USHGA Hang Gliding August 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 199 1 World Hang Gliding Championships . Tomas Suchanek performed brilliantly in extremely difficult conditions. Low cloud base and ra in showers were the order of the day. The XS155 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

XS 142, 155 Gutesiega l Certifi ed. XS 142, 155, 169, U.S. H.G.M.A. Certifi ed.

The World Championship GHder

Moyes Delta Gliders P/L., 173 Bronte Rd. Waverley 2024 N.S.W. Australia . Tel: (02) 387 5114 Fax: (02) 387 4472

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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 flying. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties and CANADA *Foreign payments must be in U.S. F1JNDS drawn on a U.S. BANK.

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

(01/91)

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Features

Columns

10 USHGA Reports USHGA Planning Committee Meeting, by Russ Locke. Tow Committee report submit ted by Rod Hauser.

hy Peter Cheney The author of Hang Gliding.f<1r Beginner Pi/ors reviews PacAir's recreational model.

16 Viewpoint A letter on hang gliding and paragliding from David Jones, with a response from USHGA President Gregg Lawless.

23 © J 991 hy Dennis Pagcn

Corner

The other glider from Down Under.

A report on the 1991 Region 9 Championship by Pete Lehmann. Paradox, Colorado meet by Nick Kennedy.

article and photos hy Rodger Hoyt

Sometimes you can have too much of a good thing.

A how-to guide to beginning cross-country flying.

Classic hy Mark Mocho

56 Accident Reports

Would you believe: an 87-milc race with the top two finishers four seconds apart'/

hy Doug Hildreth The first fatality of 1991: failure to hook in.

Lines

hy Dan Johnson BRS recall, new high-tech harness, BRS deployment, Moyes aerotow tour, more.

hy Rohin Hastings The annual fun meet for the rest or us.

Page 40

67 Regional News COVER: Steve Moyes launching at Grandfather Mt., NC. Photo by Chris Voith. CENTERSPREAD: Prank Berna over Massenutten Ridge near Woodstock, VA. Photo by Frank Berna. DISCLAIMER OF WARRANTIES IN !PUBLICATIONS: The material presented here is published as part of an information dissemination service for USHGA members. The US! !GA 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[) 1991 United States Hang Gliding Association. Inc. All rights reserved to /lung Gliding and individual contributors.

AucusT 1991

hy Rod Hauser and Scott Lcsnet Region Vll update.

Departments 7 14 19 52 57 65 65

Airmail Calendar of Events Update Ratings Classified Advertising Index to Advertisers Stolen Wings 5

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Gil Dodgen, Editor/Art Director John Heiney, Photographer Harry Martin, Illustrator Dennis Pagen, Rodger Hoyt, Staff Writers Tim Rinker, Design Consultant

Office Staff Jerry Bruning, Executive Director Greg Huller, Ratings & ICP's Cindy Evans, Member Services PJ More, Special Projects & Competitions Stu Clark, Insurance & Member Services Jeff Elgart, Marketing & Advertising

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 Macho, Jim Zeiset. 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 GLID· ING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS017-970) 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, 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 for full 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. AUGUST 1991

Volume 21, Issue No. 8

AIRMAIL HANG GLIDER BACKUP DEFICIENCIES REBUTTAL Thefolloll'ing letter.wre in response to Kevin Gibson's letter to the editor in the June issue.-Ed. Dear Editor, Mr. Gibson's statement that, "The hand-deployed things carried by hang glider pilots are better than nothing, and that's about all" needs to be looked at. Since 1977 when Jim Hanclbmy and I started making parachutes for hang gliders, the canopies Jim (and at present Free Flight), Ernie Villanueva, Abraham Villanueva and I have made, have saved at least 300 lives. We know of one case where the parachute opened properly, then, because the glider was spinning so fast, the lines twisted up and collapsed the canopy. The pilot bushed it and wasn't injured. There have been a few cases where pilots waited too long to try to deploy, but we also know of a case where a pilot had a mid-air at 75 feet and successfully deployed his parachute. The materials that we make our hang gliding parachutes with are the same kind of materials that we make our skydiving parachutes from. Both Jim Hanel bury and Ernie Villanueva have made intentional jumps with the parachutes that we make for hang gliders. The only change to the chutes they jumped was the addition of a second parachute which is required by the FAA on an intentional jump. Both deployed the parachutes from the same bags that a hang glider pilot would use. Both experienced no problem with the tenninal deployment and both did stand-up landings. The parachutes that all of the manufacturers make today are designed to bring a slug weight down at a velocity of less than 30 fps. When you add the drag of the broken glider, you reduce the velocity to closer to 20 fps. Having the control bar to stand on reduces the impact shock on the body. Some pilots have experienced hard landings if they clicln 't use the proper size chute for the weight and altitude, but that's preventable. All of our testing has been clone to meet what we feel is the maximnm load that will be placed on a parachute during a deployment from a hang glider, plus a reasonable safety margin. Our tests have been clone with weights from 300-400 lbs. and speeds from 80-100 mph. The fact that a hand-deployed parachute "works al all" is indeed an indication that they are simple devices. The deployment bags we use were designed and tested by Ernie Villanueva. He even flew with the canopy and lines in the bag backwards. The design of the bag and the rubber bands we use, if replaced occasionally, help keep the canopy in the bag through line stretch. Mr. Gibson is correct in his statement that the industry doesn't spell out the type ofrubber bands to use, but at least for Free Flight we will provide them to any rigger that requests them, or at least give the specs. To suggest that the need to have one handle to pull to safely deploy a parachute would mean that the system would have to have a pilot chute. This is not practical due to the nature of both the construction of the hang gliders and the motions nmmally experienced after a failure. If the parachutes had pilot chutes, they would be very likely to have entanglements with broken cables, tubes or simply wrap around the control bar. Locating a bag and throwing it in at least somewhat the right direction hasn't

seemed to be too much of a trouble for at least 300 hang glider pilots. Mr. Gibson is also conect when he states that the rocket-deployed parachutes that are now available are a great advancement. I have personally done nine ballistic deployments from ultralights and 11 rocket deployments from airplanes. The state of the art now is such that many pilots are carrying two parachutes, one larger one with a rocket and a smaller hand deploy. That's up to the pilot to make that clete1mination. A hand-deployed parachute system is good life insurance. If you want to knock a few seconds from the total deployment time if you need to use your parachute, add a rocket. Whatever you do, wear one. Gary D. Douris, President Free Flight Enterprises, Inc. Lake Elsinore, CA Gary's co111pany is one of the largest manufacturers of hang gliding parachutes in the country. He is also a skydiving InstructoriExa111i11er and a Designated Parachute Rigger Exa111iner for the FAA. He has USHGA Hang !\I rating #1276.-Ed.

Dear Editor, I would like to respond to the letter written by Kevin Gibson printed in the June 1991 issue of Hang Gliding magazine. Mr. Gibson is a skydiving instructor and FAA master parachute rigger. He is also the editor of Parachutist magazine and has about "a hundred or so 15-seconcl flights from a 50-foot hill" on a hang glider in the late '70s. lam primarily a hang glider pilot but also have limited experience in the sport parachuting community. My experience includes: FAA master parachute rigger, military parachute rigger, designer of sport parachutes, production of spo11 parachutes and harnesses, three FAI world records, two U.S. national championships and more than 1,000 parachute jumps. In his letter, Mr. Gibson states: "The handdeployed things carried by hang glider pilots are better than nothing, and that's about all." This statement is absolutely not true as can be attested to by the many lives saved by these "things." Then Mr. Gibson goes on to say, "I also 'KNOW' they have not worked when needed at an alanning rate." I called Mr. Gibson and asked him about these incidents that he states he "KNOWS" are happening at alaiming rates and he could not come up with a single incident. Mr. Gibson said: "Hanel-deployed hang gliding parachutes, in my experience, come with no manufacturer identification; are built with materials most FAA parachute riggers aren't familiar with and come with inadequate or no packing instructions." This statement is also not true as demonstrated by manufacturers such as High Energy Spolts and Free Flight, just to name a few. It is true that there have been parachutes manufactured in the past in this country that may fit this description (most manufactured by companies that primarily manufacture spo11 parachute gear) but to my knowledge these parachutes are no longer being produced. When talking about the deployment sequence of hand-deployed parachutes Mr. Gibson claims: "It is a marvel that the parachute ever makes its way from the bag in time to do anything--or that it cloesn 't instantly deploy upon removal from the pouch and

AIRMAIL wrap the pilot in a cocoon of parachute canopy." This is the area where hand-deployed parachutes shine! In sport parachuting a skydiver doesn't pull his reserve parachute until after he has released from his main parachute. This is to eliminate the chance of the two entangling. In hang gliding it is not realistic to release from a broken glider to deploy an emergency parachute, making the deployment bag a necessary ingredient for a successful deployment. A deployment bag can bounce its way through a broken glider protecting the canopy from damage and entanglement. It should be noted that the current rocket-deployed parachutes on the market lack a deployment bag that has proven to be so successful. In addition, the storage of an unprotected canopy in cunent rocket systems has provided at least one hang gliding parachute manufacturer with a booming canopy repair business. Mr. Gibson is correct in saying nobody is taking the responsibility for certification standards. In 1982 while working at Wills Wing I made an attempt to certify hang gliding harnesses and parachutes to the FAA C-23B, but the TSO was refused because TSO's are for primary use in certified aircraft only. It would seem reasonable that the HGMA should consider certification standards. The FAA requires both harnesses and reserve canopies be certified for sport parachute jumping. He may also be cotTect in stating that we need larger parachutes but results in the field have demonstrated that there are very few injuries resulting from landing under canopy even though many landings occur at high altitudes and/or in horrible terrain conditions. Mr. Gibson advocates ripcord-deployed parachutes. He failed to examine the ripcord system on the one rocket system he saw several years ago. He did not think the FAA requirement of an activation of 22 pounds pull or less for a reserve parachute necessary. At least one rocket system on the market today requires 30 pounds force to pull the handle. He did, however, agree that many hang gliding parachute handles are located in positions that arc not easy enough to get at during a violent structural failure. He admitted this was not only a problem in hand-deployed parachutes but rocket-deployed as well. It should also be noted that most sport parachutes are not ripcord-deployed, since the pilot chutes that deploy the canopies are in fact hand deployed! Rocket-deployed parachutes do have an ad vantagc in that the canopy can be deployed faster, but the advantages stop there. The rocket systems currently on the market do not deploy in a deployment bag. The manufacturers expect the canopy to be able to be shot right through the sail of a glider if necessary, hoping the delicate canopy won't be damaged or entangled in the process. Hand-deployed hang gliding parachutes have a great track record that can not be ignored-th is is not by accident; in my opinion the deployment sequence is largely responsible. The first hang gliding parachutes were built and designed by the late Jim Handbury and came in a deployment bag. That bag has changed somewhat through the years to include covering the lines as well as the canopy while still maintaining a sequenced deployment. It doesn't make too much sense to me to abandon what has worked so well in the past. If Jim were still here today, I believe the current rocket systems would be deployed in a deployment bag also. I wish Mr. Gibson would have

considered these ideas BEFORE he wrote his demonstrably false letter which was printed in this magazine. Rich Pfeiffer Orange, CA

JUNE COVER NO-NO Dear Editor, Regarding the awe-inspiring photograph on the coveroftheJune 1991 issue, I feel compelled to draw attention to an equipment detail which caught my eye, and which poses a subtle risk of which many pilots may be unaware. A few years back, a rock-climber friend of mine (who, by the way, insists that his is the less-risky sport), for the amusement of his climbing buddies, circulated a photocopied cigarette ad (you know the one) depicting a macho and purportedly hard-core mountaineer. Upon this ad he had perfonned a pointby-point dissection of the smoldering alpinist's unlikely a1Tay of climbing gear. In the course of poking fun at the ignorance of current climbing hardware and its correct use which was evident in the ad, one of the "suicide aids" my friend pounced upon was a configuration which he referred to as "the infamous three-carabiner chain." Not immediately able to see the problem with this one, I asked him to explain. He assembled such a chain on the spot, and, holding it finnly by both ends, gave it a sharp twist. I was astounded to see the center carabiner go clattering to the floor, having simultaneously opened the gates on both of the other 'biners with the disquieting ease of a Houdini releasing himself from handcuffs. Referring back to the aforementioned cover photo, count the carabiners in the chain: one, two, three. Of these, that top one, at least, looks to me like a standard non-locking carabiner (I realize I could be mistaken, in which case... never mind). This would be a questionable proposition even on its own, let alone hooked through another stiff ring which might put the squeeze on it in a crisis. It's important to remember that despite their sturdiness and simplicity, carabiners are neither infallible nor totally foolproof. In fact, climbers routinely double them up, with gates opposed, when using them for critical links such as toprope anchors. Personally, I'd have gone looking for a longer hang loop instead. Keep the good work "up,"Gerry. I drawmonthly inspiration from photographs such as yours, capturing moments which are the essence of what hang gliding is all about, and wish you a long and safe flying career. By the way, I think this magazine consistently has the best covers and centcrspreads of any magazine-period (even admitting heavy competition from the adult journals). And remember, it could've been much worse. I could have been looking at a cigarette ad. Matt Isaacson San Francisco, CA P.S. Mt. Tamalpais is north of San Francisco, not south, as might be deduced from the photo by remembe1ing that this is a West Coast flying site. Anyway, you 'cl figure it out pretty quick once you got here.

THANKS TO 1992 CALENDAR CONTRIBUTORS Dear Editor, I would like to take this opportunity to thank everyone who took the time to dig through their photography and submit it as a possible candidate for the 1992 USHGA Calendar. The response to my pleas for photos was overwhelming. This was my first year as coordinator of such a project, and it couldn't have been done without the participation of the hang gliding community. There were 585 entries submitted by the deadline for the 1992calendar, from all the regions of the U.S.-more than ever before to choose from. This made for some tough choices by the photo selection committee (tough, but pleasurable). Unfortunately, there are only 12 months in the year. If your photography wasn't chosen this year don't give up; we'll be working on the l 993 calendar before you know it! Once again, thanks to everybody for making this calendar project truly enjoyable. Hook in and keep those shutters clicking! Jeff Elgart USHGA Office

PLF'S Dear Editor, I just finished reading the June 1991 issue of Ha11g Glidi11g magazine and took great interest in the Ainnail article concerning parachute landing falls by Charles Baughman. As a current master parachutist with the U.S. Anny and fledgling hang glider pilot I would like to say that Mr Baughman hit it tight on the head; the PLF is a good thing to know. I would, however, like to stress a point in the article that was not covered: the importance of keeping your feet and knees together during the PLF. During pre-jump training this point is stressed repeatedly because most sprains, fractures and breaks to the ankles and legs occur when the jumper "anticipates" contact with the ground, spreads his legs and takes the full impact to the legs instead of the entire body. Most hang glider pilots are unlikely to ever land under canopy, but if you do be sure lo "keep your feet and knees together!" Allen E. Babcock SSG, USA

GETTING INVOLVED Dear Editor, I just finished reading the letter from Jeny Kitchens regarding his solution to a problem that he perceives exists in the USHGA. Quitting is not the way. It's easy to just turn away and go on doing things independently (radically), but this is by far the most ineffective method of creating change. We call this a democratic society, but unless you become involved in the democratic process you are living behind a veil. The USHGA is a member organization. As members we all have more than just a responsibility to pay our monetary dues. Membership is the directive force that creates the policies of our organization. The process of democracy is very basic: Speak out. Demand action. Force the changes. USHGA directors, when left on their own, will do only as they see fit. If you do not agree with their HANG GLIDING

AIRMAIL actions and are unable to lobby your point effectively, then change the direction of your action. Only by persevering will you ever see the desired outcome. But, in a democratic society remember that the majority rules. Sometimes your side doesn't win, but usually your efforts will not go unnoticed. As a result of Jerry Kitchens' quitting the organization he will not have the opportunity to read this. So, I am sending a copy to his home along with an invitation to rejoin the USHGA and get involved. Ken Brown Salinas, CA

KEYHOLE TANG WARNING Dear Editor, This letter concerns a potentially cleaclly problem with the keyhole tang system of attaching the lower nose wires on Wills Wing gliders. The problem can occur with either foot launch or tow launch. This tang can come off the post more easily than the designers or anyone else realizes. I once attached the tang before spreading the wings (the wrong setup order). Later, as my wife pulled clown on the nose wires to give me a hang check the tang came off! Recently a friend was almost killed because his nose catch came off as he was doing a platfonn tow launch. The Wills Wing advisory appearing in the June 1989 issue of Hang Gliding says: "To avoid this problem, the nose line should be either looped and cinched over the top of the keyhole tang and nose bolt, orit should pass completely outside and to one side of the nose wires." My friend had his line passing "completely outside and to one side of the nose wires." Even though it was to one side the tang was loose enough to allow the nose line to push forward on the horizontal bar (used for attaching the tang) to disconnect the tang. Putting the line outside and to one side of the nose wires shouldn't be an option. The line should be around the keel and tang! This way it is actually helping to keep the tang in place. When Wills Wing gliders arc assembled the nose line around the keel needs to be completely loosened, then the wire tang attached, and THEN the nose line should be tightened AROUND the tang as in the "correct" picn1re in the Wills Wing towing advisory. Aside from the towing problem something needs to be clone to keep this tang in place. The nose wires on some Wills Wing gliders arc very loose. I would suggest that all Wills Wing gliders be fitted with a small pip pin which can be inserted through the round part of the keyhole into a hole in the nose plate. The pip pin would hang on a short cable through the hole that now holds the rubber keeper. This would be in plain view under the nose plate so the pilot would remember to insert the pin. David Kincheloe Graham,NC Dear Mr. Kincheloe, Thank yo11 for your efforts ro help make pilots aware of the pote111ia/ danger of unexpected disengageme/11 of the keyhole tang hardware fitting. Following your phone call to Wills Wing in 11'hich yo11 informed 11s of your friend's towing accident, we commenced the design of an alte/'1/ative safety device for this attachmellf. Following a period of testing to

ensure that the 11e11• safety device does a satisfactory job ofprec/11ding such dise11gageme111, without causing any additional safety hazards, the device will be available to all Wills Wing pilots as a retrofit. Following your phone call, I also modified the section in the Wills Wing glider 111c111ua/s which deals 11'ith this issue, and se/11 a special advisory 011 the subject to the Hobbs Towing Meet. As you poi111ed out, we did publish an advisory in June of 1989 \\'a/'1/ing of the potential for such disengagement during platform towing if the nose line 11·as improperly routed. In addition to comaining a drawing of the proper nose line attach111e111, the advisory specifically describes the mechanism by which improper routing causes the tang ro disengage. Although the only incidem of disengageme/11 at that time involved a nose line routed through the "\I" of the wires, the description of the mechanism of disengagement does imply that routing the line behind the tang handle would have the sa111e effect. With regard to your descnjJtion of the tang coming off during a hang check: I/the tang wasfully installed 011 the bolt, and the rnbber safety was installed, it could only have hecome disengaged by being pulled down and forward at the sa111e time. Such a direction of pull is entirely possible if someone is pulling the nose wires down andfonl'{Jrd against the weight of the pilot, as during a hang check, or as a nose line routed behind the tang may do during a platform toll' launch. However, there is 110 \\'{/yfor a Jim\'{/rd and downward pull to be imparted to the tang inflig/11. It is true that the tang will disengage more easily if the wires are overly slack, and it is the intended Ji111ction of the rubber safety to prevent a tang from disengaging merely under the force of its own weight in such a situation. However, the wires should not he slack enough to allow that to happen; if they are, that situation should be CO/'/'ected. It is 11'0rth noting that the keyhole tang system has been in use 011 all Wills Wing gliders manufactured since I 982, and that an estimated 111inimum of more than one million s11ccessjiil flight operations have been conducted using this hardware. The only two incidents of which we are aware in which a tang became disengaged inflight involve the towing incident which pmmpted the original advisory, and the second rowing incide111 about which you informed me hy telephone, which has prompted our design of an additional safety device. Thank ym1 again for your concern for the safety ofyo11rfellow pilots. Mike Meier Wills Wing, Inc.

FAREWELL Dear Harold Austin, I deeply regret we cannot say goodbye in the regular manner, and I regret you cannot-after 15 years-teach me about the sport you loved so much. Your death on June 9, 1991 was sudden and your friends many. On behalf of all who loved you, Goel bless and goodbye. Michael ProkolT

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UP International 4054 West 2825 North Mountain Green, Morgan County Airport, Utah 84050 (801) 876-2211 Fax (801) 876-3003 *UP recommends against flying any UP glider outside placard limits.

AUGUST 1991

USHGA REPORTS

USHGA Planning Committee Meeting by Russ Locke W've been talking about the need to do longer tern1 planning for some time now. At the last Board meeting in Seattle we fonnally created a Planning Committee whose charter it was to meet away from the distraction of a normal Board meeting and come up with an overall five-year plan for the Association. The need for this type of approach has never been more obvious then it was at the Seattle Board meeting. For me it was one of the most frustrating Board meetings I've attended, because I felt like we didn't get much clone. The fault isn't with the Directors, but with the structure. Over the last couple of decades we've gotten very good at solving problems and the committee structure has served us very well in that regard. However, most of our current problems involve future situations that will happen if we don't take a pro-active approach toward preventing them. The problem is that we, as a group, don't agree on what's out there that we need to work on, so it's difficult, if not impossible, to get all our resources moving in the same direction. The solution is to get a small group of people who represent all facets of our sport together and reach some agreement on: l) Where are we now? What is the sport of hang gliding and how does it compare to five, IO and 15 years ago? 2) What do we anticipate happening around us that we will be affected by in the next few years? 3) If we had unlimited resources, what would we like to see happen to the sport? 4) Given 1, 2 and 3, what action items does the Association need to work on in the next few years? The Planning Committee met in Colorado Springs on the weekend of June 1st. The members of the Committee were: 10

Debbie Bowman Joe Greblo Dan Johnson Gregg Lawless Pete Lehmann Mike Meier Chris Reynolds

Jerry Bruning Art Greenfield Jan Johnson Russ Locke Gene Matthews Glen Nicolet Matt Taber

We examined the four questions above and by consensus came up with the following statements as answers to those questions.

CURRENT ST ATE OF HANG GLIDING Following is a series of statements that reflect the current state of hang gliding. In many instances the statement is also reflective of what changes we have gone through to get to this point: • Hang glider development, manufacturing and distribution is very much more sophisticated and complex from five years ago and is being clone exclusively by commercial operations. • The number of equipment manufacturers had decreased significantly over the last decade. • The evolution of competition has driven and strongly inf! uencecl glider design and recreational flying. • With the exception of paragliclers, gliders have become heavier, more expensive, sophisticated and difficult to fly. • The rn1mber of schools has decreased. • No formal business relationship exists between the USHGA and commercial operations within the sport. • Training methods have significantly improved over the last decade. • There is a wide disparity in the teaching competence of instructors in this country. • The hang rating system is inconsistent from area to area. • Pilot population has remained fairly flat

with both attrition and new entrants into the sport for the past 15 years, and is aging almost chronologically with the sport. The average amount of training, average income, experience, skills and knowledge are all higher. • Public awareness of hang gliding has increased significantly but public acceptance in general is still less than desirable. • Consistent popularity of fly-ins such as Telluride indicates the need for flying in a social context. • Women represent less than 10% of the sport. • We are at a potential turning point of unprecedented magnitude with the growth of paragliding. • A large number of previously used sites are now unavailable to us. • Airspace is becoming more restrictive. • Our increased use of airspace and facilities which we share with other fo1ms of aviation has heightened the need for increased awareness, knowledge of and compliance with airspace regulations. • Cuffently the FAA recognizes and is comfortable with our self-regulated status, however, any significant accident or unsafe national trend may force them to reevaluate. At least some FAA officials (FSDO) in influential positions are significantly unknowleclgeable about our operations and related regulations. • Site procurement and management is generally reactive yet often successful and done almost exclusively on a local level. • Ctment availability of insurance is adequate but may not meet our near-tenn needs. • Office processes have improved dramatically in the last decade from being out of control to running smoothly. • We have an award-winning magazine that has been and continues to be cost efficient. • Our Association has not established a consistent record in dealing with disciplinary situations (i.e., revocation of ratings). • The award process as practiced has had limited participation. • Fund-raising efforts have been minimal, and by in large our existing pilot population has been the targeted group. HANG GLIDING

USHGA REPORTS • The Board is represented by individuals with both commercial and non-commercial interests in a 2-1 ratio. • Lobbying for sports/Association interests is not a formal organized process. • No one politically important is on our board. ANTIC IP ATED TRENDS • Generally, insurance requirements are continuing to grow, become more expensive and harder to acquire. • Maintaining access to flying sites and airspace will be increasingly more difficult. • The need for local chapters/pilots to gain political sophistication will continue to grow. • Public awareness and acceptance will continue to grow. • Future flying sites in the West will depend on the availability of public lands. Eastern sites show no growth or loss trends. Flying sites will become more crowded and more conflicts will arise. • Our ability to control our pilot population will become more difficult with increased towing and paragliding activities (i.e., lack of controlled sites). • Cost to participate in hang gliding will continue to grow faster than inflation. • In the next five years the USHGA hang rating system will be overhauled. • The number of paraglider pilots will continue to grow rapidly and may outnumber hang glider pilots within five years. • Commercial hang gliding operations that do not pick up paragliding may suffer revenue losses clue to competition. Many hang gliding businesses will add paragliding to their list of services. • Future growth of women in the sport will depend on active recruitment and fundamental changes in the sport. • Pilot population will double in the next few years. Because of paragliding and towing, however, the USHGA membership will not grow proportionally. • The FAA currently sees no need for increased controls on hang gliding. However, future infringement on restricted airspace and/or conflicts with private or commercial aviation will force them to reevaluate their position.

• The likelihood of the revision of FAR 103 in the next few years is high and with some positive, pro-active input on our part will work to our benefit. DESIRED TRENDS Over the next five years, we would like to achieve the following: • The USHGA will be the best provider of services for all pilots operating under unpowerecl regulations and will seek to administer those services so as to minimize the potential alienation of any sub-group within the organization. • We should develop the Association's capability to successfully manage public relations, site procurement and sponsorship. USHGA membership will increase by 1015% per year over the next five years. • We need to increase ownership at the local level. • We need to reduce our fatality rate by 90% over the next five years. • We need to increase the number of flying sites by 100% over the next five years. • We need to establish a higher minimum level of instruction capabilities. • We should host an FAI Women's World Championship. • We should reduce the cost of basic services per member (insurance, magazine and rating system) by 10% per year.

ACTION ITEMS In order to deal with the anticipated and desired trends, the USHGA Board of Directors through our committee structure should consider the following: 1) Recommend development of plan to require minimum number of new students enrolled as USHGA members to maintain instructor certification. Membership and Development Committee 2) Recommend development of a plan to fund a promotional budget for the purpose of creating membership. Plan to be funded by commercial interests and not general membership. Membership and Development Committee 3) Refer as many problems as possible

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UP International 4054 West 2825 North Mountain Green, Morgan County Airport, Utah 84050 (801) 876-2211 Fax (801) 876-3003

AUGUST 1991

USHGA REPORTS back to local levels and support their efforts to manage the situation. Regional Directors 4) Create a tighter communication link on safety issues between Safety and Training Committee and local chapters. - Safety and Training Committee 5) Recommend a more active approach toward not supporting unsafe flying practices in competition. - Worldwide Competition Committee 6) Study fatality infonnation and make recommendations to appropriate committees on fundamental changes necessary to effect 90% fatality rate decrease. - Safety and Training Committee 7) Finish Site Procurement manual, ASAP. - Site Procurement Committee 8) Detennine the steps necessary and seek responsible individuals to put together a package to host a Women's World Championships. - Worldwide Competition Committee 9) Use standard statistical quality improvement processes to streamline the rating system and magazine processes. - Publications Committee and Executive Director 10) Upgrade the Instructor Certification process and find a way to increase consistency of instructors in this country. - Safety and Training Committee 11) Write up designated revisions to FAR 103 and propose a means to present them to the FAA. Have draft done by October BOD meeting. - National Coordinating Committee 12) Notify the FAA immediately of our intent to submit a change request to FAR 103 listing our points of concern. - Executive Director 13) Create a plan to identify fundamental changes needed to increase the percentage of women pilots in the sport. Use tools such as surveying existing women pilots and all instructors. Membership and Development Committee 14) Expand our contact points with the public lands management structure. Site Procurement Committee 15) Make it clear to our membership, without overstating the cunent situation, that every single FAA

violation is potentially a cumulative event that can work against us. National Coordinating Committee 16) Create a central infonnation exchange process and actively disseminate infonnation on fly-Ins around the country. - National Fly-In Committee 17) Create a focus group to work with the NAA on defining a process to acquire influential people as members of our board. - National Coordinating Committee 18) Evaluate other potential sources of revenue outside of membership. President to appoint committee In the process of working on these issues it became obvious that we also needed a common starting point for the committee. Our bylaws contain some infmmation about our area of responsibility, but the wording is so generic that it allows for multiple interpretation in some instances. So, we created a Mission Statement for the committee and, if blessed by the Board of Directors, for the Association. We also suggested that the Bylaws committee make some minor changes in our Bylaws to simplify the wording and ensure that the Bylaws and the Mission Statement are consistent. The statement is as follows:

Mission Statement of the USHGA The purpose of the United States Hang Gliding Association is to promote the growth of sport flying in foot-launched and footlaunchable unpowered aircraft (hang gliding). To this encl the USHGA will: I) Administer programs that will develop, foster and promote practices for safe flying and disseminate infomrntion on such practices and programs to its members. 2) Maintain a working relationship with the FAA which will function to insure our continued access to airspace for hang gliding. 3) Administer programs and maintain working relationships with government agencies which will promote the procurement and maintenance of flying sites. 4) Maintain a working relationship with manufacturers and manufacturers' associations which will serve to foster the development of equipment for the pursuit of hang

gliding. 5) Promote the development of skills and techniques and the acquisition of knowledge for the continued development of hang gliding. 6) Promote the development and standardization of methods for pilot training. 7) Develop and administer programs which foster the growth of the Association membership and the growth and increased public acceptance and recognition of hang gliding. 8) Represent U.S. hang glider pilots at the national and international level through the NAA and CIVL. 9) Recognize and reward those who make outstanding contributions to the Association and/or the sport of hang gliding.

Now, the work begins. All this is only so many words until someone actually does something with it. The starting point is the Fall Board meeting in Salt Lake City. Each committee will look at this repmt, identify the items for which they have some responsibility, and decide what they are and what they are not going to deal with. As a member of this Association, you also have a piece of this. Look over these data and let your local Director know how you feel about the issues presented, keeping in mind that some issues are more relevant in certain parts of the country. We've come a long way in the last 20 years, but the challenges in front of us are greater than ever before. The only chance we have of continuing our success is to work together, and that implies that we have some agreement on what we're working toward.•

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HANG GLIDING

USHGA REPORTS

To Tow- or Not To TowFoot Launch and Tow Foot Launch Differences

submitted by Rod Hauser Arter review and much discussion, the USHGA Tow Committee cannot support the position promulgated in the article of the March '91 issue of Hang Gliding. It statr.d that if a pilot knows how to foot launch' on a slope, he should also have the basic skills to foot launch on tow and vice versa. Quite the contrnry! Proper foot launch towing techniques strongly contradict many of the basic principles of sound, safe slope launches. In the towing situation, using a Hewett center-of-mass bridle, which is the endorsed and recommended method, the pilot launches with a high nose attitude (by hill standards), holds back and moderately resists running. Conversely, during a slope launch. the pilot attempts to pull the glider along with the hang strap, and runs aggressively. Very different indeed. Interestingly enough, while teaching pilots foot launch towing, we have found that pilots with strong slope and cliff launch skills typically have more difficulty than recent novice students in grasping this technique. However, pilots who have exclusively towed and have little or no slope or cliff

launch experience, have difficulty with slope or cliff launches. Therefore, we should be teaching all pilots proper angle of attack in relationship to the wind, not just the horizon. Because of these facts, pilots skilled in foot launch techniques will show only that on their rating card, and those skilled in towing techniques will show that skill on their card. Those pilots proficient in both methods of launch need the endorsement of an observer, examiner or advanced instructor to show both skills on their rating card. Much like the different methods of foot launching (i.e., slope, cliff) the towing committee recognizes that there are three distinct methods of towing: platform, static foot launch, and aero towing. The rating card will show FL for foot launch, TOW for tow, and AT for aerotow skill. We hope to include all the skills on the rating card in the future. The best way to demonstrate that you have a particular skill when you go to a new site is to present a current, endorsed logbook. The Tow Committee would like to thank all the concerned pilots who have helped in this matter. •

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UP International 4054 West 2825 N01th Mountain Green, Morgan County Airp011, Utah 84050 (801) 876-2211 Fax (801) 876-3003 AUGUST 1991

CALENDAR OF EVENTS Calendar of events items WILL NOT be listed if only tentative. Please include exact inf01mation (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.

August 10-11: Lilienthal Paragliding Competition at Guadalupe sand dunes near Santa Barbara, CA. Open to Class I & II pilots. Prize money, free camping nearby, no camera needed. $35 entry includes Tshirt. Contact: Achim Hagemann (805) 962-8999.

Sept. 9-14: Telluride Hang Gliding Festival and World Aerobatic Championships. Send $75 pre-registration to: Telluride Air Force, P.O. Box 456, Telluride, CO 81435. Contact: Hugh Sawyer (303) 7284772. For lodging contact: Central Reservations (800) 525-3455.

Until Dec. 1: 1991 Region 9 X-C Contest.

Aug. 15: 43rd Anniversary of Rogallo 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, NC 27959 (919) 441-4124 FAX (919) 441-7597.

Sept. 21: 7th Annual Silent Air Show, Milpitas, CA. Contact: Roger at Mission Soaring (408) 262-1055.

August 18-25: U.S. National Championships, Owens Valley, CA. Contact: Tom Kreyche, P.O. Box 873, Mountain View, CA 94042 (415) 965-8608.

Sept. 27-29: First Annual American Paragliding Festival, Big Sur, CA. Contact: (619) 632-7762 or APA Headquarters (718) 698-5738.

Aug. 29-Sept. 2: Sequatchie Valley Soaring Supply 5th anniversary party. Free paity for pilots and friends. Aug. 31-Sept. 2: Wills Wing Demo Days. Meet Larry Tudor and Rob Kells. Fly the new Super Sport. Sept. 14-15: Advanced Instructor Seminar. Contact: Rick or Cliff, Sequatchie Valley Soaring Supplies, Rt. 2 Box 75, Dunlap, TN 37327 (615) 9492301.

Oct. 11-13: Grand opening, 1991 Hang Glider Heaven. Complete air show, live entertainment, barbecue and concessions. Log cabins for rent on site. Contact: "Tut" Woodruff, P.O. Box 1470, Clayton, GA 30525 (404) 782-9908 or 6218.

All flight data must be received by Dec. 15. Must be Region 9 pilot and cmTent USHGA member. Contact: Tony Smolder (304) 622-4475.

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.

August 1-4: Women's Annual Girls Just Wanna Fly hang gliding and paragliding meet, Point of the Mountain, Utah. Manufacturers' demos. Contact: Sue Christie (408) 757-9924 or Rose Carter (801) 5769804. August 1-5: California coastal paragliding tour from San Diego to San Francisco. Beginner to intennediate. Contact: Scott Gressitt, Skydance Paragliding Co. of So. Cal. (619) 632-7762. August 2-3: Moyes air-to-air towing seminar at Currituck county airport, NC. Contact: Kitty Hawk Kites (919) 441-4124. August 3-4, 17-18: Towing and landing clinic (Hang II-IV). Learn to tow, spot landing practice and more. Contact: Action Soaring Center (209) 368-9665, Lodi, CA. August 9-11: Fly-In and Tow Seminar, Elkhart, KS. Contact: Ron Kenney (316) 697-2577. August 10, 1991: 15th Annual Lakeside Inn Hang Gliding Water Landing Target Competition, Invermere, B .C. Advanced level III, restricted landing area. Registration August 9 until 1:00 AM. Rain date Sunday. BBQ, party, awards. Prizes $300 1st, $200 2nd, $100 3rd, 4th to 40th prizes donated by local merchants. Entry $15. Insurance mandatory. Camping available. Contact: Dano (604) 342-6387, Box 181 Invermere, B.C. VOAlKO, Lakeside (604) 342-6711.

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.) August 31, Sept. 1-2: 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) 586-0693. Sept. 7-9: 3rd Annual Labor Day Fun Fly-In, Mt. Wings Flight Park, Ellenville, NY. Low-key competition for all skill levels: duration, spot landings, bomb drops, speed runs, trophies, cash & prizes, barbecue, volleyball, live music, RCs, raffle fund-raiser. Contact: Greg Black, Mt Wings, 150 Canal St., Ellenville, NY 12428 (914) 647-3377.

Sept. 21-22: Haney's Point Autumn Fly-Out at Atkins, AR. Competition. No entry fee. Contact: Sail Wings (501) 227-4920 or (501) 641-1902 shop/launch.

October 12-13: Fifth Annual Gary Lagrone Memorial Fly-In at Point of the Mountain Flight Park, Draper, Utah. Competitions for hang glider and paraglider pilots, outand-retum air race, bomb drop, spot landing. Prizes awarded to top three places in each categoty. Entry $20. All entered pilots receive fly-in T-shirt. All proceeds go to Save the Children. Live band Saturday night, lots of food and drink. Check out our new north side launch ramp. Contact: Valerie Carroll, 11982 South 700 West, Draper, Utah 84020 (801) 5725869 or FAX (801) 262-8656. Oct. 18-20: Sky '91, Getmany. International aerial sports exhibition, including paragliding and hang gliding. Contact: tel. 0821/59 59 51 FAX 0821/59 43 85. Oct. 23-26: AOPA Expo '91, New Orleans, LA. Exhibits, demos. Contact: Cheri Farha (301) 695-2162. Nov.13-Dec. 3: New Zealand hang gliding safari, north & south island. Max 6 pilots. Contact: Santa Barbara HG Center, 29 State St., Santa Barbara, CA 93101 (805) 962-8999 FAX (805) 964-3337.

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VIEWPOINT HANG GLIDERS AND PARAGLIDERS DON'T MIX

DearUSHGA, I have been a pilot of one sort or another since 1970 when I qualified for my Commercial license and have been flying hang gliders an ultralights since 1975. I have supported the USHGA for many years even though at times I disagreed with its purpose and function. Remember the tmmoil over ultralights in the late 70's? I certainly do. I enjoyed flying UL's but never thought they belonged under the jurisdiction of a hang gliding organization. I have not, and will not renew my membership as long as paragliders are considered "hang gliders." Period. Paragliders are not and never will be in the same class of aircraft as hang gliders. Living in Salt Lake and flying the Point of the Mountain I am exposed to a wide variety of pilots. The membership in our local club topped 350 in 1990. Approximately two thirds of those were from somewhere other than Utah. Twenty-five states were represented and four foreign countries. I would say we have a broad-based membership roster. We here in Utah were some of the first to be exposed to paragliders. Fred Stockwell appeared on the scene a few years ago, liked what he saw and relocated here. Yes, we do have great training and soaring sites. The Utah Hang Gliding Association has labored over the years to procure, secure and maintain these sites at great cost both in dollars and hours. In the beginning I was curious to see this new form of "aviation." To be quite honest, it did not look like much fun. The pilots spent a good deal of time on their backsides being dragged through the dirt, and even when a launch did occur the performance was akin to wings long since relegated to the aluminum scrap heap. If they wanted to "ground skim" why not buy and old 4: 1 standard Rogallo? The cost-to-perfo1mance ratio seemed ludicrous. They were a curiosity but presented no real conflict with the hang gliders. As with any fo1m of aviation, time brought improvement. Design, materials and techniques advanced rapidly. So did the prob!ems. Slowly they started to "invade" our airspace, and in certain conditions could even outpe1fonn the stiff wings. The differences

became glaringly apparent. I have had the opportunity to fly my hang glider in the same air with sailplanes and ultralights. I have also flown a single engine Cessna 177 into Miami International Airport at 2:00 PM (but only because I had to). In all these instances I felt the speed differences were too great for the different types of aircraft to mingle. In a hang glider, in the same the1mal with a sailplane, I could corkscrew up, inside his turning radius, able to complete several 360's to his one. As with the PG/HG mix, in certain conditions I had no trouble staying above the higher-perfozming sailplane. But this by no means validates the concept of two vastly different aircraft sharing the same airspace. Aside from the obvious pe1fo1mance differences, I have observed what I would te1m as a difference in philosophy of flight. Stiff wing pilots exhibit more of an aviator's air (no pun) about them which I find lacking in the average PG pilot. Their (PG's) focus of attention is not the same. Eye contact seems nonexistent. To them a "pattern" is something found at the fabric store and is used to make clothing. Respect and courtesy are totally foreign, even among themselves. They act as though they are in their own little bubble, seemingly insulated from their surroundings. This applies to both ai1time and "ground time" as they (locally anyway) are obvious in their absence at club meetings and work parties. Very little social mingling goes on in the LZ apres flight. Even their attire sets them apart, with an obsession with fashion never experienced in the hang gliding community. These are not off-the-cuff, shortsighted views being expressed by one biased individual, but a summary of careful observations compiled from many hours of actual experience and discussions with both groups. I was under the impression that we had a "hang gliding" organization. Paragliders are not hang gliders anymore than hang gliders are sailplanes! The name is hang gliding, not "foot-launchable aircraft of any type" and not "floating manned buoys in the sky." If you want to include these aircraft in my organization then dissolve the USHGA, fonn a new one and give every member the choice to decide if he or she wishes to participate. At the moment you have a monopoly on a captive audience and seem to be acting with dis-

regard for the stated goals of the USHGA, and the well-being of the future of hang gliding in general, I, for one, wish not to be associated with the paragliding community. I cannot convince myself that this movement is not being driven by the dollar, both externally and from within the USHGA. I notice a substantial emphasis the last few years on "marketing" by USHGA. T-shirts, buttons, bumper stickers and phone calls at 10:00 PM hawking VISA cards do not make a hang gliding association. I can understand the monetary impetus. Paragliding appeals to a much broader base than hang gliding, due to the relative ease with which one may learn to maneuver (I didn't say "fly") these aircraft, and their portability. I understand but do not accept this. The same philosophy was a driving force behind the powered ultralight movement, though a different market was the intended target. Almost anyone could squeeze the throttle and instantly become a "pilot." I was a dealer and instructor; I know firsthand. I also know what a disaster ultralights were. The average person could fly without paying the dues most hang glider pilots have--<lues that build a rather significant skill level obtainable only through experience. Many of these "average people" died trying. I see the same thing happening in the PG movement. People are getting high in the airspace who have no broad base of experience to rely on. Watching the majority of the PG's around here makes this point all too clear. You have lost me as a member, and I am sure that as more hang glider pilots become exposed to and more informed about paragliders you will lose them as well. Too bad. Ya '11 did a pretty fair job up until now. David Jones Previous Member #28063

I am sorry to hear that David has chosen to discontinue his membership in the United States Hang Gliding Association. David is absolutely right in his observalions of paragliders and paraglider pilots. The differences in pe1formance betv.'een modern-day hang gliders and paragliders are significa/11, and these differences can indeed create problems when both aircraft are sharing the same airspace. Because most HANG GLIDING

VIEWPOINT paraglider pilots are new to sport aviatio11, their k11ow/edge of airmanship and experie11ce is far less than that of the average ha11g glider pilot who has been flying for eight-plus years. Ma11y of these same pilots also do not adequately understand that every form of aviation, 110 matter how simple it may appear, places the same types of demands on the knowledge, skill a11d attention of the pilot, and the lack of appreciation of this fact does represent a sig11ificant potellfial safety pmb!em. Give11 all of the above the questio11 is, What do we, as hang glider pilots and as the national hang glidi11g association, do about if? Do we tum our backs on the pmblems that are swfacing and hope that they' II just go away, or do we use our skill, knowledge and e.,perience to meet them head on and attempt to resolve them? The USHGA 's decision to offer its services to the paraglidi11g community did 11ot bring paragliders to Point of the Mountain, Torrey Pines or any other "hang gliding site" arou11d the country. They were already there. Paragliders sharing our launch sites, landing areas and airspace is a fact that not all of us may like or want to accept. However, they aren't going to go away just because it is loudly proclaimed that paragliders aren't hang gliders. The source of our discontent probably has little to do with paragliders as aircraft and more to do with the sudden growth we are experiencing as a result of the influx of lots of new pilots i11to what has been a relatively stable and mature flying community. In fact, if most of us suddenly saw do:ens of new, u11trained and undereducated hang glider pilots shmv up to crowd our local site-fuming the wrong way, not following the mies of the ridge, boating around in lightly-loaded, si11gle-s111face /ow-speed trai11ers--our reaction would probably be just about the same. The problems experienced by all would be the same problems that David has cited, and they would have nothing to do with whether the gliders being flown were "real" hang gliders or not. The same scenario could result from dise11franchised sailplane pilots flying composite rigid wi11g ha11g gliders that operated at speeds 50% higher than our normal flying speeds. I've talked with pilots who have floH•n in thermals with the Odyssey ha11g glider who had significantly more trouble than they have AUGUST 1991

had while flyi11g with paragliders. Although 110 011e has tried to ba11 Odyssey pilots from the USHGA, we could address these prob/ems by adopti11g a policy that only Class I, double s111face, J1 :1, 28 mph best LID speed, weight shift aircraft would be considered "real" hang gliders, and that USHGA membership should only be open to pilots of such aircraft with a minimum intermediate rating and two year's flyi11g experie11ce. But all of the other pilots would still be i11 our airspace and still in our way, and the only thi11g we would have accomplished would be to have severed al/ lines of communication with them a11d lost a11y opportunity we might have had to work ow our problems together. David's analogy about flying a small ahplane into a large international ailport points directly to the nature of the question. The fact is that at every large ailport which services commercial airlines, there are 11umerous operations of smaller, slower airplanes; it is done e1•ery day, and it is done succesafully, but only because all the pilots are talking to the same air traffic control personnel and following a commonly understood set of mies and procedures. If the air traffic controllers were to decide that single engine Cessnas weren't "real" ailplanes, and refused to talk to them, the system would tum into chaos in an instant. Beyond that, if it is tme, as you seem to argue, that paragliders and hang gliders cannot successfully mingle in the same airspace, then hang gliding itself is probably doomed. Hang gliders are right now sharing the airspace with sailplanes, small airplanes and commercial airliners. If it really isn't passible for different types of aircraft to share the airspace, the11 hang gliders will be the first ones forced to leave. David also touches on the fact that severa/ years ago the USHGA rejected attempts to fold ultralights in the organization. Although similar in 11ature, that issue was sig11ificantly different from today's paraglider issue. It is tme that we share our airspace with ultralights, however, with the exception of tow sites, there are few if any sites where we also share the same launch and landing sites as is done with paragliders. Finally, the q11estio11 of whether a paraglider is a hang glider or not, may 1101 be as simple as David thinks. The FA!, the international governing body for all sport avialion, has already decided specifically that

they are. Since the USHGA is the official represe11tative to the FA! i11 the U.S., we have a certain obligation to at least consider their ruli11gs 011 such subjects. The FAA does 1101 define "ha11g glider," but does regulate paragliders under the exact same regulations as co11ventional hang gliders, and it is likely that any problems with parag!iders will impact us with regard to fee/era! regulation. The decision by the USHGA to extend its services to paraglider pilots, and to recognize paragliding as a form of hang gliding, was 1101 made hastily and was 1101 made ,vit/10111 due regard for the issues David raises. One of the primary reaso11s behind the decision was in consideration of how best to serve the interests of hang glider pilots-how to protect their future access to sites and airspace. It is the opinion of the USHGA Board of Directors that all of the problems David cites are real and serious, but they can all best be addressed and solved if paraglider pilots a11d hang glider pilots communicate with each other and work together as part of a single unified sport flying community. It may be that at some sites the solution to some of these problems will involve physically segregati11g paragliding and hang gliding operations. if this does tum ol/1 to be necessary it will likely be far easier to accomplish if the pilots of both types of aircraft are working together. Finally, with regard to decisions bei11g driven by the dollar, I think that in the best interests of its members, all decisions the USHGA makes 11111st take financial concems into account. The USHGA charges members dues in exchange for services. It has an obligation to those dues-paying members to provide those services as cost effectively as passible, and it has an obligation to 111aintai11 the highest possible level offina11cial health for long-term stability. If it can reduce its permember costs or improve its financial health thmugh programs like merchandising, or by e.,panding the membership base, then it is entirely pmperfor it to do so. lt concems me to see members like David elect to /em•e the Association and I sincerely hope that through communicatio11s such as this we can make the membership more aware of the issues. Hopefully, David will reconsider his decisio11 to leave the USHGA and once again join our ranks.

-Gregg Lawless, USHGA President

SPECIFICATIONS Model

143

153

163

Span

A.R.

31 ' 6.7

32' 8" 7.0

34' 4" 7.3

Weight

57 lbs

62 lbs

66 lbs

Pilot Wt

125 - 210

150 - 250

175 - 275

VNE

50 mph 50 mph 50 mph HGMA Certified - June 11, 1991

1208 H. East Walnut

Santa Ana

Wills Wing is proud to introduce an entire new line of gliders for the intermediate and advanced soaring pilot, the Wills Wing Super Sports. Derived from the technologically advanced HP AT series, the Super Sports feature the HP AT airfoil, HP AT airframe technology, and a similar, though slightly milder planform. The design focus of the Super Sport project was to combine a very high level of pure performance with the simplicity, light weight, and user friendly handling and landing characteristics featured '1on the popular Wills Wing Spectrum. The result is a glider of extraordinarily accessible soaring and cross country capabilities that is an absolute joy to fly and to own. Performance and handling characteristics of the Super Sports fit directly in between those of the milder and more forgiving Spectrum and those of the competition class, world record setting HP AT series. Pilots moving up from the Spectrum will find an increased thermal search range due to the expanded speed range and higher UD. Those moving up from the Sport will find superior roll and pitch response; effortless, roll neutral thermal tracking , and a noticeable improvement in static balance and ease of landing. All Super Sport Pilots will benefit from all the standard AT features such as faired wingtips and nosecone, full race premium quality sail cloth, 7075 airframes and battens, pilot's choice of sail colors, of streamlined or round control bar legs, and of speedbar or straight basetube, comprehensive owner I service manual, and a superior quality glider protection system featuring a 600 denier UV resistant polyester cover bag and a wide array of protective pads and covers. Finally, as a member of the worldwide family of Wills Wing pilots, the Super Sport owner will enjoy the unmatched level of product and service quality that is only available from Wills Wing , Inc. If you're looking for top of the stack and over the horizon performance in a simple, fun to fly high quality aircraft, see your dealer today about a test flight on the Wills Wing Super Sport.

CA 92701

Phone (714) 547-1344 FAX (714) 547-0972

On a recent trip to Mexico, David Engel of Southland Hang Gliding was wiring a pilot off a 400' windy cliff and glanced down al the

Airworthiness Directive on Certain Rocket. Motors Delivered Hctwccn

One of our 133· size rocket motors has recently failed in a lest demonstration. Through carcl'ul failun: analysis, our rockc! manufacturer has learned that this rocket was made from aluminum material that fell substantially below specification for hardness, even though !he aluminum manufacturer had ccrtiried the conformance of the material to the specification. Since this could cause failure of the system, we view the matter as most serious. We have identified all serial m11nbcrs made rrorn this same lot of aluminum, and have further determined that at least four rockets from this lot have been successfully tested. Nonetheless, we must consider all rockets made from this aluminum as suspect and they must be recalled and replaced. At no charge, BRS will replace all rockets with a new rocket which extends the service life. To date, rockets had a four-year service life, then requiring disassembly, inspection, and fuel chemistry replacement. Rockets replaced through this recall will have a six--ycar service life. BRS has given dealers the serial number list or suspect rocket motors as well as procedures for handling the recall and exchange or motors. Customers should contact their dealer for information aboul in lilis recall. Customers arc requested lo not make contact directly with the company. Your immediate attention to this important mailer and your understanding is appreciated. BRS, Incorporated - -.lune 30, 1991

AUGUST 199]

pilot's basctubc in the course of grnund handling. This pilot was hooked into a Magic Formula, which has a comer fitting that slips inside the basctube. Some time ago, Pacific Airwave began dipping the corner brackets in a reel dye to bG a warning flag if the junction is improperly asscmhlccl. In this instance, this is exactly what happened. David glanced down and caught a flash or red, alerted the pilot and quite probably saved his life. Although it seems impossible, pilots of several different glider models have failed to assemble this style fitting properly, ancl some serious injuries have resulted from ii. Pacific i\irwavc would like lo recommend to dealers and manufacturers or all makes or gliders, as well as lo hang gliding club safety directors, that the red dye warning technique be adopted to safeguard against this. The dye that is used in production al the Pacific i\irwavc ractory is indelible but, through the lire of the glider, will slowly wear off. We strongly recommend re-dying this filling as part of an annual inspect ion on any make of glider with this style fitting. Pacific i\irwavc will he happy to dip·dyc any comer ritting at no charge, regardless of the manufacturer of the glider, and return it COD for shipping costs only. Replacement fittings arc also available for Pacific Airwave gliders through an authorized Pacific Airwave dealer used is available al most The stationary stores: S11pcr Color Marker Refill Ink, #SC-RF, Red Rouge, made by Pilot Corporation. Pacific i\irwavc would like to commend David for his quick eye and thank Steve Brockman of Salinas, CA for this safety idea that works.

EIGHT-YEAR-OLD TRANSCONTINENTAi, CESSNA PILOT TRms HANG GLIDING After completing a coast-to·-coast flight piloting his grandpa's Cessna 172, eight-ycarold Daniel Shanklin of San Antonio, Texas, tried a different kind of flight He and his brother Miclrncl, nine, took tandem hang gliding flights at Kitty Hawk Kites on the

coast of North Carolina. The boys flew lo 1,000 feet with instructor Tod Braden, lert. Colleen and Ken Shanklin or Fresno, Ci\, the boys' grandparents, watched while the boys flew. John Harris, president of Killy Hawk Kites is at right. In the rear arc driver Grant Wolfe, Daniel and Michael. Dr. Shanklin said the people who welcomed Daniel al Kitty Hawk were outstanding. Ile said the boys have been flying airplanes since they were babies. "They' re game for most anything," Mrs. Shanklin said.

1991 .JEFF SCOTT CHALLENGE RESULTS May 11

Place I

2 3 4 5 6 7 8 9 l ()

11 12 l:l

1991

Kagel (Sylmar), CA

Pilot Peachy, Butch Szalai, Joe Kcrnohan, Kevin Richardson, Roh Spinelli, Matt Stebbins, George Young, Ronald Kane, Tony Nakamura, Kcntaro Av·-Tal, Reuven Moran, Shawn Ketchum, Jim Grcynald, .John

Points 1191 1171 116:1 1089 1047 928 924 822 689 458 404 370 l'.l9

DARREN ARKWRIGHT SETS RECORD WITHOUT EVEN TRYING! A new Scottish distance record for a triangular flight in a hang glider bas been set by British pilot Darren Arkwright- and he wasn't even trying! Darren, who is a manager for hang glider manufacturer Solar Wings, covered a total of 50 kilometers in the Scottish

Highlands, including a '.19-kilometer triangle. "It was a perfect flying day and l only intended to enjoy myself," said 30-ycar old Darren who added that with a 6,(100-ft. cloud base he could sec both the Firth of Clyde and the Isle or as he flew. "I just wanted to see from the air some or the places l used lo climb, and ii wasn't until I was on my way hack that I realized what I mighl be achiev ing." Darren's flight, in a Solar Wings Rumour II, started at 11w rneneoe ski.lift, took him the length of Glencoe to Ballaehulish, then northeastward toward Ben Nevis and then hack over the Blackwater reservoir to Glencoe. In all, Darren was in the air for around lwo and a half hours, breaking the triangular course record some six kilometers.

NEW i\DVENTlJH'.E VIDEO

"Daredevil II" is a an in-depth look al the hang gliding acrobatic contest at Telluride Colorado. It begins with an introduction to the meet and pilots. Rob Kells or Wills Wing narrates the acrobatic routines which include many rounds with closeups of the pilots performing. A camera mounted on the end or the cross bar pointing at the pilot shows a series of loops. The town and arc:a ofTcllmide is also described, and some landings in the town park, otherwise known as lhc sciz11rc landing zone, arc featured. It ends wilh a mass-ascent balloon meet in New Mexico, and Seal doing some rndical maneuvers in square chutes. The video ends with some biplane acrobatics. "Daredevil Flyers IT" was made Tatem Productions as a Prime Network show and is about 45 minutes long. It was sponsored by Wills Contact: Adventure Video, Paul llamilton, I 0950 Silver Knolls Blvd., Reno, NV 8950(i (702) 972 3518.

Flight time: (1 hrs., 25 min. Total hours lo date: 1201.5 Total miles to date, 1991: 898 (This last number should he added ro the more than 9,000 miles of'X-C that Jim had accumulated prior lo this season, putting hirn very close lo a 10,000 mile total. Yow') David Glover capt.ured the actual arrest on film. Etheridge had called Kitty Hawk Kites from Alabama and asked manager David (,lover if' he was interested in buying the which he said he got f'rom a relative who owed him money. During phone conversations, Glover could tell Etheridge was not knowledgeable about hang gliding, which made him a li!!lc suspicious. Ulovcr urged Etheridge to bring the glider to Head, saying that he could possibly pay as much as $2,000 for it. After some invest igal ion Cilovcr discovered that the was stolen from the home of' Dr. Mike Eberhard in Cleveland, GA. Along with the glider, other equipment worth $ I 1,200 was taken from Dr. Eberhard's home. While KI I K instructors examined the in the lot, Eberhard sent Glover a FAX describing the pink, blue and purple XS. Dr Eberhard agrec:d lo prosecute lhe person who look his glider. Within minutes, llead detectives arrested Etheridge on a of possc:ssion of stokn lie was held in the Dare Comity jail for a week and then transported to (korgia by White County Sheriff's Department. He was with burglary. 'Tm just glad Dr. Eberhard will get his back," Glover said. "The funny thing is, this guy drove all the way l'rom Alabama lo go to jail."

JIM GRISSOM FLms 213 MILES This report was takenfi'om a page of'Jim's incredi/Jly complete logbook, which he was kind enough to send lo Pacific i\irwave. -l\d.

ALLEGED WIN(; THIEF CAPTlJRIW When David fl. Etheridge of Claremont, GA, arrived at Kitty Hawk Kites in 1-lcacl, North Carolina, on June to sell a Moyes XS I he took his first sll,p toward arrest on burglary charges.

Dale: June 8, 1991 (i]idcr: Pacific J\irwave K2 155 Might Number: 1,:1'76 I ,aunch Site: Ml. Elden, outside of Flagstaff, J\Z Total Miles: 12.96 (,real Circle to Long Omyon, UT

I got a late start from Phoenix so there were five pilots in front of Bob Thompson, I Jans I lcydrich and I. When one or our notorious launch potato pilots go1 into the slo1 I didn't even bother lo get dressed unt ii Boh was ready to go! After only a few minutes' wait l was the last off at 12:35, more than an hour laler than I pret'er to launch, right into a thermal that had me going over the back in only seven minutes. I hooked a nice thermal over Koch field with Bob but lcrt it to sprint lo where Hans had a heller one downwind. We topped out and hc:ackd straight for Grand Falls ... and started to plummet. I went from 14,000' to (J,200' in no time, still well within sight or the back of Elden. Bob and Hans headed for Merriam Crater and I wo11lcln't Cly wi1h them again until final glide with I I ans al the end of the day. At 200' AGL I was definitely stuck in a up or hike" situation, far from a road. Scratchi11g and drirting ! sneaked to a black cinder cone where I found an absolutl'. screamer. Bob and flans were already at cloud base and saw me, hut I went right up past them as they ran lo my thermal. J\t one point I gaim:cl 8,000' in less than three minutes(!) and then pulled out and ran for anol her. Fearing hypoxia, [ was struggling f'or my oxygen, bul the numbing cold was making this difficult, so I just pulled oul or the I ift and buried the bar until l passed the far end of the grey and red cliffs of Garcia Mesa. I realized later that I had left that thermal only 1,200' short of the World Alfitmk Oain Record, only the firs! record of the day I was to miss! At the last ridge before the next mesa, I took another thermal to its top and was really hauling [expletive deleted] now, working only the good stuff as I headed for I lard Rocks. I should have worked harder when [ got there, l guess, because when I moved on I started gelling "road suck" on the road from Pinion. I was now so far ahead of the other pilots and the driver that, as I got lower, I actually HJ\NC Gi.!DINC

UPDATE backtracked west, staying over the road to the Black Mesa Mine. Hans had started to pull away from Bob now and it sounded like we were all getting mighty low. Hans found a beauty to 17,000' while my next thennal only took me to 13,000' and I needed another to barely clear the mesa. I was five miles west of Kayenta while Hans was 10 miles east and we were both making good time despite the lack of any appreciable wind. I worked my way back to 14,000' and then dolphin flew downwind, crossing over the visitor's center at Monument Valley, while Hans managed a climb to 18,000' and now was a themrnl ahead of me ( damn it)! He was leaving the visitor's center at 15K and I was aniving at 7K. I took a lot of pictures on the next slow climb to 12,000' and then gliclecl to the east encl of Goose Necks, finding another slow but consistent core to 16,000'. Hans was still out in front, but he was drifting to the east toward the south encl of Comb's Ridge. From my advantage at 16,000' I raced a long glide over Cedar Mesa (translation: nowhere) to the north encl of the same ridge, passing Hans by. He couldn't believe I managed to get in front of him again! Everything in front of us had now been in shadow for over an hour, so I worked back up as high as I could as Hans raced to join me. If not for the shade, we would have continued north to where the ridge meets the Manti-la Sal Mountains, but instead we cut across the ridge for Blanding, Utah on what turned out to be one of the best final glides of my life. We squeaked as far north as we could, until Hans ended up on the ground. I still had enough altitude for some more miles and searched downwind another mile or so for just one more thermal, but it wasn't to be. To save the driver some time I headed back for a good no-wind landing next to Hans. (Actually, I managed to bank my glider as I was running over to Hans, tripping in my excitement!) Landing was at 7:00, 42 minutes before sunset, on the northeast side of Long's canyon 7.6 miles north of the reservoir. I think my backtracking west at the mine to stay near a road really cost me some miles and the late launch cost us all. Bob managed 167 miles, landing at Mexican Hat for a three-hour wait, so we ate there and ended up spending the night. There are a lot of "I wish I had" things that came up, not the least the World Altitude Gain, but I know now that if I had cleclarecl my turnpoint and photographed AUGUST 1991

it, I would have a 217-mile record in that category! Ah well, after six flights over 175 miles, this was a sweet one. I won't forget those records again!

utilizing post-frontal air and with lots of company it seems. Says Judy, "During the flight I met up with dozens of paragliclerson every summit!"

--by Jim Grissom with Briggs Christie

USHGA AWARD NOMINATIONS SOLICITED K2 RECORD FLIGHTS! On June 27, 1991 Geoff Loyns flew his Pacific Airwave K2 155 to a new British Open Distance record, breaking his old record of 194 miles by a wide margin. His flight from Big Springs, TX to Cactus, TX yields a great circle distance of 273.27 miles. His average speed was 35 mph for the 7-hour, 50-minute flight and, amazingly, he was never more than 5,000' AGL. Geoff had launched from tow early in the day to check conditions and found abundant lift, making it difficult to get clown and delaying his eventual departure at 11 :43. The sky was cloudless until the 150-mile mark and he made a low scratching save at 210 miles, climbing in a small the,mal very near to a tower that the sectional map shows clearly as being 1,626' high. Geoff cleared the top of the tower during his climb, happy to be clear of the structure's nearly invisible guy wires! Proper documentation has been made along with the barograph trace for FA! approval. On June 22, 1991 Judy Leclen, practicing for the Women's World meet, flew her K2 145 to a new Women's World Triangle record of 113 kilometers (70) miles. Her flight, Kossen to Wilclkogel to Smittenhohe to Kossen, was accomplished in five hours

Brand New Hang Gliding Magazines Back Issues 197? to 1987 Maybe you're in one or a friend is. Interesting articles-historical ads and meets. $3.00 per copy or 2 for $5.00 any year or month. Call, write, or FAX with month and year to: Torrey Flight Park 2800 Torrey Pines Scenic Dr. La Jolla, CA 92037 phone(619)452-3202 FAX (619) 452-3203 We accept Mastercard & VISA

Over the last several years the awarding of national recognition for achievements and service to hang gliding has taken a back seat to other priorities. It is time to challenge the membership to identify and nominate those individuals, groups and newsletter publishers who exhibit a high degree of excellence and whose activities benefit hang gliding in the United States. Nominations should be sent to the USHGA office and will be accepted until the Awards Committee meets at the Fall meeting. Awards for consideration include: Presidential Citation: This is the organization's highest, most prestigious and oldest award. It is the only award that may be presented to inclivicluals outside the organization. It is presented for a contribution or effmt which has resulted in significant advancement of the sport. The nomination must cite the effo1t and include names, elates and locations, as appropriate, as well as address and phone number of the nominee. The effort need not have occurred in the current year. Chapter of the Year: Awarded for overall excellence in programs and activities for beginners and novices, site procurement, development and retention, promotion of safety, membership and development, and

DELTA WING LITE DREAMS Torrey Pines Flight Park, Inc. phone(619)452-3202 FAX (619) 452-3203 We have purchased Delta Wing's inventory of Lite Dreams and spare parts. We have all sizes in stock. Call for colors and prices. 21

UPDATE meetings, special programs and activities which occurred within the cmTent year. (Please submit documentation which cites location, dates, outcomes and appropriate contact persons. Newsletter of the Year: Awarded for overall excellence in service to members, layout, article variety, safety promotion, enhancing the sport, and meeting publication deadlines. The newsletters must be published within the cmTent year (and must be a USHGA Chapter publication). Nominations should include three issues of the newsletter and names and addresses of the editors if this infonnation is not included in the publication. Exceptional Service Award: This award provides an opportunity to recognize one USHGA member who has provided the most outstanding volunteer service to the USHGA for activity on the national, regional or local levels. The volunteer work may have begun prior to the current year, or may be completed at a future date, but must be ongoing in the current year. (Nominations should cite

activities, locations and dates as appropriate, and include name and address of the nominee. Recipients must be USHGA members.) Commendations: This award provides an opp011unity to recognize members' efforts in providing volunteer service to the organization at the local, regional or national level that is of excellent quality and/or of significant importance to the Association. Please include mention of the activities for which the member is nominated within the current year, which have been of benefit to the organization. In addition to these awards the USHGA will submit names of individuals to the NAA and FAI for consideration for national and international recognition. Lany Tudor will be honored this year. The A wards Committee will consider new categories to be added to the awards program. For example, it has been suggested that the Ed Guardia Trophy (the name was changed to the Presidential Citation in 1985)

be reinstated for the purpose of recognizing safety efforts. Membership feedback is requested on all awards. Please contact the USHGA office, the Committee chairperson, or your Regional Director for further information.

1990 USHGA Award Recipients Presidential Citation: Exceptional Service: Chapter of the Year:

Steve Pearson Tom Kreyche No nominations received Newsletter of the Year: Cloudbase Country Club Airtimes Commendations: Lynda Nelson Collette Carson Joe Novale Mike Haley Roger Hilam

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COMPETITION CORNER

1991 Region 9 Chan1pionship Results by Pete Lehmann This year's Region Nine Championship was once again conducted as a weekend cross-country contest in which the region's pilots could, during an eight-week period, launch from any site in the region. Their best three flights were then totalled to detennine the winner. In a change this year, a limit of 60 miles was put on the longest flight that could be registered. The reasons for this were, first, to prevent one lucky, outrageously long flight from blowing out the contest. This made it likely that the winner would have to put together several good flights, thereby demonstrating consistency. Second, the 60mile limit was meant to encourage participation from pilots flying at sites where airspace and other limitations preclude really long flights. This rule change gave them the opportunity to compete on an even basis with pilots flying from less restricted sites. The contest began on March 16 at the end of a very flyable winter which aroused high expectations of good flying during the contest period. In fact, decent spring conditions were experienced for the first time in three years, with five pilots getting flights in excess of 50 miles. This year's contest even provided some drama as the winner was not clete1mined until the last clay. On that clay Bill Bennett, the new Regional Champion, and second place Dennis Pagen flew over 40 miles together to land near one another. It was only after careful remeasurement of all their flights that a winner could be determined, with Bill edging out Dennis by half a mile. Incidentally, they both landed because they desperately had to take a leak. Had Dennis had a more commodious bladder, he might have won the meet. The contest had gotten off to a good start with Pete Lehmann flying 32 miles from Tempelton on the first day of the contest, followed two weeks later with the longest flight registered this year, an 82-miler AUGUST 1991

(counted as 60 miles) from Tempelton to near the Fisher Road site. He then faded from the scene due to absences from the region and a severe accident. Dennis Pagen too began early with a March 53-miler from Kennedy/ Jersey shore, and then in May tacked on two 44.5-milers from Jack's Mountain for a total of 142 miles. This is yet another excellent showing for Dennis who has been flying outstandingly well over the last two years. Bill Bennett began with a 40 miler from Woodstock on Massanutten Mt. on the same clay that Dennis and Pete had their longest flights, and then followed with a 69-mile site record from the Fairgrounds at Cumberland, MD, and finally got 42.5 miles flying with Dennis at Jack's Mt. on the contest's last day. That gave him a total of 142.5 to win by a nose. It is good to see such a long-time pilot come out and do so well in the contest. Actually it is nice to see an old pilot and an old glider do well. On the last clay Bill was flying the late Jim Wilson's old HP, a glider that has racked up more than a few Region Nine miles in its day. Tony Smolder, as is his custom, cracked off a long 69-miler from the Fairgrounds the day after Bill had gotten his flight of the same length. Tony's flight actually took him over the well-known Pulpit site, but to his

disappointment he was so late in the day that no one was left in the air when he got there. Unfortunately, like last year, Tony could only add two short flights to the long one for a total of 96 miles and fourth place. Mike Neuman briefly came out of seclusion to fly 51 and 34 miles on successive weekend clays from Avonmore near Pittsburgh and claim fifth. The one other long flight in the contest was flown by Randy Leggett from Kirks Ridge (an allowed site just inside New Jersey) to within 14 miles of Ellenville, NY. He only landed because his surgically reconstructed back was becoming quite painful. One disappointment in the contest was that while quite a few people entered the Rookie class, only two pilots, Claire Pagen and John Pesch, entered any flights. What is good though is that they both entered three flights, with Claire totalling 60 miles to win the Rookie Class, with John taking second. She in particular is to be commended for trying as diligently as she did, having registered five flights. • TOTALS

Glider(s) Miles Kiss, HP 142.5 HPAT, TRX, Sensor C 142.0 98.0 3) Pete Lehmann HPAT 4) Tony Smolder Axis,HP 96.0 5) Mike Neuman Axis 85.0 6) Ron Dively Foi!B 75.5 7) Claire Pagen K2 145 60.0 8) Randy Leggett Sensor C 53.0 9) John Pesch Sport 38.5 10) Jim Rowan Sport, HP AT 38.5 11) Larry Huffman XS 17.5 12) John Scott Comet 2 17.0

Place Pilot !) Bill Bennett 2) Dennis Pagen

Paradox, Colorado 1991 by Nick Kennedy L1is past Memorial Day Weekend marked the resurrection of the annual Paradox Valley, Colorado hang gliding meet. This was a popular event in the early and mid 1980's, but was discontinued clue to lack of organiza-

tion, not a lack of interest. But Betsy Muennich and I decided to get it together once again. Negotiations with the LZ landowners and the BLM went smoothly and we were issued a pe1mit! The Paradox ridge

)

IIIIIDIBIIIWlll]llllll llllllillllllllll

is a nesting ground for many while !'lying al top speed, Tom Sfll:cies of soaring birds, and Larsen was determined not to get Deparlment of Wildlife represenblown over the back and put the tatives were on hand to a coal to his XS, maintaining his talk about our presence possibly position in front of lhc disturbing the birds during John Coyne elected lo go over nesting season, J\s far as they the back and landed in the could tell !he birds didn'I mind boonies on the Uncornpagre the hang glicfors going by! We plaleau, Charlie Baughman rode agreed lo the falcon nest an the gust fronl like the old pro he extra wide berth as it is on the is, and when it dissipated some endangered list. miles later he jusl thermaled Friday, May 24, a ramp was his way to goal! That evening installed (thanks to Rich, everyone got back safo and and lid) and we were sound wilh some great stories to flying! Bob Faris and Ed Goss telL /\f'tcr Day l the X-C contcsl worked it up lo about 13,000' in stood as follows: Peter Bicscl the mellow thermals and light l st, Charlie Baughman 2nd, Ed breeze, and headed cast for a Goss 3rd, I ,uigi Chiarnni 4th, short X C f'lighL Tom Larsen 5th, Saturday we held an LID Sunday May 26, The contest Competitors were: glide ratio contest course was Zoellick, Mike llaky, Charlie extended and the task at hand Baughman (TRX), Frank Gillctc was to fly directly out rrom (!IP /\T), myself (/\xis 15), launch to a lumber mill smoke-Hess (GTR World Bealer), John stack 1/10 miles oul --where (Sensor 510 E), and Bclsy was waiting with a large Chiarani (mylar XS), We laid out flag-do a 180 and fly up the an l L4/l course wilh 1,900 road back toward the hi IL The verlieal feet. Four competitors 180° turn had its pros and cons, maxed the course resulting in a The bad par! was that turn lie for first, Zoellick, Chiarani, leclmiquc eame into play, but the Baughman and I laley all had lo good parl was that any air The author launches al Paradox Valley, CO. Photo by Betsy Muennich. turn back to avoid flying into movement was pretty much sagebrush, In firth was Coyne at cancelled ouL It worked oul well 10,85/1, I placed sixth with 10,8/ in the long run, The reason thal l followed by !less and Gillc1e also lied with we needed a turn al all was weather related; Norwood, Widely scattered overdcvelopmcn1 a 10.4/1 glide, in the western scelor prompted many pilots lo we have had the most rain in many years out get a jump 011 things early, A couple or black II was fun to be in the air so early in the here, and every piece or flat ground has been morning, and ii was inleresting to observe the cultivated in Paradox Valley, severely cells moved through the area with no change different speeds pilots elecled lo fly, John in conditions, when just out lo the wesl limiling us lo options for a contest or this llew rather slowly and I passed him at sorL Coyne woke everyone up by picking up anotht:r moderately OD'ed cell appeared, the two-mile poinl while rtying at mph, his glider to launch unhooked! Fortuna1cly he Several pilots elected to launch as this cell John did beat me in the end but only by 10 didn't look any different than the others was observed and was slopped just in lime, yards or so, and this was over a four-mile around, Day 2 L/D contest results: Luigi (XS) 12.6/1 course! The TRX pilots all got prelty much to smoke the field and convincingly win, Eric was #1 on the launch and I i(k:ntieal glides on this day, Mr. Gilletc Frank Gillete and Mike Hak:y on the TRX was right behind him when, without warning, distance champ) didn'I do til:d at l l/1, Charlie Baughman (TRX) (Idaho State all hell broke loose! The granddaddy gust mal well on his /\T and I suspect it was clue 11,9/1; Steve (AT) 11,3/1; Craig I-less (XS) fronl f'rom hell came wailing through, and the to an incorrectly chosen best glide speed, as and John Coyne (Sensor l OE) tied at I l, l/1, wall of' dust and dirt had to be seen to be we all know the potential of a properly flown Jim Zeise! and Greg Zoellick, both flying believed, Our main concern at lhis point was Wills Wing glider. TRX tied at J0,2/1 the pilots in the air, as four or five had just After gelling the weather forecast from Everyone hustled back up to launch as it launched and the wind velocity on launch Grand Junction night service, a moderate 39was now in the 45-55 mph range, Things got looked as though ii might start blowing early, mile quartering downwind X-C lask was tense as emergency chase crews were formed Launch conditions were perfcct--five to called to a dirt strip airporl just west of eight mph straight in-~and many low-time and pilots called out their positions, often 24

ITANC GurnNc

COMPETITION CORNER Hang II and III pilots launched and got extended sled rides. As we had anticipated, due to a nearby cold front, the wind did pick up and the same X-C task to the dirt strip in Horwood was called. Bob Faris, Eric Kaye and I quickly launched and headed up the ridge in rapidly building conditions. Many other pilots, watching us heading out, also quickly launched and soon we had just about the whole field off the ground and flying! Conditions on launch quickly deteriorated and soon it blew out. E.K. and I, climbing out in the first good thermal of the clay, found out that at 1,000 feet or so above the ridge that it was really cranking, and we barely made it back out to the cliff face. Peter Bisel, in first place in the X-C contest at this point, also climbed up and back, was unable to get back out and ended up going into the trees in a rather nasty area. At this point E.K. and I were having a tough time holding our position on the ridge and elected to elevator clown and land, with many more hot on our

heels. Ed Goss and Tony Brown, a couple of gnarly Colorado pilots, continued clown the valley until it really blew out, with Tony unable to penetrate out. He was forced clown on a bench and escaped the rotor to land safely. All this wind was a disappointment as the clay started out looking so good.

FINAL RESULTS Place Pilot I) Eel Goss 2) Peter Bisel 3) Charles Baughman 4) Luigi Chiarani 5) Tony Brown 6) Tom Larsen 7) Craig Hess

SEElftlltA CLOllJDrlASli Jt

X-C

Miles 50.0 46.5 39.0 36.5 20.5 18.7 9.0

FINAL RES UL TS GLIDE RATIO CONTEST Place Pilot I) Luigi Chiarani 2) Mike Haley 3) Charles Baughman

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The sponsors were: Moyes Gliders-$500 certificate, Moyes jacket, XS T-shirt; Pendulum Sports-three smoke bombs, hook knife, signal mirror, Hall airspeed indicator; UP International-UP jacket, two UP shirts, two Telluride shirts. We also had a U.S. Women's Team raffle and raised some money to help our pals out on their trip to the women's world meet in Austria. Good luck! Betsy Muennich picked her own name out of a can and won a real nice shirt! Many thanks to eve1yone who supported this event, sponsors and pilots alike. See ya next year in Paradox. •

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by Peter Cheney opportunity to fly and evaluate Pacific Airwave's Magic Formula came as an 1mcx"· pcctcd bonus to a February flying trip to South· ern California, that Mecca of all hang gliding Meccas. As an inveterate aeronautical junkie I'm always keen to try something new, and the Formula was one of the few gliders now on the market that I hadn't flown. I was intrigued by what I'd heard about the Formula, which seems to have earned a soft spot in the hearts of a wide range of pilots: Advanced pilots speak highly of its superb handling, while less experienced fliers moving up from gliders like Airwave's Vision Mark IV apparently find the Formula an exhilarating introduction to the world of high performance.

OVERVmw At first glance the Formula looks like a true high-verformancc wing. With an aspect ratio of 7 .2, a nose angle of 132° and an area of 1.'54 square feel (a 145-squarc-foot version is available as well), the glider has the sort or specifications you'd expect to find on the current racing wings. Which is 10 be expected, given the Formula's heritage. The glider was developed from Airwavc's Magic Kiss, which has now evolved into the K2, one of the most popular gliders in the supcrship class. The Formula is, you might say, the K2's kissing cousin (with apologies to the punaphobic reader). The Formula's basic plan form is virtually identical to the K2, and the casual observer could easily mistake them. But look closely and

you'll find some key differences between the two. The Formula dispenses with the K2's variable geometry system, it has fewer battcus, di ffcrcnt leading edge construct ion, a thinner airfoil shape, less crossbar tension and a looser sail cut. These stralegic changes, along with a great deal of careful tuning, result in a glider with very good performance, but with a different character and feel than its higher-performance sibling, the K2. The Formula is optimized not for the pilot trying to set world records, but for the recrc·" ational pilot who wants lo have a lot of fun in a glider that's slick ye! relatively simple. Pacific Airwavc president and designer Jean-·Michel Bernasconi says he wanted the Formula to be "an anxicty""frcc Looi" that would inspire confi".

I IANC GLIDINC

denee and help the advancing pilot look good. "The specialty or this wing is providing max.imum fun along with statc--of-the-art performance," he says. The question, of course, is whether lhis goal has been achieved, and whether, by ex.tension, the Formula is a good bet for pilots looking fora sweet-handling, dependable wing with the performance to carry them to the top of the stack.

FLYING CHARACTERISTICS

So let's cut to the chase by breaking with a tradition I have always despised-the ritual of forcing the reader to plow lhrough at least two pages of the most detailed analysis of the glider's technical specifications, bolt by bolt, before actually telling the impatient reader how the Unit in Question actually FLEW. My flights on the Pormula took place in Southern California, where raccumulated about eight hours of soaring time on the wing in a variety of conditions. Though some gliders demand a certain amount of transition, the Formula isn't one of them. Prom the moment my feet left the ground the Formula struck me as an extremely easy-to-fly wing with very straightforward characteristics and a solid yet mancu-verablc feel. AUGUST 1991

Which was a good thing. Since my first flights were in soarahlc conditions on the 60-foot dune at Marina Beach, California, l had no choice but lo acquaint myself with the Formula's turning characteristics in short order. Cranking and banking to stay in the narrow ridge band, I found my sci r marvelling at the glider's beautiful control harmony and roll response. Turning was almost effortless, and unlike many higherperformance wings, the Formula displayed vir-tually no tendency to overhank. This lack of "spiraliness" is, in my opinion, one of many characteristics that make the Formula an excellent choice for the pilot who wants a glider with excellent performance, but doesn't havccithcrthc airtime or the inclination to put up with the more demanding characteristics of the more high-strung racing wings, which often display marked spiral instability. The Formula's pitch characteristics arc equally well-suited to the intermediate pilot. Pitch feel was I ight, ycthacl a slight"notchiness" 1hat clear! y indicates the trim position and gives good feel for airspeed when turning. This adds up to pleasant turn performance. Despilc the light bar pressure, you can tell right away whether you've applied the correct amount of pitch to coordinate the turn. Push out a little too much in a turn and the

Formula will mush without stalling or dropping a tip. The glider's exceptional tum coorclinat ion and positive feel will inspire confidence in even the low--timc intermediate pilot; this is a glider that lets you concentrate on your flying instead of its aerodynamic idiosyncrasies. Later, as l accumulated more airtime on the glider at other sites, this pleasant initial impression was confinncd---the Formula is probably the best--handling modern glider I've flown. If you like to sport around, playing iu the lift like a dolphin surfing a wave, this is the kind of glider for you.

PERFORMANCE There is, of course, a price for everything, and the Formula's wonderfnl handling is gained at the expense of high-,end pcrfonnancc and ef.fortlcss speed. If you like to race, or if you're trying to break the world distance record, the Formula isn't the best choice. While lhe Formula has a sink rate that approaches the top performance wings, and an entirely respectable glide, its perfonnancc deteriorates markedly at airspeeds above 35 mph or so. Pull in the Formula's bar hard and you'll notice sharply increased pitch pressure compared to the K2 and its high-performance competitors. You'll also notice a marked fall-off in

glide performance. The Formula won't pen· ctrntc strong winds with the aplomb or the highcr·performancc and flying fast will drop you below your huclc!ics who have'. their VCl strings pulled tighl. But to criticize the Formula for reduced high··Cncl pcrJ'ormancc compared to the com pc· tition is to miss the point. The Formula wasn't designed as a flat-out racer. And within the for which its pcrfonrnmce has been optimized · from stall speed 11p lo mph or SO· .. (he Formula is an absolute blast. Rccluccd top·cnd glide is a tradeolTthe designers made in for the Formula's exemplary qualities in the speed range where most pilots actually spend the majority of'lhcirtimc J'Jying. The hmnula's perf'ormanecshould rightly be compared with others in its class, such as the Wills Wing Sport, anothcrswcct·handling that has endeared itself' to a great many pilots. And in comparison to the Sport and other glicJ. ers in the class, the Formula's performance is second to 11011c. Which brings up the thorny and ever· contentious issue or hang glider performance comparisons. Whik glide ratio and sink rate comparisons arc extremely difficult to nwke, due to wide variations in (among other things) pilot skill, wing loading, glider tuning and air conditions, I feel safe in making a /'cw observations about the Formula's performance. In smooth coastal ridge Ii ft at Torrey Pines, the 1-'ormula look me to the top of'thc stack--or very close to it·-011 a sunny Saturday that featured heavy glider traffic that ranged J'rom ancient single smfaec ships to the latest com pc· tition gliders, many with their VG's cranked full on. The Formula is clearly a giant step above

JI.rated ships like the Vision Mark TV. Arter a couple of hours or cruising the ridge, I felt the Fmmula's sink rate was competitive with nearly anything, although Axis's, K2's, HP AT's and latt>rnodel Sensors seemed to have somewhat of'mt as you might expect. Olide ratio seemed very good. Tile Formula felt much likl: a compctition·class glider until l accelerated to airspeeds over 30 mph, at which time the added washout (when

known with increased bar pressure and reduced glide performance. But, bearing in mind what I've already said about fair comparisons, the Formula's performance at speed is probably among the best in its class. MORE FLYING Stall behavior was ideal for a glider in this class·-a slow, firm pushout resulted in a gentle mush. A full stall break required a sharp final

push, and recovery was rapid; as soon as I relaxed my outward pressure on the bar, the glider smoothly lowered its nose and recovered with minimum altitude loss. Entering a stall by pushing out more mp· idly from trim speed or slightly faster resulted in a sharper stall with no wing drop, and a quick, uneventful recovery. The relatively low·timc pilot will have no unpleasant surprises awaiting the all him (or her, of course) as he important low .. spcccl regime in the course of developing his soaring skills. Cruising with good altitude above the cliffs at Torrey, I checked the Formula's yaw stabiJ. ity, and found that in the middle speed range, abrupt control inputs can cause the Formula to enter a mild yaw which makes the swing gently back and forth. This oscillation usually lasted !'or a cycle or two before damping itself out, and was controlled by reducing airspeed slightly. Smooth control inputs climi .. natcd the characteristic entirely. Ovcrnll, I rated the Formula's stability in all three axes as very good. I should note, howcvGr, that some pilots who havt, transitioned to the Formula from more docile ships have some initial anxiety over the occasional tendency to oscillate in yaw. Bu1 a brief farniliarization wi1h the glider will quickly eliminate any apprchcllsion. This mild tendency has also been rcclnccd in the latest versions oJ'thc Formula by a subtle reshaping of the sail toward the tips and a slight reduction in overall sail tension, accord· ing lo Airwavc spokesman Kenny Brown. I ,anding the Formula was straightforward. rapid roll response and light pitch The approach pressure made shooting a top in windy conditions at and flare timing was quite intuitive. low .. wind conditions proved equally The Formula seemed to have ;1 fairly wide flare window, and won't the average pilot much to sweat about. NUTS AND BOL Back on the ground, I cxamin<:d the 1:ornmla the quality of its sail, hard· carcJ'ully to ware and overall workmanship and The Formula's airl'rarnc is built almost entirely or· 707'.'i·T6 aluminum tubing. This lightweight, thin.wall tubing is quickly hccorn· ing the alloy or choice in the industry. :1 strong and very This alloy stiff airframe when used correctly, as it clearly IIANC C1m1Nc;

is in the case of the Magic Fommla, which weighs just 6'.l pounds (lhe 144-square-foot version weighs 59 pounds), yet managed lo sustain over 2,200 pounds of lifting force dur ing positive load testing performed for HOMA certification. (That equates to about 11 G's for a pilot with a hook--in weight of 200 pounds, a figure that speaks volumes about the glider's strength.) If you're an engineering and hardware huff, you'll no doubt like the way the Formula is constructed. The hardware is elegantly designed and well executed, with a number of inspired design touches. Among these is the clever, spring-loaded catch at the rear of lhc keel that the crossbar restraint cables clip into. Unlike some other designs, this system makes it virtually impossible to launch the glider without connecting the crossbar: if you don't clip in the restraint cables the glider will just flop when you try to pick it up. Lest you think !his clcsign nieely unimportant, be advised that top pilots have managed to launch with their crossbars unattached on gliders that use a separate system to haul the cross-· bar back before it is pinned in place. Sailplane manufacturers, by the way, have for the pasl several years concentrated on setup systems that eliminate the possibility of negligence by automatically connecting elevator, aileron and other flight-control hookups when and horizonlal stabilizers arc set in place. Another nice Louch that has become an Airwavc trademark is the use of swiveling washout tubes that arc totally enclosed within the double surface of the wing, cleaning up the tip area both aerodynamically and aesthetically. The washout tubes arc loaded with a shorl lcnglh of bungee, and pop into place quickly. The lubes swivel up and down within a slol machined into the leading edge. Take a look at lhc Formula's pilot s11spen-sio11 and you'll notice that there's no kingpos! hang system. Suspending the pilot from the kingpost to increase control authority has be-come commonplace, but the Formula achieves exceptionally quick roll response and light pitch pressures without it. This eliminates a rair bit or unnecessary hardware and the hole through the sail required to roulc a kingpost hang system. Any performance gains that woul<I derive from this bit of detail refinement would of course be tiny, but those who appreciate cleganl design will no do11bl prel'cr this syslcm--and what's wrong with drag and weight saving, no

AucusT 1991

ma1tcr how small? The Formula has a medium-sized control frame and fairly tight rigging. The relative tightness of the rigging is partly due to the Formula's lack of a variable-geometry system, and gives the wing a good, connected feel on launch. The control bar is hinged at the top, and the wing can be quickly dropped flat in high winds by detaching the nose wires from their spring-loaded catch, a feature much appreciated by pilots who fly in windy conditions. The Formula comes standard with airfoilshaped downtubcs with rubberized trailing edges. (These "Safcdge" tubes seemed fine to me, although I must confess that I am somewhat partial to faller faired downtubcs, perhaps be-cause I have hands the size of a gorilla's, even though I'm not a particularly large person. But here we enter into the area of personal felishes, an area best left untouched in this august jour-nal.) Assembling or breaking down the For·· mula reveals a virtue that has becornc all too rare in the modern sport of hang gliding--rapid, simple setup. Many gliders can be real beasts lo set up or break down, with u wearying litany of things that have to be fastened and unfastened, along wilh a mighty quiver of battens 1hat must each be inserted and tensioned ... you know the drill. The Formula's relatively low number of battens (25 in total, counting the nose rib), and clever mechanical design make setup and breakdown as simple as possible. Though pilots who've practiced could no doubt beat this figure, 1 managed to take the Formula from its fully assembled stale to car--lop ready in less than seven minutes on lhe one occasion when I thought to lime the breakdown. Considering that I'd only flown the glider a few times, l thought lhis spoke well for the glider's design. Sail quality appeared good. The glider l flew had a leading edge made of mylar--coatcd ripstop nylon with a mylar insert, and a main body of 4.4-ouncc dacron. Other sailcloth options arc available. The Formula's cover bag was well made, with padded covers for key components sewn into it so they can't be lost.

CON CI ,(JSION Overall, I thought the Formula was an excellent glider, and I have not hesitated to recommend it to a number of pilots who have asked me ahoul iL The Formula is an excellent choice for pilots from the intermediate level on up. lntermcdi-

ales will find it an exhilarating introduction to the world of high performance, and advanced pilots will find the Formula a fine all-round glider tha!'s more pleasant to fly in a wide variety of conditions than the highest:-perfor-mance wings. Though it's clearly a notch below the top racing wings when it comes to flat-out speed and effortless pitch pressures, the Formula is a very good performer---and it has the kind or handling that makes you feel as though you've grown wings on your back. II

FORMULA SPECCFICATIONS Model Sail Arca (sq. ft.) Glider Weight Wing Span 3'.l.91 ft. Weight Range (lbs.)

154 154 6'.l lbs. 32.83 fl. l'.l0-230

VNE

50 mph

144 145 59 lbs. 120-200 50 mph

Peter Cheney is a Canadian journalist and the author of" I lang Gliding for Beginner Pilots, the oflicial manual of"the United States I fang Gliding Association. Peter is an Advanced-rated pilot, and has .f1own a wide variety of'g!iders, including almost every glider currently on the market. Peter is 36 years old and lives with his ,v/f'e Marian and daughterCatic in Toronto,

Canada, where he is a feature writerf<1r '/'he Toronto Star.

1 ne of the highlights of my misspent youth was the delightfully disrespectful Bullwinkle show. While I admired Rocky the Flying Squirrel's aviation skills, my favorite clrnractcr on the show was the dastardly Snidely Whiplash. f !is sole purpose in life was the abduction of Little Nell, but unfortunately for Snidely, our hero, Dudley Dooright of the Mounties, always

arrived in the nick of time to rescue Nell from his clutches. Such frustration would leave Mr. Whiplash ranting and raving his favorite epi-thet: "Curses, foiled again." It seems to me I've heard the same uueranee from many eompeti-tion pilots flying against the Foil Combat in the past two years. It is our interest here to find out what this wing is all about.

Last summer Mark Newland won the U.S. Nationals flying a Foil Combat. The only time I flew with him we shared a thermal, then he quickly showed me his tail feathers and disappeared on Lhc horizon. Surely the Foil is a mighty weapon in the hands of such a formidable competitor. I lowcver, what about the average weekend airhog? Can he or she find H i\NC Gr.rDINC

true happiness clan·· gling from lhc keel of a Foil'1 Would your mother approve of such a match? Stay tuned forourncxl cpi"soclc of the Foil Fly· ing Follies or Plying the Sky in a Wing from Down Under.

SOME

JIACKGROUND The Foi I Com bat comes to us from En· tcrprisc Wings located near Stanwell Park, tlrnt famous site south of Sydney, Aus· trnl ia. The two princi"Hying the I•oil over the impressive French Alps. pal s of Enterprise Wings, Brian llayhow and Carl Braden, have been designing and building gliddouble surface and ample anhcdral all conspire ers since l 985 and have enjoyed considerable to give the glider top perfonnancc. competilion success worldwide. Close lo home, Th(~Foil 's thermaling capabilities are right there with the best. The speed/glide perforbesides winning last nationals as nien-" ticrncd, a Foil Combat also look top honors in mance is also exceptional. We usually save the lhc l 990 East Coast Championships under the exciting stuff for later, but it's time lo make the expert guidance of Nelson Howe. most important statement of this review: The So when I received the offer to tcsl fly and Foil Combat's performance and handling pack, age is second to none. report on the Foil Combat l said "yes" fasll~r This is not to say that you can expect to win than an old maid with a new proposal. Not that I was unfamiliar with the Foil's flying characevery meet by jumping on a Foil, for there are teristics, for you may recall we presented a many good gliders and many good pilots out review of the Foil B a few years back. Bui I there drifling on the wind. However, the averknew that the Combat was a refinement, and age pilot will improve his or her potential capa· there was the added allure of picking the gl idcr bilitics wilh a Foil since they don't have Lo give up handling as they step up in performance. up in France and touring the rnagnilkenl sites in the Alps. In the course of this tour I flew eight times in varied condit ions--,from choppy cross-... YOU CAN HANDLE ing winds to light, elusive lif'l to vario-pcgging What cxaclly is this handling business? [t can he variously described as right""now response, light cloud-suck. forces, stability in thermals, case of making PERF'ORMANCI<:. .. adjustments or insensitivity lo gusts. All of The, design phil<mlphy hchincl the Enterprise lhcsc items cannot necessarily be combined Wings Foil is from the same holy writ to which in10 one design. For example, quick response many manufacturers subscribe: top perft>rmance may render a glider less roll stable in thermals. without losinf; maneuverability" In my judgeAnother matter to clear np is the clirfercncc ment the Foil has kept the faith better Lhan most. between quickness of response and lightness of The glider is of relatively small size (sec handling. A quick responding glider is one that specifications below), narrow span, average answers immediately to the pilot's command. A aspect ratio and low nose angle. This configuralighl handling glider is one Lhat requires little tion generally rcsuils in good handling at the control force. The former lype can respond expense performance. However, the Foil's immediately hut requires relatively higher clean sail and hardware, jmlicious airfoil, 85'Yr, forces. This is largely a function or leverage.

AucusT 1991

Longer control bars and higher hang points change the roll forces. On the other hand there arc gliders with light control forces but slow response due to adverse yaw, lip inertia or tip airfoil selection. The ideal is a quick respond· ing, light handling glider, or course. Due to its keel hang point and anhedral the Foil tends to he quick responding and fairly light in handling. I found I could inslanlly carve into a feisty thermal, makcadjuslmcnls and even reverse dirce" tions with confidence. Working close to olhcr gliders was not a problem because of the Foil's handling predictability. The Foil's roll forces could probably be made even lighter with a kingpost hang, but it's not necessary in my estimation and 1hc keel strap reaps benefits. For one thing, kingpost placement is not so critical, the hang point can be more casi ly changed than with some designs, the hang strap is not exposed to the destructive sun, control bar folding is simplified, fewer parts arc needed and finally, it is much easier lo change hang strap lengths. The latter is or great importance lo those such as me who change gliders frequently in I his universe of non-standard harness lengths. The secrets lo the Foil's roll success arc many. We have already mentioned small size and ample anhedral (probably Lhc most of any glider available). In addition we have lo list lhe choice or airf'oil progression, the l O(l'Yr, elastic bungee batten ties, the "expansion joint" made or neoprene between the upper and lower surface out at the tip, and the long crossbar restraint cable. This latter item, along with a kingpost free to move side to side, allows greater crossbar shifling freedom. The factory recommends thermaling with the variable geometry (VG) system full off to !/ 2 on. In this configuration the glider can be quickly adjusted in roll to take advantage of better cores and altitude consuming lockouts arc avoided. I tend to agree, f"or r discovered a great climb rate compared to other gliders with

I'hc fonclional l~oil control bar comer.

The Foil nose fcahues the classic swan ca lch.

the VG full off and only applied some tension when conditions were smooth or I was jetting to a new location of lilt Incidentally, the VG jam cleat is interesting in that ii requires a pull away from the bar to hold fast. This is backwards from normal and seems to work just fine.

Foils I have seen. Ir you plan 10 keep your glider for a long lime, you can be confident that the Foil offers f'lullcr·frce flying for the future.

ARRIVAL AND DEPARTURE I .anding the Foil Combat is no big deal thanks to its handling. You set up your landing and cruise on final with confidence thal you can combat any spasm of air. Once it time l.o flare l found that a hard ptrnh is necessary in zero or light air. is not so critical since the parachutes readily, but don 'I forget the healthy flare. In more wind this is less significant. Takeoffs arc also quite easy. The glider llowbalances nicely and accckra1cs cvcr, it docs have loose side cables (like many modem gliders) which arc less than ideal in unsteady winds. I solve this in my traditional manner of off with 1hc vn pulled half' tight. This is a reasonable thing to do on gliders with such good handling.

ArnFRAME AND HAIWWARE Most pilots don't do an in-depth aualysis of a glider's airframe before deciding to buy, but in this case we need to discuss the Foil's frame since it docs come from Australia and that's lhc

nm FOIL SAIL Wings takes grca1 pride in their sail setup. Along with the airfoil, this is one of the main changes from the previous model (the Foil 11). The sail uses a five-ounce Trilam leading mid-body (upper and a J.7. ouncc lower), a 4.8·-ouncc Teijan rear body with a Dimensional Kcvlartrailingcdgc. The last item is a clear mylar overlay with lengthwise kcvlar cords running full span. The sails come in the usual host of contemporary colors and are very clean in 1he score of

moon lo some rolks. Rest assured that the Foil 's tubes arc all made of good ol' 6061 aluminum alloy. This renders the glider somewhat heavier but also somewhat cheaper (sec below). The tubes arc metric (diameters and wall thickness) but this doesn't pose a problem since all parts arc stocked in the U.S. and are delivered as readily as those for any glider. Tubing conncc1ions and fillings are standard in the indus1ry. The control bar junctions arc tidy for Iow drag and function. You will note

that conlrol bar fittings are strong (they won't bend like they do on some designs) and do not kink the side cables (a serious fault on some designs). The side cables themselves arc uncoated Ix 19 strands-- -stronger than 1hc standard 7x7 3/32" cable. The control bar top is wide open allowing for easy folding of the control bar. The bascl.ubc attaches at both ends wi1h bolls, wing nuts and pins, a feature that leaves Europeans with their slick sct-·up feat urcs scrambling for replacement PIP pins. I agree with them aud really can sec 110 reason to remove both ends of the basc1ubc when breaking down since the tube opens easily to fit into the rear of the glider when packed away. And now my pel peeve: no bascluhe coal .. ing. Nelson Howe docsn 't like squeezing such squishy stuff on his bar, hut that's because he didn't grow upas I did with only fat girls 10 date. Bare aluminum wicks heat from the hands and sliclcs readily. I'm hopelessly hooked on ping the softer things in life. Another point to mention is the standard wide faired control bar uprights. These arc like Magics used to have and arc really low drag when you aren't yawed to the airstrcam. Per·· sonally, I like them since they grip and handle nicely. We should draw your atlcn1ion lo the battens which double as dcfinccl lips (washoul struts). plug into a filling that helps ten-· sion 1hc sail while a1 the same time le11ing 1hcm float up, but limits their downward travel for pitch stability. This arrangement is easy to install and docs away with thG weight and hassle of defined

Tm;: OPENING AND CLOSING Foil sclup is fairly slandard and we won't bore you with the details, ouly poin1 ou1 the highlights. To begin, you can set up on the control bar or on 1hc ground. The owners manual re quests that you put in the tip batlcns first which is a departure from the norm. Next you insert 1hc rcs1 of the bauens ( 17 per side on the big model counting the lip which includes five lower surface straights and three hair battens) then pull hack the crossbar. This last act is easy to do with a pull string, bolt and pin al the keel behind 1hc sail. This setup feature is almost ideal; it lacks a quick connection like on the Kiss, bu1 docsn 't require as much force. You rnus1 also do one more important act: hook up the compensator tang inside the sail. In general the is pleasant to sci up with a low curse quo Iicnt. The flANC GLIDINC

I I I. I i' I ', I I 1 I I I

only thing that slows you down are all those battens, but then, in the air they probably help speed you up. The breakdown is also standard and is typically the reverse of the setup. Separate batten bags he! p you keep left battens from right, although the color coding (black and white) as well as printed identification at each batten rear keeps all but the dyslexic on track. The glider comes with a full array of colorcoordinated pads to protect your investment.

HOW BIG'? The standard size Foil Combat is 152 square feet. This handles pilots up to 200 pounds net. We need to give special mention to the 139 Foil. This glider was developed specifically for the Japanese market but is now widely acclaimed by little people of any nationality or gender. It is scaled down from the 152, has a smaller control bar, six fewer battens and weighs less. Use the specs below to see if this glider's for you. If you tend to blow away in a gale, the 139 just may be your ideal glider. It is about the smallest high-performance glider available today. HOW TO GET IT The Foil is obviously imported and you'd expect it to be more expensive and less readily available than domestic brands. However, here are the pleasant surprises: The glider's net price is $3,650 U.S. That's cheap. If you chose one of the gliders that are constantly in stock in the U.S. you can get it within two weeks. If you choose to select your own colors it takes four weeks. The Foil is widely distributed and popular in Europe, Japan and Australia. As of last summer Enterprise Wings hired Nelson Howe as U.S. factory representative to service dealerships and competitors. I-le has done his homework well and will certainly contribute to the proliferation of the Foil. In order to arrange a test ride see your nearest dealer or leave a message for Nelson at (603) 823-8195. He's traveling all summer and will probably show up near you. If you are thinking of trading in your old, battered wing, you owe yourself an experience on the Foil Combat. It is truly a glider that puts the purr back into perfmmance. Don't risk relegating yourself to the role of a cartoon villain, kicking rocks while the Foils course overhead.•

FOIL COMBAT SPECIFICATIONS 139 152 Model 152 sq. ft. 139 sq. ft. Sail Area 32' 10" 31' 4" Wing Span 7.3 7.3 Aspect Ratio 130° 130° Nose Angle 85% Double Surface 85% Weight (without bag) 74 lbs. 68 lbs. 17' 11" 18' 5" Pack-up Length 12' 8" 12' 8" Breakdown length rn 198 109-165 Hook in Weight (lbs.)

I I I I I I I I · :. \\. I .;. ·. I I I I I I I I I I I I I I I While we hope you never need a I

when

: '\~l\·I

I I I I I Because the Foil dealer network is new we offer I this listing. (Note: new dealers are created I monthly.) I Glide Path - Marty Bunner I Kenosha, WI I I Morningside - Jeff Nicolay I Claremont, NH I chute, if you dJ have an emerSequatchie Valley Soaring - Cliff Whitney/ I gency, youll want the very best I Rick Jacobs I BRS, the choice of 1,000 satisfied I Dunlap, TN I I hang gliding pilots. I I Trai'is City Hang Gliders - Bill Fiefer I ASK THESE PILOTS I Travis City, Ml 7 I 89 Geoff Loyns I I Fly High - Paul Voight Owens, California (BRS#36) I I Pine Bush, NY 6 / 90J ersey Rossignol I I Elsinore, California (BRS#40) I I Chanclel/e - Andy Whitehill 8/90Carl Shortt Pacifica, CA I I Kualoa, Hawaii (BRS#44) I Theyll each attest to BRS quality I Great Impressions - Harold Airington I and performance in actual uses! I Alamogordo, NM BRS has recorclecl 50 total saves I I I True Flight Concepts - Don Quackenbush I I BRS offers several models to I Matt Spinelli I choose including our very Sylmar, CA I popularfrom, Quick Draw CORDLESS I I rocket model that can snatch out I The Hang Gliding Center - John Ryan I your chest-mount parachute in I San Diego, CA I about 0. 75 seconds, for only $499. I No one offers faster or more reli- I Rob Kayes I able high-performance safety Miami, FL I I I I Ac/venture Sports - Ray Leonard I I ~ Reno, NV I I MAKING FLIGHT SAFER Sailwings - Larry Haney I I Little Rock, AR I I I I Austin Air Sports - Steve Burns

Austin, TX AUGUST 1991

The author assembles his KISS in a roadside turnout prior lo <'1mc•rwr1c1 Touch." Photo by Nancy Landes.

article and photos by Rodger floyt

sour lift conver'

HANG GLlDlNC

A classic Bob LaFaye cartoon once featured a diabolic creature with horns and pointed tail, brandishing a trident and guarding an expansive bed of fiery coals; above t hcsc superheated thermal generators soared several hang The caption, with fiendish implied, read, "That's the hell of it: they can NEVER come down!" In this vein, for 011c eternal hour I experienced my own personal torment at Doherty Slide. Doherty Slick is probably the least flown

of Lakeview, Oregon's numerous sites, despite its being the most unique and dramatic. This 900--foot vertical cliff wedges up from a moonscape of desert beauty like a miles-long prehistoric scar etched north and south through the stark and desolate land near the Oregon--Ncvada border 60 miles southeast of Lakeview. Once the site of the short-lived world distance record of 13-1/2 miles, Doherty is now relegated lo evening glass-off flights, typically hours long at thousands over. Launch is l'rom any of several turnouts right on a paved high-way, making turnaround easy since the LZ is about a mile down the same road. But pilots had better have I heir windy cliff.-launches perfected and employ the assistance of several trustworthy wire people because this takeoff, with its infamous "road rotor," is not for amateurs or individuals who became involved in hang gliding to relieve stress. On July 5th, 1990, after enjoying nice X--C flights into Lakeview from Northern California's Sugar Hill, several of us chose to double our pleasure with an evening flight at Doherty. l .asl year we had experienced a Doherty glass-off flight thal surpassed description. Thal day, as a darkening sun descended toward the horizon, we effortlessly floated for miles in a sensuous velvet lift flowing heavenward from the sun,warmed escarpment several thousand feet below. The evening sky glowed intensely orange, and long shadows from the westward mmmtains reached like indigo fingers across the desert floor. Dohe11y Slide: radiated with both

Over the Nevada border al Doherly's sou them end.

Auc11sT 199·1

colors so that it appeared like a miles-long sparkling glass cathedral to a Timothy Leary disciple. After three hours aloft, so enraptured was I by this natural spectacle, that I forced my way down through profuse lift to avoid bursting with euphoric overload. Today, one year later, I hoped to relive that hang gliding nirvana. By 6:00 PM we were ready to launch into n01mal Doherty conditions: gusty 25 mph winds with a 30-degree cross. Although fearsome, everyone's takeoffs were uneventful and presently there were about a dozen of us soaring at 1,500' ATO. After 45 minutes of exchanging positions with other pilots within a mile radius of takeoff, I chose to escape north to retrace Chris Price's fo1mer world distance record route. Chris had been flying a 240-square-footRogallo back in '7 4; it was strange to realize that now, 16 years of hang glider evolution later, I could effortlessly exceed his once-renowned mark. I proceeded north up the rim, stopping only occasionally to caress some delicate bit of lacy lift. It was deja vu; Doherty was once again

Cross Country

working its magic. I reached the northern extremes of the cliff, about ten miles from takeoff, with no loss of altitude. No one had followed. At 8,000' MSL I ove1flew Chris Price's probable landing spot and turned back to began my homeward journey. Crabbing slowly against the wind, I was pleasantly surprised to find myself ascending constantly; not at a phenomenal rate, but just enough to nudge my vario needle into the plus side of its scale. At minimum sink, my return flight took a full hour-all of it spent going up. By the time I returned to the launch area I was approaching 11,000 feet and had not circled once. Several thousand feet below, other fliers still soared contentedly in the takeoff vicinity. Whatever extraordinary source of lift I'd serendipitously located at Doherty Slicle's northern limits mysteriously had not reached clown to their al titucle. By now, although I was still flying in sunlight, shadows had filled the valley floor, eclipsing the landing area and compelling me to land. I pulled in the bar and vacated the lift-

producing ridge. Or so I thought. On last year's Doherty flight the lift had stopped at sunset as suddenly as if someone had turned off a switch. Conditions were obviously different today: I couldn't get clown! My best eff011s to descend had about the same success as a cork trying to get to the bottom of the ocean. This was serious; for a safe landing, I had to be clown before dark. Full stuffs, wingovers, stalls; none could ovetTicle the inexorable blast of vertical air wafted skyward by the sun-warmed desert floor radiating heat like a giant ember in a colossal campfire. With consternation I realized that, if the desert had stored this much heat, as the evening air cooled the situation would only become worse. My glider's sink rate and glide ratio, which on so many occasions had benefitted me, now became an enemy in my battle to descend. Returning north in search of some blessed sink, I was horrified by the spectacle I witnessed: as far as visible across the valley, huge areas of desert floor were being drawn up from

\-, t,I

l\ 752 Casiano Dr. #B, Santa Barbara, CA 93105

805-687-4663

FAX 805-968-0059

International :Magazine of J!ang (j(uiing) Parag(uiing) 11.(tra(igfit 1991 Introductory Subscription 1 year I 6 issues $30.00 Issues: February - April - June - August - October - December 1991 Experience the world of Hang Gliding from your own home ... Europe's most comprehensive, full-color magazine - printed in three languages. Name: Address: Phone: Payment: CHECK or MONEY ORDER to: "Schutte Sails"

CROSS COUNTRY 38

752 Casiano Dr. #8, Santa Barbara, CA 93105

USA HANG GLIDING

ground level and tossed 13,000 feet in the air! Some "glassoff!" Twilight quickly advanced to the point where I was forced to discard my sunglasses to see anything at all. Down on the valley floor it was much darker yet. I executed a particularly violent whip-stall which, after the resulting dive and recovery, netted a 200-foot altitude gain! In desperation I climbed onto the front wires of my glider, placed my feet on the speeclbar and, screaming through the air like an

F-14, began an endless succession of 60 mph wingovers which I thought-almost hopedwould tear the wings from the glider. After one frantic hour of these drastic maneuvers, I felt the desert gradually releasing its grip on me. My altimeter began slowly retreating, my relief surging with each backwards tick. The lower I got, the easier it became to get clown; no wonder other pilots hadn't experienced the problem to this severity. Utterly exhausted and too feeble to flare, I igno-

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

AUGUST 1991

miniously belly-flopped in a miniature mushroom cloud of powdery desert soil. It was virtually pitch dark. From me hanging onto it, the vinyl coating on my glider's front wires had been pulled clown into crumpled bunches near the bottoms of the downtubes. Otherwise, no damage. In the motel room that night, I wiped the dust lovingly from the recesses of my highdollar, high-tech vario. It tells me when I'm in sink too, and sometimes that's just as important.•

STANDARD EQUIPMENT • 1,000 ft. or 5 MIS 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 Water Voids Warranty. • Specifications Subject To Change Without Notice

M22 (Standard Model Shown)

SANDIA CLASSIC

JUNE 15-23,1991 ALBUQUERQUE, NEW MEXICO

When the Green Flag Drops, the B.S. Stops by Mark Macho There was something surreal about the scene. An official from the Federal Aviation Administration at the morning pilots' meeting, reading a list of pilots' names and altitudes reported. All nine pilots had reported reaching altitudes from 18,000 to 20,100 feet MSL. The FAA man had a pretty serious expression. He paused, and

looked at the pilots. "Congratulations!" Wild applause and cheering. End of scene. The FAA happy about altitudes above the dreaded 17,999 feet? How come? Well, it all started with the efforts of Mike Gregg and Jeff Wolford, who wanted to have a hang gliding competition at Sandia Peak in

Albuquerque, New Mexico. Lots of pilots know how good the flying is at 10,378-foot Sandia Peak, and there have been plenty of suggestions that the Sandia Soaring Association should hold a meet here. But there were plenty of skeptics who felt that it could jeopardize the site or be just another poorly mn circus like lots of other first-time events. I mean, there hasn't been a contest here, and Mike and Jeff have never run anything like this, so there was a valid concern that problems could arise. In fact, there were some problems-mainly exhausted pilots. Mike and Jeff called themselves the "Meet Heads" and spent months preparing for the contest. A great help was the 1990U.S. Nationals in Dinosaur, Colorado. Christine Reynolds had done a splendid job of organizing a major contest, and her efforts showed how it should be done. But the Meet Heads went even fatther. The first thing they needed was credibility with competition pilots, so they contracted with G.W. Meadows to act as Meet Director and talked me into developing a scoring system identical to the Nationals and the 1991 World Meet, using a computer and laser printer donated by Aquila Technologies. Mike and Jeff started hustling sponsors and negotiating with eve1ybody from the city government to the Sandia Peak Tramway and the U.S. Forest Service. Weekends were spent on the road arranging turnpoints and goal landing areas. The week before the contest had the meet officials pretty worried. The contest was slated to begin on Saturday, June 15, but we had been enduring a week of rain. Rain? In June? In New Mexico? Heck of a way to run a desert! Some areas had tornadoes and softball-size hail! Fortunately, the forecast was for dry air to move in, and it did. Pilots met at the lower terminal of the 2.7mile-longTramwayearlyonSaturday, the 15th. Some of them were a little paranoid about loading their gliders on the Ford F-800 glider truck, since at first glance it appeared that the gliders were just being stacked in a big pile. The truck was equipped with an efficient rack system that eliminated any sort of crush, so breathing resumed. The truck was provided by Onate Feed Company and driven by my brother, Matt. He left every morning around 9:00 AM, and was on top at the setup area around an hour later, before some of the pilots had made it up the Tram. Pilots assembled their gliders and met for another briefing as the first wind dummies HANG GLIDING

lmmchcd. O.W. gave a wc;athcr summary, fol lowed of the task chosen by the Task Selection Commi1!cc. The Commiltec was of Jim .cc, Tony Barton, Nelson llowcandG.W. Meadows.The Director was J.C. Brown, ancl members or the Sandia Associlllion acted as launch assistants and wind dummies. I \ach day, the first pilots off were soarablc condilions a! 11 :JO AM. Since the Sandia Peak Tramway and f Finance Rcs!aurn11l arc popular tourist atlrac· lions and arc al launch, there were lots of spectators every day. "Sandia Classic" and Sandia Association T .. s!Jirts were hot sellers, and PJ. More from the US]l( office was on hand with hales of hats, shirts, dl,cals and World Team stuff for sale. She sold out in less than the is good deal al a si1c accessible 10 the and will increase its invulvcmc11t in the future. AUCIJCil 1991

The first task was a race around a :io.rnile comsc mi the west sick of Sandia with the f'inish line at launch. There was quile a bit of skcpti· cism over the planned launch and aerial start gate procedure, since most pilots had never anything but the "ordered launch" window" methods. What was planned was to have 1hc cornpc1itors' launch window open at 12:00 and have them take ol'fhef'orc 1hc clock s1ar1cd. J\1 a designated time, wi1h most (if not all) pilots in the air, the officials would orange tarp 10 signal that the had dropped and the me(: was on. [ was in the landing area watching a cloud or 34 over the mountain when, at 2:JO, the herd suddenly headed out in a mob for the first turnpoint. It was q11i1c a sight. I low many times have you seen a pack of over JO all in lhcsamcdircction? It looked little like those old movies with a bunch of bombers on a raid. There were five tumpoints on the course,

and the goal was right in front or the launch. Since cvGrybody had started at the same time, the l'inish was really exciting. Brad Koji was rirst across the line, with Jim Lee only five seconds behind. The first seven pilots were within three minu1cs of each other. This was real racing! Afkr landing, lhe cornpctilors had nothing but enthusiasm for the start proccdun,. Thc:y all it was fun and fair, since every· body had basically the same opportunity to get in position for the s1an. J\s 1he meet wen1 on, some prelly congested formed over launch, but there were no mishaps. Pilots had lo keep their heads on a swivel and be careful, bu1 it all went well. The first day was a media event, and all three news networks were al the landing area. Their coverage ranged from excellent to lousy. One broadcast showed nothing bul pounded landings, while the others had pret1y balanced reporting, covering the race and showing per· feet landings. Pilo1s enjoyed a cookout hosted IJ.1

Meet Director G.W. Meadows (foreground) watches as Ted Hasenfus prepares lo launch. Photo by Doug Knowlton.

by High Finance Restaurant at the Elena Gallegos Picnic Area/LZ after the flight and then headed over to meet headquarters at Players Bar & Grill to check in and turn in their film and landing cards. I .andings were pretty exciting, since the LZ is a new one and we were using ii for the first time in hot, thermal conditions. The Forest Service and the City of Albuquerque had cooperated with the Sandia Soaring Association to allow some clearing of vegetation in a fairly large open area. The terrain is somewhat uneven, but it is a usable landing area and we don't have to worry about anyone sticking a housing development on ii. We've got access through some normally locked gates, a small parking area, a path over to the breakdown area and a nice windsock. This culminated over five years of negotiations with the city and Forest Service, and it was the contest that really brought the whole thing to a conclusion. Overnight turnpoint film processing was provided by Fast I-Hour Photo, and was judged by Doug Knowhon. Generally, preliminary scores were available within an hour after the last pin was placed in the task map, and finalized scores were usually ready the next evening. Occasionally, backup film had to be callccl for, which slowed the process another day. It was surprising to see that some pilots simply forgot to take some of the required photos, but once they got hit with a penalty, their performance

improved markedly. Day Two had a weather forecast for overdevelopment in the afternoon, with southerly winds. A 47.4-milc task was called north to Santa J1e, with the movie sci from "Silvcrndo" near Galisteo as a turnpoint. The predicted thunderstorm activity showed up on schedule and prevented anyone from making the goal, although Jim Zeisct was only a mile short. Most of the field aehicvcd more than half the distance and nobody flew less than five miles, so the scoring system still awarded full validity and 1,000 points t.o the day's winner. By the third competition day, dry air had moved inlo the slate and no thunderstorms were expected. The soaring forecast was excellent, with lift expected to over 20,000 feet. As a resull, the meet directors brought out the secret wcapon----lhe FAA. Through negotiations with the Albuquerque Soaring Club and USHGA Dircctor-alLarge Glen Nicolet (who is a manager with Albuquerque's FAA Air Route Control Center) the FAA had agreed to let the contest use a high altitude block of airspace behind the mountain. J,ikc, up to 23,000 feet MSL. This is the first time the FAA and a US HOA event coordinated so closely with such favorable results, and it explains why the FAA was congratulating pilots f ordoing something that is normally illegal. The FAA Center kept the "PCA Box" open throughout the contest to advise air traffic that

there was hang gliding activity in the area, even though pilots ouly got lo those altitudes on a few days. The cooperation from the FAA was noth·· ing less than outstanding, with regular NOTAM's activated for different task areas each day. Albuquerque Center and the tower personnel at Albuquerque International deserve a big thank you from the pilots and organizers. We hope to be able to continue using the "PCA Box" in the future, once we learn what rules it will require for activation on a given day. The most interesting benefit is that it. makes PAI World Altitude Gain Records possible in the Albuquerque area. Needless to say, supple-· mental oxygen and warm clothing arc necessary if you're going to use that much air! The task on Day Three was a 70.3-mile straight line shot to Milagro, and apparently the task was too short! Out of 32 starters, 26 made the task, and the finish was another Indy 500 sprint. Tony Barton won the day with a time of I hour, 56 minutes and 23 seeonds, and Ncl son Howe was only two seconds behind. The top seven pilots crossed the finish line within 90 seconds! The goal line officials, Linda Crowley and Dale Dubber!, were in a panic, but their video camera saved the clay since they could replay the action and verify their wildly scribbled results. That evening at Players, pilots were in a pretty jubilant mood, and finding free oxygen refills was just icing on the cake. Tri-Gas Inc. had provided eight full bottles, and told us to give them a call if we needed more. Definitely a super gesture, and welcomed by everybody. There was a line at the tanks every night, and it was interesting to see that most of the compel itors had an oxygen system in their harness. Day Four's weather looked pretty similar to the day before, so a longer zig--zag task was called and the PCA Box was opened, since the top of the lift was forecast to be ovcr20,000 feet MS L again. Turnpoints at Moriarty and Galistco, with goal at Clines Corners meant a flight of nearly 87 miles, bul only a 45-milc retrieve along Interstate 40. Headwinds along one leg of !he course slowed the pilots down, but once again the finish was a drag race. Brad Koji won with a 4-hour, 24-minutc 56-sccond flight, four seconds ahead of Chris Arai. Jim Lee and Tony Barton finished 37 seconds latcr--a1 50 feet, 60 miles per hour, wingtip to wingtip. Even on instant. replay, we couldn't tell who was ahead, so they were scored as a tic. All IO pilots who made goal were only separated by 44 minutes. HANG GLJDINC

The top seven only had a 12-minute spread. This was getting interesting! Just to show who was boss, Mother Nature sent in a weird little trough the next day that put cloud base 2,000 foet below the top of the rnoun-tain and sent along 20 mile per hour downwind conditions. The clay was called off. Thursday still had a little taste of bad weather, but it began to improve. By noon it was looking much better and a task to Santa Fe was called. Low clouclbases to the north meant slow going, but "Hungry Joe" Szalai completed the 39.4-mile task with a time of 2 hours, 11 minutes and 46 seconds. To keep the racing tradition alive, Chris Arai was three seconds behind. Jerry "Zoardog" Braswell used some interest-· ing strategy, launching two hours after the start gate was opened, meaning he and the rest of the "Green Team" were silting around launch eating cheeseburgers while the clock was running. Zoarclog made goal, but more than two hours after Joe and Chris. A news reporter on top of Sandia made the comment that it was sort orlike seeing Al Unser Jr. just sitting in the pits at the Indianapolis 500 while the rest of the cars zipped around the track. He couldn't understand the strategy, but I 'm not so sure l do either. As a special attraction, G.W. Meadows took a local radio personality for a tandem ride. "Kaptain Krunch" is the traffic reporter for KZRR 94 Rock, and is an individual who evi-· dently had quite a marvelous time in the sixties. The two launched and soared for an hour, easily getting to 12,500 feet MSL while Krnnch (a.k.a. Don Schmitz) gave a live broadcast. He was even broadcastingduringthetakeoffrun! KZRR had given plenty of air play to the meet during the previous week, and that helped immensely in aHracting lots of spectators. We really made a positive impression on the city. Drier conditions returned on Friday for the sixth task, a I 03.5-·milereast along 1-40 to Santa Rosa. The forecast winds were supposed to be westerly, but out on course pilots were strug·· gling against a pretty stiff crosswind from the south. ltmade for slow progress, butthree pilots made goal. Tony Barton crossed first with a time of 4 hours, 51 minutes and l second. Mark "Gibbo" Gibson was next, but 21 minutes off Tony's pace. Brad Koji was a minute and a half back and most of the other competitors were strnng out along the highway within 20 miles of goal. It was fairly late by the time the last pilots had checked in at meet headquarters, some right

Aur;usr 1991

Glider setup area and the High Hmmce restaurant. Sandia Peak tramway in background. Photo by Matt Mocho.

at the deadline. The next morning the Task Committee recognized the problem with a south wind, and decided on a task north to Taos Airport, a 97 .6mile flight. Plenty of pilots got pretty nervous when they found that much of the route was over lots of unlandable mountain terrain, with lift more sparse than expected. Some chose to land when they could to avoid tough retrieves, so only four made goal. Only seven others flew over half the distance. Tony Barton absolutely smoked everybody else, making the flight in only 2 hours, 49 minutes! That was an average ground speed of nearly 35 mph, and he even beat the goal offi· cials! They were just driving in as Tony was preparing to land, having been caught in a traffic jam on the freeway, a problem Tony didn't have to deal with. Keith Lamb was the next to make goal, 52 minntes after Tony. Jim Lee arrived two minutes later, with Eric Hempstead nine minutes after him. Once again, it was a prelty late night for pilots and officials. Sunday the 23rd started out fairly windy on top of Sandia, and it just kept getting stronger. The wind dummies were preuy much parked at around l 2,000 feet MSL, much too low to try heading over the back of the mountain in that much wind. The rot or behind a4,000-foot mountain is pretty impressive, as Jim Lee pointed out. Official launch was put on hold as the winds got gustier, but two compel itors did get off. The last

one, Nick Kennedy, got turned as he cleared his wire crew, and nearly bit it, but pulled it off through luck, skill and the collective intake of breath by the spectators. He was doing some serious whooping as he hovered straight up. Arter seeing that, and figuring that the odds weren't great for getting a task off, much less launching everybody safely, launch was closed and everybody packed up. We got the truck back to pick up the gliders and headed down the mountain for a party, barbecue and awards ceremony. One of the major sponsors was more than just a little welcome at the awards ceremony. Get a bunch of pilots together at the end of a tough competition and it's Miller time. New Mexico Beverage and Miller Brewing had teamed up with advertising and plenty of free fluids. The task for the evening was to transfer the cans from one garbage can to the other after processing the contents. It was a serious con-test, but nobody was capable of keeping score, so we declared a 50-way tie. Jn the real contest, it was obvious that smoking on a few tasks didn't matter if you bombed on even one. Tony Barton turned in a great performance, winning three days, and Brad Koji won two. Jim Zciset and Joe Szalai won one day each, hut it was Keith Lamb on an Ultralite Products Axis 15 who took all the marbles. Keith was by far the most consistent pilot in the meet, never scoring fewer than 700

Place I 2 3 4

6 7 8 9 10 Chris Arai (third), Brad Koji Lamb (first). l'hoto by Mike

Gregg. points on a task, and averaging 880 points per day to finish wilh 6,180 points. Second was Brad Koji al 6, l 12 and third was Chris J\rai with 6,069. Mark Gibson (6,028) and.Jim Lcc(S,807) rounded oul the lop five. Second through firth place were on Wills Wing HP !\T's. Sixth place wenl to Tony Barton (5,683) on his UP TRX 160. Tony dropped a hunch of points on the first day because of problems with turnpoinL pho-logrnphy, hut was hot for the rest of the meet. In general, the pilots agreed it was one of the best contests ever, with good organization and great flying. Special thanks to the Sandia District Ranger's office, Cibola National For-est, U.S. Forest Service and the city of Albuquerque Open Space Division for Lhcir cxccp-tional assistance to the 199 l Sandia Classic. The sponsorships from 94 Rock, Miller Brew-Metro Mobile Cellular Phones, Smith's Foml & DrugCentcrs,Tri--Gas Inc., Dean Witter, Players Bar & Grill, High Finance Restaurant, Sandia Peak Tramway, Fast !--Hour Photo, Aquila Teel mo logics, Cruise Emporium Travel and Orrnte J,ccd Co. made running the meet much easier, and greatly enhanced the level of efficiency. Next year can only be heller! Ill !{you are interested in iettinJ? a "Sandia Clas .. si(" or Sandia Soarini Association T-Shirt, please send $13 .00 ]!/us $2.00/iir shi]!ping and handlini to: Sandia Classic, 69/3 Black Pini' NE, Albuquerque, NM 1!7109, Plrnsc include your pref'er('lu·c and shirt size. Only medium, large and extra large shirts are availahle. !'lease allow al /eastfour weeksjiJr delivery.

12 13 14 I 16 17

18 19 20 21 22 23 24 25 26 27 28 29 30 31 33 34

Pilot Keith Lamb BradKoji Chris Arai Mark Gibson Jim Lee Tony Barton Ri.ck Culbertson Bric Hempstead Joe Szalai Castle Nelson Howe Braswell Sharp Glen Volk fon Zeiset Reynolds UChytil Tim Ted Hill .Jeffrey Wolford Peter Swanson Scott K.urth Ted Hasenfus Davis Straub Bob Faris Dave Bobrowski Phillip Robert Nick Kennedy McMillan Kozak

UPAxis 15 WWHPAT WWHPAT WWHPAT WWHPAT UPTRX 160 WWHPAT WWHP2 Moyes WWHPAT Pc,il.Combat COUPTRX 160 UP TRX 160 PacAir K2 UPTRX 160 La Mouette C WWHPAT Foil Combat WWHPAT WWHPH UPTRX 160 PacAirK2 WWHPAT WW HPAT UP Axis 15 UP TRX 160 Sensor PacAirK2 Moyes XS Axis 15 PacAirK2 UP Axis 15 WWHPAT WWHPAT

Points 6179.57 611 l.98 6068;6] 6027.58 5806.98 5683.29 5296.23 5284.69 5011 70 4979.56 4953.49 4925.93 4693.42 4606.50 4577.99 4532.97 4331.52 4237.72 3953.43 3946.54 3924.43 3817.90 3763.21 3646.71 3371.42 3323.57 3.149.38 3058.23 3002.09 2876.97 2788>17 2531.34 2100.57 1998.96

Coming in the next lssue of Hang Gliding: "Breaking the PCA Barrier" by Glen Nicolet (and his anonymous helper). Read how the J 8,0()().. foot limit ("the box") wa& finally opened at the First Annual Sandia Classic competition held in Albuquerque, New Mexico. This article will outline all the steps taken: how coordination was accomplished between the local saHplane and hang gliding clubs; how they met and negotiated with the FAA controlling ammcies and the local control towers; and, how a letter of agreement was written for use of the PCA airspace. With this outline .it is hoped that it will be possible to make arrangements to fly in the PCA and make use of airspace otherwise limited by FAR 103 at other sites and competitions. Find out: how hang glider pilots were able to fly through a Control. Zone. Read mo.re about the pilots and the new altitudes they wm·e able to reach. What was the public's reaction, especially those who had never seen hang gl iclers in action before? Find out how a local radio cel~hrity, Kaptain Kmnch, flew tandem and broadcast live at the same time. During the entire week the weather was beautiful, the wuffos came prepared, the v.iew was spectacular, and the crowd was amazed. Read about all this and more i11 the next issue.

HANC Cr.rDJNC

HANG GLIDING 101

L1is article is designed for the pilot who is absolutely dialed into his or her glider, makes good landings, and has a moderately good understanding of thermaling. Taking your first cross-country flight can be one of the most gratifying experiences in your hang gliding career. The hardest part of taking your first jaunt away from the familiar confines of your nomial flying area is simply doing it. Once you've pulled off one cross-country flight, you'll be surprised that you were as worried about it as you were. But cross-country flying is usually far from relaxing, demanding the utmost concentration and total awareness of your physical surroundings.

PREPARATION The key to the most successful, lowest-stress cross-country flights is preparation. I used to think that I prepared well for cross-country flights, but my wife Jan and I just spent a couple of weeks rooming with Nelson Howe and his girlfriend Jane at the Sandia Classic in Albuquerque, and I have learned a whole new meaning of the word "prepared." Nelson is one of the country's top pilots and that didn't come about by accident. These past couple of weeks I've seen Nelson buy detailed maps of the area he intended to tly, and mark them with all kinds of pertinent information that he feels will assist him during his flight. He studies everything from road locations to ground elevations along his intended path. The whole point is that no matter how much flying you've done, the more preparation you do the better the chance your flight will turn out as hoped. Even AUGUST 1991

though Nelson has a vast background in successful cross-country flying he rereads his well-worn copy of Helmut Reichmann's Cross-Country Soaring, constantly updating his knowledge of cross-country techniques and comparing what happened to him on any given day with what the experts say. Of course Nelson is not the only pilot who prepares so extensively, but being around him during this meet inspired me to use him as an example. So let's get to the preparation for your first cross-country flight. First, let's study the tem1in you expect to be crossing. You should find a suitable map to fly with that will cover your intended path, with tenain features clearly defined. I have found that state road maps are generally not detailed enough, due to the large amount of space that must be covered on one piece of paper. Usually county maps or topographical maps are the best bet. Take your map and drive around the intended route, making note of available landing fields and any hidden obstacles you might miss from the air. You may also want to include on your map the location of distinct wind direction indicators you'll be flying over, such as flags and windsocks. Take this map and fold it so that only the areas you will (or could) be crossing are exposed. I suggest laminating it with clear plastic or putting a layer of duct tape around the edges. This is to give the map some rigidity so it won't flap around so much on your control frame. Become familiar with your map so you won't have to spend a lot of time in the air deciphering where you are relative to landmarks you've included on it.

There are a couple of suitable locations on the glider for attaching the map. My favorite is the basetube, and I locate it right in front of my face, making it easier to refer to it at a glance no matter what the attitude of the glider might be. Another suitable location is on the downtube at the corner fitting, so all that is required for a glance at the map is a tum of the head. It's a good idea to get plenty of sleep and stay away from alcohol the night before your planned venture into the cross-country world. You want to be as sharp as possible, so you can concentrate on a level that will inspire confidence as you tly along the course. Also, don't forget to refer to the appropriate aeronautical chart and make sure that you will be flying in an area that is legal for hang gliders. You will also need some in-flight method of detetmining wind direction on the ground as you approach a possible landing field. There are a couple acceptable methods (other than the methods listed in the May and June 1991 issues of this publication) that can be used with a high level of reliability. The first one is the smoke bombs that can be purchased at many hang gliding shops. These emit a bright orange smoke for 30 seconds which drifts with the wind and gives an excellent indication of wind direction on the ground. These bombs do get extremely hot when activated, so they should not be dropped into a very dry field. Something else to keep in mind about these smoke bombs is that they are not 100% reliable. I have had more than one turn out to be a dud. I suggest flying with two, just in case.

HANG GLIDING 101 WARNING: The Instructor General has determined that using the information contained in this article without the assistance of a USHGA-certified instructor can break or kill you. Seek professional help! There is another reliable wind direction indicator that can be made extremely inexpensively. You'll need two different colored pieces of streamer material which you should cut to about six feet long. Tape these together to fonn one 12-foot-long, twocolored wind streamer, one encl of which you tape to an eye bolt that has been placed through the top of a film canister (figure 1). After winding the streamer around the shaft of the eyebolt, insert the entire unit inside the film canister and tape it to the corner of your control bar. Be sure to remember which color is taped to the bolt. To check the wind direction, grab the exposed "eye" of the eyebolt, pull it from the film canister and let it fall earthward. The streamer will unroll from around the bolt, and when it touches the ground the "free" encl of the streamer will fall downwind. I suggest that you try this in your normal LZ before "field" testing it. Be sure not to use too big an eyebolt, and definitely do not drop it onto anyone or their glider. There's another method of clete1mining wind direction which I find completely unacceptable. This is dropping a rod from the sky with a point on one encl and a streamer on the other. You'll be surprised how hard it is to drop things where you plan to from a moving hang glider. You stand a good chance of killing someone using this device.

LET'S FLY Okay, you've got all your special crosscountry goodies attached to the glider, along with your vario and altimeter. Most pilots without special built-in senses need a vario to assist them in efficient thennaling, and an altimeter will greatly enhance your crosscountry flying ability. Now pick a clay and arrange for retrieval. Once in the air take a few thennals up to see how high the lift goes before heading out. There are two things you must keep in mind before making the decision to leave the flying area. First, make

sure that no matter how much sink you hit on the way, you'll be able Eye to make your first Bolt available landing field. If you're flying a mountain, make sure that you're at least the height of the mountain Film above it (figure 2). Canister The ideal situation when going over the back of a mountain is to be climbing in a thermal that is drifting over the back, while still maintaining a good angle to the top of the mountain so you can glide out to the front of the mountain if you decide not to go for it. Very often you will be several miles behind launch when you top out in the thermal, and thus be ahead of the game when it comes to beginning your cross-country flight. The angle above the mountain that I mentioned before should be about 45° (figure 2). This gives you a 1: l glide back out to the front. It's a good rule of thumb to fly by. The more experienced pilots at your mountain will probably drift over the back at a much lower angle. That's okay for them; they've got more experience and a higher-performing glider (hopefully). Anyway, just because someone else does it doesn't mean it's smart. GO FOR IT! Okay, there you are, plenty high and you've decided to go for it. The next decision is which way to go. Obviously landing fields will dictate your options. If there are plenty of landing fields in all directions then head directly downwind to optimize mileage. Obviously if only one direction is suitable, clue to the location of landing fields, then head in that direction. Once you've left the last source of lift

Streamer Material 6 ft.

6 ft.

One

Another

Rt1--C-o-1o_r_ __,

LJ~

Tape~

Figure 1 and have headed over the back, fly at the optimum speed for the type of air. There have been many articles written about speeds to fly and they're very informative, although to some of us they can also be very confusing. The best rule of thumb to follow is "speed up in sink and slow clown in lift." It's really very simple. If you're in sink, then you obviously want to get out of it. The best way to get out of sink fast is to fly fast. How fast? Well, that's a good question. I'm one of those "keep it simple" pilots, and have a method that works fine for me. I'm sure my method can be greatly improved upon, but my goal is to make it simple but still effective for you. First, I have two variables in the speed/ sink equation. Those variables are the vario needle and control bar position. Unfortunately you don't have any control over the vario needle, but you can dictate the position of the control bar. I figure that my usable range of motion on the control bar is from trim to around the waist. I match bar position to the vario from zero sink to pegged down. If the vario reads zero sink, and there has been plenty of lift along the course, I'll fly minimum sink, because I'm in 200-fpm lift (the glider sinks at about 200 fpm). If lift hasn't been abundant I'll circle in the zero HANG GLIDING

HANG GLIDING 101

45°~//J

1,000' over 1,000' Mountain

"Good Zone" / /

(,,~dZone" /

Wind 1,000-Foot Mountain Valley

Figure 2 sink and hope it turns into something more valuable. The more sink I run into the faster I fly. For example, if I'm in 500 fpm clown, then I'll fly with the bar slightly below my chest. If I'm in 800 clown I'll fly with the bar somewhere around the abdomen area, and so on (see figure 3). The idea is to hang around in lift and clear out of sink as soon as possible. Once you've obviously topped out in a thermal, the best idea is to head along the course. Many cross-country pilots make the mistake of hanging out at the top of a thermal, hoping to gain an extra 100 feet of altitude. Very often the pilot will end up losing more altitude than he gains by trying to work the inconsistent lift. While en route head for the area that's , most likely to produce the best thermals (as long as this area is in reasonable proximity to landable fields). When looking for the next source of lift follow a couple of rules. If you're more than half the distance between the clouds and the ground, fly the clouds. Go to clouds that appear to be building and stay away from clouds that appear to have completely matured and are dissipating. Very often you will find lots of lift as you approach and fly under clouds. It is very important to stay at least 500 feet below the bottom or the cloud. If the cloud seems to be corning AUGUST 1991

toward you fairly fast, no matter which way you turn, then you're getting close to its bottom. Once you've reached this point you should definitely fly out from under the cloud. If the cloud has a gray or black base don't get anywhere near this close to the bottom of it. If you're under one of those ominous-looking clouds and you're determined to climb out with it, then at least do so at the downwind edge. That way you have some chance of being able to avoid the cloud if you notice you're approaching its belly much faster than you had anticipated. My advice about flying around clouds is to leave plenty of margin of enor for things that you hadn't planned on. Many times clouds will "street," which means they will line up in a row, usually (but not always) parallel to the wind direction. Very often when this is the case you'll be able to fly in a straight line for quite a few miles, never losing altitude and without ever making a turn. This is refenecl to as dolphin flying. Generally you'll be !lying in a straight line, slowing clown in the lift and speeding up appropriately in the sink. My wife an I just flew 20 miles of a 47-mile tandem flight using this method.

PICKING YOUR LZ When should you start looking for a landing field? Begin looking for a landing field the moment you decide to leave your normal flying area. The whole flight should be spent evaluating possible LZ's. Of course, the higher you are the less time you have to devote to landing field evaluation, but regardless of how high you are you should always have a primary LZ in mind. If you get in a situation where you're called upon to think fast, the last thing you want to have to do is scan the entire area for desirable landing areas. How should you pick your landing field? Obviously, if there's only one available your decision is made. If there is more than one to choose from, then use a process of elimination. The first thing to consider is the size of the field. The larger the field the more margin for error you'll have in compensating for mistakes you may have made in your selection. The second consideration should be obstacles. If the largest field has power lines running through the center of it then it is only half as large as you initially thought. Another consideration is the slope of the LZ. If the field slopes downhill into the wind, then it is effectively much shorter than it first appeared. Fences, streams, buildings and livestock are all obstacles you must evaluate. The key here is to reach possible landing fields with gobs of altitude, so you have plenty of time to properly evaluate them. Remember that poles or posts are a reliable indicator of the presence of power lines or barbed wire, even if you can't see the wires. A good way to practice evaluating LZ's is to look at fields around your site while in the air. Detern1ine how you would land in them if they were the only ones available. After landing in your nonnal LZ visit these other fields on the ground, and see how good a job you did. Practice will improve your chances of a completely successful first cross-country flight. COMMUNICATION WITH YOUR RETRIEVAL CREW Once on the ground you still have to get home, or back to your car which may be parked at the flying site. Planning ahead can make this a breeze. The absolute best method of retrieval is to have your driver follow you while you're flying, keeping them informed 47

HANG GLIDING 101

200' 500' 1,000'

Bar Position 200 fpm Sink

200' 500' 1,000'

Bar Position 500 fpm Sink

200' 500'

1,000'

Bar Position 1,000 fpm Sink

Figure 3

by radio. The two best fonns of radio communication are two-meter (Ham) and business band (USHGA frequencies). If you can see your way to get licensed for Harn radio (including your driver), there is no better means of communication for hang gliding flight. If getting legal is a problem I suggest using the business band frequencies. (You may get a permit to use these through any USHGA Observer. The drawback to these frequencies is that there are only three available and they do get cluttered at times. There are more than 1600 frequencies available for two-meter.) CB's pretty much suck, and I wouldn't count on being able to use them. Don't forget to make backup plans with your driver prior to launching even if you have radios. If radios are not an option don't worry. A simple and reliable way to get retrieved is to have your driver wait by a predetermined telephone, or have a number where you can leave a message. Your driver can then check in periodically at that number for your messages. Answering machines that allow remote access to messages are also an excellent method of informing your retrieval crew about where you have landed. The largest drawback to these methods is that you will sometimes have to wait several hours after landing for your ride to arrive.

POST FLIGHT After you have landed be sure to carefully lift you gear over fences and, if possible, crawl under them yourself so as not to damage them. The best place to wait for your retrieval is on the shoulder of the road or at a public place. Unless they make the offer first, don't impose on landowners by asking for water or food, or to use their phone. Very often landowners are happy to see you, but don't bet on it. You are trespassing, and it's best not to take an attitude that could encl up in a conversation with the authorities, or looking at the receiving encl of a deadly weapon (which has happened quite a few times). No matter where you land, the best thing you can do is be humble. I hope you've learned something that may make your first or next cross-country flight more enjoyable and safe. If you have more questions about this subject ask your instructor or another experienced, responsible pilot. If all else fails, you are welcome to call me at Kitty Hawk Kites (the phone number is listed in the classifieds in this publication). One final note: This advice is designed for pilots who have little or no experience in cross-country flying. There are as many different methods of flying cross-country as there are egos in this sport. Use what works best for you and your area. Good luck! •

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

HANG GLIDING

by he Cnnyon National that evening, where J\my Fly-In, in Alamogordo, New J\scencio had I00+ visitors Mexico, was by any measure dining at his buffet. !\vents a grand success. More than were: enlivened by a video60 pilots attended, from all tape or Super·8 film from corners or the U.S., with skills the good ol' days. Pilots ranging from I fang l to World who' cl never seen a standard Class. Despite strong con di· Rogallo before were might· tions nearly everyone: who ily impressed with what the came got to fly; there were no pioneers in Nl:W Mexico serious injuries and few dam· hang gliding had managed. aged gliders. New site records Sunday was a repeat or were set, both from the moun .. Saturday in terms or condi .. tains (I miles to Vaughn, lions. Riker Davis, with the Eric Hempstead) and from help of Scott Trueblood, Q.J. tow al the airport ( 11 miles and others, started getting to Ramon, hy Dave Sharp). pilots off the launch at Dry The consisteney or the as early as possible. The Dry Canyon site impressed blowout began about I :'.lO. Bill Cox af Dry Canyon, Alamogordo, NM. Photo by Robin Hastings. the visitors. The people and Saturday's goal (race to the City of Alamogordo were Tularosa, I miles northvery supportive, as were its west) was achieved by a to the launch al Dry Canyon shortly after the number of people. S11nday's was and ouHtnd· Chamhcrof'Comrnercc and !he personnel of the U.S. Forest Service in the area. It was hard to and for the next five hours Q..J. Wilback, IO miles each way, and not one pilot find a discouraging word in fine wGslcrn iradi· son, Gen Cheney, Herb Fawn and Archie Helmer completed it (the ground winds were 15·2.'i tion the skies werG not cloudy all mph). Just setting clown in the turbulence was put peoplG off the ramp likeclockwork---or like day! F-14's from a carrier. hlr a while, a glider was considered a triumph, and a number of pilots The Fly .. [11 began on Saturday rnorning, launching every two minutes. Paraglidcrs took had to dig into their supply ofdowntubes by that May 25th, with a 9:00 J\M pilots mccling in the off too, at lt,ast in the early hours of the event. evening. new cight .. aere LZ that Alamogordo donated to Aftcrnoon winds reached 20·30 mph, and some Then, sucldcnly, like the previous day, the the Rio Grande Soaring Association. (Ronny pilots ehose to wait until evening; others took winds calmed al 7:00, and the glassoff started. Rardin, a local businessman, had cleared it or advantage or the lirt at the Alamogordo Airport The RGSJ\ was putting on a barbecue in the new brush, but winds and drought had been unkind L.Z, when against the sunset sky Tony Barton, under the direct ion or.Jeff I !uni, and it was rrom and the pilots quickly dubbed it "The there that Dave Sharp set out for Sierra Blanca Mitch MeJ\lecr and Nelson Howe put on a Dust bowl.") Dave Chureh nm the meeting and and eventually Ramon. J\s a result, he missed superb acrobatics display, landing and collecting their due in both applause and barbecued the meet for the next three days. Pilots headed the of the new I "a Paloma restaurant

/\uc;usT 199·1

Robin Hastings al the Dry Canyon National Fly-In. Photo by Nancy Hastings.

(Our thanks 10 brisket. !1 was quite Wes\, Debbie Brooks, Mary I land and Trueblood for putting on the harhcrnc!) Trophies were awarded, wilh local Parker f lobson winning 1hc rncc-10-goal for Sa1tmlay 's '.B-mim11c speed run (measured from lime of launch lo time al goal), Mario Watkins took second, and Jim Lcrsch ofTucson came in third, all on lhc basis of Salurday's results, Duration, spot landing and highest allitude trophies were also dis1rilmtcd hy Dave Clmrch, as well as "'door prizes," donated by (VMitts) and the US! 10/\ (thank you very much!), Monday was not only Memorial it was Open Day, and 1he day of the Driver's Contest (three points per retrieved pilot, one point for every IO miles flown,) !I was. like ,ill the Fly-111 days,, one or strong southwest winds and turlmlencc, The only injuries of the week oecurred this day: Bill Tolbert of Baltimore broke his arm on landing, and Tom Nelson or Denver cnl his lrnec on a rock while landing out The volunteer EMT's were right on lop of things, More fortunalc pilots found lift and flew north to Tularosa ( I miles), Three Rivers (30) and Cnrizow (50 miles) I hat day, But tile One was the new site record set by 1,:ric 1lcmpsleacl wilh his night to Vaughn, breaking the old record by over 40 miles, Mos\ pilots landed at the Dustbowl, 1ml there were still some driving in as others headed ou1 to sec White Sands by moonlight The rest of lhc week was dedicated to free

flying;

Canyon saw frcqucn1-flycr action, at the airport was very popular, Curl Clrahmn of Santa h: used his new rig to put pilot after pilol into the sky, Sailplanes, courtesy of' the White Sa11ds Soaring !\ssociation, were also an attraction, and a number of ragwi11g flyers got to sec what life is like in the glass ships, In turn, some sailplane pilols were trca1ed to tan dcm nights from low by Tony Bar1on in his and

Dream, Tony and Nelson I !owe exemplified the courtesy and helpfulness we like lo see in nat.ional compel it ors; they were World Class in every sense of the wonL There were also demo available from UPI, Pacific /\irwavc (via John Olst:n) and Enterprise Wings early in the week, Conditions remained windy and turbulent, and launching early was as the only sane way to fly; even then, care was needed when touching clown again, The i11i1ial 60+ pilots had gradually lhinncd to a dil:hard dozen or so by the week's end, but those who stayed were piling up lots of ai1,ime, Saturday, June l was lhe last contest day for the National Fly-ln, Ciusty conditions, however, still prevailed, and only 1wo pilots, Bill Cox and Bill Walsh, elected lo lau11cl1, Some towing was done at the airport as the winds calmed between storm fronts in the c,irly cvGning, and that was preHy much it for lhc day, The winds calmed a hit more on Sunday, and some of the faithful were able lo gel oil and go places (c,g,, lo Tularosa and Three Rivers), The Fly-In came to its end quietly, Farewells were said to friends old and new, and the last of the visitors drove off into the sunset (and other directions), If the friendships we rind i11 life arc any measure of success, then the 1991 National Fly-In was very succcssl'ul indeed, The most frequent comment heard from departing pilots was, 'Tl! he back!"

Harold Airington at thc> Alamogordo Airport. Sacramento Mountains in background. photo by Robin Hastings.

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Pilot Bob Schuue

Photo Bob Trampenau

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SEEDWINGS

41 Aero Camino, Goleta, CA 931 I 7 (805) 968-7070 • Fax (805) 968-0059

RATINGS SAFE PILOT AW ARDS ALEXANDER MACNUTT JEFF !GELMAN

LILIENTHAL AW ARDS BRONZE

JOEL GODIN ROBERT HURLEY CARMEN CAPPELLA RODGER HOYT CHARLES COLE TIMLOTINA CHARLIE BAKER SHANE LESNOW ROB KEHR HARRISON HORTON JARED HORTON SILVER

CARMEN CAPPELLA RODGER HOYT GOLD

STEVE ARNDT CARMEN CAPPELLA RODGER HOYT GEORGE REEVES DIAMOND

RODGER HOYT

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 KYTE, JOHN: Fall City, WA; J. Estrin/Air'O'Sports NELSON, GRANT: Olympia, WA; J. Reynolds/Capital City HG HANZEN, JON: Pendleton, OR; R. Spear/Chandelle MCBRIDE, BRIAN: Kent, WA; J. Estrin/Air 'O' Sports Region 2 INNES, DEBORAH: Daly City, CA; P. Sussman/Skyline Soaring WENDELN, JOSEPH: San Jose, CA; R. Palmon/Mission Soaring SIMPSON, MIKE: Avila Beach, CA; J. Hagemann MELEAN, ARTURO: San Leandro, CA; R. Palmon/Mission Soaring MILONO, MARCO: Fair Oaks, CA; K. Klinefelte1/0wens Valley Soaring HILL, JOHN: Fremont, CA; R. Palmon/Mission Soaring Center HITCHBORN, BILL: Bishop, CA; K. Klinefelter KINSEY, TED: Placerville, CA; G. Hamilton HANNICKEL, JOSEPH: Campbell, CA; P. Denevan/Mission Soaring KEHR, ROB: Weed, CA; D. Thomason/Silent Flight WILLIAMS, SCOTT: Clayton, CA; C. Bolfing

ICHIRYU, JilROSHI: Berkeley, CA; R. Spern/Chandelle Hang Gliding LAMAR, PHIL: San Jose, CA; P. Denevan/Mission Soaring Center WOHLSCHLEGEL,ROBERT: Mt. View, CA; P. Denevan/MissionSoaiing FISCHER, ROB: Alviso, CA; P. Denevan/Mission Soaring Center Region 3 ROBESON, STEVE: Irvine, CA; D. Skadal/Hang Flight Systems DE VILLEFRANCHE, MAXINE: Arleta, CA; G. Reeves/Windsports Int'! HESKETH, JON: Canyon Country, CA; G. Reeves/Windsports Int'! Region 4 BULLARD, DOUG: Ogden, UT; G. Pollock/Wasatch Wings EARLY, GORDON: Denver, CO; G. Greer NELSON, BRIAN: Hobbs, NM; D. Duecker/West TX Hg Assn TAYLOR, DAVID: Provo, UT; G. Pollock/Wasatch Wings Region 8 MAZE, CAMI: Cambridge, MA; G. Keoho/Kitty Hawk Kites EURE, DAVID: Cambridge, MA; J. Hannus/Aeolus Region 9 CHILLEMI, CHRIS: Cleveland, OH; C. Thoreson/Lookout Mtn FP PHILLIPS, JOHN: Grottoes, VA; G. Mick PIERCE, SUSAN: Vienna, VA; J. Middleton/Silver Wings VASIL, PATTI: Baltimore, MD; G. Keoho/Lookout Mtn FP DOWDLE, JOHN: Ft. Campbell, KY; C. Thoreson/Lookout Mtn FP COLLINS, JAY: Arlington, VA; G. Keoho/Kitty Hawk Kites ETTRIDGE, STEVEN: Washington, DC; G. Keoho/Kitty Hawk Kites MCRAE, DONALD: Chevy Chase, MD; J. Middleton/Silver Wings Region 10 SUMMERS, WILLIAM: Camp Lejune, NC; C. Thoreson/Lookout Mhl FP RANSOM, FARLEY: Durham, NC; R. Rojas/Lookout Mtn FP BELL, EDDIE: Chattanooga, TN; R. Jacob SOLDINI, JIM: Palm Bay, FL; G. Reeves/Windsports Int'! TANSEY, THOMAS: Ft. Lauderdale, FL; J. Tindle/Miami HG CARMICHAEL, JEAN: Mobile, AL; J. Reynolds/Lookout Mtn FP VILA, MICHAEL: Miami, FL; C. Thoreson/Lookout Mtn FP EREDDIA, MATT: Marietta, GA; B. Chalmers/Lookout Mtn FP SHEPARD, JODY: Rome, GA; J. Reynolds/Lookout Mtn FP SHANDS, TIMOTHY: Marietta, GA; J. Reynolds/Lookout Mtn FP JOHNSON, KELLY: Lookout Mtn, GA; C. Thoreson/Lookout Mtn FP PEARSON, CRAIG: Kernersville, NC; R. Coxon/Kitty Hawk Kites HOLMES, STEVE: Smyrna, TN; C. Thoreson/Lookout Mtn FP AUSTIN, NEAL: Lynn Haven, FL; R. Coxon/Kitty Hawk Kites Region 11 ADLER, GREGORY: Ft. Worth, TX; D. Broyles/Kite Enterprises Region 12 SAINI, SHARAD: Paramus, NJ; C. Thoreson/Lookout Mtn FP CLARK, SCOTT: Pomona, NY; B. Umstattd/Mountain Wings VAN DEN DORPEL, JAN: New York, NY; B. Umstattd/Mountain Wings LESMEISTER, CORY: APO, NY; G. Elhart/Nova Air GANBON, NICHOLAS: Romulus, NY; B. Chalmers/Lookout Mtn FP WIEBE, TOM: Douglaston, NY; B. Umstattd/Mountain Wings HANS, KEITH: APO, NY; G. Elhart/Nova Air HANG GLIDING

RATINGS NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 KYTE, JOHN: Fall City, WA; J. Estrin/Air'O'Sports NELSON, GRANT: Olympia, WA; J. Reynolds/Capital City HG MCBRIDE, BRIAN: Kent, WA; J. Estrin/Air 'O' Sports Region 2 SIMPSON, MIKE: Avila Beach, CA; J. Hagemann STEWART, ARIC: Petaluma, CA; R. Patterson/Berkeley HGC COTTINGHAM, JOHN: San Jose, CA; R. Palmon/Mission Soaring Center MOTLOCH, WALLY: Menlo Park, CA; R. Palmon/Mission Soating Center DEWEY, STEVEN: Dunsmuir, CA; D. Thomason/Silent Flight KEHR, ROB: Weed, CA; D. Thomason/Silent Flight WELLS, AARON: Los Altos Hills, CA; R. Patterson/Berkeley HGC REYNOLDS, JOHN: San Francisco, CA; A. Whitehill/Chandelle TAYLOR, JEFF: Los Osos, CA; D. Taylor JACKSON, BRANDON: El Cenito, CA; R. Patterson/Berkeley HGC Region 3 BAKER, CHARLIE: Hermosa Beach, CA; P. Burns/Windgypsy RAGGIO, BILL: Del Mar, CA; W. Henry/Toney FP HELLKVIST, MARCUS: Santa Monica, CA; M. Spinelli/True Flight HOFFMAN, DEBBIE: Laguna Niguel, CA; R. McKenzie/High Adventure HESKETH, JON: Canyon Country, CA; G. Reeves/Windsports Int'! Region 4 CARBONETTI, DAVID: Almont, CO; C. Baughman/Vulture Gliders TAYLOR, DAVID: Provo, UT; G. Pollock/Wasatch Wings Region 6 KREISZ, KURT: St. Louis, MO; L. Haney/Sail Wings HORTON, HARRISON: Heber Springs, AR; L Haney/Sail Wings HORTON, JARED: Heber Springs, AR; L. Haney/Sail Wings WAY, MICHAEL: Yukon, OK; M. White/Sonny Whites's HG LAMB, TERRY: Lone Jack, MO; G. Bitikofer JOHNSON, CURTIS: Springfield, MO; B. Bryden LARSEN, CHRIS: Rolla, MO; L. Haney/Sail Wings Region 7 LESNOW, SHANE: Hazel Park, MI; N. Lesnow/Pro Hang Gliders PINKOWSKI, BOB: Baroda, MI; A. Mantas/Spectrum Region 9 SCHULTZ, CHRIS: Lexington, KY; B. Chalmers/Lookout Mtn FP SHERMAN, SETH: Bowling Green, KY; P. Voight/Fly High HG PIERCE, KELVIN: Vienna, VA; E. Logan/Penn-Aerie KELLEY, PAUL: Annapolis, MD; E. Logan/Penn-Aerie

LEDBETTER, SCOTT: Miami, FL; J. Tindle/Miami HG GULDI, JAMES: Port Orange, FL; R. Patterson/Cloudbase HG ABBRUZZESE, ANTHONY: N. Palm Beach, FL; J. Tindle/Miami HG PETREE, BRIAN: Nashville, TN; C. Thoreson/Lookout Mtn FP SHANDS, TIMOTHY: Marietta, GA; J. Reynolds/Lookout Mtn FP Region 12 FLESHER, SCOTT: Mountain Lakes, NJ; B. Umstattd/Mountain Wings ANDERSON, TOM: Brooklyn, NY; B. Umstattd/Mountain Wings BATZER, ANDREAS: Cedar Grove, NY; B. Umstattd/Mountain Wings BAUER, KATHARINA: New York, NY; B. Umstattd/Mountain Wings KIRSCHBAUM, BERNHARD: NY, NY; B. Umstattd/Mountain Wings

INTERMEDIATE RA TINGS PILOT: City, State; Instructor/School Region 1 STEVENSON, MIKE: Medford, OR; D. Thomason/Silent Flight Region 2 RUMBLE, RICHARD: S. Lake Tahoe, CA; R. Leonat·d/Adventure Spmts COOPER, DON: San Jose, CA; R. Reed/Wings of Rogallo EDDY, ROBERT: San Jose, CA; G. Pierson/Wings of Rogallo AFKHAMI, KHOSRO: Sacramento, CA; M. Lake STALLINGS, DENNIS: Sacramento, CA; M. Lake HERMANN, MA TT: Salinas, CA; H. Arna! Region 3 BOGGIO, CHAD: Sylmar, CA; J. Greblo/Windsports Int'! URBINA, PEDRO: Santa Paula, CA; T. Boyse/Windsports Int'! YALE, THOMAS: Torrance, CA; D. Engel/Southland HG HOWELLS, KEN: San Bernardino, CA; R. McKenzie/High Adventure Region 4 SKYWALKER, RANDY: Phoenix, AZ; S. Aycock PULICE, JOSEPH: Phoenix, AZ; S. Aycock Region S DAVIS, JOHN: Butte, MT; J. Bowman/Eagle Air Region 7 ELLING, JOHN: Madison, WI; B. Kushner/Raven Sky Sports Region 10 MORSE, JON: Nags Head, NC; R. Coxon/Kitty Hawk Kites Region 12 GOODSPEED, KEVIN: Millbrook, NY; G. Black JONES, STEVE: New York, NY; P. Voight/Fly High HG HURLEY, ROBERT: Oakland, NJ; G. Black/Mountain Wings LAROCHE, TODD: New York, NY; G. Black/Mountain Wings

Region 10 SUMMERS, WILLIAM: Camp Lejune, NC; C. Thoreson/Lookout Mtn FP BELL, EDDIE: Chattanooga, TN; R. Jacob ELFERS, WALTER: Lauderhill, FL; J. Tindle/Miami HG AUGUST 1991

lrtJoytbe OtHS C••1#116 benefits of

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RATINGS PILOT: City, State; Instructor/School

Region 5 NIELD, JOHANN: Dayton, WY; J. Bowman/Eagle Air Sports JIMMERSON, MICK: Lewistown, MT; J. Bowman/Eagle Air

Region 1 WANLIN, DONALD: Bellingham, WA; T. Johns

Region 6 CLINE, RAY: Russellville, AR; D. Dunning

Region 2 ELSTE, PA TRICIA: San Francisco, CA; R. Travali MARLOW, JOHN: Menlo Park, CA; E. Schrader BIANCHI, JON: Los Gatos, CA; P. Denevan/Mission Soaring MATHISON, TIMOTHY: San Francisco, CA; K. Dearborn MARLOW, JOHN: Menlo Park, CA; E. Shrader KURPANEK, DIETMAR: San Jose, CA; D. Yount/Mission Soaring

Region 9 BROWN, DAVID: Reading, PA; G. Mick

Region 3 MALLETT, DENNY: Brea, CA; D. Skadal/Hang Flight Systems MINER, DANIEL: Lemon Grove, CA; M. Fleming/Torrey Flight Park GALL, CINDY: Santa Ana, CA; D. Skadal/Hang Flight Systems HORVATH, RICHARD: San Bemru-dino, CA; D. Skadal/Hang Flight Sys KURTH, TREVOR: San Luis Obispo, CA; W. Henry/Torrey FP

Region 12 MAKRINOS, STEPHEN: Brooklyn, NY; T. Aguero/Thermal Up

ADV AN CED RA TINGS

Region 4 WHITMORE, JOEL: Litchfield Park, AZ; W. Henry/TmTey Flight Park

Region 11 MITCHELL, CONNIE: Spring, TX; S. Aycock/Arizona Airwave HAFNER, STEVE: Austin, TX; J. Hunt/Red River Aircraft LADNER, TIMOTHY: Houston, TX; M. Asher/Southland HG

FOREIGN RA TINGS BEG: BRYAN, PA UL: Mississaugua, Ont, Canada; G. Keoho/Kitty Hawk BEG: ASEILI, MUSTAFA: Amman, Jordan; J. Estrin/Air 'O' Sports BEG: LAVIN,PABLO: Mexico;K. DeRussy/HangGlidingEmporium BEG: PIKE, STUART: Gaspe, Quebec, Canada; G. Keoho/Kiny Hawk

The Hall Airspeed Indicator

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

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

Airspeed Indicator with Long Bracket

Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1 /8" control bar. Wheels - $20.00/pair.

COCCOONS, PODS, PARACHUTES, etc. • Flat Circular Solid Gore Construction • Vent Cap Covering Apex Hole • 1/2" Tublar Nylon Reinforcement At Apex • All Seams Reinforced With Type III Webbing • V-Tabs At Each Line Attachment • Type XVIII Bridle FAX (714) 972-1430 • Parachute Safety Lock System • Continuous Webbing Sewn With Five Cord Thread • Each Harness Custom Sized • Safety Back Strap • Adjustable Padded Leg Straps • Two-Week Delivery • Custom Options • Your Choice Of Colors

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Airspeed Indicator ............. $23.50 Long Bracket .. ......... . ....... $7 .00 Foreign & C.O.D. orders add $2.00

Control Bar Protectors

Hall Brothers P.O. Box 1010-H, Morgan, UT 84050 MasterCard i Visa I C.O.D. Phone Orders (801) 829-3232 FAX (801) 829-6349

SEQUATCHIE VALLEY BLUFF LOTS

Across from Henson's launch $15,000 H & H Properties RT 2 Box 68 Dunlap, Tennessee 37327 (615) 949-3396 55

ACCIDENT REPORTS compiled by Doug Hildreth Lynn Smith Pilot: Age: 37 Novice Rating: Experience: 70 flights, 11 mountain flights Pacific Winclcraft Vision Glider: Date: 5/17/91 Location: Lookout Mountain, GA Injuries: Head, chest, face, mm, multiple Failure to or improper hook-in. Event: Comment: After two prior flights that clay, the pilot returned for his 12th flight at this site. Winds were light. The pilot hooked in and did a hang check. The straps were not straight, so he unhooked, straightened them and rehookecl. Reportedly at least three different hang checks were clone, with at least one unhook. The pilot launched, popped the nose slightly, clove to recover, and about halfway through the pullout, after about 10 seconds of flight, the pilot fell from the glider. Fall was over 100 feet. He was killed on impact, with major head, face

and chest injuries. The carabiner was intact and functional. The gate was not locked. Both hang straps on the glider were n01rnal. The reporters suggest the pilot either: I) unhooked to satisfy himself that the harness was adjusted conectly and failed to hook back in and get a final hang check; 2) hooked into something other than the hang straps, which broke during the pullout after initially holding during hang check and launch; 3) hooked into the hang strap, but with the open carabiner hooked on the strap rather than through it. The hang check is very very important. If your sequence is broken for any reason be very weary, start all over again and check everything. Check the leg straps. Check to be sure you are hanging the correct distance above the basetube. Make sure it feels right. Step through and look at the hook-in and straps. Lift the glider just before launch to feel the straps come tight. This is the first fatality of 1991. It is interesting that it's a failure to hook in, since we've ranted about it so much lately. We even reported a non-fatal accident last month and a European death of an American pilot earlier

this year. There are at least a couple of devices available to warn us if we're not hooked in. Ask someone else to look. Say "Hooked In" in a loud voice right before you say "Clear." It will remind you, but more importantly, it will cause others to look and be sure you are conect. Event: Advanced pilot drove to the site, parked his newly reconditioned van and unloaded his glider. He then noted that his van was rolling over the edge of the parking area and clown the steep embankment behind launch. After 150 yards and several rollovers, the vehicle disappeared into the trees. It was found wrapped around a tree, totally destroyed. Comment: In January 1989 we described an identical event where both vehicle and gliders rolled clown the hill and were destroyed. Although we deal primarily with the flying aspects of the sport, These "amusing anecdotes" can serve to remind us that haste, distraction and carelessness will catch up with us and cause personal agony, whether in our car or glider.•

LEARN TO FLY THE RIGHT WAY!

HANG GLIDING FLYING SKILLS by Dennis Pagen ... HAS HELPED TENS OF THOUSANDS OF PILOTS REALIZE THEIR DREAM OF FLIGHT FOR OVER 15 YEARS. • USHGA officially approved training manual.

• The only training manual written by a certified instructor . • 12 large chapters detailing every phase of beginning to intermediate flight. .used in most us hang gliding schools. • Translated in six languages. • The most complete book available emphasizing safety and effective training. DON'T LEA VE THE GROUND WITHOUT THE KNOWLEDGE AND EXPERT TECHNIQUES FOUND IN HANG GLIDING FL YING SKILLS

BE SURE TO CHECK OUT THESE OTHER BOOKS BY DENNIS PAGEN: • FLYING CONDITIONS-A complete guide to sport aviation weather-$6.95 eHANG GLIDING FLYING TECHNIQUES-Detailed information for intermediate to advanced pi lots-$6.95 ePARAGLIDING FLIGHT-Learn to fly from ground zero to thermal flying-$19.95 • POWERED ULTRALIGHT FLYING-A complete guide to the sport-$11.95 • POWERED ULT. TRAIN! NG COURSE-20 ground schools and lessons-$9.95 56

* *DEALER INQUIRIES INVITED**

1-;;~;~;c;;-R~;,~.;;;----SPORT AVIATION PUBLICATIONS P.O. Box 101 MINGOVILLE, PA 16856 Please rush me the books listed below: QUANTITY =- Flying Conditions ......... $6.95 ::_ Hang Gliding Flying Skills .. $9.95 ~- Hang Gliding Techniques ... $6.95 - Powered Ultralight Flying .. $11.95 ::_ Powered UL Training Course $9.95 =- Paragliding Flight ........ $19.95 Save 10% order two or more books! Save-First five books for only 38.95! Total amount for all books$ _ _ __ Postage and Handling $1.95 Overseas airmail if desired ($6.00/book) TOTAL ENCLOSED SEND TO (Please Print) NAME ADDRESS CITY,STATE_ _ _ _ _ _ _ __ COUNTRY/ZIP

HANG GLIDING

CLASSIFIEDS ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes. ruined bushings, bent bolt::. {especially the heart bolt). re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on Rogal las, 'mils badly torn or tom loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill le\'el or rating. New pilots should seek professional instruction from a USHGA-certif1etl school.

DREAi\l 165 ~ Great conditon, wheels, harness, helmet, spare tubes. $800 (703) 370-0643.

PACIFIC AIR WA VE- Full cocoon harness, BRS system, 220 gore chute. S500 OBO (708) 578-1818.

DREA;'vl :?:05 - Beautiful custom colors, 10 hours airtime. UP cocoon harness. ESS parachute, Bell helmet, Litek vario, all excellent condition. 52000 OBO (602) 470-0969.

PRO STAR 130 - New 1100-165 lb. weight range) S795. Litek vario SIOO. Emergency parachute S 150. (505) 6627840.

DREA;\·I 220 - Excellent condition, rainbow pattern, 2 hours flying time. S 1.300 Fred Hammond, PO Box 233, Cannichael CA 95608.

PRO AIR 140-DSAF, new conditinn, sharp custom colors. S900 OBO (714) 535-5600 clays, (714) 535-1447 eves. (So. Cal.)

DREAi\l 220 - Almost new, immaculate shape. $1,650 OBO (702) 3.)5- 0612.

RA VEN 209- Reel/black/yellow/white. Very good contlition-always garagcd/transprnted in PVC tube. Kevin. (619) 9-14-1396 eves, (619) 534-5044 days.

ROGALLOS ATLAS 16-ivledium knee harness with chute, good cone.Iition, beginner's package S 1,000 (718) 871-2061.

HP AT 158 - Immaculate. 15 hours. S2,600 or best offer. (209)-131-9698. HP I -

ATTACK DUCK 160-Excellentconclition. S900 (703) 533-1965.

RA VEN 229 3886.

Low ai11ime, great shape $650. (305) 251-

1985, excellent shape, low airtime, very tight. S650

080 1303) 925-4409.

SENSOR 180 A/B 9665 Learn to tow.

Excellent condition, S900 (209) 368-

ATTACK DUCK 180 - Excellent condition, less than 50 hours, new speedbar. Blue Spectrum, white cocoon harness included S600 (805) .)97-2080.

HP 1-1/2 - S-lOO Cheap' Buy it! Take it away! Red/gold/ white, excellent performance but Yow, is it ever hard Lo sell these old high pe1fonnancc gliders' Mike (619) 576-2098 (San Diego).

SENSOR 5!0-A 180-Non-VG, like new, under 12 hours, original owner S800. Can ship. call (714) 338-3206 eves .. (714) 799-3389 weekdays.

AXJS 15- 1989 Full race, eighty hours, excellent condition (412) 898-3219 tPAJ.

I JP II- \Vorld team glider. great performance at a low price. S800 Vision MK IV 17 $1,200 Paul (714) 676-4425.

SENSOR 510-B VG - 1988 S800. Kevlar full face helmet, $275. tv1otorola Fi'v1 radios, inquire. (214) 625-5821.

AXIS 15 - Red & white. full race, good condition, extras. Call Andy, <lays (602) 773-4316 Sl,180.

HP II - Full race, llys great, all white. A steal at $600. WW Z-1 harne", for 6'-6'3" pilot S200 (805) 496-1705.

SENSOR 510-E- Full race. $2,500. Ball vario, model 652 $350 (907) 694-4032.

AXIS 15-1990 - Excellent condition, 7 hours. all options. Sl,700 must sell (805) 962-2942.

LIGHT DREAM 165-Blue and gold, excellent condition with harness SI,500 OBO (415) 325-6273

SOUTHERN CALIFORNIA USED GLIDER RI<'.FERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 450-1894 OR (619) 450-9008.

AXIS 15 - Custom sail cut, low hours. excellent shape SI,800 (602J 749-0381.

MAGIC III 166 VG - \Vhite/rainbow, extras, very good condition $800 OBO. Bal[ vario 651, excellent $325. Ball 620H S 150. Aircraft altimeter $75 or both with quick mount S200. (503) 777-3452.

AXIS 15 - Good condition, tuned for handling, 60 hours, several custom options S 1,400 OBO-Steve (407) 863-7013. BRAND NEW - 1991 165 Spectrum Plus. Includes 2 extra faired downtubcs, safety wheels, parts kit, owners manual, W.W. hat, tax and shipping tube-Only $3,305. Save $478.85 The Hang Gliding Connection (916) 241-6974. COMET 135 -

Good condition S675 (703) 533-1965

COMET C-1 185 - Very good condition. Exira base & downtubes. Call Ron (719) 687-1280 COMET III 185 - Custom, new $2000. Comet I I 85, good condition $500. Oly 180, fair, S300 (714) 674-1211. COilU:T III 185 - 1990, 45 hours, excellent. Purple, purple, pink, magenta UP logo, SI ,950. WILLS FLY-LITE cocoon, black, 45 hours, clean, $210. Roberts VARIO/ AL TIMET~:R, new modifications, S200. Rob (303 J 7285214 Telluride.

MAGIC IV 133 - Low airtime, super condition, speedbar, $1,200 (206) 586-7021. MAGIC IV 177 - Blue/gold, good condition $875 OBO, Marina 1408) 384-2266. MAGIC KISS - <10 hours, bulleu sail cloth. $2,300 OBO. Dream 165, <25 hours, good condition, S800 Gene (503) 779-3409. MK IV 19 - Extra clean, king.post hang point, 5 hours airtime S 1,700. (904) 973-6481. MOYES MEGA 172 - Very good condition, red & white, wheels, harness, helmet. $400. 30 hp trike, 3 blade Ultraprop $250. (616) 723-8925 Manistee, MI. MOYES METEOR 190- Red/white, good condition $500, new wires and bag (503) 343-2650.

COMET 185 - Good condition $350. Condor 224, good condition S200. must sell-Tim (eves) (608) 269-4569.

MOYES MISSILE 170- Double surface, very good condition, will trade for Dream 165. Offer (602) 887-0623.

COivlET 185 - Good condition, complete spare airframe included, $.)50 Kent (512) 369-2814 (days).

il!OYES XS 155 - Good condition, low hours, 52,000 Airwave MK IV S600 (808) 874-0322.

DEMON 175 - Good condition $425 Red/Yellow (205) 726-5493 Mike

MOYES XS 155 - Excellent condition, beautiful sail, S2,-lOO 16I6J 465-5859.

DREAM 165 -Great shape, S800 takes' (916) 929-7374 Sacramento CA.

NEW GLIDERS - Best prices' Pacific Airwavc, \Vills \Ving, Seedwing~. Delta. Silver Wings (703) 533-3244.

SPORT 150 - Full race, great condition. flies very well, shipping included. S 1,500. (818) 309-4355. SPORT 167 EURO - Blue/gold/white, 109 hours. Goo<l condition- always garaged/transported in PVC tube. Recent sail work at WW, sail-off airframe inspection. SI, 100. OBO High Energy cocoon harness with High Energy 22-gore parachute {re-packed in February), ballast container/lots of extra storage. S700. OBO Kevin, (619) 9-14-1396 eves., (619) 534-5044 days. SPORT I 67 EURO-Excellent condition, 30 hours airtime, white, orange LE. SI,400 OBO, IRA (213) 690-0535. STJU:AK 130 -

Excellent shape, $200 (916) 446-1629.

UP COMET Cl 165-Custom blue and yellow sail, $400. UP Gemini 185, light blue, good condition, $800. Seagull !OM, blue and white, make offer. Jack (415) 728-0938. VISION MK IV 17-Low hours, low U.V., red LE., gold undersurface, very clean, (209) 334-5572. VISION MK IV 17 1965.

Good condition, S 1,500 (703) 533-

VISION 18- Good condition, S900 (703) 533-1965. VISION MK IV 19 - Excellent shape, 20 hours. 3DCG, S 1,250. PacAir cocoon harness, 6'3"-6'4", S 190 (703 J 3443372. VISION MK IV-GREAT DEAL! (619) 450-9008.

OLYMPUS 180 - Excellent condition, oldie but goodie, S275 (916) 743-7541. AUGUST 1991

CLASSIFIEDS COLORADO HANG GLIDING (303) 278-9566 24 hours Region !V's oldest, largest, full time shop. Never used chlllcs (all sizes) .... $265 D.O.T. helmets (colors!) .......... $50-$129 NAS vario/Alt (intro price) ...... $388 Used hamesses ......................... $75-$300 Steel biners (2 min.) ................. $14.80 Varios (demo's, all brands) ...... $75-$500 100% guarantee all equipment. MCNISA/AMEX/DISCOVER ACCEPTED Vision 16 .................................. Olm ....... $1,200 Magic Kiss ............................... <5 hrs .... $2,575 Vision MK IV 19 ..................... <4 hrs .... Sl,800 Lt. Mystic 166 .......................... <40 hrs .. S l ,300 Lt. Dream l 85, 205 .................................. $800 ca. Mystic 177 VG ......................... <l2hrs ... $l,IOO Harrier I 147 ............................. <18 hrs .. $800 Raven 229 ................................. <28 hrs .. $750 Comet II 165, 185 .................................... $500 ea. Phoenix 6D ............................... <15 hrs .. $485 Seagull 140,170 ...................................... $350ea. l00% guarantee on all equipment, inspected and shipped anywhere. Colorado Hang Gliding (303) 278-9566 24 hrs. THE HANG GLIDING CENTER Axis 15 FR '89 ............... good shape .Sl200 OBO Magic Formula, .............. in stock ...... New Magic Kl 145 ..................................... New Magic Kiss, .................... like new ..... $1,800 167 Sport AT ...................................... $2,700 HP AT, ........................... in stock ...... New Magic III 166, ................ great glider. $900 Magic IV ........................ good shape .$800 OBO Vision MK IV, ............... in stock ...... New Vision MK IV 17/19, used ................. $1,200 Equalizers, used s/m ........................... $425 4206-K Sorrento Valley Blvd., San Diego, CA 92 l 2 l. We have instruments and parachutes in stock. (619) 450-9008. *Special travel incentives on some glider purchases.

GOLDEN WINGS l 103 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) (Exe. cond.) .. $1,800 Several Sport 167 ..................... $1800-$2,200 HP AT, Demo ........................... $2,800 Many other good used gliders .. $450 -$1,000 For your new and used equipment, call and come to TORREY FLIGHT PARK, your center for the Best in the West, training and flying in California.

6-165 Dreams ...... used to new ......... From $750 2-180 Ducks ......... used ..................... $400 & $800 I-HP I l/2 ............ uscd ...................... $800 1-160 XL .............. Demo/as new ....... $1,700 3-Mystic 177 ........ used ...................... $1,500-$2, 100 I-Raven 209 ......... oldie but goodie ... $300 I-Mystic 188 ........ new ....................... $1,900 I-Dream 240 ........ Primo Demo ......... $2,500 l-185 Comet Ill ... Demo ................... $2,200 I-Axis 13 ............. Demo ................... $2,200 2-Mystic 144 ........ Demo ................... $ l,900-$2,500 I-Dream 145 ........ New ...................... $2,640 I-Dream 165 ........ New ...................... $2,640 1-155 Looper Mystic Full Race built for John Heiney ..... new .............. $2,900

WINDSPORTS SOARING CENTER 16145 Victory Blvd, Van Nuys CA 91406 (818) 988-0l ll Super Sports ............................. New in stock Spectrums ................................. New in stock Vision MK IV 17's ................... New in stock HP AT 145 ............................... $2,700 K-2 145 ..................................... $3,200 2 Sport l 67 Euros ..................... $2,000-$1,800 5 Dream 185 's .......................... S l ,OOO-S2, I 00 GTR \VB 151 & 162 ................ $1,000 each EMERGENCY PARACHUTES ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Parachutes, bridles, inspected and replaced. Airtime of S.F., 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. NEVER USED CHUTES! - 100% satisfaction guaranteed. $265 each. All sizes, new bridle, deployment bag, repacked/ inspected. (303) 278- 9566. BRAND NEW -

22 Gore, H.E. $295 (714) 654-8559.

THE TAIL DRAGON - All flying contraptions boughtsold-serviced. SECOND CHANTZ RECOVERY SYSTEM DEALER (916) 542-3833. PARAGLIDERS

PARAGLIDERS I-ITV Meteor 97 .. New-w/reserve-jumpsuit.. ... $2,900 2-Corvette 25 ....... used ...................... $2,200 1-Con,ette 25 ....... New ...................... $2,721 1-Corve!le 22 ....... Demo ................... $1,950 1-27 Edel Aero ..... Good Unit ............ $1,250 I-Mustang 22 ....... Brand New List $2,644 let go special $2,300 2-Brand New Edel Parasails with 300' towline, etc. List $1,700-Special each $ l, l 00 Ton-ey is open seven days a week for training and sales and service. FAX (619) 452-3203 or call (619) 452-3202

CORRADO 12 - Great condition, less than one year old. Pilot weight range 60-90 kg. (132-198 lbs.). $1,500 includes trim risers and bag/pack. (818) 841-9239 ITV METEOR 97 - Blue and pink, special seat and bag. $1,400 Jack (415) 728-0938. PARAGLIDING IN PARADISE - Alpine paragliding in Crested Butte, CO, 24 flying sites. LZ@ 9,000+ MSL I No Wimps!, Videos $32.50, shipping included. Peak Performance Paragliders, P.O. Box 213, Crested Butte, CO 81224, Steve (303) 349-596 l, Rusty (303) 349- 6384.

,--------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum. Boldface or caps $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $25 per column inch. (phone numbers-2 words, P.O. Box-1 word) photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. No cancellations and no refunds will be allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. $2.00 credit card charge. Please enter my classified ad as follows:

Number of Months: _ _ _ __ Section (please circle) Towing Rogallos Schools and Dealers Emergency Chutes Ultralights Rigid Wings Parts & Accessories Publications & Organizations Business & Employment Miscellaneous Paragliders Begin with 19_ _ issue and run for consecutive issue(s). My check 0, money order 0, is enclosed in the amount of

$_ _ _ _ __ NAME:_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ ADDRESS:. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~

PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Number of words: Number of words:

@ .50 = _ _ _ _ __ @ 1.00 =

USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

L--------------------------------------~ 58

HANG GLIDING

CLASSIFIEDS

WILLS, UP'S, ETC - S795 + up. Instruction, equipment, southern California and European tours (714) 654-8559. ULTRALIGHTS LIQUID TRIKE- 52 HP, low time, three blade adjustable prop., much more, 52,200. Two wings-sleeved, wired, trailing edged. 160 Streak, 200 Duck, good condition, S500 each. (414) 697-0862. PARAPLANE- (Powered parachutes) Solo after one hour instructioo. Free brochure. Orlando (407) 351-4510. WANTED WANTED-Fledge III or III E.T., consider trike (414) 6970862. CASH PAID- We buy used equipment. Paid immediately. (303) 278- 9566. WANTED- Used hang gliding equipment. Gliders. instruments. harnesses and parachutes. Airtime of San francisco, 3620 Wawona, San Francisco, CA 94116. (415 J SK Y-1177. SCHOOLS AND DEALERS ALABAMA

Liv1FP ~ Two hours from Birmingham (see our ad under Tennessee.) (404) 398-3541. ALASKA ADVENTUREWINGS-Hanggliding,PARAGLIDING, tours, towing, tandem, instruction. Statewide. (907) 4556379. Box 83305, Fairbanks, AK 99708.

AIRTIME UNLIMITED-SOUTHLAND HANG GLIDING SCHOOL - Pacific Airwave gliders in stock. Tandem instruction, ATOL towing. 12120 Severn \Vay, Riverside, CA 92503 (7 l 4) 734-0622. CHANDELLE SAN FRANCISCO, INC. Since 1973, complete hang gliding and paragliding sales service and inslruction. Dealers for Wills \Ying, Pacific Airwave, Delta \Ying, Seedwings, UP, High energy, Center of Gravity, Ball, BRS, Second Chantz, ITV, Fircbird, Edel and more' Nor1hern California's most complete repair facility, including 7th class rigger's machine. New and used equipment, spare parts, and demos. Complete training, including introductory lessons, packages, clinics, ground school and tandem. Five minutes from Ft. Funston. 488 Manor Plaza, Pacifica, CA 94044. 1415) 359- 6800. COMPACT WINGS PARAGLIDING - Wills Wings, UP and other paragliders. Instruction at best site (Soboba) tours, accessories (714) 654- 8559. HANG FLIGHT SYSTEMS - DIRECTLY across the street from WILLS WING. DEMOS and rentals available to ,,ualified pilots. HP-AT small, medium & large Sport-A T's, Kiss, Mark IV, Genesis, Dreams and Axis. FLY ;EM ALL and decide what you like. \Ve sell and service all major brands of gliders and accessories. USHGA certified XC clinics and training program. 120~ E. \Valnut, Unit lvl, Santa Ana, CA 92701 (714) 542-7444 Near Disneyland. HANG GLIDER EMPORIUM- The best training hill in the west is in Santa Barbara. a hang gliding VACATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tues.- Fri. I0-5, Sat. 10-4. 613 N. Mil pas, Santa Barbara, California 93103 (805) 965-3733.

ARIZONA ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, I 327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121.

ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified inslruction, sales and ser\'ice. Emplla~is on special skills and techniques, T.0. and L. Call to demo XS, EZ, \VB. A~k about tow clinic. 1689 Armstrong Road, Lodi, CA 95242 (209) 368- 9665. AIRT!l\lE OF SAN FRANCISCO - Hang Gliding & Paragliding. USHGA & APA Certified Instruction, Sales. Service. Rental. - Pac. Air. UP, Wills, Sensor, High Energy, Mantis, Second Chanrz, B.R.S.///Pro Design. Apco Hilite. I.T.V., Edel, Skywalker and MORE' Large selection of 2nd hand gear (buy & ~di). Next to fort Fun"..ton. 3620 \Vawona. San Francisco. CA 9-1116. (-115) SKY-1177.

AUGUST 1991

SILENT FLIGHT - Towing, tandems, full instruction available. Dealers for all manufacturers. Fly the beautiful Shasta Valley. (916) 938-2061. TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at 1he Clirtbanger Cafe. Ce1tified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Delta \Ving and UP. 2800 Toney Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Nlountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050. WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. \Vide range of new & used gliders & flight accessories in stock. Paul Burns, 33041 Walls St., Lake Elsinore, CA 92330 Phone (714) 678-5418; FAX (714) 678-5425. WINDSPORTS SOARING CENTER - Los Angeles· largest and most complete school since I 974. We specialize in personalized tandem instruction, sales and repair. Spend your winter vacation llying with us' 16145 Victory Blvd., Van Nuys, CA 91406 (818) 988-0111. "Professionals You Can Trust!''

COLORADO HANG GLIDING/PARAGLIDING 1st USHGA ccrlified school in U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566. COLORADO WIND PARK - ··Come up for Air'"' Sales, service, complete instruction on our 500-foot, 360-degree training hill. SI 0/day lodging. Dealing all brands. 5526 S. Pitkin Ct., Aurora, CO 80015, (303) 762-6505 or (303) 6806443.

ARKANSAS

CALIFORNIA

PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. World wide tours, accessories, Call for free catalog. (714 J 687-4466.

COLORADO

DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 8530-l. (602) 938- 9550.

SAIL WINGS HANG GLIDING - Full-time lessons, sales, service. Pacific Airwavc, CG 1000. New. used, rental equipment. P.O. Box 321, Atkins, Arkansas 72823. (501) 227-4920. Haney's Point (501 ! 6-11-1902. We PROMOTE the sport!

and air frame service available. 1116 Wrigley Way. Milpitas, CA 95035. (408) 262-1055.

HIGH ADVENTURE-Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated training program is quick and thorough. Instructor Rob .L\kKenzie. Dozens of new and used gliders for sale or re111. Other services include, weather information, mountain shuttle. towing seminars. XC trips, repairs, ratings (714) 883-8./88. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying lours. Spend your winter vacation flying wi1h us. \Ve proudly offer \Vills \"ling, Pacific Airwave, High Energy, Ball and we need your u~ed equipment. 4206-K Sorrento Valley Blvd., San Diego. CA 9~ 121 (619) 450-9008. MISSION SOARING CENTER - Sm·ing the !lying communi1y 'iince 1973. Complete lc~son program with special attention to quality takeoff and landing skills. All major brands of glider'°), parachutes and instruments sold. Sail repair

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 J 594- 0498. GOLDEN WINGS - Sales, service. USHGA certified instruction. Tandem Towing Instruction. Dealers for \Vills \Ving, Pacific Airwave, UP. 1103 \Vashington Avenue, Golden, CO 8040 I. (303) 278-7181. L/D ENTERPRISES - Sail and harness repair - Equipment manufacturing - Towing supplies - 5000 Butte #183. Boulder, CO 80301 (303) 440- 3579. PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruction/equipment sales, videos S32.:i0, shipping included. PO Box 213, Crested Butte, CO 81224. (303) 349-5961

CLASSIFIEDS STEAMBOAT ULTRAFLIGHT - Sales and service. Moyes, BRS, High Energy, Ball, all major brands XS's in stock. Best prices. PO Box 771703, Steamboat Springs, CO 80477. Call (303) 879-6284 or (303) 879-5068.

MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS - Instruction, equipment dealers for Pacific Airwave, UP & \Vills Wing (612) 557-0044.

CONNECTICUT NEVADA MOUNTAIN WINGS -

Look under New York. ADVENTURE 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.

FLORIDA

advanced students with A TOL and Tandem. Tow from your blanket or doorstep on beautiful Currituck 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.0. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. OHIO

NEW JERSEY MOUNTAIN WINGS -

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

Look under New York.

NEW MEXICO MIAMI HANG GLIDING, 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 infonnation call (305) 573-8978 or (305) 962-6968. LOOKOUT MOliNTAlN FLIGHT PARK -See ad under Tennessee. (404) 398- 3541. GEORGIA SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) 398-3541.

Sec

Sec our ad

IDAHO TREASURE VALLEY HANG GLIDING - USHGA CFI, service/sales, Pacific Airwave, UP, American Windwright, La Mouette, 11716 Fairview, Boise, ID 83704. (208) 3767914. ILLINOIS RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Mid-

west. Traditional 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 KENTUCKlANA SOARING-Mike Kelly, 3023 McArthur Dr., Jeffersonville, IN 47130 (812) 288-7111 (eves.) See ad under parts & accessories. MICHIGAN GREAT LAKES HANG GLIDING, INC. - USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859. PRO HANG GLIDERS - USHGA instruction since 1978, advanced instructor, examiner, observer, safety is# l. Towing specialists since 1978. Nlaintain and enhance your basic skills. V-/c still foot launch-none of those platform blues you have been reading about. All brands sold and serviced. Contact Norman Lesnow, 569 W. Annabelle, Hazel Park, MI 48030. (313) 399-9433

ENTERPRISE WINGS OF NEW MEXICO Combat information hotline (505) 437-1615.

Call the

UP OVER NEW MEXICO. INC. - Instruction, sales, service. Sandia Mountain guides. \Vills, Secdwings, Pacific Airwave, Delta, Moyes. 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 bills. Area's only dealer for Pacific Airwave, UP, Seedwings and Delta \Ying with demos in stock. \Ve are the largest, most complete H.G. accessory and repair shop of its kind in the country. Nlany new and used gliders in stock. R/C supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your llight pass and gate combo. 150 Canal St., Ellenville, NY 12428 (914) 647-3377. In N.E. \-800-525-7850. FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing clcaler/spccialist. Also all other major brands, accessories. Ccrtificdschool/instmction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instrnction ... if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem llights! Contact Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills.jeep rides, bunkhouse, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to f1y. RD 2, Box 348A, Cooperstown, NY 13326, (315) 866- 6153. 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 expe11 sales and service with lowest price in area. Large mail order inventory. Torn Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489. NORTH CAROLINA

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. OREGON SOUTHERN OREGON HANG GLIDING - Best training sites with camping. Gliders and students retrieved with ATV. Tandem instruction with Pacific Airwave Double Vision (503) 862-2922. PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MO!'\ OUT AND PLAY! MOUNTAIN WINGS -Look under New York. TENNESSEE CRYSTAL AIR SPORT MOTEL - at Raccoon Mountai11. Private, regular, waterbeds &jacuzzi rooms, w/carports. Fliers bunkhouse & work program. Pool, gift shop, video. Nearby, HANG GLIDING SIMULATOR & FLIGHT TRAINING & tourist attractions. FFI, Send $1.00, 4328 Cummings Hwy., Chattanooga, TN 37419. (615) 821-2546 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 Winclsok. 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-!035. LOOKOUT MOUNTAIN FLIGHT PARK -Since 1978, Southeast's largest USHGA-ccrtificd mountain flight school. Complete training, from grassy, gently-sloping training hills to soaring high above Lookout Nlountain. 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, instruments, T-shirts. Repair services. We buy used gliders, equipment! Send S 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

FLY AMERICA, Corolla Flight-All introductory flights and lessons taught by USHGA Master Rated, Advanced Tandem Instructor. Greg Dc\Volf instructs new through

HANG GLIDING

CLASSIFIEDS SEQUATCHIE VALLEY SOARING SUPPLY -Certified, two place tlight instruction and first mountain tlighls are our specialities. Rentals, storage and ratings available. Dealers for all major brnnds. Located in the "Hang Gliding Capital of the East". For personal, professional service you can trust, call SVS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301

PARTS & ACCESSORrnS

TEXAS AUSTIN AIR SPORTS - Still the one in central Texas, quality service since 1978. Instruction, sales. rental, and a complete airframe & sail repair facility. 1712 \Vaterston, Austin, TX 78703 (512) 474- 1669. HILL COUNTRY PARAGLIDING INC.- Try this safe and simple form of personal aviation. Soar the hill country or tow-up in the flatlands. \Ve're lhc only paragliding center in central Texas! APA certified instruction, sales, service and fun. Austin, TX (512) 832-0516 KITE ENTER PRIS ES - Instruction, sales, repairs, platform towing, Dallas, North Texas area. 211 Ellis, Allen, TX 75002 (214) 996-7706 daytime, (214) 727-3588 nights and weekends. Dealer Pacific Airwave. RRA=RED RIVER AIRCRAFT \Ve specialize in turning students into pilots. Dealer \Vills \Ving and Pacific Airwave. (512) 467-2529 Jeff Hunt, 4811 Reel River, Austin TX 78751. UTAH WASATCH WINGS - USHGA ce11ifiecl hang gliding school, dealers for \Vills \Ying, l\ loyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (80 I) 277-1042.

AIR ENGINEERING - introduces the latest and most innovative safety advance in hang gliding today, the CLOUDDEVIL. A pilot working strong thermals may at times find himself/herself at cloudbase. Visibility and situational awareness may at tim~s be compromised. The CLOUDDEVIL is lightweight, bauery-powered, gyroscopically stabilized turn coordinator specifically designed for safe escape if accidentally caught in a cloud. Introductory price $359. For information, call or write Air Engineering, -lOI Pine Street, Signal Mtn., TN 37377 (615) 886-6487.

GRADE A SHEEPSKIN HAND FAIRINGS-Warm hands in all conditions. Endorsed by Kevin Christophcrson, '·I wouldn't lly without them." Special orders and dealer inquiries welcome. Send S47 .00 to Wyoming Aerolites, P.O Box 880, Casper, Wyoming 82602 (307) 235-3367.

ARAMID FULL FACE-Superlite full face cover helmet. Excellent vision, yet cold weather protection. $325. Visors S25. Pendulum Sports, Inc. 1-800-\VE FLY X-C

WIND RIDER WIND SPORTS, INC-Certified instruction, from the point to the mountains. AIRTIME. Also soaring clinics, mountain tours and flying vacations. Call for information or reservations. Box 17675. SLC. UT 8-ll 17 (801) 272-6908. VIRGINIA SIL VER \VINGS, Inc. Certified instruction and equipment sales. (703) 533-1965. INTERNATIONAL DEALERS DEALERS - \V ANTED small/large, domestic/international to represent North American Sports' complete line of aclvemure sports equipment. (303) 278-9566.

Due to production schedules, we work two months in advance. Please place your ad early to avoid missing a particular issue.

BELL SOARING HELMETS - White, blue, red. $129 plus. Nearest dealer'' (303) 278-9566. BRAND NEW MAXON RADIOS-S175 shipped! Colorado residents acid 3.5'/c sales tax. Colorado Wind Park, 5526 S. Pitkin St., Aurora, CO. (303) 762-6505 or(303)680-6443. CAN'T TOUCH THIS - Save S mail order-weekly specials. MAXON SPSOOO 6 ch. programmed $319., VOX S69. HAM RADIOS, YAESUFf41 IE$319.,MODS30.,ICOM 2SAT $319. MOD $40. Dealer for Ball, BRS, Sentek, High Energy, Safe\vheels, V !vlitls, Brauniger, Raymond, Second Chantz, tow rope 1/4" poly S25 per 1000'. Send S.A.S.E. for sale llyer or call Kentuckiana Soaring, 3023 McArthur Dr, Jeffersonville l"i 47130 (812) 288-71 l l Calls returned collect.

HIGH QUALITY HELMET - at an affordable price. D.0.T. Well finished brushed nylon liner with high strength polycarbonate shell. ONLY S55.00 + £4.00 S/H. Great for schools. Dealer incruiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401. (303) 278 7181 or TOLL FREE I-800-677-4449.

GLIDER MARKING INTERNATIONAL - Creates a state-of-the-an advertising medium by applying names and logos on hang gliders, parachutes, paraglidcrs, sails, etc. P.O. Box 451, Glen Cove, NY 11542 (516) 676-7599. HANG GLIDER RAIN COAT- Maximum protection at minimum co~l. Heavy duty polyethylene slide-on bag, carry case included. Send glider length and make and S25 plus S4 S/H, also 40" velcro straps $2.50@, send to Flydry Inc., P.O. Box 693, Vicksburg, MS 39282-0693 (601) 636-4742. HANG GLIDING HELMETS - Direct from manufacturers. The original Aerodyne #5 helmets. Numerous colors & sizes available. For order information, call a Monarch Sports Equipment representative. I- 800-451-2283. HIGH QUALITY HELMETS-At lower prices. Exceeds 1988 DOT standard~. $58, $8.00 extra colors, nearest dealer

THE FAi'vlOUS ""LAMBIE LID" - Aerodynamic hang glider helmet, S85 postpaid. Full face version, SI 05. State size and three choices of color. 8160 \Voodsboro, Anaheim, CA, 92807 (714) 779~1877. MAXON RADIOS - $325. VHF FM 5 watt crystal, includes 3 USHGA channels, charger, case, antenna and warranty. Best prices on tv1axon hand-held, mobile and accessories, plus fast, reliable service facility. Maxon 1 wall. S 175. Pendulum Sports, Inc. 1-800-\VE FLY X-C

(303) 278-9566.

AUGUST 1991

CLASSIFIEDS PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment ,md accessories available. \Vhatever your needs, from Alpine descents to ocean, thcrnrnl, and ridge soaring, we have it. Videos, S32.50, shipping included. PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO, 81224. Tel/Fax (303) 3495961.

Ivf..ountain I-}igh E1uiprncdt& Supply Gmp::my 516 12th Ave., Salt lake City. llt.,h 84103 U.S.A.

See and hear what you arc doing in Real Time. " ... and it's easier to change battery in flight" ... Ric Lee. The E model is the most rugged vario, and NOW ONLY $225. (VISA, MC, AMEX, COD). Free brochure. Litek (503) 479-6633, 4326 Fish Hatchery Road, Grants Pass, OR 97527.

PARA-SWIVEL - DON'T LEA VE 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, l 103 Washington Avenue, Golden, CO 80401 (303) 278-7181 1-800677- 4449. SportsOxygen -$89.95 (+$5 S/H), measures only 2" by 8", weighs 18 ounces, up to 6 hours service with 18 liter nonrefillable cylinder S 12.95 (3 cylinder minimum order). SuperSport $300 & UltraSport $330 (+$15 S/H) are 63 & 220 liter refillable cylinders with regulator, adaptor line, harness & accessories. The smallest yet most capable supplemental breathing systems designed for high altitude sports. These arenol repackaged medical units. One year conditional guarantee. Check, money order, VISA, lviasterCardor American Express. (80 I I 364-4171. DON'T GET CAUGHT LANDING DOWNWIND! Perfect that no-step landing by watching our Windsok. Constructed with 1.5 oz. ripstop nylon. UV lreated to maintain its brilliant color. 5 '4" long with an 11" throat. Available colors are tluorescentpink/yellow or fluorescent pink/white. $39 .95 (plus S4.00 shipping/handling) Colorado residents add 6.5% tax. Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

QUICK RELEASECARABINER-$49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Thermal l 9431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983.

Sell your unused equipment with the help of a Hang Gliding classified ad. For more details call Jeff (719) 632-8300.

X-C SMOKE BOMBS - S5.00, signal mirror $6.00, Jack the Ripper cutaway knife S15.00, Silva compass $100.00. Pendulum Sports, Inc. 1-800-WE FLY X-C.

SYSTEK II VARIOMETER - Designed for thermal flying. Hang glider and paraglider pilots. Perfect for entry level pilots. Adjustable audio set-point. mount included, other options. Affordable S 185. Systems Technology Inc. PO Box 7203, Knoxville, TN 37921 (615) 531-8045.

Hang Gliding Classifieds FAX line (24 hours) (719) 632-6417

BUSINESS AND EMPLOYMENT OPPORTUNITIES PARAGLIDING/HANG GLIDING INSTRUCTORS \VANTED-Come work in sunny San Diego. Cc1tified instructors wanted! However, we can train and ce1tify. Send resume to Joe Bill Herny. Fax (619) 452-3203 or Tmrey Pines Flight Park, 2800 ToJTey Pines Scenic Drive, L1 Jolla, CA 92037. HANG GLIDING INSTRUCTORS WANTED Hang Gliders, P.O. Box 828_ Marina, CA 93933.

Western

MOUNTAIN WINGS - Is looking for advanced hang gliding and paragliding instructors. Salaries negotiable. Full and part-time positions available. Manager position available-requires knowledge of computer systems. Call Greg or Judy at (914) 647- 3377. Send resume to 150 Canal St., Ellenville, NY 12428.

HANG GLIDING

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Top Row ( I to r): BO, Time-out, Squiggle, Sunset Bottom' Row (I to r): Flight School, Save Air, Triangle,

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!3t1tk Issues Avt11h/J/el 3314 w. 11400 s.

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'"~ f"I~ Subscriptions: $24/year U.S . $36 Canada - $44 overseas Back Issues: $5 .00 each - all back issues (4) $14 (both include postage)

South Jordan, Utah 84065 Bus 801-254-7455 • Fax 801-254-7701

:~::n~!!:APA

• Safety • New Products • Glider Reviews • Competition News • European U ndate •Who's Who • Facts & Figures

f11/I Color Mt1/t1Z111e

CLASSIFIEDS EASY WORK! Excellent pay! Assemble products at home. Call for information (504) 641-8003 ext. 3520 PUBLICATIONS & OHGANIZATIO/\S DOUBLE MALFUNCTION - The hot new skydiving mystery novel by E.P. Gottschalk. ·'An engaging talc ofcrime and injustice set in the real world of sport parachuting." Hardcover, S 19.95 + $2 shipping. \1C/YISA (717) 349-2989 or send check/MO to: Daedalus Press, PO Box 375, Dept. H, Chambersburg, PA 1720 I.

STATIC LINE TOW SYSTEMS - From $750, release bridles, 1/4" poly $25 per 1000 ft. Kentuckiana Soaring, 3023 McArthur Dr., Jeffersonville, IN 47130, (812) 28871 l l (eves.) See our ad under parts & accessories. THE ULTIMATE WINCH- SMARTOW BY HEEL ALTITUDE. Features include Self contained unit Modular construction Automatic, hands-off rewinding Remote control operation Towline tension indicator Mount on truck, trailer, boat. Can be used safely forparagliders or hang gliders. 54,995.00 includes 3,000' of fine line, release, retrieval system and hook knife. (602) 992-7243. TOW ROPES-Continuous lengths. Spectra, dacron, kevlar, polystcr, polyproylene-all sizes. Available with synthetic finish. Call (215) 723-1719. FAX (215) 453-1515. Ask for sales-David F. Bradley, PO Box 291, Telford PA 18969. ULTRALINEIN STOCK-3/16" X 3000'dclivered $105., 1/4" X 3000' delivered $145. From the original Ultralinc source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette. LA 70508 (318) 981-8372

HANG GLIDING FOR BEGINNER PILOTS- by Pete Cheney. The Official USHGA Training Manual. Learn to lly with the world's finest hang gliding manual. Complete flying instructions from the training hill to soaring techniques. Over 260 pages, with more than 160 easy- to- understand illustrations and photos. Guaranteed to satisfy the 1nost inquisitive pilot. NOW AVAILABLE FOR $29.95 (plus $4.00 shipping/handling) Colorado residents add 6.5'k tax. SEND/ FAX/PHONE TO USJ-IGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 6328300. VISA/MC accepted.

retrieval vehicle, $5.SO for a plastic frame, $6.50 for a metal (zinc) frame. Please add $2 S/H (CO residents add 6.5% tax) SEND TO USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO, 80933.

HAWK RING - Silver $90.00, 14K gold $450.00. Please include ring size and check or money order. Hawk, P.O. Box 255, Woodacre,CA 94973 (415)488-9383. Allow4-6weeks. NOHYPOXYGEN III OXYGEN SYSTEM - 5 1/4 lb. refillable continuous system, on/off valve, pilot controllable 0-5 LPM regulator, contents gauge, 200L. AL cyl. 5 yr. hydrostatecl to 3358 psi, nasal cannula and hard can-ying case. ONLY S350., DilutcddernandS595. Pendulum Sports, Inc. l-800-WE FLY X-C.

VIDEOS & FILMS VIDEOS - "Torrey Pilots", "Wind Sprints 1991 ", "Torrey Tandem", "Air Races 1990" by W.A. "Pork" Roecker, $29.95 pp (2 for $50), from Fl yin' Pig Productions, PO Box 586149, Oceanside CA 92058. MISCELLANEOUS

*''SPECIAL NEW PILOT EDITION** - Covering many aspects of hang gliding for the 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) 63264 I 7, PHONE (719) 632-8300. VISA/MC accepted. PARAGLIDE USA- Subscribe to North America's most widely read paragliding mag,1zine. 12 issues just $25. Send check or money order to l 2662 Soft wind Dr., Moreno Valley, CA 92388 or call (714) 924-5229 or FAX (714) 242-4718 with your credit card information. SOARING - Monthly magazine of The Soaring Society or America. Inc. Covers all aspects of soaring llight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

Beautiful, vivid, airbrushed colors on silkscreene<l outlines. Large design on back, Air Supply logo on front. Other designs available. Call for information on custom designs for clubs, etc. All shirts IOO'k cotton, sho11Sleeves have pockets. Price includes shipping & handling. Shon sleevc-$12.00, Long sleeve-$ 16.00 Send size and check or money order to: Air Supply, 21 Violet St, Batesville AR 72501. (501) 7932007.

TOWING COMPLETE PLATFORM TOWING UNIT- Everything you need to start towing today! Vehicle winch, 5,000 towline plus rewind system. Single pilot operation including launch. Automatic winch pressure regulator. Complete unit only $2,995. Buy it today and tow tomorrow. (302) 4279009.

SOLID GOLD l4K Pendant $119.00 SS Pendant S 32.00 S3.00 shipping and handling $5.00 for C.0.D. Other glider jewelry available in 14K and sterling silver. To order or inquire, call Antero Jewelers (719) 539-7611. Satisfaction guaranteed. ULTRAPOD CAMERAS-InfraredrernoteS 179., Thermitts $39, (714) 654-8559. USHGA DELUXE LOG BOOK COVER - Be proud to show off your flights with our deluxe log book cover. American made from ''reconstructed" gray vinyl. Looks and feels like leather and ''debossed" with the Mtn. Glider design. Will fit any hang gliding log book! Only S9.95! (plus $2.00 S/H) Colorado residents add 6.5'k sales tax. ORDER YOURS TODAY! USHGA, P.O. Box 8300, Colorado Springs, CO 80933. (719) 632-8300. FAX (719) 632-6417.

COSMOS TRIKE - With hang gliding towing system. Rotax 532. Call after 6pm (714) 625-6960 FAT LINE IS FOR DWEEBS!-Get with the program and use the proven FINE LINE by HEEL ALTITUDE. Simply the best 3/32" KEVLAR available. Satisfied customers even in Texas! Also, SPECTRA TANDEM line available' Call for samples. Hook knives $20. (602) 992-7243.

Need help writing your ad? Call Jeff (719) 632-8300. DON'T FORGET YOUR HANG DRIVER - Buy them an I'd Rather Be Hang Gliding_license plate frame for their HANG GLIDING

CLASSIFIEDS .,,e:r

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$25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs S22.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l 1/2 months preceding the cover date, 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 (7 I 9) 632-64 l 7. STOLEN WINGS

155 MOYES XS -Full race, stolen from side of road at IOI and Scheller exit, between San Jose and Morgan Hill. It was taken away with no bag or ties. Colors are L.E.-orange, maingreen, bottom- white. Contact Kevin Dutt. (415) 934-2189. STOLEN WINGS are listed as a service to USHGA members. Newest enlries arc in bold. There is no charge for this service and lost and found wings orc4uipmc.nt may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

DON'TFORGETABOlJTUSHGA THEFT OF GLIDER INSURANCE.

USHGA LONG SLEEVE T-SHIRT- Our long sleew t:-.hirts are colorfully screened with a ··simplistic" hang gliding design across the chest and down the lcfl sleeve, I ooc1c cotton! Now in GRAY or WHITE. S 16.95 (plus S3 S/Hi Please specify color and size lS,ivl,L,XL) when ordering. Colorado residents add 6.5'!, sales tax. SEND TO USHGA. P.O. BOX 8300. COLORADO SPRINGS. CO 80933.

WW Z-2 HARNESS - Navy blue with red/white/blue striped. BRS & hand deployed parachute, Roberts vario. Taken at Owens Valley (Janies) May 25th, 1991. $100 Reward (71~) 677-6065 leave message MAXON 6 CHANNEL 5 \VA TT PROGRAMi'vlABLE FM RADIO - PICKED UP/STOLEN l'ROM OCEANSIDE, OREGON ON APRIL 6. 1991. 500 P.M. TAKEN FROM MEET DIRECTOR WHILE MEET WAS IN PROGRESS' SERIAL NO. 01009862 S\00.00 REWARD - NO QUESTIONS/GAMES. JAS. ASHER, OHGA FLT. DIR. (503/ 245- 6939 OR 828 S.\\'. CHESTNUT STREET. PORTLAND OR 97219. FROM DOWNTOWN CHATTANOOGA TN - l'ebruary 1991 Brand new magenta :-.paghetti strap harncs<.; and white bike helmet. Call eves. (615) 267-7908 ONE OF A KlNJJ - camouilagc A \/SAC harness. Second Chant? rocket- deployed chute mounted on left side of harnes .... Two hclml'Ls. One full face with ··cpt. Laytex"' painted on the front. One ··\Vhitc Stag·· one-piece ski suit. Call Richard 1916) 577-350-l.

USHGA POSTER! - Full color. 2-1·· X 37" poster of Eric Raymond doing oxygen at 17 .000' iv1SL over the Sierra Nevada Range. S7.95 USHGA Poster. P.O. Box 8300. Colorado Springs. CO 809.<3 I 719 I 632-8300.

STOLEN from Johnson City. TN. 1987 Raven 179. Colors from cent~r out black, white, red, green. black and white tips. Al:-:.o, Seagull Ill. orange, yellow and red with white duck tape patching Oil sail. Leave me:-.sage day or night (work#J (615) 926-5211. \·litche\l Brown. 17-13 Skyline Dr .. #20. Johnson City. Ti\. 37601. MAGIC KISS - Flum. ycllm, L.E., white chevron. pink untlcr.\urfacc. airfoil. dm\n tubes pitchy, bar mitts, 2' skull and cross; bone:-. Oil wing tip. over Kiss emblem inlay, many skull :-:.tickers on glider. Serial No. Ktv[ 83707. Also HP AT 158, serial no. 2250...t.. with LI. blue LE., red chevron on bouorn, cu:-,tom plan. Serial No. 22504. Stolen in L.A. with \'an 6-26-90. Van recovered without glider:-,. (619 l 27-t-825-1-. BALL VARIO -

\Vith total energy probc. clcctrical tape

.\CCuring battery. Lost in Hemet (So. Cal.) in early Spring of I 000. J_ocated in black fanny pack, can dc.':.cribc the content:-.

or the pack (619) -180-1321. USHGA SEW-ON Ei\lBLEMS-Ouroriginal tri-cnlored logo emblem $1.50 each. The NE\V multi-colored ~,!ountain Glider emblem $~.95 each. Please add S 1.25 S/H. SEND TO USHGA. P.O. BOX 8300, COLORADO SPRINGS. CO. 809.13. HA VE YOU SENTHJR YOUR NEW 1991 USI\GA MERCHANDISE ORDER FORM TODA y·> r-REE 1

0,tAXON - Thrcc-channd radio, lo~I or misplaced at lhc Telluride Aerobatics Competition. Serial No. 81171758. (602) 7-t5-67 39 days. leave mes:-.age.

INDEX TO ADVERTISERS Adventure Video .............................. 25 AirWorks .......................................... 12 Applied Air Research ....................... 51 Ball Varios .................................. 25,39 BRS .................................................. 33 Cross Country Magazine .................. 38 Enterprise Wings ................................ 6 Hall Bros .......................................... 55 High Energy Sports .......................... 55 Kitty Hawk Kites ............................. 63 Lookout Mt. Flight Park.. ................. 39 MBNA .............................................. 54 McClaren Products ........................... 51 Morningside Hang Gliders ............... 15 Moyes ................................................. 3 Pacific Airwave ................. Back Cover Paragliding Magazine ...................... 63 Pcrfonnance Designs ......................... 2 Roberts Glider Instruments .............. 13 Seed wings ........................................ 51 Sentek ............................................... 15 Sequatchie Valley Bluff Lots ........... 55 Sport Aviation Publications ............. 56 TBT .................................................. 22 Torrey Flight Park ............................ 21 UP International .................. 9, I U 3, 15 U.S. Aviation ................................... .48 USHGA .............................................. 4 Wills Wing ....................................... 18

BRAND NF.W HIGH ENERGY COCOON-Stolen along \\·ith contenh of my ,·chicle in Durango, CO in early :vtay, 1990. Stripe"' from toe ... to "'houldcr. brown, tan, orange, yellow. red. Red stuff :-.ack with yellow, orange and brown palche~. Plea:-.e contact Tim ar (213) 375- X-t38. Leave"

CLASSIFIED ADVERTISING RATES The rate i"orclas'>ificd advc.:ni:-.ing is '.).50 per word (or group of character..,) and S 1.00 per word !'or bold or all cap~. ;\·linimum ad charge. S5.00. A fee of$15.00 is charged for each line art logo and

At.,;cusT 1991

ST. PAUL, MINN -- Some times hang gliding news comes from right around home. This is one of those times and the news involves BRS. The rocket-deployed parachute maker has issued a recall on certain hang gliding units delivered between 7/89 and 9/90 (though not all models are affected). It seems an aluminum supplier sold the BRS rocket manufacturer a bar of aluminum stock which was insufficiently hardened. They know which batch as the company provides certification documents helping the identification. Tests have shown that some motors made from bar stock covered by that invoice are okay. However, during a test demonstration at least one failed. You' 11 want to contact your dealer. BRS sells almost exclusively to dealers so they don't know who final owners are (unless their registration cards were returned) . The company plans to test and replace suspect motors at no charge. One benefit, says BRS prez Joe Little, is that "owners whose rockets are replaced will get new ones with an extended six-year life. Previous motors will need refurbishment at four year cycles and some of those being recalled are already two years old." Call Customer Service at 818/443-7070. ••• Also here in the Midwest, '91 East Coast HG Champs winner, Bruce Case, will be the Composite Man of this year's Owens Nationals. He is putting the finishing touches on a modified Jim Lee hard-shell harness. Case will fly with a full head enclosure made of clear Lexan. His arms will extend through Spandex sleeves built into the eight-foot-long unit. Case will install a BRS rocket at the very end of the shell with remote handle access up front. Will the harness help Case win? Time will tell. Once again, Bruce will arrive just in time to compete. Working as a corporate jet jockey "allows only standard vacations, so a week's early practice is an unavailable luxury," says Bruce. It hasn't stopped him from placing high in a number of contests. ••• While we're (amazingly!) still here in Minnesota ... In mid-June, Bruce Boles became the 4th hang glider pilot to fire his BRS. The side wire on his older Sensor let go while

merely entering a thermal at 2,000 feet AGL. The replacement wire set hung on his wall at home. He kicks himself for the obvious, but is pleased his rocket fired perfectly. His standard 20-gore conical canopy let him down very gently, even though he hit upside down laying on his back on the sail. Says Bruce, "the blur of flailing tubes and wires made hand deployment absolutely out of the question." He plans to submit a story with photos. • • • Speaking of wire failures, Warren Perry-Richardson reports a structural mishap on a Lite Dream at the unofficial National Fly-In at Alamagordo. Warren describes it, " ... one continuous wire from the nose to tail appears changed to separate wires ... one of these pulled loose just before platform launching tandem!" The load was far below HGMA specs. If you're one of the many using the Lite Dream, you'll want to check. Warren was unsure which company built the failed Lite Dream (UP or Del ta Wing) . • • • As you read this, the Moyes Aerotow Tour should be under way. Bill Moyes gave us an early itinerary: July 27-28, they' 11 be in Chattanooga at Sequatchie Valley Soaring; August 3-4, aerotowing will occur at Kitty Hawk Kites; on the August 10-11 weekend, they'll be with Tom Crump. Other probable sites include Morningside, NH; Bridgeman, MI; and St. Paul, MN. More tour is possible into September. If interested, contact Moyes-California at 818/ 887-3361. • • • In conclusion, some "softer" messages, with news from Larry Capps and Airwear Sports of Illinois. The maker of the nifty V-Mitts -- they come apart by velcro for easy on/off without control bar disassembly -- is also offering the Airflare harness line. The contemporary harnesses sport all the popular features and styling in 30 colors for $600. Airwear also has a lower-priced line of harnesses. Call for more info: 618/942-5317. ••• Topfoto of Boulder, CO has some nicely printed t-shirts in a variety of clever designs that hang glider pilots should like. For more info, call: 303/ 447-1184. ••• Room's gone. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call or fax to 612/450-0930. THANKS'

HANG GLIDING

a11d crews

.any Bruyetlc had his first tow and when lie lm1ded all you could sec wen.'. his teeth from a s111ilc! /\!so on we had a local TV news station filming the co111pc1i1ion (of course filmed the landing). II was a follow.up for the promo had dmw for ns a wt:ek earlier. day three, the weather better, .arry Bunner of llli11ois lkw (lO miles lo win the meet. Nice job I .;irry. Rich Sacher of Indiana finished second, Bill Trombly from Michigan was third and Bill Cmnmings of Minnesota finished fourth. We towed the paraglider a total of times cl11ri11g the weekend. We all and I'm sure Larry did also. could start a parnglidcr tow meet. on this? Thing landing. Da11 l lartowicz was in for a landing and undershot the I ditch. It was b11t more outstanding was the way he took a severe ribbing from all the will rest of us. All he said was, "'Your come." When ii docs Dan, I hope we will all he as and take the ribbing as wcl I as yo11 did. For anyone interested in a 7 1991 'hmnpionships Video, lei me know and we can semi you a copy. Our thanks to the carncrama11, l .arry Axelson, for all the time and effort he has put into this. It should Ile grcatt We had a good turnout, aml to everyone who flew, worked and partied: Thank You.

were on. made ii clear they would like to have some fun.ins this fall. I'll leave it up to you /\uc:usr 1991

Zcph Gmis of Des Moines, Iowa al launch mi a static low.

to where like lo have them and when. Just let me know and l can try to put it here in our news column.

was made to have a thrce··mcct regionals next year. Each of the three meets would be in a different area of our Anyone willing to help me set one up in your area, pkasc let me know. l think all the pilots will agree, ii was great to meet pilots from all over our region. tlu: competition out, we hope lo have more pilots interested and participate in competition, and to just get acquainted with everyone.

New Close lo Madison, WI, (3recn airport is receptive 10 the idea of towing there. i\ video of has bern sent to them and l am to ht:ar if need a dcmonstrn· t ion and what will expect from the US! lG/\ and pilots there. More to follow.

a q11cs1ionnairc, we: made Iowa, i11itial contact with about ,1.() lJSHGi\ members and arc in the process of selling up association. We will he to agree on protocol and establish bylaws.

lJSI 1(3;\ and hang gliding as a sport should be ready for a not her period of popularity and growth as takes off in the f'latlands. There arc pilots who entered the sport in the 70's and left because or the lack of sites and the time and expense involved in making a trip to the mountains. ;\slowing becomes more visible, many formc1· pilots arc rccntc:ring the sport. Considering the amount of flatland compared to the availability of 111otmtain sitc'.s, and the population or the ama, the new pilot market could he tremcn· dous. We are following Rod's lead in another way loo, by participating in local air shows and fly.ins.We hope to open many small airports in the Midwcsl to glider towing. Ir we arc successful the cross-country and declared goal flying will make a trip from the mountains worthwhile! Remember Larry lhmncr's l 78·milc rlailand night'? Tow systems arc fairly well mixed in our area- a few winclHypc on trailer or truck hut so far the rig or choice is the simple static line with a two.point bridle, weak link and pressure gauge for the driver. i\ safr:, proven can be built for less than $300. We arc consistently achieving I J()(). to 1,4()0.foot tows with 1,500 reel or line and a tow vehicle travel or about one mile. Ir through Region VII, watching the big curnics Cioat across the slop and give us a call. We 'II go rlyin'.111 Rod llrm.1,er mar he rn111ac/NI at: Route I !fox 7.ii\, Ca.11!1011, WI 546/9 (608) 269

<d04.

Fd.

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.

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The n e w ~ 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 1O G's for a 200 lbs. pilot and pitch tested to 65 mph the~ is a confidence inspiring glider. For serious X-C or Competition pilots, the~ 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