from that screaming spiral dive would be impossible-the pilot would have no reasonable way to transfer weight to the rear in order to bring the nose up. Mr. Meadows further suggests that: "You want to stay with the glider during impact. It will absorb some of the energy ... " Hanging from a control bar puts the pilot's body low enough so that all significant

Dear Editor, I would like to add one more item to the "Lillie Lifesavers" article by Rodger Hoyt. A pilot should wear safety type glasses while flying. Recently I witnessed a pilot receive a seriously lacerated face after a hard landing. He was wearing glasses with a plastic frame which cracked upon impact. The resulting sharp edges from the broken frame caused the multiple facial cuts which required stitches. Most plastic and glass lenses sold today meet stringent impact resistance standards. Unfortunately, the same is not true for frames. The American National Standard practice for occupational and educational eye and face protection (ANS Z87. I) states, "For frame tests, no parts or fragments shall be ejected from the protector that could contact an eye of the headroom." I feel that the injury could have been lessened if the pilot had been wearing a robust plastic safety type frame which could have absorbed the impact without catastrophic failure, or if the glasses had a sturdy metal frame. An added bonus of safety glasses is that it is more difficult for a lens to fall out under the stresses of flying. Finally, if you are concerned with style, there is a large selection of safety type frames available. All you have to do is ask for glasses that meet ANS Z87. l. In everyday life the choice of frame is most often made for comfort or style. However, where flying is concerned, safety must be the first consideration for any equipment, including your glasses. Thomas Wiencek Orland Park, IL

HANG GLIDING

UPDATE LAST CALL FOR 1992 USHG& CALENDAR PHOTOS! Time is running out! The window will close on May 31st for 1992 calendar photo submissions. The time to act is NOW! Send us your best slides-setting up, launching, flying, landing, whatever-we want to see them all. Imagine your own photography (or a friend's photo of you and your glider) gracing the official USHGA Calendar for all silent air enthusiasts to enjoy. Submit your best choices to: USHGA Calendar, ATTN: Jeff Elgart, P.O. Box 8300, Colorado Springs, CO 80933-8300, and tell your friends to do the same. With your help we can make 1992 the best calendar year ever.

LAKEVIEW, OREGON 1991 FLY-IN Mark your calenders for this year's July 4th festival in Southeast Oregon. Lakeview was great last year and this year the tmi•n wants to make it better! Lakeview has invested more money in making this area even more appealing to pilots and has invited all of us (well maybe just some of us; I don't think they can handle 10,000 pilots just yet), to share the 4th of July with them. Aside from the great flying there will be some events designed for the townspeople's enjoyment and benefit. Bring a Teddy bear! Preceding your spot landing attempt, this new fonn of bomb drop, called the bear drop, will be taking place. The Bear program is designed to help children through the police department's "Teddy Bear Cares" program. All the bears dropped on the target (Lakeview's Chief of Police sitting in a lawn chair) will be donated to start up the program in Lakeview. If you win you'll get a prize; if you lose you'll have fun anyway. UP International, Wills Wing and PacAir will be in town with demos, and High Energy Sports, Silent Flight Hang Gliding, USHGA, Montegue and Goose Lake Aviation, and Air Wear Sports will donate a wide range of prizes to be given away! The town will be making up plaques for various l events throughout the weekend. Open distance, longest flight from Blackcap, spots and bear drops will all have prizes associated with them. An aerobatic invitational, balloon drops and a grudge match against a drag racer I

MAY 1991

are also being worked on. There will be a pool party at the local park pool Friday night, breakfast Thursday morning and an awards ceremony on Sunday. There are more than a half dozen developed sites in and around Lakeview, the two most popular being Aberts Rim, which runs 20 miles long and faces west, and B!ackcap which sits right over town. I'm sure if you ask around you 'II find someone who attended this fun meet last year. Ask them about it and you 're sure to hear some wonderful things! So pack those gear bags (if you don't have one then come win one), grab the kids and head on out to Lakeview, Oregon on July 4th, for what promises to be the best fly-in yet! Call Lakeview Chamber of Commerce for site guides and a detailed schedule of events at (503) 947-6040. -by Dm·id Thomason

See Dave Ba/eria' s Competition Comer article for more detai!s.-Ed.

1991 CHAPTER RENEWALS 64 Telluride Air Force, Telluride, CO 172 Packsaddle Soaring Association, Austin, TX 58 Utah Hang Gliding Association, Draper, UT 175 Sauratown Mtn. Hang Gliding Club, Tobaccoville, NC 174 Eastern Sierra Sport Pilot Association, Bishop, CA 50 Rocky Mountain Hang Gliding Assn., Lakewood, CO 66 Wings of Rogallo, Milpitas, CA 39 Mother Lode Skyriders, Modesto, CA 91 Summit Soaring Society, Breckenridge, CO 108 Maryland Hang Gliding Assn., Hunt Valley, MD 31 San Diego Hang Gliding Assn., San Diego, CA 1991 PARAGLIDER CHAPTER RENEWALS PC006 Bay Area Paragliding Assn., Half Moon Bay, CA

CRESTLINE LZ UPDATE Beginning on March 25, 1991 a set of high tension power lines will be installed adjacent to Pine Crest Air Park on its northeast side. These lines will close the cmTent LZ clown. After March 25 any pilots wishing to fly Crestline or Marshal must call Rob McKenzie for information about the status, location and protocol of an alternate LZ. Rob may be reached most mornings and evenings at (714) 883-8488. Your cooperation is greatly appreciated.

TOWING AT NATIONAL FLY-IN MAY 25-30, ALAMOGORDO NM Access to the Alamogordo-White Sands Regional Airport has been obtained for use by qualified pilots and tow systems during the National Fly-In. Manufacturers, owners and operators of proven payout winch systems are invited to attend. The airport offers 8,000-foot+ paved strips, hangers and other facilities. The Sacramento Mountains rise over 3,000 feet a few miles from the airport and with the White Sands in the valley, fonn a truly scenic and extremely soarable terrain. Mountain launch sites are available as well for registered pilots. Basic safety precautions for operations at the airport will include radio announcements on aircraft unicorn frequencies (radios provided by site monitor), tow system inspections and pilot log book verification of experience. Conditions will be monitored to prevent flying in unsafe levels of turbulence. A designated site monitor will control hang gliding operations at the airport and will brief pilots on restricted airspace, towing and flight procedures. This site offers a convenient location for thennaling to the ridge and promises to be the origin of some excellent X-C flights. Tasks for low-key competition will be offered along with prizes for the best flight of each clay. Contact: Jeff Hunt (512) 467-2529 or Dave Sharp (505) 434-5180.

NEW TORREY VIDEO W.A. "Pork" Roecker, of Fl yin' Pig Productions in Oceanside, CA has released several hang gliding videos of unstaged events. Some of the latest. which feature

music and narration, arc: "Air Races Al Torrey Pines," ahoul the 1990 meet; Pines Pilots," featuring loops, landcm flying, trick downwind landings and interviews wilh some well-known and hol new pilols; and a couple of for1hcoming tapes about the 1991 Air Races and odd or exciting events at one of 1hc world's mos! famous and popular flying sites. Send !'or a free vi<ko list or order from Flyin' Productions, P.O. Box 586149, Oceanside, CA 92058 (61 <)) 941 2029.

19TH ANNUAL HANG GLIDING SPECTACULAR--MA Y I0-13 ON COAST OF CAROUNA

dance for the competitors and attendees al Kilty llawk Kites. There is no admission fee to the park and no charge to watch the competilion. When 1he compe1i1ion ends on Sunday, lhc awards ceremony will be held with the father of hang gliding, Francis Rogal lo, out the prizes. A new event !his year is 1hc glider and equip1m:nt auction which will be held immediately following the awards ceremony. On Monday, the competition moves north to the Currituck County Airport, where lhc Tow Spectacular will begin. Hang gliders and paragl idcrs will be lowed to aboul 1,000 feet l'rom a 4··whecl·drivc lruck. Then the pilols will compete in duration, cross-country and spot landings al !he airstrip, located 45 Head in Cmri1uck minutes norlh of County. Demonstralions in paragliding will be a new sport that Kitty J Jawk Kiles has begun teaching this spring. Contact: Bruce Weaver, Kitty Hawk Kites (919) 441-4124.

ELSINORE HGA TAKES THIRD PLACE IN LOCAL emu COOl<-CWF

Al least :iO pilo1s from around the coun1ry will converge on the sand dunes in I lead, to sec how well !hey fare in compel ii ion as Killy llawk Kiles cclebra1cs the I ()th Annual l lang Spectacular, the world's oldest hang gliding competition. Even pilots from as far away as England and Japan have interest in competing in the Spectacular. The fun IO and nms lhrough A crowd of 5,000 spectators is to watch the flying 1hroughout the fom ·day event. There is a $30 entry fee for which includes competition, T shirl, and a Restaurant Friday night. parly at 12

Why arc we telling you about this? lkcause 1hc cook .. off look place at the Hlsinore West Marina, which is where we have our fly-ins. We were asked by the manager to provide some c111ertai11mcnt into the event, so we decided to go all the way and cntc;r. Well, we took lhird place and got ourselves into the local headlines thus furthc:ring our good PR in the local cornm1mity. We're gclting closer to I hat permanent The second reason we' re lei I ing you about this i, that then: is more 10 hang gliding than just rlying. We all had a real good time and showed !he people Elsinore that

arc an aclivc community asset, not just a bunch or crazy people jumping ol'f cliffs for It also helps to educate !he local public our sport. Who knows? maybe next take part in the Temecula Balloon and Wine Tasting Festivals. Temecula is one of neighboring cilics and just a 20,milc hop rrom Elsinore.

AOPA SEEKS ENTRIES FOR A VIAJOlJRNALISM AW ARDS Outs!anding news coverage or aviation will be honored by the Aircraft Owners and Pilots Association, which is seeking entries for lhc second annual Max Karan! Awards for Excellence in Aviation Journalism. "We arc very pleased lo once again recognize individuals in the general, nontrade press who have made significant contributions to aviation through insightful coverage of the issues involved," said Phil Boyer, President of 1hc 300,000·membcr AOPA. "J\via1ion is a far-reaching, ofkn difficul! subject lo cover. As a former broadcasting cxcculive, I well understand the need for encouraging itHlepth and accurn1c aviation reporting. AOPA is commi1ted 10 J'os1cring excellence in aviation reporting and giving credit where ii is due." There will be one Karant Award for the broadcast media and one for the print media, with each recipient a $1,000 honorarium. If more than one person submils IIJG winning entry in a category, !he prize money will be divided. Deadline for entries is Augusl l, 1991. The award is named for !he former newspaper reporter, first editor of AOPA l'ilot magazine and long·ti111c senior officer or AOl' J\. Contact: Cheri Farha (301) 695 2162 or Pa1ricia Weil ClOl) 69515(>.

COLORADO CLASSIC EXPANDS The Rocky Mt. Hang Gliding Associa tion has decided lo expand the Colorado Classic competition to includG non-members as a means of promo! ing competitive yet run croSS··COUlllry The contes1 is divided into three calcgori,cs: Class A.~ pilols with f'ligh1s over I 00 miles (entry $30); Class B ·~· pilots with flights over 50 and unckr I 00 miles (entry

I lANC Cl.lllJNC

UPDATE $30); Class C - pilots with flights 50 miles and under (entry $25). The entry fee includes one-year newsletter membership in RMHGA with X-C updates and articles. The X-C flights must originate in Colorado (Dinosaur included). The best three combined flights (bonus points included) for each class are used for scoring. Bonus "miles/points" are for declared goals, triangles, out-and-return, and dog leg. Entry fees and manufacturer donated prizes will be awarded to the top three point winners in each class. For more infornrntion and a copy of the rules contact: RMHGA, P.O. Box 28181, Lakewood, CO 80228.

APCO AVIATION UPDATE Apco Aviation of Israel announces the addition of four Soviet engineers to its staff, including Lev Rodovsky, the fonner head of the hang gliding department of the gigantic Russian Antonov Aircraft factory at Kiev. They also announce the introduction of two new paragliders: the Starlite, a highpe1formance design, the Hilite Ill, and the Hilite II 32 Biplace, a tandem glider. Other new products include a hang gliding/ paragliding backup parachute system, the Mayday l 8, and their Paradise paragliding harness. The company also wishes to announce a new Israeli hang gliding distance record of 210 kilometers, flown by Ramy Yanetz in their Santana SRC glider. The previous record was 165 km. Mrs. Anatoly Cohn of APCO has asked us to pass along her thanks to those in the sport aviation community who FAXed and wrote during the gulf war, expressing their support. Contact: APCO Aviation, P.O. Box 2124, Halon 58121 Israel, tel. 053-334322, FAX 053-619051.

THE WUFFOS ARE RIGHT PEOPLE CAN BE HANG GLIDERS! Here's a little item from the stuff-mostpeople-don't-know-about department. My Webster's defines "glider" as "a person or thing that glides." Therefore it would seem reasonable to refer to someone who flies a hang glider as a hang glider.-Ed. MAY 1991

HGMA REPORTS by Mark West Below is a list of ctmently certified gliders. Please note the addition of the Delta Wing Dream 220, Seedwings 5 lOC Model Sensor, and the Wills Wing HP AT 150, which were inadvertently left out of the previous list. I apologize for any inconvenience or confusion this may have caused the owners, dealers or manufacturers of these gliders. The owner's manuals of all HGMA-certified gliders are required to contain a compliance verification specification sheet and description of stability systems. If this infonnation is missing it is recommended that you contact your dealer or the manufacturer for a copy. If the glider is not listed below, or you have any further questions concerning your glider's certification status, please contact the office of the president at: Hang Glider Manufacturers Association, Inc. (HGMA) c/o Mark West Star Rt.3, Box 4400-111 Tehachapi, CA 93561 (805) 821-4406 HGMA CERTIFIED GLIDER LIST CURRENT THROUGH MARCH 1991

Ma111ifacrurer: Glider - Certificatio11 year AMERICAN WINDWRIGHT: Z-1 160- 1988 DELTA WING KITES AND GLIDERS: LITE DREAM 161 - 1984 LITE DREAM 185 - 1984 LITE DREAM 205 - 1985 LITE DREAM 220 - 1986 MYSTIC 166 VG - 1985 MYSTIC 177 VG - 1985 LITE MYSTIC 155 - 1986 LITE MYSTIC 166 - 1986 LITE MYSTIC 177 - 1986 XCEL 160 - 1988 SUPER DREAM 185 - 1988

MOYES DELTA GLIDERS: GTR 162 VG - 1984 GTR 162 VG RACE - 1987 XS EASY 155 - 1990 XS 142 - 1990 XS 155 - 1990 XS 169 - 1990 PACIFIC AIRWAVE: VISION ECLIPSE I 7 - I985 VISION ECLIPSE I 9 - I 986 VISION ECLIPSE 14 "GENESIS" - 1987 VISION MARK IV 17 - 1987 VISION MARK IV 19 - 1988 MAGIC KISS 154 - 1988 MAGIC FORMULA I 54 - 1989 MAGIC FORMULA 144 - I 990 MAGIC KISS 154 X-C/FR - 1990 K-2 145 - 1990 K-2 155 - 1990 SEEDWINGS: SENSOR 510 160 VG- 1984 SENSOR510160B VGSTANDARD-1986 SENSOR 510 l 60B VG - 1986 SENSOR 5 lOC VG - 1988 SENSOR 5 lOE - l 990 UP: GZ 155 - 1985 AXIS 13-1988 AXIS 15 - 1988 C-Ill 185 - 1990 TRX 160 - 1991 WILLS WING: SKYHAWK 168 - 1984 SKYHAWK 188 - 1984 HP 170 - 1984 HP II 170- 1986 HP II EURO - 1987 HP AT 158 - 1989 HP AT 145- 1990 SPORT 150 - 1987 SPORT 167 - 1986 SPORT 180 - 1989 SPORT AMERICAN 167 - 1986 SPORT AMERICAN 180 - 1988 SPORT AT 150 - 1989 SPORT AT 167 - 1989 SPORT AT 180 - 1989 SPECTRUM 144 - 1990 SPECTRUM 165 - 1990

CALENDAR OF EVENTS Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later six weeks prior to the event. We request two months lead time for regional and national meets. Until May 19: Region Nine Championship. Open window cross-country, any site in Region, weekend flights; best three totalled. Contact: Pete Lehmann (412) 661-3474 BEFORE9PM. Until Dec. 1: 1991 Region 9 X-C Contest. All flight data must be received by Dec. 15. Must be Region 9 pilot and current USHGA member. Contact: Tony Smolder (304) 6224475. Until Dec. 31: East Coast Open X-C Competition. Flight must originate East of Mississippi and be tow or foot launch. Contact: Randy Adams, P.O. Box 369, Claremont, NH 03743 (603) 543-1760. May 4: Parachute clinic, $39. May 10-12: Instructor Certification Clinic, $99. Contact: Lookout Mt. Flight Park (near Chattanooga, TN), Rt. 2, Box 215, Rising Fawn, GA 30738 (404) 398-3433 or (404) 3983541. May 3-4: L.A. tour.* May 11: Glider maintenance clinic. May 12-18: Ridge soaring camp* May 19: Parachute clinic. June 1: Big Sur demos.* June 8: X-C seminar.* June 9: Novice ground school. June 16-22: Owens Valley X-C tour.* Contact: Western Hang Gliders, P.O. Box 828, Marina, CA 93933 (408) 384-2622. *Reservations required. May 18-19: Adventure Sports Fly-In. Contact: Ray Leonard, Adventure Sports, 3680 Research Way #6, Carson City, NV 89706 (702) 883-7070. May 4-5: Haney's Point Spring Fly-Out. Atkins, AR. Fun & games. Contact: Sail Wings, (50 I) 227-4920 launch, or (501) 641-1902. May 4-5: Stewart Smith Fly-In, Wilkesboro, NC. Cash prizes. $35 entry. Contact: T. Bryant (704) 758-9331 or B. Burri! (704) 392-3765. May 9: Swiss Championships, south of Switzerland (Italian-speaking). Americans invitee!. Contact: Zurcherstrasse 47, Postfach 1301, CH-8620 Wetzikon, tel. 01/932-4353 FAX O1/932-42-82.

May 10-12: 19th Annual Hang Gliding Spectacular. May 13: Towing Fly-In and X-C competition. June 2: 7th Annual Triathlon of Winclsports. June 8-9: 9th Annual Rogallo Kite Festival. June 15: Parachute Clinic.June 26: Wil-Bear' s Festival of Fun. Aug. IS: 43rd Anniversary ofRogallo Wing Invention. Sept. 22: 2nd Annual Flying Wheels Rollerblade Spectacular. Oct. 1920: 4th Annual Outer Banks Stunt Kite Competition. Contact: Kitty Hawk Kites, P.O. Box 1839, 3941 S. Croatan Hwy at Jockey's Ridge, Nags Head, NC27959 (919) 441-4124 FAX (919) 441-7597.

May 25-June 8: Belocani/Azerbejan USSR Cup. June 11-28: Soviet Nationals, AlmaAta. July 15-30: Keuzil, Touva Republic (Siberia), Russian Republic Finals. July 1925: Second Annual USSR Peace Cup, Yampa!, Moldavia (U.S. pilots encouraged to attend). Aug. 29-Sept. 9: Women's Soviet Nationals, Alma-Ata. Sept. 19-28: Feodocia Senior Cup (ages 40+ ). Contact: Vadim Kakurin, Interaero, ul. Panfilova, 20, 125080 Moscow, USSR Tel. (7.095) 490.1294, FAX (7.095) 943.00.59 or FAX Windsports (818) 988-1862. (Mail is slow so FAXing is recommended.)

May 11-12, 18-19: Landing Clinic. Learn to tow, spot landing practice and more, high HR-II's through HR-IV's, $165 per weekend. Contact: Silent Flight (916) 938-2061.

May25-27: Starthistle Meet, Rogue Valley HG Assn., Medford, OR. Fun Fly-In for the whole family. Birthday party, BBQ and swim party to celebrate Otto Lilienthal's birthday following Saturday's flying. Enjoy beautiful Southern Oregon with friendly people and some of the most scenic flying in Oregon. Contact: Jan Bailly (503) 7792516 or Mike Stevenson (503) 773-1187 days.

May 11-13: Basic and Advanced ICP, Sylmar, CA. Contact: Don Quackenbush (818) 3676050. May 18-19: 8th Annual Mingus Mtn. Fly-In, catered. Contact: Jim Minnis (602) 9734490. May 18-20: First annual Saskatchewan HG Open. Three days ofX-C competition. Truck tow; bring your rig or rent. U.S. pilots welcome. $30 entry. Cash prizes and trophies. Contact: C. Lawrence, 303 Main St. South, Moose Jaw, Saskatchewan, Canada S6H 4V8 (306) 692-9455 (evenings). May 18-J une 9: Region 12 Regionals. $15 entry fee. Pre-registration mandatory. Contact: Paul Voight (914) 744-3317. May 25-June 2: Lariano Triangle Competition, Lake Como, Italy. May 25-26: Girls Just Wanna Go Fly Fly-In. Women's World Team fund raiser. Contact: Sue Christie (408) 757-9924. May 25-27: Paradox Valley, CO Memorial Weekend Fun Fly-In. Glide ratio contest, X-C contest. Prizes! $10 ently per event. Free flyers welcome. Hang III with cliff launch. Contact: Nick Kennedy, P.O. Box 1026, Telluride, CO 81435 (303) 728-3905. May 25-27: Rio Grande Soaring Assn. Dry Canyon Fly-In, Alamogordo, NM. Spot landing, duration, X-C. Pilots' meeting 9:00 AM May 25 in Dry Canyon LZ on Scenic Dr. near Space Hall of Fame. $20/pilot. Contact: Dave Church (505) 525-3331 or QJ Wilson (505) 434-2001.

May 25-27: Memorial Day Fly-In, Dayton, Wyoming. Contact: Jim Bowman (307) 6559848 or Keith Myhre (406) 252-9218. May 25-27: Michigan Qualifier. Place for Region 7 Regionals. Contact: Norman Lesnow (313) 399-9433, 569 W. Annabelle, Hazel Park, MI 48030. May 25-30: USHGA National Fun Fly-In. Discover the Mountains of Alamogordo in Southern New Mexico. Contact: Robin Hastings (505) 382-7446, or Tommy West (505) 437-6389 I 434-1348. June 6-21: 1992 European Hang Gliding Championship, Vaga, Norway. June 8-9, 22-23: Landing Clinic, learn to tow, spot landing practice and more, high HRII's through HR-IV's, $165 per weekend. Contact: Silent Flight (916) 938-2061. June 15-23: Sandia Classic, Albuquerque, NM. 450 WTSS points. 60 pilots max. Entry $27 5 until May 1, $300 after. Contact: Mike Gregg (505) 822-8586 orJeffWolford (505) 275-1406. June 21-23: Wild Wild West Regionals. Contact: Adventure Sports, 3680 #6, Research Way, Carson City, NV 89706 (702) 8837070.

HANG GLIDING

CALENDAR OF EVENTS July 4-7: Lakeview, Oregon 4th of July Fly-In. Contact Lakeview Chamber of Commerce for site guides and a detailed schedule of events (503) 947-6040.

July 20-21: Buffalo Bill Days Benefit Fly-In, Golden, CO, for fireman Tom Young injured during rescue attempt. Contact Golden Wings (303) 278-7181.

June 22-23: 19th Cochrane Meet. Hang Gliding and paragliding. X-C and target landing. Entry $35 (includes Canadian Team Levy $5) retrieval from LZ and X-C flights. Camping, dinner Sat. night. Contact: Vincene Muller (403) 932-6760 phone or FAX.

July 6-12: Chelan X-C Classic; Chelan, WA. Annual benefit meet offering in-flight spontaneous triangles or open distance tasks. Best four flights determine placement. Stadium camping available. 35mm camera req'd to verify turn point flights. FCC Reg's enforced. Hang III minimum skills req'd. Entrance fee $50. Contact Mike Daily (206) 883-2165.

July 20-21: Haney's Point Summer Fly-Out, Atkins, AR. Two events, No entry fee. Contact: Sail Wings (501) 227-4920 or launch (50 I) 641-1902.

June 29-July 7: 1991 Hobbs, NM Hang Gliding Festival. USHGA sanctioned, includes aerobatics. Sponsored by Hobbs, NM Chamberof Commerce & Rocket City Ridge Riders. Contact: 1-800-658-6291 or (505) 397-3202.

July 10-17: Manufacturers League Meet, Telluride, Colorado. Entry $200/pilot, $575/ team of three postmarked before I une 21, 1991 - $250/pilot, $725/team after. Contact: Nick Kennedy, P.O. Box 1026, Telluride, CO 81435 (303) 728-3905.

July 28-Aug. 3: 1991 National Team Championships, Dinosaur, CO. Five per team. Minimum of 450 WTSS points guaranteed. Each pilot's entry fee $225 postmarked before July 1, $275 after. Contact: Chris Reynolds/GenTech Corp., Box 281, Conifer, CO 80433.

July 1-8: West Coast Hang Gliding Festival. X-C expo, swap meet., Lakeview, OR. Contact: John Kelso (503) 752-4817.

July 13-20: Golden X-C Classic, Golden, BC. Task is 200 km Out-and-Return Race to Goal. Paraglider pilots welcome. Contact: Ron Bennett (403) 264-6624 eves.

June 21-23: First Annual Lake Chelan Hang Gliding Festival. Spot landing contest, $1,000 prize money. Fun, barbecue, dance, street fair. Camping available. $10 entry. Contact: Lake Chelan, WA Chamber of Commerce 1 (800) 4-CHELAN.

July 1-14: Women's World Championships, Kossen, Austria. July 3-6: 8th Annual Bachelor Mountain FlyIn, Grant Montana, Contact: Dan Gravage (406) 222-7240 or Monte Elliott (406) 6813144.

MAY 1991

July 17-26: The Yalta Cup 1991. Hang gliding and paragliding, Yalta, Crimea. Contact: Moscow FAX ( I 97-095) 2002216 Delta plan B or contact Angelika Muller, Nuhnetal str. 73 5788 Winterberg, Germany, tel: 029816640 or FAX 02981-3018.

July 22-28: 1991 Canadian National Hang Gliding Championships, Vernon, BC. Entry $80. Contact: 1991 Nationals, #308-535 NiagaraSt., Victoria, BC Canada V8V IH3.

August 8-10: Fly-in and Tow Seminar, Contact Ron Kenney (316) 697-2577. August 18-25: U.S. National Championships, Owens Valley, CA. Contact: Tom Kreyche, 355 Mariposa Ave. #2, Mountain View, CA 94041 (415) 965-8608. August 31, Sept. 1, Sept. 2: Third Annual Ellenville, NY Fun Meet. 98 pilots last year. Four-man teams and individual competitions. $900 prize money for teams, trophies for individuals. Contact: Fitz (201) 5860693.

is !omted in !he hif;h desert in Sout/ie(ls/ Orego11,ju.1·1 al)()VC Goose Lakl' near the Caliji1rnia, and Nevada borders. The val/cyjloor.1· rnngeji'om 4,000' to 5,000' and !he ar('(I is /Jlor:kedfi·om coastal mois11.1re hy !he coastal mngl' and !he Cascad!'s to the west. T/1e lo!'al community is actually 1ryi11f; to promote hanf; gliding in the area, which is renownedjiJr excel/cm X-C and/1111.flying. J have ii on good m11lwrity that the locals plan to expand this/ly-in until it dwarJ:1· Tclluridt'.1·'·····Fd. Doug Hildreth, Mike Stevenson and J recently attended some very productive in Lakeview, Oregon on March 1991. We met with the Chamber of Commerce, Paisley and Lakeview Forest Services and the BLM. There is much to tell hut lei me share this brief unofficial itinerary t'or your early planning. They arc planning several more launch improvements, including more parking and extension of Black Cap, a new southwest Bulle launch (west of the south

transferred some money to Lhc Lakeview District for a combined, dctailccl pilot's site which will be a new version of the one I donated last year for tlw Chamber or Commerce to produce. The Modoc District wants to he sure Sugar llill is includccl. The official I ,akevicw Fly-In will be July 4-7, 199 I, Thmsday through Sunday, off with another Hang Gliding Capital of the West breakfast, with a discount for and their families, on July 4th, 10 AM, again across from the parking lot and visitor center. A pilot's information withfi'ee events registration, will he included, at 9:00 AM. There will he a spot Hi

landing contest that afternoon, which l 'vc volunteered to score, from 5:30-8:30 PM, with one or more plaques (donated by merchants) for winners. This will accommo-datc pilots arriving lhat rnorning who only want or feel up lo an afternoon glass--off that day rn1d those who aren't yet X-C experts. rules: good landing, i.e., no honks or basctuhes I wheels can touch ground, Score Distance I in feel, I 00' maximum from spotJ x your Hang Rating (I 5) x 1 for with curved battens Il ,itc I )ream, Gemini, etc.) or 2.0 multiplier for rial batten singles IRavens, etc.]. This system has been used by others and equalizes the experience and also the equipment being used by all.) This will either be at the Fairgrounds or at llunter's Lodge like last year. There is a community fund drive for a fireworks display this year, which would start at about 9:30 off the first, relaxing day PM, (unless you go X-C instead or land badly). There arc plans for a plaque for each (41h, 5th & 6th) best Open Distance Xl'light, l'rom any Lake County site, plus II ill I Sweet and Low (lower Sugar), California. There will also be a plaque for the bcsl opc11 distance X-C flight from Black Cap overall for all three event days. The record is 40 miles, in one hour, to the north end or Aber! Rim. The pilot information and entry form will have the spot landing scoring form and night report slips for each day on tile hollom half. Each flight report for the X-C awards would have to he called in at 1hc encl or each day at the visitor's booth, with the winner's mmounccd the next

l 0:00 PM, for X-C chase messages, coordination and reports. They reel that is uo problem. A big outside message board and night log is planned. I\ cadre of licensed drivers that will he available (ror a lunch and ?$) to drive chase vehicles will be sought, as will amateur radio operators to monitor the USHG/\ frequencies, CB and 2-metcr ham bands. The free pilot's registration form will provide us with safely and radio data ahead of time, so we encourage everyone to rill one out upon arrival. The Fairgrounds will be open for hang gliding camping, clue to the expected large turnout. The bathrooms havG showers. We stayed there in 1985 and they were fine. Discounts for US!IGA pilols (show your card) will he sought for gas, meals and motel lodging. John or I luntcr's Resort was out or town, so I wasn't able to confirm the $25/ night for all rooms for hang glider pilots this year but the $ I0.80/day ( .. JO'Yr;) or $60/wcck for Hunter's RV trailer spaces is again on, which includes $.05 o!T per gallon of gas. Contact: (503) 947 4968. The formal events will end with media coverage at an awards present at ion over free coffee and donuts on Sunday morning at 9:00 AM at the visitor's center. This will allow travel home on Sunday, following a "quickie" flight at Sugar. Some of us plan to be al Lakeview starting Friday, June 28, for the fun. More than I 00 pilots attended last year and there were plenty or sites and room to riy. Thc Chamber plans a mailing to all US! IG/\ Chapters and 1990 attending pilots. Tl was definitely fun. l hope to sec you there! Call Lakeview Cham her of' CommeffcjiJr site guides {//1d more details (503) 947-6040.r;d. BELOW: launch, toward Lakeview, OR. Photo by David l lopkins.

We've that the visitor center he mmmed all day until

l lANC GI.IIJINC:

ACCIDENT REPORTS compiled by Doug Hildreth Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

Wilfredo Linares 48 Ac!vancec! 10 years Flight Designs Demon 2/3/91 Arecibo, Puerto Rico Neck~Fatal

Event: Experienced pilot arrived in soarable conditions. He was in a hurry to fly. "A noise was heard while tensioning the glider, but nothing could be detected. "The pilot launched and flew for 30 minutes, then a loud clunk was heard, the wings folded and the glider went straight clown from 500 feet." Investigation showed that the noise was the nut popping off the bolt on the crossbar plate I tensioning wire junction. This could not be seen because of the crossbar cover bag. There was no safety ring on the bolt. The tension crimped the bolt in place during launch and early flight. Comment: Because this accident occurred outside the United States it will not be counted as a U.S. fatality. Nonetheless, there are a number of lessons to be learned. How many times have you heard an unfamiliar noise as you are setting up? What do you do to ensure that it was not a life-threatening warning? What about those covers, wraps, plastic shrinks, caps, etc. that prevent us from seeing all the crossbar nuts and bolts, and the crossbar-leading edge juncture? This glider was eight years old and had never had a full take-down inspection. How long since your full inspection? How long since you replaced your flying wires? Or hang strap? This pilot did not wear a parachute. Witnesses felt only a ballistic parachute would have had a chance. Routine maintenance. Preflight. Preflight. Preflight! Event: No-wine! launch. We don't launch at this site in no wine!. It's a pretty shallow launch, and there are trees at the encl of the slot. But we're all set up. I can probably pull it off. I'll just start a little further back. MAY 1991

Run, run. Nose got a little high on me, but I'm airborne. Mushing a bit. Pull in to get some speed. The trees are kinda close. I'm not sure if I'll clear them. Push out. I'm still not going to clear them. Well, nuts ... flare, stall and land in the trees. Cover my face. Well, I'm OK. Not too far off the ground and plenty of pilots to help me clown. We don't launch at this site in no wind. Well, now that I have my glider out of the tree and everyone else is broken clown ... hey, he's not going to launch is he? Didn't he see what I just die!? Doesn't he have any brains? "HEY ... " Run, run, run. Finally off. Gee, he's low. Was I that low? He's gonna hit the trees too. No, maybe he's going to make it. No. Yes. No. Yes. Comment: I wont tell you whether the second guy cleared the trees or not. It really doesn't matter. Event: First solo tow flight. The student pilot had tandem towed with his instructor. For this first solo tow the srudent had a brand new intermediate glider and a new harness. The release was attached to the pilot's right wrist. After launch the pilot immediately began off-center oscillations, going first 20 degrees left, then 30 degrees right, then 45 degrees. Student was tole! by radio to release. He let go of the control bar to pull the release attached to his wrist, but letting go of the bar worsened the lockout. He grabbed the bar without having released as the glider clove into the cement. Head and face injuries. Comments by the reporter: Too many new things at once could have been corrected by: The first tow should be on a stable beginner-type glider. The use of a familiar harness. Better preparation to make limited, early and steady corrections. The use of a lighter test weak link (200 pounds, instead of the 350 used?). With the tow release attached to the right wrist the student pilot let go of the control bar to release, which worsened the lockout trouble he was already in. Finally, the truck observer should be able to cut the line in an emergency. Comments by me: Although we do not get many tow reports (17 last year), this directional oscillation and problems with the release seem distressingly frequent. •

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USHGA REPORTS I

USHGA Board of Directors Meeting Seattle, Washington - Spring 1991 by Gregg Lawless SAFETY & TRAINING

survey of all instructors was recently conducted and the results of this survey were presented by the Safety & Training Committee. The three major topics addressed by the respondents were: 1) change the ICP, 2) the rating system is inadequate, and 3) access to ICP's is very limited. This committee will formulate a plan to address these issues. A report detailing the survey results will be written for inclusion in Hang Gliding and distribution to all certified instructors. Currently all Examiner appointments are for a period of two years. All future appointments will can-y a one-year tenn as do observers. Reappointments will occur in December/ January of each year. New Beginner, Novice and Advanced rating written tests were submitted to the committee for review. Four schools will conduct a six-month evaluation of these new tests with the results being submitted for review at the October BOD meeting. The schools are: Mission Soaring Center, Windsports International, Fly High School of Hang Gliding, and Lookout Mountain Flight Park.

TANDEM The following changes were made to hang gliding's tandem program: 1) The tandem observer position has been eliminated; tandem instructors will assume the duties previously held by tandem observers. 2) The tandem I requirement to log five flights in winds less than five mph and wing loadings of at least 1.6 lbs./sq. ft. has been replaced with a requirement to complete at least two tandem flights as the passenger with a tandem rated pilot using the designated launch

method. 3) Tandem I candidates must now attend a tandem clinic given by a tandem instructor. 4) Tandem II candidates will no longer be required to successfully complete a USHGA ICP. 5) Tandem II candidates will be required to complete at least 15 logged tandem flights from at least 500 feet vertical descent or at least two minutes duration instead of the previous requirement of 25 tandem flights from at least 500 feet vertical decent. 6) Tandem II candidates will no longer be required to gain their regional director's approval. 7) Tandem instructors will also no longer be required to gain the approval of their regional director. 8) Backup parachutes must produce a descent rate no greater than 21 fps at the gross load being flown. A 24-gore PDA or larger canopy is recommended, a 22-gore conical or 20-gore PDA canopy is the minimum required.

PARAGLIDING A three-tiered paragliding tandem program designed along the lines of the existing program for Class I gliders was approved for implementation. There is still work to be done before the program can be implemented and the first tandem instructors can be appointed, but the process has begun. Candidates for a tandem rating will be required to attend a tandem clinic in which tandem techniques are taught prior to receiving a tandem rating. A site rating guide and a handbook detailing the roles of the USHGA and APA will be written for distribution to members of both associations. Competition organizers will be encouraged to provide for the participation of Class III gliders in their competitions. A towing

subcommittee was fonned to explore the aspects of towing paragliders.

INSURANCE Our liability insurance has been renewed through TransAmerica for the next year (April 21, 1991 thru April 20, 1992). Certificates of insurance should be received by all chapters up to one week prior to the expiration of the current policy. At the request of several individuals, we will attempt to change the renewal date from April to March 1st beginning next year. This committee will explore the feasibility of professional liability insurance for schools and instructors. TOWING COMMITTEE The Towing Committee received several comments on the wording used in the recently developed Launch Rating requirements. As a result, the committee agreed to delete the following wording, "foot launches assisted by tow line tension rather than gravity along a slope, where the wind is less than six mph may be used to satisfy this requirement" from the Beginner and Novice ratings. Further study will be made with regard to the current tow ratings and membership input is requested. SITE MANAGEMENT Progress continues on the "Site Management Manual." A preliminary version will be prepared for the October 1991 BOD meeting. No significant progress was made on the idea of a national helmet sticker. A letter will be sent to all chapters to solicit there opinions on this proposal. There was significant discussion on a national site guide. Chapters will be surveyed to detennine how many currently produce a local/regional site guide and their willingness to sell it to USHGA members. WORLDWIDE COMPETITION The competition rule book has been updated and should be ready for distribution within the next week. A request for proposals to host the 1995 Women's World Championship in the U.S. sent out to potentially interested parties.

HANG GLIDING

USHGA REPORTS MEMBERSHIP AND DEVELOPMENT The USHGA's presence at Oshkosh will be increased this year. Rod Hauser, Region 7, submitted a proposal to coordinate this activity which was accepted by the Board. The implementation of the proposed "hang gliding" postage stamp has been delayed. Lisa Tate, Region 5, will promote a letterwriting campaign to hopefully bring this item to the front burner.

distribution has been moved up to coincide with Oshkosh.

FINANCE A balanced budget was approved for 199 l. The approved budget included an allocation of funds to provide for the pursuit of tax exempt status for the Association. A cost accounting system will be developed to more accurately reflect the profitability of the merchandise function.

PUBLICATIONS Headquarters will do a cost analysis to determine the actual cost to the Association to continue distributing the magazine through various bookstores. It is believed that the cost may be significantly higher than previously reported. The production of the l 992 calendar has been moved into the headquarters office and the target date for

BYLAWS A request to specifically exclude nonUSHGA members and USHGA employees from the position of honorary director was disapproved. It was the opinion of the committee that individuals are selected based upon their expertise, and membership and/or employment should not be a consideration in the selection process.

AWARDS A special award was presented to Richard (Dick) Eipper, the founder of the USHGA, for his contributions to the sport. Dick was one of the early founders of the sport in the U.S. and one of the largest hang glider manufacturers, Eipper Formance. Steve Pearson of Wills Wing received the Presidential Citation for his contributions to the development of the sport over the past years. Tom Kreyche received the Exceptional Service Award for his contributions toward the upgrade of the headquarter's computer network system. The Cloudbase Country Club, Seattle, Washington, received the Newsletter of the Year Award. A proposal to revise the Lilienthal awards will be prepared for consideration at the October BOD meeting.•

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The in-flight safoty maxim is, "Don't lake a chance." Photo by John Morse.

by Rodger floyt IS

one difficulties. with such an ,n,,rv"'''""'

HANC: GUIJINC:

Pausing before li!keoff allows time Lo reflect on conditions and technique.

In The Sermon on the Mount, Jesus told llis followers, "Take therefore no thought for the morrow ... s111Ticient unto Lile day is the evil thereof." Our simplified secular equivalent or !his axiom would be, "One day at a time." I\ familiar Chinese proverb states, "/\ journey of a thousand miles begins with a single step," literally meaning, when faeed with an overwhelming task, take lhings one step at a time. When the: whole is considered, whether it he a journey or a Ii Cct imc, that aggregate can be ps,,c11olog1c<11lly intimidating. Our minds arc finite, capable only of a limited number or computations before they overload and begin to function inefficiently. This can make us unable lo perform even simple 1asks with normal competency. The same is true for a hang gliding flight. Prom takeoff to landing your mind is satiated with infinite stimuli which, if nol properly as" similatcd, can cause confusion and comprn" misc Any individual aspcc1 of hang gliding is in i1scll"so intricate that an entire book could be written about i1; what happens when Ihcsc factors all converge on a pilot's psyche simultanernisly'/ If the righ1 se1 or variables coincide, 1hc pilot's confusion will result in an accident. llow can you corral 1he s1ampcding com"" plcxitfos of hang gt iding'/ How can you cage the wild beast or ccrcbrnl overload? !low can you manage hang gliding's innate complica1ions lo MAY FJ91

minds are finite, capable only of a limited number of cornputations they overload and can perform compe t ency.

the point where you can mentally cope with Ihem? The answer is as simple as I In any hang gliding flight, there arc of 11CcC;ssity three components: a la11nch, a night and a landing (all hough a respected com pct ii ion pilot once confessed to flying a partic11lar site I 1/2 limes, leaving the events of the fraction to your imagination). Ir you isolate each one or thc:scsei;menls individually, conccntraling only a single ,ispcct at its appropriate time, you have mentally organized your flighl and reduced the possibility of a confusion--rclated incident. Let's a night, one step at a time:

ONE: THE LAlJNCH ft was one of those days for which he' cl waited the entire flying season. Cumulus 1antalizingly sprinkled the late-August sky. Orange ribbons marking lakcoff fluttered auspiciously in steady IO mph winds. I I is friends were already soaring near cloudbasc. This conservative Advancedrated pilot had launched Woodrat Mounlain countless times; there was no reason to even think he'd have a problem today. Soon, he reasoned, he'd be 3,000 feet above takeoff, a rncrc speck like his counterparts. But he never got lo fly that clay. He blew his launch and broke his glider. Incredulous observers said he just didn't nm. Why not? Because raJhcr tlrnu concentrating on his Jake"· off, his mind was already occupied withihoughts of his impending flight. He didn't Jake time to collect himsclr before launching. Ile hadn't allowed a momentary interlude to think about his technique. Since he'd done it lrnnclreds of times before, he'd become complacent. A mutilated leading cdgeancl two mangled down lubes were an effective lesson. When you launch, it is important to eliminate any rncntal clutter. Think only about your launch and nothing else. Tune out the distracting background chat1er or pilots and spectators. Don 'I become so preoccupied with watching cycles that you forge! teclmiquc. Don't think any farther ahead than the bottom of the launch ramp (with the exception or making certain other fliers have cleared lhc takeoff area, of course). Make sure you have preflighted and hooked in. Take time to balance your wing and establish the proper angle of attack. Visualize propl,r launch technique bel"orc initiating your run. Try lo run to Jhe boll om of the launch ramp. l f you focus on doing these things. you will have completed one"third of your flight.

TWO: nm FLIGHT Volumes have been writ1cn on sarc flying. In l'lighl, ii. you attcmpl to recall every possibll: rn le, you'll be more confused than Michelangclo at a Picasso exhibit.You need to simplify things. Safe flying can be summarized by Jhe simple maxim, "Don 'l takc a chance." Nol one. Ever. Or as basketball chccrlcaclcrs say to dis-" tract an opposing player during a free ihrow attempt, '"N O·llO"·nevcr··JWVer-•hul1-uh"uh. During his career, a long-haul Jruc:kcr drove his 80,000·pound rig nearly two million miles without an accident lie admils tha! luck was definitely a CacJor in compiling his 21

quickly on landing, but a long, pace. Photo by Nancy Landes. record, but he also feels hG much of 1hal luck in advance. I le: never drove when he was even when his sched11 le him. I le never followed 100 close or even when it rnea11t he was stuck for miles behind a slow 111otoris1. I le never even when he was late for a lie says, "When you drive as much as seen happen 1hal cnn happen. The insidious thing is, drivers get away wi1h acts 99 times out of a hundred. That just encourages them lo do it Sooner or later i1 catches up with thcm."This 1ruckcrcitcs many instances where a little less would have rnean1 catastrophe for him. The hangglidinganalogy is: when in doubt, don 'I. Don't alfcmpt a downwind turn close to !recs in an effort lo ca1ch an c:lusivc 1hcmrnl, even certain you'll sink oul will1ont ii. Don't drift 100 far from an LZ with a thermal, to let you even if you're convinced it's not on the lee-side or a morn11ai11 down. Don't even positive there's no wind. Like Ilic trucker's illustrn1ion, it's possible to get away with it so many times it becomes a normal part of your routine, but it's that I.1st time 1hal have you headed for the 1i1lc role in "The Flat liners." gotten this far, you now have the you have complc1cd twrHhirds of your safe fligh1.

'l'lIR:EE: THE LANrnNG I 1s lhemostcomplcxofthcthrcc This, however, is not meant to aspcc1s of be another instruclional piece 011 how to land. Rather, it is intended to teach you lo c011ccnlrntto on Landing needn't hcsorntothing to dread if you conccnlrn1c on proper 1eclmiqm: and force yourself lo adhere 10 it. To free yomsc:lf to focus on landing, it's your approach well in advance. necessary The approach is the prerequisite to a good

landing; a long, smooth approach allows time to leisurely think about each aspect of your technique, keeping things from happening too fast to control. Many pilots' landings arc a haphazard series of procedures, subjectively based on foci and intuition. To regularly have good landings however, it's importan1 10 devise a co11sis1cnt series of landing steps. When on final, coach yourself in these steps 10 assure you don 'l deviate from them. One pilo1 has dcvclopcd a slra1egy for successful landings. Out loud, he admonishes himself 10 keep his near the basc1ubc while his gl idcr dissipates its 1his prevents liim from gradually cxlcnding his arms lo slow the glider, leaving no arm extension remaining with which to Clare. When his glider has decelerated enough lo flare, he hollers "l lold the flare!" lo force himself lo keep 1hc nose up. Such verbal remindcrn an: his way or intent on 1cclrniquc in the midst or a 1housand for his compel ing bi1s or information altc11tio11. If clone your ma1h, you know that 3/'J equals I; one; more safe flight under your bell and in your logbook. It's arna,.ing 10 sec pilols who have comwithout a serious pleted ihousands or accidcn1. But those ror111na1c Diers accumulated that remarkable total one step at a time: one launch, one fligh1 and one landing. ls your next flight lo be safe? It's as simple as I Count on it. 11111

II ANC: CurnN<;

MEMBERSHIP APPLICATION

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RENEW/USHGA# _ _ _ _ _ SEX (M/F) _ _ _ _BIRTHDATE_ _ _/_ _-'/_ _ NEW MEMBER *****************************************************************************************************************

***** ** *** **** *********** ******* **"'**************** ***** *** *** ******* ** ***.-~, ** *** *** ** ****** **** ***** **********

OTHER OPTIONAL MEMBERSHIP PROGRAMS: ALTERNATE MAGAZINE MAILING SERVICE: (Airmail & 1st Class) 0 Send me Information VISA CARD INFORMATION: 0 Send me Information PARTICIPANT ACCIDENT/I'HEFf OF GLIDER INSURANCE 0 Send me Information $_ _ _ _ __ NAA MEMBERSHIP ($22.00 annual dues includes FAI license) .. ***************************************************************************************************************** ··cHARGEMY:•·•·· •. 0 fyfa~foiCarcI '• OVlSA ... ''($2.00 seryic:(:) c:lial'ge) \ $_:~ - - - \erecJiLCarct# < · · ·.· · .Exp Dat~····. ·. .,.· ·<1·_· · · . ;,.·. _·..·_·------,,;-phqllf( .... ) •. . Sig11a tlire....· ..;cc..;..;..;.;....;,;.,;,__...._c.;..,;.:.._ _-'-'..;..;....-__.;....;._.....__..c.;,;..;,;.._,__,.-,... ***** ***.* **** *** ** ** ***** **** ***** **** *** ****** **'''* *** **** ** **** *** ** ******'* *** ***** ** ****** ***** ***'*** ** ******** TOTAL $_ _ _ __ INSURANCE INFORMATION The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a Combined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational flyin_g. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties and CANADA. *Foreign payments must be in U.S. FUNDS drawn on a U.S.

BANK.

USHGA, PO BOX 8300, COLORADO SPRINGS, CO 80933 (719) 632-8300 FAX (719) 632-6417

(01/91)

1991 USHGA MERCHANDISE ORDER FORM Qr{. 1991 USHGA CALENDAR 12" X 12" Full color pictorial to the sporl that you love. fluy one for a friendl .................. .......... $6.00 OTHER USHGA CALENDARS SPECIFY YEAR: 1990 1989 1988 More Excellent Photography-collect them alll ............... $3.00 USHGA SCRAMBLE KNIT SWEATER by Nutmeg Mills Embroidered with Mtn. Glider emblem, 100% Cotton, "Natural Color" SPECIFY TYPE: CREW NECK or VEE NECK and SIZE: SMALL MEDIUM LARGE X-LARGE .. .......... $39.95 USHGA MTN. GLIDER PULL-OVER JACKET 100% Supplex Colored top with black base. Pouch pockets. SPECIFY COLOR: GREEN YELLOW RED BLUE &SIZE: Small Medium Large X-Large .................... .............. $29.95 USHGA LONG SLEEVE T-SHIRT 100% Cotton ''Simplistic" Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL ......... $16.95 USHGA MTN. GLIDER T-SHIRT White-100% cotton. Our most popular shirt. SPECIFY SIZE: S M L XL........ . $10.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: S(6-8) M (10-12) L(14-16) ................. $9.95 USHGA NEON LOGO T-SHIRT 100% Cotton Our beloved official logo. color revised of the 1990's. HOT! SPECIFY TYPE: WHITE TANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large ............. ................ $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: RADICAL PINK WILD YELLOW NAVY WHITE ....................... $9.95 USHGA CORDUROY CAP Embroidered with "Glider Trails" design SPECIFY COLOR: ROYAL BLUE OFF-WHITE.. ....... $9.95 USHGA MTN. GLIDER SHORTS 100% Supplex. Neon and traditional colors. Side pockets, lining and drawstring. SPECIFY COLOR: PINK GREEN YELLOW RED BLUE & SIZE: Small Medium Large X-Large ......................... $13.95 USHGA "BARS" T-SHIRT Horizontal color bar across chest. SPECIFY COLOR: WHITE or YELLOW & SIZE: S M L XL ............... $8.95 USHGA EMBLEM BASEBALL CAP Foam white front, colored mesh back. SPECIFY COLOR: RED NAVY GOLD ORANGE .......... $5.00 USHGA LAPEL PIN Beautiful multi-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $4.95 USHGA 1988 WORLD TEAM PIN Commemorating the world meet in Mt. Buffalo, AUSTRALIA.................................. ......... $2.95

TOTAL $ $ $ $

$ $

$ $ $ $

$ $ $

HANG GLIDING FOR THE BEGINNER PILOT by Pete Cheney The Official USHGA Training Manual. Over 200 pages .................. $29.95 H.G. MAGAZINE-Special New Pilot Edition Covering several aspects ie. equip., instructors, log books, 1st solo, etc ....................... $4.50 PARAGLIDING FLIGHT - Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FL YING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. ......................... $9.95 HANG GLIDING TECHNIQUES by Dennis Pagen Continues where FL YING SKILLS left off. For intermediate to advanced ............... $7.50 FL YING CONDITIONS by Dennis Pagen Micrometeorology for the hang gliding pilot. Over 90 illustrations. ....... .............. $7.50 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalilies................................. $8.95 FEDERAL AVIATION REGULATIONS 1991 Federal Regulations covering ALL types of aviation............................... ......... $8.95 USHGA INSTRUCTORS MANUAL Syllabus, information, teaching methods, flight training maneuvers and procedures ...................... $5.00 HANG GLIDING MANUAL & LOG by Dan Poynter For the beginner, covering the basics in Rogallo set-up and flight ........................ $1.50 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X-C LOG BOOK 64 pages. Very clean! For those who like to document their flight. ....... .. .... ............... ............. $3.95 USHGA FLIGHT LOG BOOK 40 pages. The Official USHGA Flight Log Book ................................................................................. $2.95

$ $ $

USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights ...................... $9.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................ $4.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last!..................... ...................... .............. $1.50 USHGA DESK CLOCK Clear acrylic base w/ gold face plate. LCD Quartz movement Mtn. Glider emblem screened in blue .............. $6.95 USHGA FL YING DISK Mtn. glider red on black color. Completely soarable. Thermal finding capabilities ........................................... $1.95 USHGA DRINKING MUG w/HANDLE Unbreakable 14 oz. frosted plastic mug. Mtn. glider screened in blue. .... .................. $1.95 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Min. Glider shaped. Screened while on red ............................................................. $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem..................... . .................. $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker............................... ................... $ .35 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTIC-white with blue lettering ..................... $5.50 METAL-(zinc) with white on blue lettering ......................... $6.50

$ $ $ $

MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG .............. . 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 ASL over the Sierra Nevada Range ....... . 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard rogallo flying into the golden sunset. (Circa 1977) 'Posters are NOT AVAILABLE on International Orders-SORRY!

$ $

$ $ $

$ $

$ $ $

$ $ $ $

.... $9.00 ... $5.95 ... $3.95

$ $ $

PAYMENT must be included with your order. FOREIGN orders must be in U.S. FUNDS drawn on a U.S. BANKI

CHARGE MY CREDIT CARD ($2.00 S/C) VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _ exp. _ __ Signature _ _ _ _ _ _ _ _ _ _ __

SHIPPING .01 - 4.99 ADD $1.25 5.00 - 9.99 ADD $2.00 10. -19.99 ADD $3.00 20. - 34.99 ADO $4.00 35. - 49.99 ADD $5.00 50. + ADD $6.00 Canada & Mexico add $1.50 extra lnt'I surface add $4.00 extra lnt'I air add $8.00 extra

SUBTOTAL COLORADO RESIDENTS add 6.5% TAX SHIPPING (see chart) CHARGE CARD ($2 if app.)

$_ _ _ __

TOTAL ENCLOSED

$_ _ _ __

SHIP TO: (Street address if possible) NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~USHGA#_ _ _ _ _ _ _ _ __ CITY/STATE/ZIP- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300

COLORADO SPRINGS, CO

80933-8300

(719) 632-8300

FAX (719) 632-6417

TOW LINES

The First Towby Bud Brown This month we will look at the first tow experience. Some of us will remember the keen anticipation just before initiating that tow! Seeing other pilots doing a "rocket launch" takeoff with an instantaneous gain of 50 feet or more is impressive. Placing yourself on the bL1siness end of the tow line can be downright exhilarating. So how do you calm down those mental gremlins and execute a first tow that you can remember with a smile? The answer lies in preparation, or simply a strong familiarity with your glider's flying characteristics and a good working knowledge of basic flying skills. We'll look at these skills as we go through the experience. Our flying site is a small, uncontrolled airport. The "FBO," or fixed base operator, is friendly and enthusiastic about all kinds of aviation. A couple of tandem rides on a 240 Dream reinforced his enthusiasm. No, it's not a fantasy. We've completed the staging area check list and have taxied out to the end of the runway. While you are running through the pre-launch checklist, the driver is visually

scanning for air traffic and listening on the airport traffic frequency. The pin man, whose responsibilities include operating the release, monitoring the flight, regulating the hydraulic pressure and communicating vehicle speed adjustments to the driver, is now ready and standing by. Yott ask the driver to make the "glider tow commencing" announcement on the airport frequency and a moment later give him the command to start the tow vehicle moving. Your concentration focuses on monitoring the airspeed indicator for the correct airspeed-approximately 30 mphand positioning your body properly relative to the control frame basetube. The body/ basetube position may vary slightly with conditions. A starting point is between minimum sink and best glide. The two speed extremes to avoid are: slow enough to induce mushing, with its degradation of control, and fast enough to overtake the tow vehicle or cause slack in the tow line. Use the tow operator's recommendations for launch speed and body/bar position. When the airspeed indicator reaches launch airspeed you are startled by your own,

Ball Variometers, Inc. 6595 Odell Place, Suite C Boulder, CO 80301 (303) 530-4940

Ball Proudly Announces The Model M22. The new standard for paragliding. Whether you compete or not, we'll help you be a soar winner. Comes with our standard 1 year warranty (void if submerged). See your local Ball dealer for details. For inquiries, call 1-800-729-2602 • Fax (303) 530-4836

MAY 1991

intense exclamation of "Clear!". Instant flight. You are suddenly at 50 feet and climbing rapidly, while making small, almost continuous corrections in pitch and roll. The line angle and tautness looks good and you are tracking straight behind the tow vehicle. You are busy but invigorated, and welcome the brief words of advice coming from your radio. All too quickly you notice the tow vehicle nearing the encl of the runway. You pull the bar back slightly in anticipation of the sudden loss of the impressive force that has been pulling you up into the sky, and notice the tow line start to go slack as you pull the release. You did it. The above scenario is a usable one for introducing experienced pilots to towing, although there is a wide variety of tow rigs, sites and techniques. Use the guidelines in last month's column to pick a tow operation and follow the operator's recommendations. Next month we'll look at weak link breakage, unintentional releases and other launch problems. If you have a request, contribution or question write: Buel Brown, 29 Warren Ave, Randolph, MA 02368. I'll reply promptly by mail, unless you okay a collect call. •

We plan to use this column as an ongoing tmi·ing fomm. Other authors are 11·elcome to contribwe articles or letters on the subject of to\\'ing tec/111ique and equipment.-Ed.

STANDARD EQUIPMENT • 1,000 ft. or 5 M/S VSI Scale • 1 ft. or 1 Meter ALT Increments (MSL) • RF Shielding • Relative Altitude • 5 Stage Vario Damping • Barometric Pressure (Hg or Hecto Pascal) • Adjustable Audio Threshold • Choice of Piezo Audio Sound: VARI-PITCH - BEEP INTERRUPT-VARI-BEEP • 4 Stage Averager • Mount (Velcro Strap, Steel Bracket, or Ball Clamp) OPTIONAL EQUIPMENT • Barograph with Flight Linker and Software • Total Energy (TE.) Probe SPECIFICATIONS • Operation Altitude - 2,000 ft. to 27,000 ft., 609 - 8225 Meters • Operation Temperature - 13 to 113 deg . Fahrenheit - 25 to 45 deg. Celsius WARRANTY • M22 flight computer and accessories are warranted for a period of 1 year from date of purchase (with proof of purchase via warranty card) or 1 year from date of manufacture (including software updates) Submersion In Waler Voids Warranty. • Specifications Subject To Change Without Notice

M22 (Standard Model Shown)

REGIONAL NEWS

Region 7 Updates & Retakes by Rod Hauser, Region 7 Director Rod Hauser, our new USHGA Region 7 Director, has turned out to he a very enthusiastic and energetic one, and as a result of his input we are introduci11g a new feaTomah airport, site of our Regional Meet. ture in Hang Gliding: Regional News. Other Regio11s and Directors are encouraged to send available now, and if requested, we can have us news and info for this co/umn.-Ed. smaller sizes made. They will be available at the state qualifier meets and the regionals, but Region 7 Championships if you can't wait send $1.50 extra for postage now, and we'll send it ASAP. Remember, Our championship meet will be held in $2.00 from the sale of each shirt will go toTomah, WI, at the local airport, June 21-23. This is in the middle of Wisconsin on 1-90/1ward sending our regional winners to the Na94 where they split. tionals. Let's help them get to the Owens If you are interested in watching or are a Valley. participant there is camping available, and a motel very nearby. Contact me at (608) 269Oshkosh Fly-In 6304 if you need reservations or more info, I am currently looking for people to help staff and let me know if you'll be here for the dinour booth at Oshkosh. Please call if you might be able to, so I can set up a schedule. I ner and party on Saturday night. Anyone inhope to have all pem1its ahead of time for our terested in helping will be appreciated. There booth and camping if necessary. I'm also is a state bike trail nearby, and a shopping mall. Tomah does have a lot to offer us. trying to get sponsors to help out this year, and hopefully we'll have our own booth in State Qualifier Meets Rolling the flight line. I hope to improve people's By now, some meets are underway and hopeattitudes and increase the number of pilots fully some long flights have been made. I will here. publish results and winners' names as they are received. Our aim is to help everyone Wisconsin Trails Last month there was an article about hang have a chance to qualify for the Nationals. My goal is to try to unite Region 7 pigliding in Wisconsin Trails, a bimonthly magazine reporting news and events in Wislots. There are about 600 of us, and it would consin. The response by interested people has be great to get to know some new faces. been good, and I'd like to thank all who Region 7 Shirts Have Arrived helped . I would also like to encourage others We are offering a Region 7 flying shirt, and to put together an article for their state magathey are finally in. Check the March issue to zine. We need positive input for our sport, and this avenue will help generate interest. see what they look like. They're made by Fruit of the Loom from 100% pre-washed Updates & Retakes cotton, long-sleeved, heavy weight, light grey I've had a great response to this column. All in color. The print is red and black. The price is $13 each, sizes L and X-L. These sizes are seem a little surprised, but hope we can con-

tinue. I would like some help though. If you have some photos or news, send them to me a least a month and half in advance. In the March column, clue to haste, I called a platform payout winch launch system an ATOL in the photo. My mistake; I'm sorry for any confusion this might have caused. In that story I also mentioned an accident. It was an incident in which a young man blew a tow launch, but made an excellent attempt to recover, landed hard with two broken clowntubes and a sore right shoulder. The glider was fixed in no time; the right shoulder took a little longer. This is your association. There was only a 13.5% voter turnout for the last Directors election, and I would like to see more participation by all members. I can be contacted at: Rod Hauser, Route 1 Box 73A, Cashton, WI 54619 (608) 2696304. •

The Only Ultralight Good Enough for Hang Glider Pilots Glide: 15 to 1 Sink: 250 fpm Span: 40 ft Empty Wt: 254 lbs Built: Ready-To-Fly

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Please Request Info Pak: HG 265 Echo Lane So. St. Paul MN 55075

HANG GLIDING

Photo Boh Irampenau

Pilar Bob Schurce

THE NEW SENSOR 144 THE NEXT GENERATION SPAN AREA ASPECT RATIO NOSE ANGLE WEIGHT EMPTY

34 FT. 144 SO . FT. 8.0 13 3 63 LBS.

IDEAL PILOT WT/50- 175 LBS WEIGHT RANGE 125-225 LBS HANG RATING 3 - 4 - 5 70 75 T6 L E. AND RIBS SPEED RANGE 20 - 55 MPH

The new high aspect Sensor I 44 features: one step rear set-up, enclosed wing tips, light weight, high strength. great handling and stability and the best sails in the business. Sensor quality and Sensor performance ... The New I 44 really goes!

•

SEEDWINGS

4 I Aero Camino. Goleta, CA 93 I I 7 (805) 968-7070 • Fax (805) 968-0059

OPTIONAL USHGA ME1\1BERSHIP BENEFIT FORM THEFf OF

G L I D E R IP A R A G L I D E R

INSURANCE

POLICY CONDITIONS: ~ ¢?y§f~t~ ~ppJt~i 9p1Y J§ Jll'etf 2Cifii .i;:f!!1:§~1 2k1?§13~~8£IB?~- l \ 'NPf9YfW&t!lPP1if§. i(}Ilgi~J4.Y~ 1 pii(t~.• it1S}fgtl}.ylli~.pr a~~.~9w~~ flrn stql.pll ~~par~W1Yi

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"'.•.• .•.·(@¢9Ili.panyF>··.·.·.·.· 'fl.~i@§ Will. mm l?~\Pf2%SS£9\@J~$§ypWgptAi!l 6Wh·.· .·.·..e~p~t1S(},••·*/polic:¢)t¢P9tVrn•·•· ..·.·.·. ·..·.·.·..· .·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·..·.·.·.·.·.·.· .·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.*114iPt6yig~i····ijpygµ( ·.·.·.·.·.·.·.· ·. · ··. · · ·.· ·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·.·•..... ·.·.·.· .·.·.·.·.·.·.·.·.· .·.·.·.·. ·.·.·.·.·.·..·.·. ·.· .·.· .·.·..·.·.·.·..·.·.·.· .·.·.·.·.·.·.·.·.·.·.·.· TEAR AT PERFORATED EDGE:

Retain UPPER portion - forward LOWER portion with your Membership Application and check for total amount due to USHGA, PO Box 8300, Colorado Springs, CO 80933

========================================================== APPLICATION DATA:

THEFT OF GLIDER/PARAGLIDER INSURANCE

Name _ _ _ _ _ _ _ _ _~ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA# _ _ _ _ _ _ __ Address Zip_ _ _ _ _ _ __ Home Phone ( Work Phone (

GLIDER/PARAGLIDER: Make _ _ _ _ _ _ _ _ _ _ _ Model Year _ _ _ _ _ _ _ __ Serial # Date Purchased-------- Cost$ _ _ _ _ _ _ _ _ _ * Sail Color: Leading Edge_ _ _ _ _ _ Upper Surface Lower Surface_ _ _ _ _ _ __ Canopy Color: # of Ribs _ _ _ _ _ __

ACCESSORIES: Altimeter_ _ _ Variometer Harness _ _ _ _ Flight Deek._ _ _ _ Backpaek_ _ _ _ __ Helmet Radio - - - - - - Other- - - - - - - - - - - - - - - - - ~ Parachute: Hand Ballistic- - - Other ----------------* Include cost of accessories.

---------===----========-================================ AGREEMENT:

119tf?im~gfs? ffie {of

?fiq:isst>fl?s tijtJess si()lf# Si111µfta11¢q\f~fy So.st.• tjf J~if it1?.YS<lPC~.•. is Ju 11y. f a.rn%1.~P4<tn~f

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pn tQC Jir§t day OfJhe> month f9JJ9yvirig <1pprpvill of •. the appliqtJJ9Jl bJthe •llrlcl~r»'fiteq /

NOTE: A photocopy of this application shall be as valid as the original.

Signature ______________________ Date ___________ (See reverse side for Participant's Accident Insurance Application)

OPTIONAL USHGA MEMBERSHIP BENEFIT FORM

PARTICIPANT'S

ACCIDENT

INSURANCE

COVERAGE PROVISIONS:

TEAR AT PERFORATED EDGE:

Retain UPPER portion - fotward LOWER portion with your Membership Application and check for total amount due to USHGA, PO Box 8300, Colorado Springs, CO 80933

========-================================================

APPLICATION DATA:

PARTICIPANT'S ACCIDENT INSURANCE

Name Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _Zip _ _ _ _ _ _ __ Home Phone:

Work Phone: (

USHGARating _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ DateofBirth_ _ _ _ _ _ _ _ __ BENEFICIARY:

Primary - - - - - - - - - - - - - Relationship _ _ _ _ _ __ Secondary - - - - - - - - - - - - Relationship _ _ _ _ _ __

--=======================================================

AGREEMENT:

tpfJhe AnQefi(al)d. \foclagfee }h?! c6ver;ge\vill &e Jff@\i\l~ (jri•••tr.¥Jfrsf Jay of )K~(lllOhthi.fOl}()Vljhg appfg{M ·~Pl'Ji9<1ti9Jl py th~ µ11ctei"'1r1u~r. · ··. · . · · . ·.· . ··· · · . ... · · . ·· . · ·.· . · · ·· .· . ··. NOTE: A photocopy of this application shall be as valid as the original.

Signature ____________________ Date __________

(See reverse side for Theft of Glider Insurance Application)

We'd love to build your next glider! SERVING PILOTS SINCE 1973 1991 marks our 19th year of building hang gliders for foot launched soaring flight. This year we are offering our most extensive line of gliders ever, with a model for every pilot skill level and every pilot need. Today there is no reason for any pilot to give up the unmatched quality, service and suppport that comes with every Wills Wing .

THE 1991 HP AT 158 & 145 Gliders in the HP series have logged two out of every three cross country flights over 200 miles in the history of hang gliding, and the HP AT is the only hang glider ever to have flown 300 miles. Updated and re-certified for 1991 , the HP AT is the glider of choice for five of the six US Team pilots in the '91 World Championships in Brazil and all three of the US Women's Team Pilots in the '91 World Championships in Austria. The superior performance, consistent high quality, proven safety, and excellent handling characteristics of the HP AT make it a glider that you can fly with confidence. With more than 1000 HP AT's now flying worldwide, this is the most popular and most highly refined com titian clas~ glider - :-car :et-.

more than 200 miles outside the U.S. in 1989, and numerous personal best XC flights of more than 100 miles over the to years, the Sport AT for 1991 contifJ provide an unmatched level "6f p . ormance , quality and value. / I I

TJ"l~-99

THE 1991 SPORT AT 150, SPORT AT 167, & SPORT AT 180 More than 3000 pilots around the world can testify to the special combination of high performance and relaxed and easy handling offered by the Sport series of gliders. Backed up by a proven record of accomplishment including National Championships in the U.S. and France in 1988, the Number One Pilot World Ranking and the first ever flight of

Brand new on the mark:e ~ rn~ - -- = purchase hi __ .· nee Spectrums the recreational market by have tak storm. For the first time, there is a top quality, true high performance choice for the beginning soaring pilot. With all the high performance features of our top of the line models - such as 7075 airframes and battens, faired wing tips, customer's choice of streamlined downtubes and speedbar, and AT hardware - the Spectrums offer all the traditional Wills Wing quality and value to a whole new group of pilots .

THE 1991 SKYHA WK 188 & 168 Still priced at only $1995 retail, the Skyhawks offer by far the most extraordinary value for the economy minded casual recreational pilot looking to buy a new glider. The Skyhawks offer excellent sink rate performance, which combined with -e+r-=s low- tr I speed and extremely aoo i , provide solid soarOf the low airtime or

In every year since 1984, more pilots have hosen Wills Wing gliders than 1 those f any other manufacturer. If you 're co sidering a new glider for 1991 , w Gl:ieck out a Wills Wing and see what flying the best is all about!

r oo

1208 H . East Walnut• Santa Ana • CA • 9270 1 • Phone (7 14) 547 1344 • FAX (7 14) 547 0972

city or the big shoulders, home or the Bears, Bulls, White Sox and Cubs, birthplace of electric blues, home or hang gliding'/ Although most people don't think of the table-top plains around the city as a hang gliding center, fact is, hang gliding was happening here before the Wright Brothers even got off the ground. In 18%, Octave Chanute, America's Otto l ,ilienthal, was flying his experimental at Warren Dunes, less than a hundred miles from the Today, flying still goes on there, and at other sites around the

monplacc, you plenty of time to look for thermals. Bong's drawback is its lack or cross-country potential. Airport TCA's of Milwaukee and Chicago shut off the north and south routes, and Lake Michigan lies to the cast, leaving west as the only cross,-country direction. After becoming experienced, many pilots left to find other tow sites, and Larry Bunncr's East Coast record flight of 175 miles was sci a1 Harmon in Northern Illinois. Still, if you want to out with some recreational soaring, Bong is a great place to For more information on sec the April '89 issue or I fang Gliding.

Recreation Area The first stop on our tom is just what mosl people expect from the Midwcsl----pcrfeclly flat. Localed in Southeast Wisconsin, Bong Recreation Arca is the most used tow site in the whole U.S. Siarting in I 985, the Cross Country Tow Pilots Association (now the Reel Hang Glider Pilots Association) worked out an agreement with the Wisconsin State Parks system to use Bong for towing. Bong is a "special use'' park, catering to outdoor activities that rnighl be shunned elsewhere, such as offroad motorcycling, dog trials, model airplane yeartwomcets arc scheduled, compctilion, the Memorial Day "Fly Out" "ln '86, the Memorial and the.July 4th "Fun meet served as the Region VII Regionals. The tow mad at Bong is over two miles long. Tows of 2,000 feet and more arc comMAY 1991

ML Abou1 60 miles out of the city in the opposite direction, you' II find more traditional footlaunch at Mt. Baldy. Baldy is just west of Michigan City, Indiana, and is part of the Indiana Dunes National Lakcshore. This is ba-sically a coastal site, with ridge lift and lake thermals (more on this later). I'm partial to Baldy ror several reasons. Although there is an initial carry-up or I 00 l'cct or so, Baldy is loplandable. rt's really great being able to soar for an hour, land, take a break, then go right back up without having to break down or drive back up. This also makes other people's gliders real easy. This isn't a record-breaking site, but there's a lot lo be said for"low and slow" flying. The Indiana Dunes arc really beautiful. filying there on a sunny clay, an hour or so before

sunset, lhe lake turning steel blue with frosty whitecaps, the l'orcst a deep green mosaic, every ripple in the dune sand highlighted by the lowering sun ... you jusl have lo sec it. To soar Baldy, you need wind between northwest and north-northeast, 18 to 25 mph. Due north at is ideal. This may so1md strong, but the lake wind is very laminar compared to inland sites, with a much smaller gust factor. Warren Dunes If' you follow the coast another 30 miles northeast, you come to Warren Dunes State Parle Warren isjusl north of Sawyer, Michigan. In the mid '?O's, hang gliding's hey day, Warren was one or the sites in the U.S. Henry Braddock, a local pilot, has a photo or the main dune, Tower I !ill, almost completely covered with old Rogallos. There must be 30 gliders or more, all lined up to take a 15-sccond skd nm! or course, those gliders were also a lot easier to lug up the hil I. Nearby Bridgman was also home for U.S. Moyes. 'J'hc numbers have decreased, but flying is still popularat Warren. It makes a great training landing areas, soft dune site because of the sand and closeness of concession stands and 01hcr creature comforts. Warren is also very soarablc. Tower llill is fairly small, hut once you get a few hundred over, you can "shoo! the gap" to the coastal dunes north and south of Tower. This is a hit of :11

RIGHT: Steve Dillon an at a Northern Indiana Low site. INSET: Phil Hall and members of the Purdue hang gliding club in front of Tower Hill, Warren Dunes.

a challenge, since Tower is set about 200 yards back from the coast and the gaps arc 300 yards long. The trick is to get high, work yom way forward till the lift peters out, then pull on speed and aim for the coastal dunes. If it looks like you're not making it, you can tum aro11nd and get back up at Tower. Usually. Once you gel out or tile park you arc rewarded with miles of On a strong day, !'lying to New Buffalo, miles so11th, is a por,ular To the north, the ridge is broken for the first mile, but then up, you another seven miles of This is a great place to get the m1Hmcl· return portion for your Gold I .ilienthal award. Warren is soarable in northwest winds, between 18to mph.TowcrHillcanbesoarcd all the way to dne north, but then you can't leave the park, since the coastline is more northwest ..

Thermals can almost hear your thoughts about my comments on lake th(:rrnals: "Lake thermals'/ ls

he nuts? Everyone knows lakes cause sink, not lir1:· With a body of water the size of a small sea, I .akc Michigan definitely puts out thcmrnls. I've bcen 700 feet and higher above takeoff, and this 011 a 3() .. foot section or Fellow pilots Ron Trobaugh and Rusty Brucsch have been 1,300+ feet over on lake thermal I .akc thermals arc most prevalent mid· summer through rail. Alkrheating up all the lake is often warmer than the air, when the cold rronts with good soaring winds come through. When you suddenly hit lift that 32

features, it's usually doesn't seem tied to lake thermals. Because of the relatively high winds in· volvcd with dune soaring, you have lo modify your thcrrnaling technique; :l60's can 'l be used because of the high ground spc'.cd downwind leg. The best method is to turn the glider into the wind, slow down to minimum sink, and "'park it." Although you 're flying out overt he lake, the headwinds make your ground track a virtual

crawl. Ir the thermal lasts and you fly out far enough, you can start 360ing. No one has gone over the back at Baldy or Warren yet, but with pilots starting lo crack l ,000 feet, it only a matter or time.

Bong, Mt. Baldy and Warren Dunes arc all regulated sites, requiring lJSl !CJ;\ membership and ratings. At Bong, you need previous lowing [ IANC Gl.lD!NC

Author Angelo Mantas soaring Mt. Baldy, IN with Steve Dillon and John Mitchell.

There arc alsoothcrrcgulations and fees. Contact the Reel I Jang Glider Pilots J\sso· ciation (sec cluh section). Mt. Baldy requires an Intermediate rating Memorial Day to Labor Day. This is to make sure you can miss all the "wuffos" 011 the beach. The rest or the year you technically need a Beginner rating, hut I'd recommend Novice since you have to make turns to set up a land· ing-· olherwise you end up in the lake! You'll also need a permit from the National Park Service. This permit is free with your US! !GA membership I rating card, and is available from Park headquarters, about IO miles west of Baldy off Highway 1 To rly Warren, you need a Beginner rating and permit from the Park. Permits me or $30/year. There arc other sites, both tow and footlaunch. Because of 1hcir sensitive and changing na111re, it's bcs1 to contact a school or club for the currcn1 lowdown. MAY 1991

To sum up, there's a 101 of rlying going on around the city. The new higher-performing, easier· to-fly gliders have broadened 1hc conditions 1he dunes arc J'lyahlc in, while towing has brought X-C and recreational thcrmaling 10 the midwest in a big way. The next lime you 're making that road trip pas1 Chicago, don '1 just buzz through, stop in and check out some Windy City soaring.

Rce! l lang (;/idcr l'ilots 1\ssol'iation--·Thc tow clubopcra1ingoul of Bong. Contact Peter Birrcn, 502 Shadywood Ln., Elk Grove, JL60007 (708) 640-·0171

Spectrum I lrmg Gliding-··· l ,essons, glider sales, dunes guide service and glilkr rentals. Run by yours tnily, Angelo Mantas. In Chicago, (312) 929-1547.

Adrian A vial ion Chicago !fang Gliding Organizalion (CHGO) An eclectic cluh covering all hang gliding in the Chicago area. Supervises the hang gliding participation in the Chicago Air & Water Show. Meets first Monday of every month al 7:00 PM, I 1icld Museum of Natural I lislory, Chicago. For more info contact C,rcg Fischer, (312) 213· 5037, (312) 28 l-'.l338.

Glider sales and cx1wrt sail work. In northwest Indiana, (219) 762.S:\65. Raven Hang G/iding--Lessons, tandem flights, glider sales. In Waukegan, IL, Brad Kushner, (708) 3600700. fligh Hxpectalions Lessons via tandem towing. In Des Plaines, Dan llartowicz, (708) 6998545 Glide Path-- J,cssonsvia tandem towing,glider sales. In Milwaukee, WI, (414) 859-2777.

1992 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its 16th annual call for nominations to the national Board of Directors. Eleven positions are open for election in October, 1991 for a two-year term beginning January, 1992. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than August 20, 1991 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their term expires December 31, 1991. Ballots will be distributed with the October issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

Reg. #

CURRENT DIRECTOR

STATES WITHIN REGION

Northern California, Nevada

4 5 6 9

Russ Locke Ken Brown Bill Bennett Gregg Lawless Jim Zeiset Mike King Ron Kenney Pete Lehmann

Matt Taber

11 12

Carl Boddie Paul Voight

Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Idaho, Montana, Wyoming, N. Dakota, S. Dakota, Nebraska Kansas, Missouri, Oklahoma, Arkansas Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North & South Carolina, Tennessee, Virgin Islands Texas, Louisiana New Jersey, New York

The following form is for your convenience. REGIONAL DIRECTOR ELECTION, NOMINATION FORM

I hereby nominate _________________________________ as a candidate for Regional Director for Region# . I understand that his/her name will be placed on the Official Ballot for the 1989 Regional Director Election, if three nominations are received by August 20, 1991. I have notified the above person and he/she has accepted the nomination. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA #_ _ _ _ _ _ _ _REGION#~~-

Mitch MacAleer (foreground) and Ken Brown launch and go for broke.

photos by John pilots, good conditions, generous spon· sors and curious spectators all convened at Torrey Flight Park in San Diego, California on March 16th and 17th. The eve11l was the new up.sealed version of the Annual Torrey Wind Sprints. The format !'or this ridge race is simple. 'There are two lum--point pylons. One is a quarter mile north of launch, the other a quarter mile soulh. Two pilols launch simullaneously. One heads north, the other south. They each make two laps around the course and finish head.on at the start point. 11 rnakcs for some interesl ing finishes. A closc match can Iurn into a game of chiclrnn. Thursday and Friday were dcsignalcd practice days. The early birds ran tl1e course in strong to vcry strong condilions. A major postfrontal wind blew well into thc night, but by mid-Saturday it seemed as if there were no wind left for the contest. Competitors looked disgusted and organizcrs looked worried. I lowevcr, by the end of the weekend Torrey Pines had again proven ils dependability as a soaring site. The winds both days werc cross, hut quite ac!Gquale for meaningful racing. Stan Roberls found out that an amateur can prevail over onc of thc best. Stan was matched against Ken Brown in the first round. Although Ken had Stan bcal by about 20 seconds, Ken

MAY1991

Left to right: W,A. "Pork" Roecker, Jeff Williamson, Ken Brown, Dan Skadal. was not above the cliff at lhc finish l inc. Dcspilc Ken's cfforls to gain altitude, Stan won the round by crossing the finish line before Ken could get above thc cliff. The Pacil'ic Airwavc Boys were present in force for this meet. Jeff Williamson is the sail loft manager, and Ken Brown is a partner in the company. l believe Ken has won more of these coastal ridge races than anyone in the history of hang gliding (his latest: The 1990 Monterey Bay Steeple Chase). Apparently Jeff has been paying allcntion to Ken's tcclmiquc. Jeff has now won the last two annual Torrey Wind Sprint competitions. The first Torrey Wind Sprints, conceived and organized by Ken Baier, was won by Ben Rease. Aflcr their performance in recent contests,

it was prediclablc thal Jeff and Ken would be racing each other in thc final round. I should mention to .lelT a word of caution: beating the boss loo many times could prove hazardous to job security. Dan Skadal lost his first round lo Mitch McAlcer, which put him in the second chance group (a unique feature of Ibis contest that allows you an opportunity to gGt back into the competition). Dan obviously takes his racing seriously. He won his next three rounds to finish in third place. I think Dan is a man to walch in future races. Torrey Flight Park is an excellent place for a hang gliding contest, in the California Lradition of' convcnicncc. In acldilion lo the forlu· ilous geological formations and consislenl wind, there is a restaurant and glider shop on the cliff. Tandem hang glider and sailplanc rides arc available on site. Also nearby arc all the amcnitics of a major metropolitan area. Joe.Bill Henry did an excellent job of organizing and sccuring sponsorship ror this event. The two days of racing came off smoothly, and the winner wcnl home with about $3,000 in cash and prizes. The second and third place finishers also had cash and hang gliding equipmcnl hcaped upon them during the awards ceremony. An cxccllcnl perpetual trophy was com-· missioned ancl donated by the Sheraton Grande I Iotcl. The fact that non-lrnng gliding busincsses supported this contest indicates !ha! hang gliding is gaining acceptance as a legitimate sport in this country. Crcdit for this goes lo people like Bill Bcnncll and Joe-Bill I lcnry ror working hard to make sponsored evenls happen. The sponsors were: The Sheraton Grande Torrey Pines Torrey Pines Inn Residence Inn Second Chanlz Ball Variomctcrs Inc. Wills Wing Adventure Video Torrey Pines nulls Torrey Pines Jiang Gliding Assn. Pacil'ic /\irwavc UP lntcrnalional fklta Wing Many of these sponsors will be supporting the Torrey World Paragliding Meet which will have taken place by the time you read this. A vidcotapc of the 1991 Torrey Wind Sprinls by "Pork" of Plyin' Pig Productions is available at Torrey Flight Park. fll

Results First Second Third

Jeff Williamson Ken Brown Dan Skadal

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the

and head for the loo,

rrnm our

cnlhusiaslic driver, ,,mi, It had been one of when we went with hertolhc hill in tl1c and she drove ror us in lhc afternornL It was a prclty easy dcaL /\bout all we did her i11 her harn1,.ss, Sile' d th1: bushes and Im hair sci up by the time we got to the top or the hi!L Then we would sit around on the and co1111t lhe cows while Lani flew clow11, hrok1, down, and hiked it bad 11p, After flights or so we would call it a MAY {C)l)!

ll was obvious we would soon lose a top driver, the 200-footer with 110 problem 17-foot standarcL J\ It hough she yet slic had the foresight to order with a lilt le more performance for when she started a brand new Cal Glider with batlcns and dcflexors, This was in I 97Ci, and although she was well now it hadn't been so

ln the llw stale of J lawaii, I ,ani was

for

an old Corvc1tc and read an art iclc that clw11gcd her Ii re, The article was Iit led ''Launch Yourself on a Whole New J\ K 1TE 1" Then, in the summer of 1975, slw was riding in a car under the and saw a hang in the what I want to do," sl 1c announced, of the window up, Weeks later she met l a local in stnietor J ,ani h,1d chased him down when he landed one and I finally came aml Lani house that He put a on car, it only hy holding tlw glider with his

arm out the window. Mid way through the first good curve the glider went flying onlo the side or the road. They slopped, backed up, put it on again and headed off to the Marine base. Upon arrival al the Marine base it was l .ani's joh to talk the sentry out of a gate pass, which shed id with no problem, and they headed for the dunes. With some sophisticated hand gestures Harvey explained to l .ani that this was pitch, this was roll, and that was yaw. I le inslructed her to keep the nose down and "go for it." Lani never flew th al day, but she did cat lots or sand. Unsatisfied with her progress Lani decided to f'ind another inslructor. She used the same technique of approaching a pilot when he landed. J\s luck would have it, he was also an instructor. His name was Ray, and he could begin leaching her at (1:00 J\M the following morning al Makapm1 beach, before the lifeguards arrived. Ray, Harvey's roommate, explained lh ings a lilllc more clearly, and Lani actually flew this time. Over 1he next !'cw weeks she took a few more lessons rrom hut he was really hard to track down. A! this point she realized the only way to do this was to get her own glider. That's when she got her Eippcr, complete with padded scat and helmet. !t had a series of chain links connecting the lower front and rear wire set that enabled her to switch from seated to prone. J\ll for $325. She bought the glider sight unseen on the advice or Boh Thornburg, a local pilot she rcspcc1erl. Jon Lindlmrg and l, Lani's newest hang gliding buddies, showed her how to pul 1ogethcr her new glider, and answered a million qucslions. Thal 's when l proposed the lraclc or lessons for driving. It worked out well. We got her to the intcnm:diate hill, and always had a driver. Ninc1ccn was a long year for Lani. There had been a rash of fatal accidents at Makapun. The newly f'oumkd Hawaiian I Jang Gliding Association made the J'irstof an enduring series or logical decisions by closing the ridge to new pilots for a period of one year. As discouraging as tlrnl was, Lani's enthusiasm was undaunted. She did a lot or driving, and kept flying Ilanna 's (the 200-J'oot hill), and another 400' hill she helped pioneer. Bcl'orc the year was up Lani was a member or the HHJ\ board of directors aml even arranged with the military and 1hc I !awaiian Telephone Company for the use of a line to have an emergency phone near the setup area at Makapuu. Most or her 40

the spring of 1975 was looking through an old magazine, and read an article that changed her article was titled

spare tin1c and energy was devoted lo hang gliding. Finally, the year moratorium for new pilots was up. It was the spring or 1977. J\11 Lani could think abou1 was soaring. She could hardly sleep at night waiting fort he wcathcrto improve for her first high flighL The clay mrivcdsunny, with light Trades. Dave Goto, her observer, launched her that morning, and she had a perfoct night In fact, she had two perfect flights that day. The HI 1/\ board decided earlier that if Lani did well, other new pilots could Cly

as well. Pive new pilots flew Malrnpuu Ridge that day, the firs! in over a year. Mtcr a year of ridge flying Lani thought it would be fun to start a hang gliding school s1ructurcd in an organized manner, using good equipment and lesson plans. With the negative stigma the sport had in llawaii, tourist lessons would become vital to the growth of'thc school. In the fall of l 978 Lani started Tradcwinds Hang GI iding. That same year John Lake put on a lJSHGJ\ basic lnslruclor Clinic which l] pilots attended, including Lani and myself. Togclhcr, in two years lime, we developed the school into a full-lime business. Three years later I .ani took an Advanced Instructors course with Jim Johns al what was then known as Kitty Hawk Kites West in Monterey, California. She picked students up at !heir Waikiki hotels in a proressionally painted VW bus, and returned them after the lesson. On clays with a lot oJ' studenls, she'd do ii twice, going lo the beach between classes. She had a practical philosophy about training: keep it safe and fun. Most of ihc s!udents were Lourists looking J'or a good time. With a nose rope she would tclhcr the st udcnts I 00 150 feet clown the beach at heights or I 0-15 feet, ror a flight lasting up to45 seconds. The students had the opportunity to make l Oor 12 01'1hesc J'lights a lesson. It was so much fun many of the students would come back three or four times, and earn their Hang I 1.mdcr careful supervision. UnCortunatcly, the majority of studen1s we

Lani ~nd standard Rogallo circa 1976.

HI\NC GLIDINC

Lorna, a couple of outstanding people. Frank magazine and photos. She gave infonnation and tips to all the pilots about had a new pen pal. The the site beforehand. Launches were in no wind, article was chosen to be transcribed into braille and crosswind, and before thunderstorms. She got is on file at the U.S. Library some great competition training during this of Congress. meet. Remembering her Dennis Pagen books, Trade winds hosted several she thought she would start breaking clown when the thunderstorms began building. To her European hang gliding surprise that was when the launch window tours to Hawaii in the early usually opened! Lani was impressed with Mark 80's, introducing some of the pilots to their first exBennett's racing during the meet. Although she won the women's race to goal twice, Mark beat perience at ridge soaring her every time. When she asked him how heclid and flying over the water. it, he said, "Many years of competition flying A lot of the pilots did not sharpen your judgement." speak English, so a pilot Women's competition has a long way to friend from Germany, go, but we're finally getting started in the U.S. Klaus Halder, assisted in Fortunately Lani has been successful in real outlining the local site's estate, her "other profession," which has enprotocol in German. The abled her to take several vacations a year, usually tours were performed to hang gliding meets. Although she began problem free. limiting her competition flying in 1990, she is Lani's first competition still heavily dedicated to the growth of women's was the 1978 Grouse competition. Mountain meet in In January 1991, the USHGA CompetiVancouver, BC. She flew a tion Committee notified her that she had been l 25 square foot Cirrus SD selected as the U.S. Women's World Team and was concerned about When arriving at a site you've never flown, Leader for the Kossen, Austria World Meet. landing such a small glider be sure to ask the local pilots for guidance. Needless to say, she felt honored and I'm sure in a small LZ with hardly she will do her best to help make the effort a any wind, but she did fine. Lani's interest in competition grew, and success.• rated Beginner through Advanced were only in she put together the '81, '82 and '85 Regionals Hawaii because of the military, and the average stay was two years. But, the friendships made on Oahu, which took many hours of effort. Her Lani is c11rre11tly inl'Oil'ecl ll'ith a fly-in at Sea really keen interest in competing started when through teaching were many. Life Park as a fillld raiser for the Women's the women's meets began to emerge. She earned Tradcwinds Hang Gliding participated in World Team. T-shirts are a\'Clilab/e for $20.00, a spot on the Women's World Team atthe 1988 many local events such as Fourth of July paH'hich includes maili11gji-om Trade\\'inds Hang Nationals, and placed second at the 1989 U.S. rades, sporting events, TV shows, as radio guest Gliding, 380-H Ha!eloa Pl., Honolulu, HI Women's meet in Idaho. She has left the island speakers, and at air shows for Sea Life Park. The 96821.-Ed. Arthritis Foundation accepts "lessons" to be for at least six hang gliding competitions in recent years, learning from each one of them. auctioned off at their annual raffle. Lani even organized her own group of "weepuls" to clean She talks about the "infectious competition ~ - - - - - - - - - - - - - - - - - - - , attitude" among some of the pilots and has some the area around our LZ, earning the group lunch new heroes, especially Kari Castle. and tickets to Sea Life Park. She has flown in, When her Sport was stolen with other and organized many commercials, and has apgliders off a friend's car prior to the last clay's peared in much print photography. She works flying at the l 988 Nationals, Larry Tudor lent well with Japanese film crews, and has clone HANG GLIDING • PARAGLIDING her a glider he had on hand for demo. Jan several TV commercials for them. INSTRUCTION• SALES• SERVICE Johnson was on hand lo give moral support, One of her most rewarding moments came SIERAA TouR l.AJ<E TAHOE - Arno advice and inspiration. Lani flew from Lookout as a result of a story she wrote for Aloha ONE DAY ADVENTURE (incl. glider) $75 Mountain to Point Park and then crossed the magazine. A I 0-year-old Special Olympic stuCUSTOM GUIDED TRIPS AVAILABLE dent living in California saw the pictures and valley to Raccoon Mountain. It was a neat flight ALP3 •ANDES• H1 .'ALYAS for her because Alice Stapleton, Connie Bowen wanted to know what the print said. 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MAY 1991

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HANG GLIDING 101

was sitting around with some of the instructors here in Kitty Hawk last week talking about (surprise, surprise) hang gliding, when Jon (Loops) Morse pointed out that not that many "new" pilots know how to correctly communicate wind direction to incoming pilots while standing in the landing field. Landing into the wind can be a very important part of pulling off a safe if not graceful return to earth. Pilots should all be able to land in crosswinds and (if your instructor says you 're ready) you should practice doing so under controlled circumstances, so that when the time comes you'll be one step ahead of the game by having already practiced the maneuver. Knowing which way the wind is blowing when you're setting up your approach is very important. In this month's article we'll cover how to deduce wind direction on the ground while you're still in the air. We'll also cover how to signal wind direction and speed on the ground to incoming pilots.

EASY IN-THE-AIR METHODS You should try to be aware of wind direction in your area at all times while flying. This can be clone in many ways. The simplest of these is to observe flags or windsocks on the ground. Of course, the higher you climb the harder it will be to see those wind indicators, but at the same time the less important it becomes. Once you get too high to be able to tell wind direction where you intend to land, you can read it by noticing your drift as you

thermal, or by the movement of the clouds. As you once again descend to an altitude where you can see the wind indicators near the landing field, stay aware of their movements. Often there are no flags or windsocks to clue you in to the conditions on the ground, so you'll have to use sometimes less obvious means of determining wind conditions. Very seldom will you land in a place where you can't get at least some indication of the general wind direction. Look around for smoke coming from houses or other sources. Sometimes a car on a dirt road will kick up enough dust so that you can see it drift with the wind. Farmers plowing fields will usually create a dust cloud of some size. If the trees have leaves on them you should be able to tell the wind direction by seeing which way they're pointing. One really good way to tell wind direction is by looking at a body of water. The water will be very smooth along the shoreline on the windward side of a pond or lake. The rest of the water will have some texture to it. An extremely reliable method you can use to detennine wind direction is to do concentric 360's over the landing field and notice which way you drift over the ground. I suggest you practice this over the landing field on many of your flights when you already know the wind direction, so you can get a good feel for perceiving drift.

NOT AS EASY IN-THE-AIR METHODS If none of the other methods are available you

direction. Most places we fly have grass growing in one fo1m or another. In the West it'll be in the forn1 of pitiful brown clumps. In the East the grass grows tall and green. Either variety will move to some degree in the wind, but if the wind is very light, motion may be very difficult to detect. Another reliable but sometimes hard-to-detect indicator is birds flying below you. The birds will obviously have a higher ground speed when flying downwind and a lower groundspeed when flying into the wind.

SOME "FACTS" THAT PROBABLY AREN'T WORTH A HILL OF BEANS Last month Joe Greblo and I were having a deep conversation about hang gliding, and for some reason he happened to have a book out written for ultralight pilots. This book made the following statement concerning detennining wind direction: "Cows, while grazing in a field will sometimes stand tail into the wine/." No wonder ultralights have a reputation for being dangerous. How are you supposed to know if this is one of those times? Do all the cows have a "tail to the wind" schedule? From my observations I've deduced that cows will stand tail to the wind on even-numbered days unless the wind is stronger than 18 mph. (Cattle that live within 100 miles of the coast convert this figure to knots.) It should be noted that leap years throw the whole cycle off kilter. Another little known fact(?) is that grasshoppers always take off and land into

can look for a few other signs of wind

HANG GLIDING

the wind. This will be especially uscf11I informal ion on final. HOW TO COMMUNICATE WIND DIRECTION FROM Tlm GROlJND Nothing is more frustrating than looking a pilot down into the landing field and you don't know indicating wind direction, and that direction is opposite what you thought it would be. You don't know if he's pointing upwind or downwind. Most pilots who'v(~ been around a while know to point into the wind, hut we're going to take that rule a step further so a pilot can receive more accurate in l'ormation from another pilot on the ground. GROUND RlJLES Actually, there's only one ground rule, and that is to always point into the wind. One easy way to remember this is to always have the wind in your face as you're indicating its direction. Pointing downwind instead of into the wind can result in disaster. THE SIGNALS There arc three basic wind MAY 1991

there's only one ground rule, and that point into t:he way t:o t:o

approaching pilot. NO OR SWITCTIING WIND This is represented by holding your arms straight olll to the side and turning around and around like a ballerina or ice skater (sec figure I). This indicates that there is 110 one wind direction for you to point into, so the pilot will get the

message. IJGHTTO MODERATE WIND This is reprcscnLccl by putting both hands together out in front of you and pointing into the wind, as though you were about to dive straight into it (sec figure 2). STRONG WINDS --This is indicated hy bending at the waist with your face into the wind and your arms back behind you, like a swept-wing aircraft (sec figure 3). The most important thing is to keep your face pointed into the wind. Even ii' you don't get the velocity right, as long as you don't accidcntly send the incoming pilot into the field downwind, you 're doing !'inc. Don't forget, another method you can 11sc to indicate wind direction and speed is to throw some grass or dirt into the air as the pilot is circling the field. Many pilots prefer this method because the person on the ground ean'I screw up. That's it for this month. I hope you've learned something valuable that may keep you from landing downwind, or sending another pilot off in the wrong direction. Fly Safe. m

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FASCINATION IN PERFECTION

ramp at Ibilunrna.

Photo Chico Santos.

his World Championship of Hang Gliding took place in tropical Brazil and, as the title suggests, that environment was not exactly benevolent toward the par1icipants in the meet. Comli"" tions were sufficiently weak and unforgiving of mistakes that the

winners' flying was characterized by caution and consistency, not bold racing. We were a distanl third behind the victorious and imprcs· sive British. Some of our pilots, notably Jim Lee, flew well, but others were less consistent. Despite the disappointing showing, the team set a new, high standard for harmonious learn re·· lations, and flying teamwork. One hopes that U.S. pilots and

team leader with flag bearer at lhe ceremonies and parade. Left lo Ted Arai, Tony Barton, Pete Lehmann, Larry

Tudor, Reynolds Jim Lee. Photo by Chris Reynolds. MAY 1991

future teams can build on that positive development, and combine it with improved flying to achieve the Championship we have sought for so long. Before relating the story of this year's contest it might be helpful to explain what the World Championship is all about. The Worlds, as the meet is generally known, is an international competition that takes place every two years to determine individual and team World Champicms. The cnntL:st is sanctioned hy the Fcc!crntion Acronautique lnternationalc (FA!), the ultimate international body responsible for hang gliding records and competition. The Brazilian rnecl was the eighth World Championship of the sport, with the first having taken place in Kossen, Austria in 1975. Recent championships have been held in Switzerland, Australia and Austria, and the next one will be held in the Owens Valley, California in 1993. This contest included I J pilots from teams representing 30 nations. Each nation

could send a four-man team to compete for the team title, and those countries that had placed in the top 10 in either of the last two world meets could send an additional two pilots to the meet as individual competitors. The extra pilots were, however, not scored toward the team championship. The reason for teams of only four pilots was concern with overcrowding the launch site. The contest took place over a two-week period of time which began with a preliminary elimination period of six clays, after which the field was cut to 80 competitors for the remaining seven days. The original intention had been to fly two separate fields of pilots in the preliminaries due to the 150-160 pilots anticipated by the organizers. As only 115 pilots were ultimately permitted to compete, plans were changed to allow the preliminaries to be flown as one large group. This had the advantage of removing the need for adjusting the scores of two separate groups to place the pilots from the different groups on an even footing in the finals. This had the further advantage ofpennitting the scoring system to carry forward the daily scores from the preliminaries. The meet was being held in weather which threatened to shorten it, however this usefully increased the number of rounds that might be included in the final result. LOCALE AND FLYING CONDITIONS The site of this year's World Championship was Ibituruna Peak (2,900' AGL, 3,400' MSL) above the city of Governador Valaclares, Brazil located about 300 miles north of Rio de Janeiro. Most of the flying was clone along one of three blacktop highways radiating (north, southwest and south) from GV, over countryside that was hilly, grassy and contained some small mountains. During the past two years when contests were held leading up to the world championship the weather was spectacularly consistent. Last year 13 long rounds were flown out of as many possible clays, and by the encl some pilots were begging for a rest clay. That was not the case this year. The meet took place toward the end of an unusually wet Brazilian summer resulting from moisture-laden air being drawn south from the Amazon basin. The weather was bad enough to cancel flying on four out of l 3 possible clays, and devalue the results of two of the nine clays flown. Unfortunately that wasn't the end of the story. The extraordinarily wet ground meant that thennals were generally quite weak, and the high humidity resulted in cloud bases that

were seldom above 4,500 feet MSL. Incleecl, on most days flying could not commence until cloud base had risen above launch height. These altitudes were particularly low considering that goal fields ranged in altitude from 500 to over 1,000 feet MSL. It was not unusual for competitors to have less than 3,500 feet maximum ground clearance on their flights. The inability of the contestants to launch early in the clay, combined with weak conditions and the fact that conditions usually shutclownatfouro'clock meant that few long goals were called and even fewer attained. Conditions were difficult. Landing fields were usually plentiful due to the sad ecological fact that most of the countryside has been deforested, and the generally light winds permitted landing in most any direction. If the terrain was largely free of obstacles, that did not mean landings were uneventful. The rain had been so heavy that much of the valley floors were flooded and covered with grass that grew to depths of up to six feet. I once observed one of our pilots disappear from sight after landing in such grass. The water below the grass could be anywhere from ankle to neck deep, and the tall Austrian Herbie Kuhr can be grateful for his height. Had he been much shorter, he might have drowned after one of his landings. Beaked landings in those conditions became rather entertaining "splashdowns," as they came to be called. And then there were the ticks, though we were assured that Bob Baier's typhoid fever couldn't have come from those ticks. The final jokers in the deck of landing cards were the power lines. The damn things were strung every which way from widelyspaced poles making them extremely difficult to detect. Luckily no one hit these skinny lines during the contest, though Tony Barton came frighteningly close one day. Ironically, on the last clay of the meet a pilot managed to hit a major high tension line strung with others between large, easily visible pylons. Miraculously, the pilot flew off the wires unscathed but was so rattled by the experience that he completely botched his subsequent landing and wiped out the glider's control frame.

FLYING ROUND ONE (Preliminary) DOM CAVATI STRAIGHT-LINE (37.5 Miles)

The first flying clay of the meet was in fact themeet's third day. The first two days had been

rained out by the uncharacteristically wet summer experienced in GV. The task was astraightline flight to Dom Cavati, a town lying to the south of launch. The first day's conditions foreshadowed those which would reign during the entire meet: light lift, a low cloudbase which usually started out well below launch, and the development of cunims and attendant upper level cloud. All of which is to say that the competitors generally climbed slowly (200300 fpm), didn't get very high (3,500-4,500 AGL) and had only short periods of usable lift. Another harbinger of things to come was the fact that Tomas Suchanek won the day, and the five other finishers included the ultimate second and third place finishers Pepe Lopes and Paulo Coelho. The best U.S. finisher for the clay was Tony Barton who was 600 yards short of goal to take seventh, followed by Jim Lee (9) and Lany Tudor (11). The first flying clay was again followed by a rain day, the highlight of which was the confusion that resulted as masses of white rental VW Kombis (buses) attempted to get off the mountain after rain had turned the clay road into a dangerously slick skating rink. In the end, a final uphill stretch defeated the Kombis and all but the few 4WD vehicles present. There was at one point a line up of 20-oclcl Kombis plus assorted other vehicles waiting their turn to use the one set of chains miraculously conjured up by a meet official. While one of the U.S. vehicles was stuck on the mountain, the other roamed GV in search of further chains which, once found, were delivered to the mountain to accelerate the descent of the Kombi column. Those chains later proved to have been a wise addition to our equipment stock. ROUND 2 ( Preliminary) STRAIGHT-LINE TO NAQUE (36.6 miles sollthwest of !altnch)

Yet again the clay could only begin once clouclbase had risen above launch. It finally did so, but never reached more than 800 feet above launch. Conditions were sufficiently weak that no one made the task, and the clay's winner, Paulo Coelho, was still almost 10 miles short of goal. He was closely followed by Tony Barton who was second for the day, and a continuous trail of pilots spaced from 200 to 500 yards apart all the way back to the mountain. In part because no one made goal, this day was only 95% valid. Things worked out better for the team than they might have. Early in the flight Chris Reynolds and I sat by the side of the road HANG GLIDING

What is measured in a World Championship, and how? Modern hang gliding contests, of which the World Meet is preeminent, are set up as cross-country courses (60 to 100 km in this meet) which require the competitors to fly along a prescribed route to a goal at which they are then timed. The course may be a simple straight line, or it may contain any number of assigned turnpoints between launch and the goal. If turnpoints are included in the course to be flown, the pilot must use a camera to photograph and verify those tum points in the precise manner laid out in the FAI mies. These photographs are critically important, and more than one hang gliding contest has been won or lost by camera failure or ari incorrectly taken photograph. Such is their importance that most competitors Oew with two cameras. Designing daily tasks was the job of a five-pilot task selection committee voted by the competitors. This year's committee was composed of the stars of the hang gliding world: Tudor, Pendry, Thevenot, Moyes and Lopes. The committee selected a list of five tasks from which the meet director, Geraldo Nobrc, then chose the day's task. The objective was to select a task that was achievable by a given percentage of the field, with 25% being a common figure. Unfortunately, forecasting goal completion rates is even more difficult than winning at roulette, and several days had no pilots completing the task despite the excellence of the task selectors and competitors. On the other hand, on one day almost 70% made goal. Assuming a competitor got the turnpoints and made goal, the finish time was taken by the scorekeepers to come up with the elapsed time of the flight from launch to goal. Those not attaining goal were required to go to meet headquarters to mark their landing site on an enmmous l: l 00,000 scale map affixed to the wall. From this marking the meet officials would measure the pilot's official distance flown. At the end of the day all nights were entered into a compnterprogrammed with a complicated scoring fonnula that accomplished several things. First, itdetcnnined the validity oftheday's flying by examining how far the best pilot flew, and how many of the pilots flew more than half the distance to goal. If the formula determined that the day was I 00% valid, the day's winner got a fu!l l ,000 points, with all others receiving some smaller fraction of that number. If the day was 85% valid, the winner got only 850 points, and so on. Second, it established a daily score for each pilot hy giving distance points and, if goal was attained, speed points. The mix of speed and distance points earned varied from day to day depending on several variables, such as how many pilots made goal, and the time difference between the fastest and slowest finisher. There were days where coming up a yard shmt of goal did not badly hurt one's score, and there were days where that tiny distance murdered it. From the above outline of the scoring system it should be apparent that it was critically important for competitors to understand how the system worked mathematically, and fly in such a manner that best benefited both individual and team scores. For example, it was pointless to try and race to goal at the end of a Oight if one risked coming up short on a day when the scoring system would heavily punish such a mistake. It was no coincidence that most of the leading pilots had a sophisticated understanding of the scoring system employed in the meet. The meet's ultimate rankings were determined by the simple addition of pilots' daily scores. It is indicative of Suchanek's consistency that he averaged 920 points a clay, and that included days of less than 100% validity where no one received 1,000 points. To become the World Champion of Hang Gliding you have to fly far, fast and consistently. •

watching all four of our scoring pilots in a gaggle about 500 feet off the deck. Horrified, I watched, realizing the team's medal hopes hung in the balance. Scratching desperately, all four climbed out in a gaggle that grew to 29 gliders while continually adding newcomers, and scraping off the less efficient to Janel below. Low saves became the order of the day, and Tony claimed a personal record of four in his flight.

MAY 1991

ROUND 3 (Preliminaries) DOM CA \!AT/ \!IA DOM CAF/\TI CLOVERLEAF (45 Miles) Finally a day of good flying. It began well with good speed possible under lots of cumies with decent climb rates for once. Three Brazilians (Lopes, Coelho and Rotor) got out in front with Suchanek and Englishman Bruce Goldsmith to make goal before the high cloud came in to put every one else on the ground. The best U.S. pilot was Jim Lee ( 17) with 844 points at three miles short of goal, closely followed by Tony Rutan ( 19) and Lan:,' Tudor (27).

This flight represented the encl of the preliminaries after which the field was cut from 115 to 80 competitors for the finals. All six U.S. pilots went into the finals with the following positions: Tony Barton (7), Jim Lee (9), Lany Tudor ( 12), Terry Reynolds (23), Chris Arai (38), and Teel Boyse (46). The team was in third place close behind the second place British who trailed the Brazilians by a fair margin. As the weather seemed to be in an improving trend, the team was hopeful of seven full days in the finals which should provide ample time to catch the leaders.

FINALS TASK ONE: RACE TO NAQUE GOAL (36.6 Miles) (Goal Busting, and Going 811st) The fonnat of this task was unusual to most American pilots in that there was no start timer for each pilot. All times began with the opening of the launch window, and ended with the crossing of the finish line. This fo1mat means that it is not in one's best interest to sit on launch waiting for "the best time of the day." If one competitor launches, every other one should launch as soon as possible because if the first pilot reaches goal ahead of you, he wins. It really is a race to see who gets to goal first, and not necessarily a matter of the fastest elapsed time from launch to goal. As unfamiliar as it was, some of the U.S. pilots took to it very well...ancl some didn't. If the failing of the U.S. team in this contest was to be inconsistency, the team's showing in this task would epitomize that inconsistency. Continuing improvement in the weather enabled the team to get its first pilots to goal on this the fourth day of the contest-a day thathacl 55 finishers out ofSO competitors. The U.S. got four pilots to goal, led by Larry Tudor who won the day ahead of Robbie Whittall and Thomas Suchanek. Jim Lee (4) and Chris Arai (7) were fast finishers, and Terry Reynolds (50), while slow, got there too. The problem with this result was that the two pilots who did not make goal were team scoring pilots, and Tony had been our highest placed pilot in the contest. Corning up very short on a clay where nearly 70% of the field made goal was brutally punished by the scoring system. Unfortunately for the team, this schizophrenic showing was not cluplicatecl by our competitors. The British actually got all six of their pilots home, and the Australians three scorers, while the Brazilians had two.

ROUND TWO: CARAT/NGA via ITANHOMI (61.9 Miles) After the previous day's disaster the team bounced back, led by Teel Boyse who'd had such a horrible day. He and Larry Tudor made goal, and, while Larry was uncharacteristically slow, the U.S. was the only team to get two scorers to goal. In addition, all our pilots did quite well on a clay when many prominent pilots did not get past the turnpoint. Terry Reynolds (19) led the rest of our pilots followed by Chris Arai (23), Tony Barton (26) and Jim Lee (30). Tony had an interesting flight on two counts. He flew with Vladimir, a Russian pilot, for an extended period of time during which the Russian would communicate with Tony by whistling loudly and clearly to indicate lift, or a desired course change. Later, when Tony was at 75 feet on his downwind leg going in to land, a pilot already in his chosen LZ began yelling and waving at Tony. Figuring the pilot knew something, Tony quickly looked directly in front of his glider and saw thin, almost invisible power lines strung straight across the valley. He instantly rolled and dived his glider to successfully avoid the wire and pull off the resultingly strange landing approach. Had he not been warned, that wire might have killed him as it was high enough that recovery before impact with the ground would have been unlikely. ROUND 3: DOM CA\!AT! GOAL VIA SENHORA DA PENHA TP (41.9 Miles) The day of low-level death gaggles. Just after leaving the mountain most pilots got terribly low, but once again the quality of the competitors in this meet meant that almost all successfully climbed out to continue on course. The gaggles that climbed out to achieve these low saves were amazing to behold from the ground. Jes Flynn was themrnling so closely above his British team mate Robbie Whittall that he unzipped his harness with the intention of kicking Robbie's kingpost the next time he got so close. These gaggles were not for the faint of heart. The lift turned on after that and pilots climbed well and could move rapidly toward goal. And it is good that they did so, as the regular afternoon cunims showed up a bit ahead of schedule. The result was a goal-field deluge accompanied by a gust front headwind for the finishers. The rain caused us much anxiety as we had several pilots gliding for goal when the rain and wind suddenly became a factor. Fortu-

The U.S. Team

For

those unfamiliar with the U.S. pilots, I refer them to the March issue of Hang Gliding in which there are pilot profiles. What I would like to do here is brie!ly sketch the flying styles of the six U.S. pilots as they pertained to the conditions encountered in Brazil, and introduce the support crew without which the pilots could not have competed. Team Captain was the well known Jim Lee who, while known primarily as a western racer, is a ve1y disciplined and widely experienced pilot who adapts well to different conditions. LanyTudoris the world's best known cross-country pilot, a reputation that may well obscure his excellence in competition. He is analytical, patient, climbs fabulously and makes few mistakes. He also had an excellent track record at the site, having finished second and fourth there during the last two years. Tony Barton is a western racer, and another of the Team's pilots to have !lawn 200 miles. If he has a weakness it is impatience when he can sec a pilot out ahead of him. Ted Boyse, the last of the Team's scoring pilots, is another racer. His forte is Owens Valley-type conditions, conditions notable by their absence in GV. Terry Reynolds was the team's patriarch, and his flying is characterized by an intelligent obstinacy. He tends to be slower than the others, but he stays in the air. Finally, Chris Arai combines excellent climb, good speed and reliability. A nice combination, that. The ground crew was made up of myself as Team Leader, and three volunteers who paid their own way to Brazil. It is no exaggeration to state that these people were critical to the functioning of the team. Their services indri ving, maintaining vehicles and obtaining supplies were indispensable. They never blew up an engine going up the hill in om underpowered VW buses (which defied statistical probability), found their pilots in whatever God-forsaken place they might have landed, and generally seem to have enjoyed the experience (which again defies statistical likelihood). My only regret is that the team's fund-raising efforts were inadequate to pay at least some part of their passage to Brazil. They arc all owed an enormous debt of thanks. Pat Page, a California pilot with competition experience in Valadares, was the Assistant Team Leader. Chris Reynolds was the ground crew's most experienced and knowledgeable member, having driven for Terry dming the two previous meets including one where she was pregnant with their child Jeffrey. Gen Cheyney was, like myself, a novice in Brazil, but one who learned quickly and put to good use her vast experience chasing Tony Barton through the desert.

TEAM EQUIPMENT The U.S. team was unusually homogeneous with regard to the types of gliders it flew. It has been said in the past that American teams were split internally and consequently weakened, due to divided allegiances to glider manufacturers. This was contrasted to the successful and homogeneous British (Airwave) and Australian (Moyes) teams. This year the British flew five different gliders from four manufacturers, including, God forbid, a French one. The Aussies too flew five different gliders from four manufacturers, including, God forbid, an English one. The Americans on the other hand flew only two types of white gliders, the Wills Wing HP AT 158 and the new carbon-fiber UP TRX. Five flew the AT, while Terry Reynolds flew the TRX of hi~ own design. Tony Barton had intended to fly the TRX for UP (which paid his way to the meet), but was compelled at the last moment to fly the backup AT after developing an extremely rare allergy to the advanced composites of which the TRX was built. In an attempt to confuse opposing teams as to which American they were flying with, all ofour gliders were white and all pilots wore red harnesses (CG-IOOOs, and Wills Wing Z-3s). Jim Lee even sacrificed the beautiful white gelcote finish of his trademark carbon-fiber pod harness, and painted it a matt reel. It was ugly, but one had to admire his team-spirited sacrifice. What, if anything, this interesting attempt at creating a uniform appearance achieved is hard to measure. The heterogeneous Brits beat up on our team, while we beat up on the equally heterogeneous Aussies. But we did look good. Beyond looking good, this U.S. Team accomplished something notable even if it did not win the meet. Despite the personality differences inevitably rising from putting IO independent individuals together for a month, there were no homicides. In past teams the threat of bodily violence has been real. One can hope that the maturity shown by this team will be combined with better flying next time to win the championship in 1993. •

nately four of our pilots successfully attained goal to safely land in the pouring rain. The day's winner was Brazilian Phil Haegler followed by

Pepe Lopes, Gerard Thevenot and LatTy Tudor. Of the North Americans, as they say in Brazil, Jim Lee (7) was next at goal followed by Ted HANG GLIDING

Boyse (Hi), and Chris Arai (23), with Reynolds and Tony Barton savoring the opportunily to admire rural scc11l)ry at some distance from

Ted and Larry both had hairbrcadlh escapes from a similar fate during the flighL Ted pulled off a spcctacnlar save from 75 reel when he turned onto final and hit lif'I. Amidst much debris from lhc com !fold below, Ted climbed to cloud base at an mmsual hut much apprcciatcxl 1,000 The U.S. team's good showing of three was only marginally hclpl'tli The Brits brought in three too, and the Brazilians at celebrated a second Carnival before cameras after nil four of their scorers gol homG with times. ROlJN!J 4.· TlfF' RPTR!IWF' FROM IJE'!J, VIA Cl!ON!M rm BA/XO

was Gal led, and tumpoint conditions shut otT, flushing everyone from the Unfortun,1tcly from the turnpoinl the last off the blacktop road. It crossed and mountainous lcrrain with roads poorly, if at all, marked nn maps, and in terrible condition from lhe he,1vy rains. The result was a nightmarishly difficult retrieve for the pilots and drivers, with many people not back before miclnighL Tudor remarked at one point when Wl'. t\s were clisoricnled, in the dark on what foll like a never circular route, "This from the Twilight Zone." I heir worth one or the Kombis through a l 00 yard sc11 of mud. The was won Mais Karlsson (42 miles ahead of Mark Newland and Jens tcmn did well with The LeG and Arai fourlh through sixth places, f"ollowGd by Reynolds ( 17), Tudor ( l 9) am! Barton (2:1), The most story oft he day was that Jolm l)ue to a World his run in wlrnt turned out lo he a downwind He crashed and his in addition quite a bit or rock rash all over his lie soon acquired another K3 from a Liechtenstein pilot, and after treatmem for his was off 10 chase the field out ahead of him. While he could not catch !he leaders before a respec1 .. the day shut down, he still able 6'/ I points on a clay when even the leader received only9'.l3 points as the day was not fully MAY 1991

the Jmporlant base radios to equip our his interpreting skllls.

valid. The importance of his tenacity can be the fact that had John 1101 relaunched, he would have placed 20th in the final and not fourth as he did. Cham pions am made of morG than just thermaling skills.

ROUND FJVH. CARAT/NGA GO!\l. Yet another mwllainablc--goal day is won by Robbie Whi1tall (48 miles) followed by Paulo Coelho, Ole Hcstvik and Chris Arai with many olhers close behind. Jim Lee (8), Tony

Barton (29) and Terry Reynolds (30) were out there too. For Jim and Chris this result put them in fourth and sixth places respectively going into the last day of the meet. However, the day was a disaster for Lany Tudor, Ted Boyse and the team. In the morning Larry had been a very close third behind second place Pepe Lopes, but his disastrous 66th place finish for the day dropped him to sixth place and ruined his chances of a medal. Ted landed so short that he envied Larry for his score. Having two of our scorers bomb badly put a stake through the teams chances of catching the Brits and Brazilians. There was one ray of hope for the U.S. team. Pedro Matos, a Brazilian scorer, also landed short with Lany. He was so disgusted that that afternoon he drowned his sorrnw in cane liquor to the extent that he was legless drunk by the early evening. One could only hope that his flying would suffer the next day. FINAL ROUND: JAMBRUCA TOWER TP TO PER/QUITO LZ (56.3 Miles) The final task was a long one with the main goal field in GV as the final destination. It began under an excellent looking sky which made the task look easy from the ground. Unfortunately tasks are flown in the air, and there it wasn't so easy. The U.S. team along with the bulk of the other competitors made the turnpoint and then burned out nearby. Only one small gaggle, followed by Tony Barton on his own, got very far back toward goal. Ultimately the gaggle made goal with three scoring British pilots leading the way to clinch a resounding victory for their team. Peter Harvey won the clay ahead of John Pendry and Robbie Whittall. Right behind them were Brazilians Nene Rotor and Pedro Matos whose overindulgence in cane liquor the day before did not result in the expected reduction in flying skill. Tony Barton was the best placing U.S. pilot. And while he didn't make goal he did have a fine landing in the city's locked soccer stadium. The advantage of it being locked was that the hordes of local kids were kept at bay. They nom1ally swann to the site of hang gl icier landings, and it is remarkable no pilot was ever trampled to death. As disappointing as the day had been for the U.S. team, it was not yet over. Once again the retrieve became a nightmare. Digging Teel out of the boonies involved a night crossing of a broad, shoulder deep (higher on Larry) river with Ted's glider and gear held overtheir heads.

An Interesting Anecdote A

hang gliding contest does not take place in a vacuum. The contest and the experiences of those participating in the meet will inevitably be colored by the environment in which the meet is held. Brazil is a country that is a complicated and sometimes confusing mixture of a technologically sophisticated Euro-American state, and a developing Third World nation with its attendant contrasts of wealth and poverty, bureaucratic inefficiency and red tape, and poor infrastructure. The minor adventure of getting gliders into the country and up to GV is a perfect example of the differences between our two cultures. Luckily we only spent two days hanging around the Rio airport waiting for our gliders to clear customs, which was finally achieved after paying a $50 per glider fee to a "shipping agent." The Swedes had waited two weeks to get their gliders, which they only accomplished after posting an enom10us cash bond guaranteeing they would take the gliders back out of the country. After all that they too were later asked by the meet organizers to pay the shipping agent's fee. To their credit, they refused. Driving from Rio to GV in our rented Kombi provided some more opportunities to sample Brazilian bureaucracy. We had been warned by Mickey Spillane, a locally knowledgeable expatriate American, that the Federales would try to extract bribes at checkpoints because our Kombi was overloaded with its nine gliders. He kindly offered to guide us to the police office outside of Rio where we could get a special oversize-cargo permit to get around the problem. This trip brought us through a hon-ible belt of slums to the office where, after a suitable delay, the permit was issued to us. Only on the way back to town did we notice that our new permit had inconect dimensions for our load of gliders. Naively, rather than go back, we figured that just showing the permit would be enough to get us through the checkpoints. Wrong. In fact, when shown the permit the first cop immediately picked up the erroneous dimension and began telling us about "big problems" before calling over his superior. Chris Arai and I desperately attempted to explain in our broken Portuguese-French-English mixture that it was not our fault, only to be repeatedly told, "big problem. "We realized it was time for a bribe when we were asked to step out of the Kombi to discuss matters. I then confronted an undreamed of deficiency in my otherwise extensive education and experience: I was ignorant of the etiquette for properly bribing a public official in broad daylight at a police post. Emily Post is oflittle use in such matters. Speaking no Portuguese, it is was hard to subtly inquire as to whether a "fee" might regulate the matter, or if, perhaps, the officer's child might need a new pair of shoes? Finally deciding that a forthright offer of a thousand cruzeiro ($4) note was the appropriate procedure I realized that despite Mickey's warning about the need to make small payoffs, I had neglected to keep handy a stash of small bills. Instead, I had a wad of large denomination Brazilian and U.S. $ I 00 bills. So there I stood trying to surreptitiously peel off a small bill from the huge wad of cash in my pocket while Chris and the cop were rerunning the "big problem,not our fault" routine next to me. This absurd scene came to an abrupt end when the cop threw up his hands in frustration at our stupidity, and let us proceed before I could successfully bribe him. But I was trying. •

Chris Arai and I never did get home that night as wc became bogged on a track in the hinterlands. After unsuccessfully trying lo dig ourselves out with bare hands, a jack handle and help of an alcoholic truck driver celebrating his birthday by helping foreigners, Chris and I spent the night in the most incredible flea bag hotel either of us had ever seen. The episode was so unreal that we lay in bed giggling at the absurdity of it all.

CONCLUSION Well, this brings me to the end of my tale. The U.S. team finished a disappointing third behind the Brazilians and the World Champion British. In the individual scoring Jim Lee was the highest ranked American pilot at fifth. It represented the fruit of an extremely steady perfonnance by Jim who in the finals was never once ranked below tenth overall. Larry Tudor should get credit for clairvoyance. Before rhe meet began he was praising Jim's skill by saying he was one HANG GLIDING

of the world's five best hang glider pilots. He is. Larry finished what for him was a heartbreaking 11th after having been in the top five for most of the meet. Chris Arai slid backwards a bit at the very end, but his 13th place finish was fine testimony to how steady performance can redeem a mediocre start. Terry Reynolds finished moderately well with another consistent pe1formance. Tony Barton and Teel Boyse both had hot and cold meets, finishing among the leaders on some days and bombing badly on others. The new World Champion of Hang Gliding is Tomas Suchanek of Czechoslovakia, flying a Moyes XS-155. While I suspect most American pilots have never heard of him, he is no dark horse victor. He placed second in the last World Championships in Switzerland, and has been flying wonderfully well in Europe and Australia during the past year. Second was 1983 World Champion Brazilian Pepe Lopes on an Airwave K2. Third was Paulo Coelho on another XS-155. Paulo is a Brazilian national hero, an illiterate slum child who first came into

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contact with hang gliding at a Rio flying site where he helped pilots set up and break down gliders. Over time he was given lessons and equipment, and, as his talent developed and was recognized, sponsorship. An amazing story. Fourth was 1985 World Champion John Pendry flying Airwaves' new K3. Fifth was, of course, Jim Lee, the highest ranking U.S. pilot, on a Wills Wing HP AT. The British Team deserves to be recognized for their repeat perf01111ance as World Champions, having also won the last Championship in Switzerland. They thoroughly defeated all other teams including the second place Brazilians, who also flew well. The British dominance of the meet is shown by the fact that they placed all four of their Team pilots in the top 10 while only Brazil managed to get even two into that group.

high standard. Indeed, I suspect that the Scandinavians may be able to teach some of us the finer points of our own language. •

Results - Individual I. Tomas Suchanek 2. Pepe Lopes 3. Paulo Coelho 4. John Pendry 5. Jim Lee 7. Rob Whittall 8. Nene Rotor 9. Brnce Goldsmith 10. Jens Krotseng

Czech. Brazil Brazil England U.S. England Brazil England Norway

XS 155 K2 XS 155 K3 HPAT Fire bird HPAT 145 K2 HPAT 145

Results - Team 1. Great Britain 2. Brazil 3. U.S. 4. Australia 5. Switzerland 6. France 7. Japan 8. Germany 9. Norway 10. USSR

As a first time observer of a World Championship I would like to share some of my feelings about the meet. Above all I was impressed by the caliber of the competitors. While l was well aware of the fact that many of the world's best pilots are not American, I was still surprised at numbers of good pilots from countries as varied as Norway, Austria and Paraguay. With respect to gliders, it would seem that the clays of one glider dominating the field are long gone. Among the top 20 finishers there were 10 different gliders from seven manufacturers. While some gliders exhibited particular strengths, not one of them had a clear overall margin compared to the rest. Finally, as one not privileged to compete in the contest, I must say the most pleasant part of the experience was the opportunity to socialize with an extraordinarily broad cross section of hang glider pilots. Talking with them added a personal dimension to my respect for their excellence as pilots. And fortunately "I'll tell you everything if you promise to drop for us, many of the foreign me off 350 miles north of here!" pilots speak English to a

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/ffil

The

mysteries we are going to explore are not, in fact, mysteries at all. Some gnome somewhere knows the answers and has put them down in books that weigh 6.3 kilos on average, with one illustration per 250 pages and and enough differential equations to clog the rear end of a Mack truck drive train. It has been my dubious fate to slog through these musty tomes in the process of researching a new weather book. And here we offer the answers as painlessly as possible. But what are the questions? Easy enough: These are simply the little unknowns that come up in our day-to-day flying. The source of the questions are personal letters and communications as well as comments and letters in our magazine.

WATER THERMALS?! Yes, water thennals, lake thennals or whatever you want to call them do exist. Even though we are used to thinking of thermals as originating from heated ground, it's not too hard to figure out what is happening here. First we must understand that water puts heat in the bank, so to speak,. The old familiar H20 has one of the highest heat capacities of any material on this planet or any other. It stores up all the heat it can MAY 1991

acquire then releases it over a long period of time to the overlying air. This property of water accounts for the mild climates of maritime areas, and allows wine makers to flourish along the shores of the New York finger lakes, orchards to bloom along the shores of Lake Huron in Ontario, and citizens of London to brave the winter with just a Mac even though they are at the same latitude as Calgary, Canada. It also creates thermals by warming the air from below when that air is cooler than the water. This is the case most often at night or in winter when cold polar air sweeps down across open water. Such water thennals tend to be big, benign and generally weak. Studies have been cat1'ied out watching soaring sea birds to detennine the lift patterns at sea, and it seems that in light winds the the1mals are organized in a more or less uniforn1 pattern known as Bernard cells. This is the pattern convection always takes when there are no specific trigger points to organize it. As a crossreference, look at alto-cumulus clouds or mackerel sky. When a wind begins blowing over the sea, the lift becomes organized in long rolls much like cloud streets (see figure I). Gulls, terns, frigate birds and other superb soarers can be

seen riding the up portion of these rolls for great distances off shore. What this means to the soaring pilot is not that we can cross great expanses of water through efficient flying, but that occasionally we can exploit the1mals blowing in to shore from a sea or lake. These themrnls are most likely to be encountered with an onshore breeze at night or after a vigorous cold front has passed. There is nothing particularly dangerous in such the1mals, but we must always be aware of the dangers of flying near water. We have lost several friends who have landed in shallow water only to be swept out to sea by waves before they could unhook. Let me digress here and add that often a convergence zone is set up near the shore to aid the thennal lift. This zone is caused by the slowing of the wind due to drag as it hits the land. The fast air corning over the water bumps into the slowed air and gets squeezed upward. We should also mention that a cold air mass a/il'{lys plows under a resident wann mass as the cold air moves in (not vice versa as stated in a letter in the March issue), except in isolated pockets in mountainous terrain. The effect of this plowing action is to create prefrontal lift that can give the same impression as pure ther-

mal lift, especially when such air is also adorned with thennals. One other situation where water thermals appear should be mentioned. This is in areas of broad expanses of shallow water. In swampy areas or flooded areas the sun can heat the water almost to the temperature of vegetation-covered ground (which any Eastern pilot knows produces plenty of bouncy lift) as long as the water is shallow. Th is water will produce thermals by heating the overlying air provided the area of water is large enough so that it cloesn 't simply act as a heat sink for the overpowering convection from the surrounding dry ground. Look for these areas to release heat in the evening just as forested areas do when the primary thennal generators cool rapidly.

TOWER LIFT The question is, how can a lone tower or pole with its minute cross-section and surface area possibly produce a thennal in open desert? The fact that this is so can be substantiated by many cross-country pilots. One close look at such a lone fixture as a telephone pole or radio tower will tell why. These upright structures exhibit a constant flow of warm air rising up their sides as they bake in the heat. This flow initially comes from superheated air next to their su1face. Such a vertical surface is ideal for producing a convective flow because no energy is lost in horizontal motion. This flow is not enough to created a usable thermal to be sure, but it serves as a trigger to release the tons of superheated air that over! ies the desert surface. The air over an undifferentiated terrain in light winds tends to acquire heat well beyond the point of instability, yet often does not readily release as a rising thennal clue to its rapid expansion. It requires trigger. A hill, a passing vehicle, a belching jackrabbit or a hot tower will serve nicely. MULTIPLE CORES We are going to investigate the cause of multiple cored thennals by continuing our discussion of thermal triggers. A mass of heated air near the ground is like a wound-up oil company

I MULTIPLE: CORe.5

FIGURE::

2..

"The question is, how can a lone tower or pole with its minute cross-section and surface area possibly produce a thermal in open desert? The fact that this is so can be substantiated by many cross-country pilots." executive in the midst of a Green Peace rally. One little tweak and he explodes in a rush of sound and fury. Our thermal does the same when it gets "disturbed." On windy clays constant gustiness can keep thermals leaping skyward, but in still conditions with wide expanses of heated air, thermals tend to release at regular trigger points. Research meteorologists in Australia have found that lift, sink, surface wind and temperature fluctuations tend to be organized in cellular patterns over terrain heated fairly unifonnly. Furthermore, thermals tend to rise from the junctures of three or four of these cells. In such a case the junctures are the more or less constant triggers. In general, thermal triggers tend to be

a combination of terrain effects and this cellular source pattern. Now we have two effects impinging on our rising thennal. The first is generally sinking air (always true in a high pressure system as well as the compensation for the rising thennals). This sinking air becomes more stable as it descends and opposes the thennal's climb. Thus subsequent thermals find a much easier path when they follow a previous thermal. Also, air mixed with a thermal as it progresses will be nearly unstable and often becomes entrained by the present thennal or a subsequent one to rise along with it. The next effect has to do with widespread heated layers that rise at a trigger point. In such a scenario waim air from as far as a mile away can feed a given thermal. This air may have slightly different temperatures, exhibit vorticity and surge as it rounds hills and other obstructions. All this results in an unsteady state of affairs as the mass of air rises. In figure 2 we illustrate these points by showing multiple thennals feeding the same column. The multiple core phenomenon can be seen to be a result of several themrnls along a similar track and nonunifonnity within the same thennal clue to differences in temperature of the original ground source. Observe mist burning off or the smoke from a cigarette (if you can still find a smoker) and you will see the same nonuniform qualities in these convection microcosms as you will encounter in a thermal.

SEA BREEZE ST ABILITY Many pilots have marvelled, or rather carped, at the unfathomable stability of a sea breeze. Such breezes are common along all our coasts and they invade the land with cool, thermal-suppressing air. It seems that such air moving over the hot ground should produce regular vigorous bubbles, especially when this marine air mass acts like a miniature cold front in all other respects. Before we solve this mystery let us illustrate the situation by noting that you can see satellite photos of Florida with the entire state covered with big fat cumulus clouds-indicating plenty of big, fat the1mals-exceptfor a I 0HANG GLIDING

---

I :SINKING AJ/Z 'E,ECDM&5 STAB/...£

\~ j t

/?ELA"TIVE HIGH Pf<55SUR.f=.

J Fire Weather printed by the U.S. Dept. of Agriculture. This book covers a lot of the principles of weather. Thanks to LaITy Huffman for this book.

\\ \

Weather At Sea by David Houghton and Fred Sanders. Many less studied items are featured here, especially relating to coastlines. Thanks to Bud Brown for this.

::SEA

FIGURE.

to 30-mile band of clear sky along the entire coastline. This is where the sea breeze works its thermal killing influence. The sea breeze prevents thermals not because it is moist (there are plenty of thunderstorms in humid air masses, remember) as some folks have suggested, but because the entire air mass is stable. That means the temperature at the top of the marine layer is not a great deal cooler than that at the bottom. Any thermal born in the sea breeze air mass tends to be small, punchy and short-lived in general. To see why the sea breeze is stable we need to understand its creation as shown in figure 3. Here we see air heating over the land then expanding to flow out to sea aloft. This creates excess pressure at sea that sends replacement air landward, special delivery. This landward flowing air is the sea breeze, but it is continually replenished by descending air at A, and there's the rub. Descending air always becomes more stable (this feature will be explained in a future installment of Meteorological Mysteries) so the sea breeze eventually is a spreading mass of stable air moving inland to dampen our fun.

NON-RIDGE LIFT Our title refers to the bizaITe situation whereby you can stand on top of a high mountain or ridge in strong winds and find relatively little ridge lift as you take to the air. There are several reasons for this not-so-uncommon occurrence. To begin, the soaring area may be out of phase with a wave. Such destructive intederence may be more common than expected. Another common situation is the presence of a stable air mass that prefers to go around things rather than over them. Such an air mass will not exhibit deep or extensive lift,especially if your mountain is small enough for the air to slip around the sides. MAY 1991

Meteorology For Glider Pilots by C. "Wally" Wallington. This is written for sailplane pilots but much of it applies. The author was the meteorologist for the World Meet in Australia.

3. Finally we need to realize that certain temperature profiles in the air exhibit characteristic wind layers. It is possible (and common enough) to have a wind blowing just at the top of a mountain because of a different air mass below. In this case, if the wind is only blowing to a hundred feet down the mountain then the mountain produces just the lift appropriate for a hundred foot mountain as shown in figure 4. The trick is to find a higher mountain or a lower fonn of pleasure until conditions improve.

THEFLYBRARY As a bonus we include here a list of books to help you fill any voids in your meteorological lore. Some of it is dry reading (no pun intended) but you can at least look at the pictures. Better yet, you can wait for our new weather book to appear next season. The list: Natural Aerodynamics by R.S. Scorer. This is my absolute favorite with lots of micrometeorology but also a bit of calculus.

The Nature Of\liolent Storms by Louis J. Battan. This book covers the exciting stuff like thunderstorms and htmicanes. The Peterson Field Guide To The Atmosphere. Lots of pretty cloud pictures in this one. Flying Conditions by Dennis Pagen. This book was written with the needs of hang glider pilots in mind.

LAST WORDS I feel it necessary to let you in on one last mystery I have finally cleared up. I was always curious to know how the weathermen came up with those chance of rain percentages. One clay I called the weather station after they had predicted a 70% chance of rain. "How do you figure that out so accurately?" I asked. "It's easy," came the reply, "ten of us work here. Seven of us say it is going to rain, three of us say it isn't."•

FIGU/<.E: 4

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HP AT 158 - Ten flights, perfect condition, $2,700. (800) 635- 2247, (206) 256-7935. HP AT 158 3474 PA.

Excellent condition, new in June. (412) 661-

HP I 170-$550, Litek vario with Thom men altimeter, $225, H;irricr 177, $250 (616) 882-7168. HP II- 1988, F.R., beallliful custom sail, low hours, excellent condition $1,300. Raymond pod, S 150 OBO. (505) 2935165. HP II- Full race, extra baucn, white/blue, flies great $1. l 00. Vision MK IV 17 SI ,200. Paul eves. (714) 676-4425. HP II - Full race, very good condition, Sl, 100, La1Ty, eves (614) 467-2022. HP II - New blue L.E., magenta undersurface, low hours, superb handling, sail in excellent shape, will split shipping, $ l ,200 OBO. (702) 345-0612 HARRIER II 147 - Excellent condition, extras, S 1,000. Parachute, 24 feet. SI 00 Julie or Jim (916) 243-1905. KEA 160 - Full race, silver L.E., Bob Schulte design, $1,000 or trade for tandem glider in good shape (615) 6982693. KISS 155 - Late model, three flights, $2,700 (800) 6352247, (206) 256-7935.

PACIFIC AIR WA VE GENESIS-Excellent condition, low airtime, custom sail. Includes safe edge and round downtubes (3 each) and speed bar S 1,400 OBO Lynda (408) 262-4108. PRO AIR 140- H-III, DSAF, new condition, sharp custom colors, $900 OBO (714) 535-5600 days, (714) 535-1447 eves. (So. Cal.) PROFILE COMP-For small pilot, intermediate-advanced, excellent condition, recent inspection S 1,800 (805) 2960846. RA VEN 209 - Excellent trainer. Low hours, crisp sail. Rainbow. $350. (714) 682-8735. SENSOR B-C - Conversion, 1987, FR, excellent shape, will ship SI,300. (907) 561-2675 (Alaska). SENSOR 510 B VG - Excellent condition, $900 OBO. (800) 635- 2247, (206) 256-7935. SKYHAWK 188 - 30 hours, excellent condition. White with red leading edge, plus airborne knee hangcr/stirrnp harness with repacked chute. Both for Sl,200 (216) 6660204. SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 450-1894 OR (619) 450-9008. SPORT AMERICAN 167 - <4 hours magenta and white, factory fresh, clean and crisp, never crashed, SI,795 (714) .166-1810 (CA).

Five in stock, Raven Hang Gliding. (708)

MAGIC IV !33 - Excellent condition, short control bar, VG, speedbar. Red/blue/white. S 1,700. (514) 525-2958, leave message.

DREA1vl 165 - Excellent condition, red with rainbow, S 1,200 (702) 883-7070.

MAGIC IV 133 - Short control bar, VG, Scorpio pod harness, Bell helmet with ''bungie" head support. Perfect XC setup for micropilot S 1,500 OBO (206) 888-3856 Seattle.

SPORT 167 EURO - Excellent handling, bright colors, unbelievably spotless condition with custom made rain bag. Less than 20 hours S 1,800. Tom (414) 781-5484 or (414) 691-3733.

DREAM !65 - Excellent condition. Reel with rainbow. S 1200. (702) 883-7070.

MAGIC IV 177 -Good condition, red L.E. 4.4 oz. sailcloth, spcedbar, $800 call after 6:00 P.M. (505) 632-8443.

SPORT 167 EURO - Full race, excellent condition, 15 hours airtime, garaged $2,000 (602) 893-2523.

DREAi\[ l 85- \Vith harness and parachute, sncrificc. glider SI,000. SI,250 takes all, J'irm, Eric (213) 827-2285.

MAGIC IV 177 -

SPORT 167 EURO - Excellem shape, Sl,200 OBO. Call after 6:00 P.M. (505) 832-8443. Blue L.E. Fuschia wedge.

DREAM 145 360-0700 (ILJ.

Sixty hours, $900. (317) 758 9239.

SPORT 150 - Custom bird/sun inlay. New cover bag. Excellent condition, S 1,800 (206) 293-3282.

MAGIC IV 177 -$795 (219) 845-2856 (INJ. DUCK 160- Very clean spectrum sail. Speed rail/bar. New wires. $475 OBO (415) 547-7534. DUCK 180 - Very good condition, flies great, spceclbar. $575 (714) 633-9011. DUCK I 80 A TTACK - Fifty hours, clean, blue. spectrum, white, half ribs, $650 (805) 497-2080.

MAY 1991

MAGIC KISS 557-6750.

1989 pink and gray, SI.250 OBO (714)

MAGIC KISS 154 0414.

SPORT 167 EURO - blue/gold/white, low hours, Sl.700. CG !000, red and blue, medium sized. $300, OR WILL TRADE FOR HIGH PERFORMANCE PARAGLIDER RIG. Mike (415) 282-8887.

S2.400. Raven 229. $600 (612) 683SPORT 167 - Euro, full race, excellent condition, 18 hrs airtime. garaged, 52,000 (602) 893-2523.

CLASSIFIEDS SPORT 167 EURO - Full race, $2,000. Kevlar full face, $200. Raymond Equalizer with High Energy chute, $500. Airwave training harness, S/M, $60. Kiwi shorty helmets, M & L, $25 each. Everything like new! (517) 644-2451. SPORT 167 FR EURO -Like new, 10 hours, $1,600. Ball 65 l, $275. Pitchy, $50. X-C bag, new, $75. Supine harness, $110. Sport supine wires, $50. Arizona (602) 644-9112. SPORT 167 -Full Race. 20 hours total, excellent condition, $2,200 (704) 758-9331 after 6:00 p.m. SPORT l 67 -50 hours airtime, crisp sail,$ l, 100 (916) 938206 l. SPORT 167 AT-Full race, excellent condition, low hours, designer colors, $2,400. Light Dream 165, like new, 20 hours, designer colors, $1,450. (818) 347-8266. VISION ECLIPSE 14 (134) - Good condition, extra downtubes, Great for the smaller pilot, $895. (619) 934-2125. Robin. VISION ECLIPSE 17 - Low ainime, great shape,$ l, I 00. CONDOR 178, good trainer, $380. Call Joe (502) 452-5393. VISION 18 - Great 1st glider, blue L.E., rainbow undersurface, <50 hours, new High Energy Cocoon, 5' 11" pilot, Roberts vario, Bell helmet, $1,200 takes all (805) 9847626 (So. CA). VISION 18 - Excellent first mountain glider. Spectrum colors, good condition (213) 434-0148. VISION 19 3624.

Excellent shape, low hours, $900 (509) 627-

VISION MK IV -

GREAT DEAL! (610) 450-9008.

VISION MK JV 17 (619) 934- 5403.

Excellent shape, low hours, $1,200

VISION MK IV 17 -Great condition, blue rrilam L.E., blue undersurface, $1,500 or make offer (619) 451-3970.

VISION MK JV 17 -90 low hours, pink trilam with blue and white. High Energy pod, helmet, ere. $2,000 (206) 854-3921. VISION MK JV 17 and l 9 - 3DCG, camera zippers, trilam L.E. $2,235 ca. Test flown only, shipped anywhere. (303) 750-3226. VISION MK IV 19 - Optional Kingpost Suspension, speedbar and downtubes, $1,400(714) 682-8735. VISION 19- Excellent shape, low hours, $900 (509) 6273624. WILLS WING 167 - USA, 10 hours T.T., white/green, PERFECT CONDITION, SI ,950. So. Cal. 1-800-356-5686. COLORADO HANG GLIDING (303) 278-9566 24 hours Region !V's oldest, largest, full rime shop. Never used chutes (all sizes) ......... $265 New NAS PDA chutes .................. $388 D.O.T. helmets (colors!) ............... $50-$129 NAS vario/Alt (intro price) ........... $388 Used harnesses .............................. $75-$300 Steel biners (2 min.) ...................... $14.80 Paragliders (demos) ....................... $900-$2,000 Varios (demo's, all brands) ........... $75-$500 Used chutes repacked/inspec. by FAA cert. master rigger w/ new bridle, deployment bag. 100% guarantee all equipment. MC/VJSA/AMEX/DISCOVER ACCEPTED. (303) 2789566 24 hours Vision ............................ l 60hrs ... $ I ,200 Magic Kiss ..................... <5 hrs .... $2575 Vision MK JV 19 ........... <12 hrs .. $1900 Lt. Dream 205 ................ <l hr ..... $1660 Lt. Mystic 166, 188 ........ $1300 ea. Lt. Dream 185, 205 ........ $900 ea. Mystic l 77 VG ............... dOhrs ... $700 Atlas 17 .......................... <25 hrs .. $700 Raven 229 ...................... <30 hrs .. $700 Comet II 165, 185 .......... $500ea. Phoenix 6D .................... <15 hrs .. $485 Seagull 140, 170 ............ $350ca. I 00% guarantee on all equipment, inspected and shipped anywhere. Colorado Hang Gliding (303) 278-9566 24 hrs.

VISION MK IV 17 -New August, l 990, full race, speedbar, white, magenta (B) panel, $1,750 (805) 252-6102.

THE HANG GLIDING CENTER Axis 15 FR '89 good shape ........... $1200 OBO Magic Formula, in stock ................ New Magic K2 145 ................................ New Magic Kiss, like new ..................... $1,800 167 Sport AT ................................. $2,700 HP AT, in stock ............................. New Magic II[ 166, great glider ............ $900 Magic IV good shape .................... S800 OBO Vision MK IV 17/19, in stock ....... New Vision MK IV 17/19, used ............ SI,200 Equalizers, used s/m ...................... S425 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. GOLDEN WINGS II 03 Washington A venue, Golden, CO 8040 I TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-718 l Mystic 177 VG Exe. cond ............. $1,300 Vision 19 (used) (Exel Cond) ........ $1,800 Several Spmt 167 .......................... $1800 - $2,200 HP AT, Demo ................................ $2,800 Many other good used gliders ....... $450 - $1,000

FINGER FAIRINGS

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

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

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505) 884·6851

r--------------------------------------~ 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) 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 adto appear (i.e., June 20forthe August issue). Prepayment required unless account established. Please enter my classified ad as follows:

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

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

Number of words: Number of words: Number of Months:

@ .40 = @ .95 =

Towing Schools and Dealers Ultralights Rigid Wings Publications & Organizations Paragliders

PHONE:

I I I I I I I I I I I I I

. L ___________________ USHGi::_P.O. Box~300, Col~~ Spnngs~O 80933~19) 632-830~

HANG GLIDING

CLASSIFIEDS SANTA BARBARA HANG GLIDING CENTER 29 State Street Santa Barbara, CA 93101

PARAGLIDING IN PARADISE - Alpine paragliding in Crested Butte. CO, 24 Oying sites. LZ@ 9,000+ MSL I No Wimps', Videos $32 ..10, shipping included. Peak Performance Parngliders, P.O. Box 213, Crested Butte, CO 81224, Steve (303) 349-5961, Rusty (303) 349- 6384.

(805) 962-8999 FAX (805) 964-3337 Orders only: call collect

\VlLLS, UP'S, ETC - S795 + up. Instruction, equipment, southern California and European tours (7 l 4) 654-8559.

Ball 652 .... $595 .. S495 Ball 651 . Ball M50 ... .... $675 Brauniger LCD 5. ..... $575 Braunigcr Alto Vario PZ .......... $450 Afro XC 8000 .. ..... S799 Afro Cirrus 8000 .................. S759 Flytec DF 2030 ... ........... $1,200 Flytcc Pilot I ............ $580 Litek Vario . ............... $269 ........ S345 HE chute-··. BRS4HG .. ........... $799 Helmets Rochelt Karban Fiber ............. $285 Bell Helmet.. ......... $129 UVEXJct Helmet .................. $89 Aerodyne . . _____ $75 Gliders UP... ..call WW. ........ call Pacific Airwavc . ........... call Moyes ........... call Foil............................ ..call Used Sport 167 Euro FR... ..... Sl,350 Sport AT like new . . .... $2,600 Vision MK 9, 7 hrs ................. S l ,500 Axis 15 !Oc . . ............. $2,495 Light Dream 165 .. . .............. S 1,000 EMERGENCY PARACHUTES ALL BR;\N DS - Bought. soltl, and repacked. Inspection and repack S20.00 - Parachutes, bridles, inspected and replaced. Airtime of S.F., 3620 \Vawona, San Francisco, CA 94116. (4 l5J SKY-1177.

ULTRALIGHTS LIQUID TR!KE-52 HP, low time, three blade adjustable prop., much morc, $2,200. Two wings-sleeved, \Vired, trailing edged. l 60 Streak, 200 Duck, good condition, S500cacli. (414) 697-0862. WANTED

IV ANTED-Fledge Ill or lll E.T. considertrike\414) 6970862. WANTED - Smokeless barograpl1, preferably reprogle. Call Cindy <714J 540-1099. WANTED- Used equipment, cash paid immediately. (303) 278-9566. \V ANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachu(e<i. Aini me of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. SCHOOLS AND DEALERS

LfvtFP - Two homs from Birmingham (see our ad under Tennessee.) (40-l l 398-3541. ALASKA ADVENTURE WINGS-Hang gliding, PARAGLIDING. tours, towing., tandem, instruction. S{atewide. (907) 4556379. Box 83305. Fairbanks. AK 99708.

22 gore, new 1989, S250 080 (714)

NEYER USED CHUTES! - I OO'k satisfaction guaranteed. $265 each. All sizes, new bridle. deployment bag, repacked/ inspected by f'AA cert. master rigger. (303) 278-9566.

ADVENTURE SPORTS TOt:RS OF ARIZONA Larges( hang gliding center in the Southwest. Certified instruction utilizing the world's fir.st man-made trainer hill plus other site., \\hich all face every wind direction. Highesl percentage of flyable s1udent days in America. Also daily

windsurfing. j~tskiing and b1ynking lesson tours. Free airPARACHUTES-New, 22 gore, S295: 24 gore, S.l50; Ball 652, S350; Thermitts $39; Paraglidcrs (714) 654-8559. THE TAIL DRAGON - All flying contraptions boughtsold-scrviced. SECOND CHANTZ RECOVERY SYSTEM DEALER (916) 542-3833. PARAGLIDERS CONDOR SP I 1 - With harness, backpack, reserve, wind meter. reduced to Sl.300 080. Call Rudy (-li5) .J87-3424.

ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGAcettifiedjnslruction, sales and service. Emphasis on special skills and techniques, T.0. and L. Call to demo XS, EZ, WB. Ask about tow clinic. 1689 Armstrong Road, Lodi, CA 95242 (209) 368- 9665. AIRTIME OF SAN FRANCISCO - Hang Gliding & Paragliding. USHGA & APA Certified Instruction, Sales . Service, Rental. - Pac. Air, UP, Wills, Sensor, High Energy, Mantis, Second Chantz, B.R.S.///Pro Design. Apco Hilite, l.T.Y .. Edel, Skywa!ker and MORE' Large selection of2nd hand gear (buy & sell). Next to Fon Funston. 3620Wawona, San Francisco, CA 94116. (415) SKY-l 177. AIRTIME UNLIMITED-SOUTHLAND HANG GLIDING SCHOOL - Pacific Airwave gliders in stock. Tandem instruction. ATOL towing. \Ve need your used glider tradeins. c/o David Engel, 12120 Severn Way. Riverside. CA 92503 (714) 589-0109. CHANDELLE SAN FRANCISCO, INC. Since 1973, complete hang gliding and paragliding sales service and jnstruction. Dealers for \Vil ls \Ving, Pacific Ainvavc, Delta Wing, Seedwings, UP, High energy, CenterofGrnvity, Ball, BRS. Second Chantz, ITV, Firebird, Edel and more' Northern California's most complcre repair facility, including 7th class rigger's machine. New and used equipment, spare parts, and demos. Co1nplete training, including introductory lessons, packages, clinics, ground school and tandem. Five minutes from Ft. Funston. 488 Manor Plaza. Pacifica, CA 94044. (415) 359- 6800.

ALABAl\!A

ARIZONA High Energy Sports 557-6750.

CALIFORNIA

port/hotel/site pickup and relllrn. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. ARIZONA HANG GU DING INFORMATION Hang Gliding Association t_602) 730-6705.

COi\-IPACT WINGS PARAGLIDING - Wills Wings, UP and other parngliders. Instruction at best site lSoboba) tours, accessories (714) 654- 8559. HANG FLIGHT SYSTEMS - DIRECTLY across the street from WILLS WING. DEMOS and rentals available to qualified pilots. HP-AT small, medillm & large Sport-AT's, Kiss, Mark IV, Genesis, Dreams and Axis. FLY 'EM ALL and decide \Vhat you like. \Ve sell and service all major brands of gliders and nccessories. USHGA certified XC clinics and training program. t202 E. \Valnut, Unit Ivl, Santa Ana, CA 92701 (71-l) 542-7-144 Near Disneyland. HANG GLIDER Ei'v!PORJUM- The best training hill in the

west is in Santa Barbara, a hang gliding VACATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call forvacatiou info and glider in\'cntory. Tues.- Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.

Arizona

DESERT HANG GLJDERS - USl-!GA Certified School. Supine specialists. 4319 W. Larkspur, Glendale. AZ 85304. (602) 938- 9550. ARKANSAS

CORRADO 12 - Very good shape. blue, comes with scat. very safe paraglider. S l ,500 (2131 859-9780. EDEL CORVETTE 24 - Harness. backpack. less than hour sun. fantnstic 1 S 1.900. Peter (./06) r> l -6056. EXCALIBUR's. W.W.",, UP's -

Instruction. all equip-

ment. Southern California and European tour~. (71-l-) 654-

SAIL WINGS HANG GLIDING-Full-time lessons, sales. :;crvjce. Paci fie Airwave, CG 1000. N~w. used, rental cqllipmcnt. P.O. Box 321. Atkins, Arkansas 72823. (501) 227-!920. l!aney"s Point (501 i 6-ll-1902. We PROl\·IOTE the \port!

HIGH ADVENTURE-Full service focility located on site Southern California's famous mik high mountains. Crestline. Frnm!'.>ancthill to XC thermal flying. our 20 tandem al

8559.

MAY 1991

CLASSIFIEDS accelerated training program is quick and thorough. Instructor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, moun~ tain shuttle, towing seminars, XC trips, repairs, ratings (714) 883-8488. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation 11ying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92l2l (619) 450-9008. MISSION SOARING CENTER - Serving the flying community since 1973. Complete lesson program with special attention to quality takeoff and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and airframe service available. 1 I l6 Wrigley Way, Milpitas, CA 95035. (408) 262-1055.

GOLDEN WINGS - Sales, service. USHGA certified instmction. Tandem Towing Instruction. Dealers for Wills Wing, Pacific Airwavc, UP. 1103 Washington Avenue, Golden, CO 80401. (303) 278-7181.

LID ENTERPRISES -Sail and harness repair - Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440-3579. PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instrnction/cquipment sales, videos $32.50, shipping included. P.O. Box 213, Crested Butte, CO 81224. (303) 349-5961.

WINDSPORTS SOARING CENTF,R - Los Angeles' largest and most complete school since 1974. We specialize in person<llized tandem instruction, sales and repair. Spend your winter vacation flying with us! l6145 Victory Blvd., Van Nuys, CA 91406 (818) 988-01 J 1.

"Profession8ls You Can TrusfP'

MOUNTAIN WINGS- Look under New York.

NEVADA

FLORIDA

ADVRNTURE SPORTS - Sierra tours our specialty USHGA & APA certified school and ratings. Dealers for Pacific Airwave, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a full-service shop. 3680-6 Research Way, Carson City, NV 89706 (702) 883-7070. NEW JF,RSEY MOUNTAIN WINGS -

ENTERPRISE WlNGS OF NEW MEXICO information hotline (505) 437-1615. MIAMI HANG GL!DING, INC. - has the most advanced training program known to hang gliding today. Certified instructors specialized in personalized tandem flight training. Full service and sales of parts for all gliders, makes and models. For more information call (305) 667-2392 or (305) 962-6968. LOOKOUT MOUNTAIN FLIGHT PARK Tennessee. (404) 398- 354 l.

See ad under

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

See our ad

IDAHO TREASURE VALLEY HANG GLIDING - USHGA CF!, service/sales, Pacific Ainvavc, UP, American \Vinclwright, La ,'v!ouctte, l 17 J6 Fairview, Boise, ID 83704. (208) 3767914. ILLINOIS

COLORADO WIND PARK - ·•come up for Air!" Sales. service, complete instrnction on our 500-foot, 360-dcgrec training hill. S 10/day lodging. Dealing all brands. 5526 S. Pitkin Ct., Aurora, CO 80015, (303) 762-6505 or (303) 6806443. EAGLE'S NEST School of Hang Gliding/Paragliding USHGA certified school. Dealer for Delta Wing, Pacific Airwaveand Wills Wing. P.O. Box 25985, Colorado Springs, co 80936 (719) 594- 0498.

Look under New York.

NEW MEXICO

COLORADO COLORADO HANG GLIDING/PARAGLIDING lst USHGA certified school in U.S.A. Region's largest and oldest. Operating full rime since l972. (303) 278-9566.

MINNESOTA

CONNECTICUT

TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Cliffhanger Cafe. Certified Training program featuring tandem soaring lessons. Ne\V, used, rental and demo equipment by Delta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.

WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. \Viele range of new & used gliders & !light accessories in stock. Paul Bums, 33041 Walls St., Lake Elsinore, CA 92330 Phone (714) 678-5418; FAX (714) 6785425,

PRO HANG GLIDERS - USHGA instruction since 1978, advanced instructor, examiner, observer, safety is #1. Towing specialists since 1978. Maintain and enhance your basic skills. We still foot launch - none of those platform blues you have been reading about. All brands sold and serviced. Contact Nonnan Lesnow, 569 W. Annabelle, Hazel Park, MI, 48030 (313) 399-9433.

SPORTS SOARING CENTER/MINNEAPOLIS-Instmction, equipment dealers for Pacific Airwave, UP & Wills Wing (612) 557-0D40.

SILENT FLIGHT - Fly all winter! Towing year 'round. Demo Axis/Comets. Full service school/dealership (916) 938-2061.

TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less titr1e with our small personalized classes & rnndem instrucLion. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

MlCHlGAN

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest ,\\lei most popular in the Midwest. Traditio1ral curriculum, ridge soaring, mountain clinics, tandem by Brad Kushner. Sales/service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL60085 (708) 360-0700. INDIANA KENTUCKIAN A (KY ANNA) SOARING - Mike Kelly, 3023 McA1thurDr.,Jeffcrsonville, IN47 l30(8 l2) 288-7111 (eves.)

Combat

UP OVER NEW MEXICO, INC. - Instruction, sales, service. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, l\foycs. Albuquerque, NM (505) 821-8544. NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hi11s. Area's only dealer for Pacific Airwavc, UP, Scedwings and Delta \Ving with demos in stock. \Ve arc the largest, rnost complete H.G. accessory and repair sl1op of its kind in the countiy. Many new and used gliders in stock. R/C supplies and kits, Ultra Pod camera systems. VJSA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. I 50 Canal St., Ellenville, NY 12428 (914) 647-3377. In N.E. l-800-525-7850. FLY H!GH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/ repairs. Excellent secondary instruction ... ifyou 'vc finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem. flights! Contact: Paul Voight, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-3317. SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Snlcs and Service for all major nrnnufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153.

HANG GLIDING

CLASSIFIEDS THERMAL UP, INC.- Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489.

NORTH CAROLINA FLY AMERICA, Corolla Flight-Al! introductory flights and lessons taught by USHGA Master Rated, Advanced Tandem Instructor. Greg DeWolf instructs new through advanced students with ATOL and Tandem. Tow from your blanket or doorstep on beautiful Ct11Tituck Beach on the Outer Banks. Call (919) 261-6166 or write: Corolla Flight, Box 1021, Kitty Hawk, NC 27949. KITTY HA WK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the larges( sand dune on the cast coast.just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, l 500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts.

ments, T-shirts. Repair services. \Ve buy used gliders, equipment! Send $1.00 for brochure, rates, directions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433. SEQUATCHIE VALLEY SOARING SUPPLY, INC. Dealers for all major brands. Small training classes, with USHGA certified instruction, including tandem Bights 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 comfortable clubhouse. Fly over I 00 miles of ridges and enjoy challenging thermals with two launches, soon to be three, right here in "The hang gliding capital of the East." Fully stocked pro shop. Rentals, storage, USHGA ratings and all the latest fashions. Proud dealers for Wills Wing, Seedwings and Delta Wing gliders with reasonable pricing on all products. Brochure, maps. site info., Tennessee Tree Toppers Club memberships available. Visa, Mastercharge and Discover Card accqited. For personal service that you can trust call SYS, Rt. 2, Box 80, Dunlap, TN 37327 (615) 949- 2301.

PARTS & ACCESSORIES ARAMID FULL FACE - Superlite full face cover helmet. Excellent vision, yet cold weather protection, $295. Visors S25. Pendulum Sports, Inc. (719) 539-3900. BALL 652 's-Deluxe vario, all options, slightly used. New M50's in stock wi1h or without barograph from S550. Pendulum Sports, Inc. (719) 539-3900. BALL VARIO 65 l -Excellent condition, $350, (800) 3565686. BELL SOARING HELMETS- White, blue, red and neon. S129 plus. Nearest dealer? (303) 278-9566. BEST PRICE VHF RADIOS -S159 for details call (203) 677-7533 (CT) after 5:00. BRAND NEW MAXON RADIOS -Sl 75 shipped' Colorado residents add 3.5% sales tax. Colorado Wind Park, 5526 S. Pitkin St., Aurora, CO, (303) 762-6505 or(303) 680-6443.

TEXAS

MARIO MANZO-SKYWARD ENTERPRISES - Certified instruction, inspection, repair, CG-1000, Dayton and Chillicothe, OH (513) 256- 3888 (wkd. eves.)

KITE ENTERPRISES - Instruction, sales, repairs, platform towing, Dallas, N011h Texas area. 21 l Ellis, Allen, TX75002 (214) 996- 7706 daytime, (214) 727-3588 nights and weekends. Dealer Pacific Airwave.

CAN 'TTOUCH THIS! -Are you a shopper? Save$$, mail order, weekly specials! MAXON RADIOS, SP 5000, 6 channel, 3 USHGA, 3 weather, S299. VOX $69. Dealer for Ball vnrios, BRS, Sentek varios, High Energy products, Hall, Safewheels, windsocks, smoke bombs, V- mitts, Braunigcr varios, Air \Vear harness, Raymond Harnesses, Second Chantz. Static line tow systems from $650. Send SASE for sale t1yer or call Kentuckiana (KyAnna) Soaring, 3023 McArthur Dr., Jeffersonville, IN 47130 (812) 288-71 l l (eves.)

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

RRA=RED RIVER AIRCRAFT We specialize in turning students into pilots. Dealer Wills Wing and Pacific Airwave. (512)467-2529 Jeff Hunt, 481 l Red River, Austin TX 78751

GLIDER MARKING INTERNATIONAL - Creates a state-of-the-art advertising medium by applying names and logos on hang gliders, parachutes, paragliders, sails, etc. P.O. Box 451, Glen Cove, NY I 1542 (516) 676-7599.

PENNSYLVANIA

UTAH

MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY!

WASATCH WINGS - USHGA certified hang gliding school, dealers for \Vil ls \Ving, ivloyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (80 I) 277-1042.

HIGH QUALITY HELMETS-At lower prices. Exceeds 1988 DOT standards. S50, S5.00 extra colors, (303) 2789566.

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

OHIO

MOUNTAIN WINGS -

Look under New Yark.

TENNESSEE CRYSTAL AIR SPORT MOTEL - at Rac6oon Mountain. Bunkhouse, private rustic rooms, regular & waterbcds, video in-room movies, private jacuzzi room, pool, sky gear gifts, lliers work program. FF!: 4328 Cummings Hwy., Chattanooga, TN 37409. (615) 821-2546. Chuck & Shari Toth. HA WK AIRS PORTS - 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 \Vindsok. Brochures available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056, Knoxville, TN, 37940-0056, (615) 453-1035. LOOKOUT MOUNTAIN FLIGHT PARK -Since 1978, Southeast's largest USHGA-ce11ified mountain flight school. Complete training, from grassy, gently-sloping training hills to soaring high above Lookout i\1ountain. Our specialty: getting you your first mountain flights. Lesson packages, USHGA ratings, glider and mountain bike rentals, camping, local site information. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instru-

MAY 1991

WINDRIDER WIND SPORTS, INC. - Certified instruction, from the point to the mountains. AIRTIME. Also soaring clinics, mountain tours and flying vacations. Call for infonnation or reservations. Box 17675, SLC, UT 84117 (80 l) 272-6908. VIRGINIA SILVER WINGS, Inc. Certified instruction and equipment sales. (703) 533-1965. WASHINGTON AIRPLA Y'N PRO SHOP & Hang Gliding School. The largest full time, full service hang gliding shop in Washington. All major brands sold and serviced. 800 Mercer, Seattle, WA 98109. (206) 467-8644 OR (800) 753-4264.

GRADE A SHEEPSKIN HAND FAIRINGS- Warm hands in all conditions. Endorsed by Kevin Christopherson, "I wouldn't fly without them." Special orders and dealer inquiries welcome. Send $47.00 to Wyoming Aerolites, P.O Box 880, Casper, Wyoming 82602 (307) 235-3367.

I'/TERNATIONAL DEALERS WANTED-DEALERS small/large, domestic/international to represent North American Sports' complete line of adventure sports equipment. (303) 278-9566.

CLASSIFIEDS MAXON RADIOS ~- $325. VHF FM 5 watt crystal, includes 3 USHGA chtmnels, charger, case, antenna and warranty. Best prices on Maxon hand-held, mobile and accessories, plus fast, reliable service facility. Maxon I watt, $170. Pendulum Sports, Inc. (719) 539-3900.

3, then the pound(#) sig,n, before the beep Gll your toe<ch t0nc phone.

PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment and accessories available. \Vhatevcr yourneeds, from Alpine descents to ocean, thermal, and ridge soaring, we have it. Videos, $32.50, shipping included. PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO, 81224. Tel/Fax (303) 349-

5961.

HIGH QUALITY HELMET -

SPORTS OXYGEN - Personal supplemental breathing system for high allitucle action sports. Provides 2 to 6 hours of service. The entire system weighs 18 oz., is completely portable, comes with a carrying)storage case, mask, tube and nasal cannula. Measures only 8 X 2 inches. Cylinders are changed in seconds, one-hand regulator operation. Complete kit with one oxygen cylinder $89.95, includes S/H. Replacement cylinders S12.95. Each kit is backed by a one year conditional warrantcc. Sorry, no credit card orders. Send check or money order today to Mountain High Equipment & Supply Company, 516 12th Ave., Salt Lake City, Utah 84103 (801) 364-4171.

at an affordable price. D.O.T. Well finished brushed nylon liner with high strength polycarbonate shell. ONLY $55.00 + $4.00 S/H. Great for schools. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401. (303) 278- 7181 or TOLL FREE 1-800-677-4449. KEVLAR FULL FACE - $200. Raymond Equalizer with High Energy Chute, $500. Airwavc training harness, S/M, $60. Kiwi shorty helmets, M & L, $25 each. Everything like new! (517) 644-2451.

PARA-SWIVEL - DON'T LEAVE THE GROUND WITHOUT ONE! $84.00 + $4.00 S/H. Available as an option by Free Flight, High Energy, BRS, Second Chantz. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401 (303) 278-7181 1800-677- 4449.

THE ULTIMATE CAMERA SETUP!! -This QUALITY camera lets you Lake professional looking pictures easily. ]l's THE ONLY light weight camera available with ultrasound or wired remote, your choice! It also is very light weight, has auto-focus, auto-advance, auto- rewind, autoload, auto-t1ash, built-in wide-angle lens, 2 year warranty and more! The mount (included) easily adapts to any glider. Just $236 gives you everything ready-to-go. See why schools and dealers are snatching it up! Visa/MC. CA residents add 6% tax ($250.16). Cindy Gall, c/o Scmicoa, 333 McConnick Avenue, Costa Mesa, CA 92626 (714) 540-1099.

THE FAMOUS "LAMBIE LID" - Aerodynamic hang glider helmet, $75 postpaid. State size and three choices of color. 8160 Woodsboro, Anaheim, CA, 92807 (714) 7791877.

QUICK RELEASECARAB!NER-$49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Thermal 1943\-4\ Business Center Drive, Nonhri<lge, CA 91324. (818) 701-7983.

The model E VARIOMETER is UGLY, but it instantly responds to movement of l inch! Longer batlery life, takes Ball clamp both sides and bottom, all metal construction, $249. (VISA,MC,AMEX,COD) Free brochure. Litek (503) 479-6633, 4326 Fish Hatchery Road, Grants Pass, OR 97527. LITEK VAR!O-(an oldie and still agoodie) and Peet Bro. altimeter, together $200. Mike (916) 684-4955.

STONE LOFr HANG GLIDING ACCESSORIES - Now offering production harness/gear backpacks, strong, very compact, wate1proof, colors; aqua/yellow, purple/aqua, black/ grey, fuschia/pin\s., SAS. X.C. Glider bags, dnrnb\c ripstop nylon, handles, compact, pink, grey, yellow, aqua, $59. Tip Bags, any color, $15/pair. X-Bar/L.E. junction protectors, $15/pair. Padded stuff sacks, belt clip,holds any vario, any color S 19. Custom colors or projects welcome. Call Don (415) 945-1233. Send check to Stone Loft, P.O. Box 3764, Walnut Creek, CA 94598.

SAIL REPAIR KITS - & SUPPLIES - Massachusetts Motorized, P.O. Box 542-G, Cotuit, MA 02635. (413) 7362426. SPORT KELLER HIGH TEC ll PODS - Regularly $850! \Vinter ~.-pccial on demo and new \1Gds.·. Neon orange, height 5 '7"-5' l l ", chest43", one flight, $550. Red, height5'7"-5" 11 ", chest 43", three flights, $500. Neon yellow, height 5' l I "-6'3", chesl 43", new, BRS holster unit with new front-mounted parachute from BRS, total value, $1,700, your cost, S 1,100. Black, height 5' 11 "-6'3", chest 43", used, in excellent condition, $350. Call Hang Ventures at (206) 322-1184 and press

MOUNTAINEER TRIKES Manulacturing single and two-place trikes. Can be fitted to any modified hang glider wing. Trikes for hang glider towing. Single-seat airframe - $1,400 Two-place airframe - $1,500 Engine options available. For more information contact: John Pattison (301) 359-0811 Rt. 1, Box 413 Westernport, MD 21562 HANG GuOTNG

CLASSIFIEDS l'UBLICA TIO NS & ORGANIZATIONS

VIDEOS & FILMS VIDEO TAPES FOR HANG GLIDER PILOTS Flatland Flying-ATOL towing and XC flying Texas style with Larry Tudor and Joe Bostik. Mountains High-Festival flying at Silverton and Telluride, CO. TELLURIDE!-\Vorld Champion Acrobatic compelition. Each rape S37 (Calif. Res. add state tax) plus S3 shipping pcrorderto: Robert Reiter. 800 Heinz Street #9, Berkeley, CA 94710, (+ 15) 649-8111. l\l!SCELLA N EO US

DON'T GET CAUGHT LANDING DOWNWIND! Perfect that no-step landing by \Vatching our \Vindsok. Constructed with 1.5 oz. ripstop nylon. UV treated to maintain it.s brilliant color. 5 '4" long wirh an I I" throat. Available colors are fluorescent pink/yellow or fluorescent pink/white. $39 .95 (plus 54.00 shipping/handling) Colorado residents add 6.5c/r tax. Send to: USI-JGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted. X-C SMOKE BOMBS -$5.00. Signal mirror, S6.00. Jack the Ripper cutaway knife, $15.00. Silva compass. SI00.00 Pendulum Sports, Inc.1)19) 539-3900. llUSINESS AND EMPLOYMENT OPPORTUNITIES COi\'1£ TO NAGS HEAD' - Kitty Hawk Kites is seeking instructors: beginning, advanced. tandem tow, paragliding, soaring. Resume to: John Harris, KHK, P.O. Box 1839, i\ags Head, NC, 27959.

HANG GLIDING FOR IIEGJNNER PILOTS by Pete Cheney. The Official USHGA Training Manual. Learn to tly with the world's finest hang gliding manual. Complete flying instructions from the training hill to soaring techniques. Over 260 pages, with more than l 60 easy- to-undersrancl illustrations and photos. Guaranteed to satisfy the most inquisitive pilot. NOW AVAILABLE FOR $29.95 (plus $4.00 shipping/handling) Colorado residcnls add 6.5'7c tax. SEND/ FAX/PHONE TO: USHGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (7191 632-6417, PHONE (719) 632-8300. VISA/MC accepted. "''SPECIAL NEW PILOT EDIT IO N''*-Covering many aspects of hang gliding fort he beginning pilot. $4.50 plus$ 1.50 S/H. SEND/FAX/PHONE TO: USHGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted. PARAGLIDE USA - Subscribe to North America's most widely read paragliding magazine. $25/year/l 2 issues. VISA/ MC 12662 Softwind Dr., Moreno Valley, CA 92388 (714) 924-5229 or FAX (714) 242- 4718.

DON'T FORGET YOUR HANG DRIVER - Buy them an I'd Rather Be Hang Glidina license plate frame for their retrieval vehicle, $5.50 for a plastic frame, S6.50 for a metal (zinc) frame. Please add S2 S/H (CO residents add 6.5'/r tax) SEND TO: USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO, 80933. HANG GLIDING IS NOT A CRIME!-Bumpcrstickcrs, high quality. send S4.50 to P.O. Box 1026, Telluride, CO 81435.

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership S45. Info. kit will, sample copy $3. SSA, P.O. Box E. Hobbs, NM 88241. (505) 392-1177. TOWING

HANG GLIDING INSTRUCTORS WANTED-Western Hang Gliders, P.O. Box 828, i\farina, CA 93933. INSTRUCTORS WANTED - Basic-Advanced, Tandem. also Paragliding. Top pay and great working and !lying conditions year round. Send resume to 16145 Viclory Blvcl.. Van Nuys, CA 91406. INSTRUCTORS WANTED FOR HANG GLIDING - and paragliding. Good opporcunity with expnnding business. Friendly training hill, good airtime. Apply to \Vindridcr. Box 17675, SLC, UT 84117. MOUNTAIN WINGS - ls looking for advanced hang gliding and paragliding inslruclors. Salaries negotiable. Full and part-Lime positions available. Manager position available-requires knowledge of computer systems. Call Greg or Judy at (914) 6-17- 3377. Send resume to 150 Canal St.. Ellenville, NY I 2428.

PROTOTYPE PAY-OUT WINCH - Level-wind and all the goodies! Runs great, well proven, mounts to any vehicle. Call Ion (303) 440- 3579. STA TIC LINE TOW SYSTEMS - Kentuckiana (Ky Anna) Soaring, 3023 McArthur Dr.,Jeffersonville, IN 47130, (812) 288-71 l l (eves.). TLS WINCH -Almost new.extras Sl,500 (619) 872-4810. TO\V ROPES - Continuous lengths, spectra-dacron-kevlarpolyester- polypropylene. All sizes - available with synthetic finish. Call (215) 723-1719. FAX (215) 453-1515. Ask for sales - David F. Bradley. P.O. Box 291, Telford, PA 18969. TOWING SUPPLIES-3-stagc releases, weak links, rope. etc. in stock' Call us! (3030 440-3579, Dealers invited. UL TR ALINE - Get ready for the flying season with our new best seller, 3/16" Ultralinc, S 105.00 delivered or our old favorite 1/4", S 145.00delivered. From the original Ul!raline source, Cajun Hang Gliding. l (0 Kenr Circle, Lafayette, LA, 70508, (3 l 8) 98 I- 8372.

MAY 1991

HANG GLIDING AT ITS BEST- Lake County Oregon. Superb Lhennals, breathtaking scenery of timbered mountains, lake and streams. desert and farm land. Plenty ofwidcopen spaces for landing sites. Enjoy the friendly residents who put out the welcome sign to hang gliding pilocs and friends. Join us July l st through July 7th for our specinl hang gliding festival-lots ofex!ra activities. Call (503) 947-6040, Lake County Chamber of Commerce.

CLASSIFIEDS stitching, de bossed with the mountain glider design. NA VY OR BURGUNDY, $9.50* USHGA DESK FOLDERS have color and grain matched linings and pockets. Gold tone metal corners, turned and sewn edges, 50- sheet letter pad included. De bossed with the mountain glider logo. NAVY OR BURGUNDY, $9.50* lloth for only $Ul!*. * plus $3 shipping and handling. Send to USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 l'AX (719) 632-6417. HAWK RING - Silver $90.00, l4K gold $450.00. Please include ring size and check or money order. Hawk, P.O. Box 255, Woodacre, CA 94973 (415)488-9383. Allow4-6 weeks.

TORREY PINES PILOTS - 1991 video with music, produced by W.A. ''Pork" Roecker, 53 minutes of loops, downwindcrs, fun and on-site interviews, $29.95 pp from Flyin' Pig Productions, P.O. Box 586149, Oceanside, CA 92058.

USHGA POSTER!- Full color, 24" X 37" poster of Erie Raymond doing oxygen at 17,000' MSL over the Sierra Nevada Range, $7 .95 USHGA Poster, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300.

HA VE YOU SENT FOR YOUR NEW 1991 USHGA MERCHANDISE ORDER FORM TODAY? FREE!

STOLEN WINGS are listed as a service to USHGA members. Newest entries arc in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please caIJ to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS

USHGA SEW-ON EMIILEMS-Ouroriginal tri-colored logo emblem $l.50 each. The NEW multi-colored Mountain Glider emblem $4,95 each. Please add S1.25 S/1-!. SEND TO: USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO, 80933.

SALE! Limited offer! - USHGA PORTFOLIO and DESK FOLDERS. USHGA PORTl'OLIOS feature easycan-ying handle, double-tlex "snap-top" spring-opening closure for easy access. Turned edge construction with nylon

MAGIC KISS - Flum. yellow LE., white chevron, pink undersurfacc, airfoil, down tubes pitchy, bar mitts, 2' skull and cross bones on wing tip, over Kiss ernblern inlay, many skull stickers on glider. Se1ial No. KM 83707. Also HP AT 158, serial no. 22504, with Lt. blue LE., red chevron on bottom, custom plan. Serial No. 22504. Stolen in L.A. with van 6-26-90. Van recovered without gliders. (619) 274-8254.

ITALIAN MOYES XS - Red LE., yellow, white T.E. Stolen from my hornc in Birmingham, Alabama on June 4, 1990. European tubing, I of 5 in U.S. Call Allen (205) 5958641.

USHGA DELUXE LOG BOOK COVER - Be proud to show off your flights with our deluxe log book cover. American made fr01r1 "reconstructed" gray vjnyl. Looks and feels like leatherand "de bossed" with the Mtn. Glider design. Will fit any hang gliding log book! Only $9.95' (plus $2.00 S/H) Colorado residents add 6.5% sales tax. ORDER YOURS TODAY! USHGA, P.O. !lox 8300, Colorado Springs, CO 80933. (719) 632-8300. FAX (719) 632-6417.

USHGA LONG SLEEVE T-SHIRT- Our long sleeve tshirts are colorfully screened with a "simplistic" hang gliding design across the chest and down the left sleeve, IOO'l, cotton! Now in GRAY or WHITE. $16.95 (plus $3 S/1-!) Please specify color and size (S,M.L,XL) when ordering. Colorado residents add 6.5% sales tax. SEND TO: USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO 80933.

DON'TFORGET ABOUTUSHGATHEFTOFGLIDER INSURANCE.

155 MOYES XS-l'ull race, stolen from side of road at 10 l and Scheller exit, between San Jose and Morgan Hill. It was taken away with no bag or ties. Colors arc: L.E.-orange, main-green, bottom- white. Contact Kevin Dult. (415) 9342189.

SAFARI MEXICO-THE ONLY COMPLETE 7-DAY HANG GLIDING TOUR which includes a glider for you. Leave your troubles at home and fly Mexico: November through March; Lake Tahoe, California: July and August; and Telluride, Colorado's famous flying festival in September. Parapentc pilots welcome. THE ADVENTIJRE BEGINS WHEN YOU LAND Contact Welcome Aboard Travel (702) 786-3944 or l'AX (702) 786-4006. T-SHIRTS! - "This is your brain ... in a hang glider"; "UR where UB - IB at 17,999 feet"; NEW "Airgasm" HG & Paragliding shirts. Send $16.00 + $2.00 Sf[-! (per order) & size to; TOP PHOTO, 4715 N. Broadway, Boulder, CO 80304 or call (303) 44 7-1184. Dealer inquiries welcome.

STOLEN WINGS

CLASSIFIED ADVERTISING RA TES: The rate for classified advertising is $.40 per word (or group of characters). Minimum charge, $4.00. A feeof$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 in bold print. Special layouts of tabs $22.00 per column inch. AD DEADLINES: All ad copy, instructions, changes, additions and cancellations must be received in writing l l/2 months preceding the cover elate, i.e. October 20 for the December issue. Please make checks payable to USHGA: Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417.

Adventure Sports ............................................. 41 Adventure Video .............................................. 42 AirWorks ......................................................... 60 Applied Air Research ...................................... 43 Ball Varios .................................................. 25,42 Brauniger ......................................................... 46 Brede! Tours .................................................... 38 BRS .................................................................. 17 Chelan ................................................................ 2 C!oudbase Instruments .................................... 54 Colorado Hang Gliding ................................... 53 Cross Country Magazine ................................. 42 G.W. Meadows ................................................ 58 Hall Bros .......................................................... 38 High Energy Sports ......................................... 38 Hobbs, NM ...................................................... 27 Lookout Mt. Flight Park .................................. 15 MBNA ............................................................. 67 McClaren Products .......................................... 43 Morningside Hang Gliders .............................. 54 Mountaineer Trikes .......................................... 64 Moyes ................................................................ 3 National Fly-In .................................................. 2 Pacific Airwavc ................................ Back Cover Paragliding Magazine ...................................... 46 Perfonnance Designs ....................................... 38 Roberts Glider Instruments .............................. 22 Seed wings ........................................................ 27 Sentck ................................................................ 2 Sequatchie Valley Soaring ............................... 54 Sport Aviation Publications ............................. 19 Systek ............................................................... 58 UP International ................................................. 6 U.S. Aviation ................................................... 26 USHGA ............................... 4,23,24,28,29,58,70 Wills Wing . .. .. 30 Women's World Team ..................................... 43 HANG GLIDING

••I#• benefits

&Joy the OMS C

the USIIGA W.- '6old C4lffl while supportln11 USHGA fferydme you chc1rgel MBNA Amenc.i' donates a percenuge of each olyournew charges b.tck to the Association

.tt no addition.ti cost to youl

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

1-800-847-7378, ext 5000

Be St;fe40.use the pdority code ~n

Ves' I

I wish to apply for the USHGA Visa* Gold card with all the • benefits described above. Should my application for the Visa Gold card not be approved, this request constitutes my application for the Visa Classic, and I accept that on a periodic 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.) 1

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

OTHER

s_ _____ 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)

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

(Se all

PREVIOUS EMPLOYER _ _ _~ ~ ~~ - -- -- ~ - ~ - - - - (lf less than 3 years at current employment I

CO-APPLICANT'S SIGNATURE

PREVIOUSADDRESS _ __ _~~-~~~~~~~~~----(lf at present address less than 3 years.)

I (Wei authorize MBNA America• to investigate any facts, or obtain and exchange reports regarding this application or resulting account with credit reporting agencies and others. Upon request I (wel will be informed of each agency's name and address.

t Annual Fees

S40 Gold; $20 Classic (Fee waived first year)

Grace Period For Repayme nt Of Balances For Purchases

At least 25 Days from statement closing date

Annual Percentage Rate

17.9%

Method of Computing the Balance for Purchases

Average Daily Balance (including new purchases!

Transaction Fee For Cash Advances, And Fees For Paying Late or Exceeding The Credit Limit

Date

Transaction Fee For Bank and ATM Cash Advances: 2% of each Cash Advance. S2 Minimum, S25 Maximum; Transaction Fee For access check Cash Advances: 1% of each Cash Advance, S2 Minimum. SlO Maximum. late Payment Fee : $15, Over-the-Credit-limit Fee: S15.

The information about the cost of the card described 1n this application 1s accurate as of 1/91 This mformatmn may have changed after that date To find out what may have changed. call 1-800-847-7378. ext. 5000.

RATINGS MARCH, 1991 The following ratings were processed in March, 1991, and not necessarily awarded in March.

SAFE PILOT AW ARDS G.W. MEADOWS GEORGE REEVES BUCK McMINN JAMES ASHER CHUCK WOODS WILLIAM VAUGHN CANDICE SMITH JERRY FORBURGER

LILIENTHAL AW ARDS BRONZE

STEVE CLARK PAUL BURNS WARREN PUCKETT CLIFF ROBBINS BILL CUMBIE MARK DODGE LORIS BACCALA GREG CHASTAIN DENNIS KIMBROUGH GILBERT JONES II JEFFREY JOHNSON RALPH MILLER TONI BAUERLEIN SIL\IER

PAUL BURNS MICHAEL STEVENSON ADAM BOBKOWSKI

BEGINNER RA TINGS

Region 4 NAGYVARY, ZOLTAN: Albuquerque, NM; C. Woods/UP Over NM BERMAN, ANDY: Flagstaff, AZ; S. Mish/Bandito Action Sports GENDRON, KEVIN: Telluride, CO; C. Eatherton/Colorado Wind Park Region S LOVETTE, CHANCE: Boise, ID; R. Mckenzie/High Adventure Region 7 COATES, ERIC: St. Joseph, MI; A. Mantas/Spectnnn HG PINKOWSKI, BOB: Baroda, MI; A. Mantas/Spectrum HG HERNANDEZ, MOISES: Des Plaines, IL; B. Kushner/Raven Sky Sports THORESON, LEIF: Janesville, WI; C. Thoreson/Lookout Mountain FP GONZALEZ, DANIEL: Arlington Hts, IL; B. Kushner/Raven Sky Sports STEPHENS, DAN: W. Lafayette, IN; L. Haney/Sail Wings HG Region 9 BARKER, BRYAN: Big Stone Gap, VA; R. Jacob/Sequatchie Valley FUGINI, TOM: Elkridge, MD; G. Keoho/Kitty Hawk Kites ECKHARDT, JIM: Va. Beach, VA; G. Reeves/Kitty Hawk Kites NEWBERGER, BRONSON: Bethesda, MD; R. Coxon/Kitty Hawk Kites STALNAKER, TRACY: Harpers Ferry, WV; R. Coxon/Kitty Hawk Kites CORDARO, ROBERT: Charlottesville, VA; G. Keoho/Kitty Hawk Kites Region 10 KENNEDY, JOHN: Rockville, MD; G. Keoho/Kitty Hawk Kites COLEMAN, BROOKS: Dania, FL; J. Hooks/Lookout Mountain FP PETERSON, DUANE: Dunedin, FL; C. Coleman/Lookout Mountain FP KLEIN, STEPHAN: Clearwattcr, FL; C. Coleman/Lookout Mountain FP LEWIS, STEVEN: Raleigh, NC; G. Keoho/Kitty Hawk Kites GILL, RON: Columbia, SC; B. Chalmers/Lookout Mountain FP TILLINGHAST, DAVID: Clemson, SC; C. Thoreson/Lookout Mtn FP ROBERTS, JIMMY: Huntsville, AL; R. Patterson/Cloudbase Corp. Region 11 WAINWRIGHT, RALPH: Houston, TX; F. Burns/Austin Air Sports HEWETT, LAURA: Austin, TX; S. Burns/Austin Air Sports BAUKUS, DA VE: Austin, TX; S. Burns/Austin Air Sports Region 12 .JOHNSON, PETER: Cooperstown, NY; D. Ruzek/Airtime of SF PELLEGRINI, ROBERT: Leonia, NJ; J. Ryan/Hang Gliding Center

PILOT: City, State; Instructor/School Region 1 ROELL, BRIAN: Dutch Harbor, AK; D. Skadal/Hang Flight Systems VAN DEEST, KORRIE: Lynwood, WA; T. Johns/Cascade Soaring Region 2 PARDOE, BRUCE: San Francisco, CA; R. Spear/Chandellc HG School HUDSON, PETER: San Francisco, CA; R. Spear/Chandclle HG School REYNOLDS, JOHN: San Francisco, CA; R. Spear/Chandelle HG School SPRAGUE, JEFF: Fremont, CA; D. Ruzek/Airtime of SF JACKSON, BRANDON: El Cerrito, CA; R. Patterson/Berkeley HG Club REJENDES, EDDIE: Milpitas, CA; P. Denevan/Mission Soaring JOHNSON, DIANE: Brentwood, CA; R. Engorn/]Vlission Soaring BERNARD, BRUCE: Sparks, NV; G. Jepsen/Adventure Sports MORRIS, MICHAEL: San Mateo, CA; R. Spear/Chandelle FALWORTH, PAUL: Sunnyvale, CA; R. Palmon/Mission Soaring HALEY, MICHAEL: Sacramento, CA; J. Anderson/Northern CA HGA Region 3 HARRISON, KELLY: San Juan Cap, CA; D. Skadal/1-lang Flight Systems SMITH, BRUCE: Santee, CA; J. Ryan/Hang Gliding Center PRETTO RANDOLPH: Solana Beach, CA; J. Ryan/Hang Gliding Center PRINCE, WARREN: Oceanside, CA; J. Ryan/Hang Gliding Center SIEMER, CRAIG: Santa Cruz, CA; H. Amal/Western Hang Gliders STANDLEE, SCOTT: San Diego, CA; G. Lawless

NOVICE RA TINGS PILOT: City, State; Instructor/School Region I JOHNSON, JEFFREY: McChord AFB, CA; J. Reynolds ROELL, BRIAN: Dutch Harbor, AK; D. Skadal/1-lang Flight Systems BLACKWELL, CRISS: Graham, WA; J. Reynolds/Capital City HG BLAKEMAN, MAJA: Seattle, WA; D. Chadwick/Airplay'n Region 2 PHILLIPS, FRANK: Morro Bay, CA; K. de Russey/Hang Glider Emporium HARSHFELD, GREG: Reno, NV; R. Leonard/Adventure Sports Region 3 LeGRAND, MARCIA: Trabuco Canyon, CA; D. Engel/Southland HG WALLACE, BRYAN: Lancaster, CA; G. Reeves/Windsports Int'! HARRISON, KELLY: San Juan Cap, CA; D. Skadal/Hang Flight Systems KILGORE, DENIS: Glendale, CA; J. Greblo/Windsports Int'I SMITH, BRUCE: Santee, CA; J. Ryan/Hang Gliding Center PRETTO, RANDOLPH: Solana Beach, CA; J. Ryan/Hang Gliding Center PRINCE, WARREN: Oceanside, CA; J. Ryan/Hang Gliding Center SIEMER, CRAIG: Santa Cruz, CA; H. Amal/Western Hang Gliders STANDLEE, SCOTT: San Diego, CA; G. Lawless HANG GLIDING

RATINGS

Region 4 NAGYVARY, ZOLTAN: Albuquerque, NM; C. Woods/UP Over NM BRITTAIN, TODD: Albuquerque, NM; C. Woods/UP Over NM ALLEN, AARON: Provo, UT; R. Gelfan BERMAN, ANDY: Flagstaff, AZ; S. Mish/Bandito Action Sports GENDRON, KEVIN: Telluride, CO; C. Eatherton/ Colorado Wind Park

Region 4 ALLEY, LEE: Tempe, AZ; B. Thompson/Desert Hang Gliders CARTER, ROSLYN: Draper, UT; C. Stockwell/Southwind HG

Region S LOVETTE, CHANCE: Boise, ID; R. McKenzie/High Adventure

Region 6 SIMPSON, ROBERT: N. Little Rock, AR; L. Haney/Sail Wings HG

Region 7 BOWERS, MICHAEL: Berkley, MI; N. Lesnow/Pro Hang Gliders

Region 7 STANLEY, RONALD: Hudson, IL; M. Bunner/Glide Path

Region 9 BARKER, BRYAN: Big Stone Gap, VA; R. Jacob/Sequatchie Valley GREER, ROBERT: Vienna, VA; J. Middleton/Silver Wings Inc. MADDEN, KEVIN: Rockville, MD; J. Middleton/Silver Wings Inc. MAL:"IAR, MARK: Cleveland Hts, OH; G. Meadows/Kitty Hawk Kites GEORGE, JACKIE: Alexandria, VA; J. Middleton/Silver Wings Inc.

Region 9 BAKER, GAERON: Louisville, KY; R. Sacher/Airborne Sales

Region 10 COLEMAN, BROOKS: Dania, FL; J. Hooks/Lookout Mountain FP VAN ROSEMALEN, TOINE: Fort Lauderdale. FL; J. Tindle/Miami HG BRYAN, CLIFTON E.: Statesville, NC; R. Hastings TILLINGHAST, DAVID: Clemson, SC; C. Thoreson/Lookout !vltn FP

Region 11 LATHAM, RONNIE: Royse City, TX; G. Scheer

Region 11 WARD, SCOTT: El Paso, TX; D. Sharp/New Mexico Soaring Academy TALLENT, JAMES: Vicksburg, MS; V. Toce/Cajun Hang Gliding Club

Region 5 PRENTICE, RICHARD: Eagle, ID; M. King/Treasure Valley HG

Region 10 MALONEY, JOHN: Charlotte, NC; B. Burril/Ultralight Flying WATERHOUSE, MARY: Nagshead, NC; G.W. Meadows

Region 12 SHARKEY, BILL: Don Mills, Ont. Can; M. Gates/Etobicoke HG Club PELLINGTON, CRAIG: Wayne, NJ; G. Black JACKSON, MICHAEL: New York City, NY; G. Black

ADV AN CED RA TINGS Region 12 JACINTO, VICTOR: Toronto, Ont Can; M. Gates KATZER, WALTER: Toronto, Ont Can; M. Gates DECIBUS, LOUIS: N. Brunswick, NJ; G. Black/Mountain Wings STEPHENS, HAROLD: Hopewell Jct., NY; G. Black/Mountain Wings DANIELSEN, JOSEPH: Somerset, NJ; G. Black/Mountain Wings PELLEGRINI, ROBERT: Leonia, NJ; J. Ryan

INTERMEDIATE RA TINGS

PILOT: City, State; Instructor/School Region 2 POWELL, MIKE: Modesto, CA; K. Muscio Region 3 NORTON, BRADY: Laguna Beach, CA; R. McKenzie/High Adventure HUBBS, TIM: Colton, CA; D. Renshaw-Annenta PELLETIER, ROBERT: Costa Mesa, CA; D. Skaclal/Hang Flight Systems SMITH, DAVID: Felton, CA; W. Henry/Torrey Pines

PILOT: City, State; Instructor/School Region 1 HUNTINGTON, JAMES: Troutdale, OR; J. Reynolds Region 2 FRIEDERICKS, CHARLES: Milpitas, CA; E. Gama KALINOWSKI, KEVIN: San Jose, CA; E. Gama FINCH, JOHN: Foster City, CA; A. Whitehill/Chandelle NAGEL, BILL: Carson City, NV; R. Leonard/Adventure Sports FAUCETT, JOHN: Cupertino, CA; E. Gama SHEIKH, TAHIR: Fremont, CA; E. Gama SMITH, CANDICE: Mt. Shasta, CA; D. Thomason/Silent Flight DALTON, DANNY: San Jose, CA; E. Gama/Mission Soaring JOHNSON, ERIC: Fremont, CA: E. Gama PROSHOLD, BYRON: Chico, CA: D. Thomason/Silent Flight HG HANSEN, THOR: Fremont, CA; E. Gama Region 3 BRING, WILLIAM: San Diego, CA; J. Ryan DESANTIS, ANTHONY: Lakeview Ter, CA; D. Quackenbush/True Flight NAGY, BOB: San Bernardino, CA; R. McKenzie/High Adventure BAXTER, JOHN: Westminster, CA; D. Skadal(Hang Flight Systems O'SICK, WAYNE: Long Beach, CA; D. Skadal/l-lang Flight Systems MANATT, KEN: La Canada, CA; J. Greblo/Winclsports International PETACH, FRANCIS: San Diego, CA; W. Henry/Torrey Flight Park SANDERS, DAVID: Fontana, CA; D. Engel/Southland HG MAY 1991

Region 4 HANKS, TOM: Honeyville, UT; F. Gillette Region S LEPINSKY, DONALD: Helena, MT; P. Swanson Region IO FOTI, FRANK: Pembroke Pines, FL; J. Tindle/Miami Hang Gliding Region 12 VALENZA, FRANK: Spring Glen, NY; G. Black/Mountain Wings

MASTER RATINGS BUCK McMINN PETER JOHNSON

FOREIGN RA TINGS :"/OVICE: OHRN, JOACHIM: Gayle, Sweden; R. Coxon/Killy Hawk Kites INT:COPITHORN,ROCKLYN:Stouffville,Ont:Robertson/HighPerspective ADV: CHENEY, PETER: Toronto, Ont; G. Ball

USHGA Apparel

TOTAL

$_ __ _ _

Colo. add 6.5%

$_ __ __ _

S/H (U.S. & Can) $._ ___,_4=.o-= o·_ _

GRAND TOTAL $_ _ _ __ "INT'L ORDERS ADD $10 .00

Please send me : _ __ Pullover Jackets @ $29.95 SIZE :

XL COLOR : Green

Yellow

Red

Blue·

Send to:

"(Blue is solid, without black base)

s1zE:

USHGA Shorts@ $1 3.95 S

XL COLOR: Green

Yellow

Red

Blue

- - -- - - - --

- - -- - -

Pink

___ Mtn . Glider T-Shirt@ $10.95 SIZE :

_ __ Children's Mtn. Glider T-Shirt@ $9.95 SIZE : S(6-8)

M(10-12)

L(14·1 6)

___ USHGA Long Sleeve T-Shirt@$1 6.95 SIZE :

XL COLOR : Gray

White

_ _ USHGA Emblem T-Shirt@ $9.95 SIZE:

STYLE:

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White Tank Top

USHGA Apparel, P.0. BOX 8300, COLORADO SPRINGS, CO 80933-8300

ST. PAUL, MINN - Say diver fans, another World But hey! It' s better than an old standard, andl Meet is history and again we didn't win. We have it is a national company. The sign is about 3 , some of the best pilots, perhaps the best gear, x 2 feet and is placed at an attention-getting I yet the dang Brits beat us regularly. Ah well, angle. Thanks to PJ of USHGA for the info. • • • , you'll read a full report elsewhere. In this Sentek instruments of Washington State (206/ column, we'll look at what brands were flown 338-3081) offers their new SVA2 electronic by the world's best pilots at the world's top altimeter with audio vario, a nice combo meet. Think you can guess? Try. Then read on ... considering how many of us fly by sound when ••• Team USA was third, only 2.7% behind the , working lift. It's tiny: 3 x 4 inches and must leader (UK) . Australia was almost 12% back (in weigh about nothing. Mount via a quick clamp 4th) . The stackup of brands reflects something or leg/wrist strap. Altimeter has a one-foot about the largest glider builders. Here we go: scale. Audio-only vario has up or up/down #1- Airwave (UK) at 23% of the field; #2- Wills sounds and can be zeroed. The device has a low (USA) at 16%; #3- a tie between La Mouette battery warning, temperature compensation and (France) and Moyes (Australia) at 11%. Thus warranty. Retail is $259. • • • Do you think the big four accounted for 61% of the gliders "Stone Fabric" is an odd name? Maybe. But they present. In #4- Enterprise (Australia) at 9%, make stuff we all know and love: harness/gear coming on strong with their Foil; #5- Solar bags, XC glider bags, tip bags, padded Wings (UK) at 6%; and rounding out those with stuffsacks (for instruments or cameras) plus at least 5% is #6- Firebird (Germany) at 5%. various sail protectors. Proprietor Don Ruzek American companies were further represented says his company has new designs and colors and at 4% by UP. Quite notably, not a single offers an economical source for custom work Seedwings Sensor was entered. All told, 16 (which the biggies often dislike) . Call 'em at bra~ds made up a field of 80 pilots from 30 415/945-1233 in Walnut Creek, California. countries, making a fair sampling though not Summer in Telluride, and upcoming events: the representative of the overall sales of brands. L/D contest over Memorial Weekend; the Well, enough worldbabble. Let's go home. ••• Manufacturer's League July 10-17; and the No mention above of Pacific Airwave as they are grand daddy of fly-ins, the HG Festival Sept Airwave UK's American partner, so the brands 9-16. Want further info? Call former are the same. Truth is, they may have built Bennett rep', Luigi Chiarani, who is running some of the Airwave gliders being flown (I had an operation called Telluride Airsports. His no way to know) . • • • PacAir reports very strong number is 303/728-9525. • • • Nick Kennedy, who sales this spring, quoting 6-8 weeks which will run the League Meet, announced some they believe will get longer. They're exciting news, that Gold Hill has sold to three encouraging dealers to "book slots," European purchasers. That often spells bad news for style. Seems to suggest if you're interested hang diving, but one of the three gents flies in a PacAir diver, you might want to start paragliders! "So," says Nick, "Telluride, one of the last of the 'ski area-based' sites in talking to your dealer. ••• PacAirMan Kenny Brown has been "flying tandem extensively" on Colorado, is looking forward to a long and much more certain future." This should firmly the Double Vision. The company is very pleased entrench the Festival as the single largest with the results of the new purpose-built model. They promise not to ship before HGMA annual gathering of hang glider pilots in the certification, of which they're confident. In nation! ••• Couple last items ... Been spelling related news, PacAir has sold all the Black the Florida name wrong. The club with the HG Magic paragliders they brought in from parent ultralight tugs is the Draggin-Flyers, a great "makes-sense" name for a motivated bunch of Airwave UK. More were expected as I wrote this. On the road again trave~ing to your experienced flat-land soaring pilots. ••• GW favorite site, you might see one of 200 U-Haul Meadows, recent manager of the HG Center of San Diego, is now relocated back in his home state trailers emblazoned with hang gliders, a city (N. Carolina). GW accepted a position running identifier for Seattle (though they' 11 be seen across the nation), and a slogan, "America's the tandem flight ops for Kitty Hawk. Attaboy, GeeDub! ••• That's it. Got news or opinions? Moving Adventure." The glider is fairly modern, though with a tall, rakish keel Send 'em to: 8 Dorset, St. Paul MN 55118. Or pocket. The pilot is using a cocoon harness. call 612/457-7491. Fax: 612/457-8651. THANKS' 1

SOAR UP THE PERFORMANCE tADDER SOAR UP TO PACIFIC AIRWAVE Pacific Airwave builds the ultimate gliders for every level of pilot. Period. Vision MK IV 17/19, a time-proven standard in excellence. If you are a student looking for double surface performance and a glider that will take you to your first X-C flights you are looking for a Vision MK IV. Available in two sizes, the Vision MK IV allows you to maximize your enjoyment with the confidence that comes standard on a glider that is #1 with USHGA Certified instructors. The Vision MK IV is the lightest, most suitable entry level, double surface glider available.

Magic Formula 144/154, for the next tier in your soaring career. Until the release of the Magic Formula there was limited choice for the recreational sport pilot. Now there is one choice glider, the Magic Formula. "Top of the stack" sink rate. Smooth responsive handling. Broad speed range. Pacific Airwave fast set up. 50 MPH VNE. What more could you want from a glider with an already long list of standard features.

The new

.k. 145/155, a superb high performance glider.

Refinements on the top end allow the~to exhibit superb tracking characteristics. Cross bars tensioning is easier with new hardware and design. The V.G. system is the finest ever. Indexed line and a clever pulley/cleat allow for finite adjustment with minimal effort. Dynamically load tested in excess of 10 G's for a 200 lbs. pilot and pitch tested to 65 mph the k.. is a confidence inspiring glider. For serious X-C or Competition pilots, the k.. offers more smiles per mile. Service, we don't just do it, we engineer it into all our gliders. At Pacific Airwave service is our #1 priority. Just ask any hang gliding professional. Pacific Airwave has been continuously setting the standards in customer service and support for years. This same philosophy is applied to every aspect of our design and day to day business.

Pacific AIRWAVE

PACIFIC AIRWAVE LTD D P.O. Box 4384 D SALINAS, CA 93912 D TEL. 408-422-2299 D FAX 408-758-3270