MEMBERSHIP APPLICATION
,
I
111111··---------
ADDRESS
ZIP _ _ _ _PHONE(_) _ _. SEX (M/F) _ _ _ _BIRTHDATE_ _ _./_ _ _/_ __ NEW MEMBER _RENEW/USHGA# _ _ _, ****************************************************************************************************************
ANNUAL DUES: .
..
. .
Indudes 12 issties ofHANGdUbINd magazine, li1bility insurance, ratings, and other benefits. ·'._· .. ·
.. . . . .
=::·-:-:
::_:_
·._·---·:-:-:--:::_:_.:<:····:· ___ ·.·
.:.:.::::: ::-:· :}}\:.::-::.:..:\: :..: :. ::·::: .>::<:.. -. ·._·.: i
·.FULL MEMBER:··
. ; Year $49.00U.S.{$55.00 Canada.& K,ie{ico*){$60.00Interhafional~}.···.
$~----
2 Years $ 98:00u.s. ($110.00 Canada & Mexioo*)($120.00 Iriternational*) . $_·- - - - 3 Years $147:00 U.S. ($165.fo Canada & Mexieb*)($l80.00 Intertiaticinal*) . · $_·_ _ _ __ .:·
·:-.-·. . ·· . . .·.· - . . ··. . . ·.·
· .. .·. . . ·. ··.· .. ·..
...
·· SlTBSCRIPTibN FEES:
·.. ·.·.
....
'.-·.
..
(includes pafag1icli11g ratings and 6 issues of PARAGLIDING magazine)
Full USHOAriiember ($l5.00 annually. Non-U.S. add $12.00 postage) Non~USHGAmember ($49.00 annually. Non-U.S. add $12.00 postage) ..
-
---
.
. FAMILY MEMBER: ..... ···.· ·.··.··.··.
.
$_ _ _ _ _ $_ _ _ _ _ $_ _ _ _ _
·.··: . . · ..·.·
PARAGLIDINGDIV:
...
·.
1 Year $35:00 U.S. ($ 40.00 Canada & Mexico*)($ 50.00 International*) . 2 Years $65.00 U.S. ($ 75.00 Canada & Mexico*)($ 95.00 International*) 3 \'ears $95.00 U.S. ($110.00 Canada & Mexicd*)($140.00 International*)
.
·
. .··
$_ _ _ _ _ $_ _ _ _ _
$24.50 (Must reside\vithfull member) .... , .. • . . . . . . . . . . . ,<,.. . . . . $_ _ _ __
••.•••.••••. ,.. ******* ** ********** *** **** *** ********** ***** ***************** *** ******** ****** ************** *** ******
OTHER OPTIONAL MEMBERSHIP PROGRAMS: Send me Information ALTERNATE MAGAZINE MAILING SERVICE: (Airmail & 1st Class) VISA CARD INFORMATION: . . . . . . . . . . . . . . . . . . . . . . . . Send me Information Send me Information PARTICIPANT ACCIDENT/11ffiFf OF GLIDER INSURANCE: .. . $ _ _ _ _ __ NAA MEMBERSHIP ($22.00 annual dues includes FAI license) .... . **************************************************************************************************************** CHAR.GE MY:: ·_._MasterCard .· VISA ($2.00 handling fee - cash/checl</M.O. payrn.ents excluded)$ _ _ _ _ __ Crecfff Card# .· Exp bate /-~---Phone:( -··. } Signature_ _ _ _~-~------------------**************************************************************************************************************** TOTAL $- - - - - INSURANCE INFORMATION The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a Combined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational 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
TURN YOUR WORLD AROUND with the Foil Combat series
1991 USHGA MERCHANDISE ORDER FORM QTY.
TOTAL
1992 USHGA CALENDAR 12" x 12" full pictorial of the sport you love ................................................................................................ $9.95 "NEW" USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white & navy only) ............................................................................................................. $21.95 OTHER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 1988 More Excellent Photography-collect them all! ....... $3.00 USHGA SCRAMBLE KNIT SWEATER by Nutmeg Mills Embroidered with Min. Glider emblem, 100% Cotton, "Natural Color" SPECIFY TYPE: CREW NECK or VEE NECK and SIZE: SMALL MEDIUM LARGE X-LARGE ............................................... $39.95 USHGA MTN. GLIDER PULL-OVER JACKET 100% Supplex Colored top with black base. Pouch pockets. SPECIFY COLOR: GREEN YELLOW RED BLUE & SIZE: Small Medium Large ...................................................... $29.95 USHGA LONG SLEEVE T-SHIRT 100% Cotton "Simplistic" Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL .......... $18.95 USHGA MTN. GLIDER T-SHIRT White-100% cotton. Our most popular shirt. SPECIFY SIZE: S M L XL .................................... $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: 8(6-8) M (10-12) L(14-16) .................. $9.95 USHGA NEON LOGO T-SHIRT 100% Cotton Our beloved official logo, color revised of the 1990's. HOT! SPECIFY TYPE: WHITE TANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large ............................................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: RADICAL PINK WILD YELLOW NAVY WHITE ........................ $9.95 USHGA CORDUROY CAP Embroidered with "Glider Trails" design SPECIFY COLOR: ROYAL BLUE OFF-WHITE ..................... $9.95 USHGA MTN. GLIDER SHORTS 100% Supplex. Neon and traditional colors. Side pockets, lining and drawstring. SPECIFY COLOR: PINK GREEN YELLOW RED BLUE & SIZE: Small Medium Large X-Large .......................... $13.95 USHGA EMBLEM BASEBALL CAP Foam white front, colored mesh back. SPECIFY COLOR: RED NAVY GOLD ORANGE .......... $5.00 USHGA LAPEL PIN Beautiful multi-colored Min. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $4.95 USHGA 1988 WORLD TEAM PIN Commemorating the world meet in Mt. Buffalo, AUSTRALIA ............................................................ $2.95
$ $ $ $
PARAGLIDING· A PILOTS TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding .......... $19.95 HANG GLIDING FOR THE BEGINNER PILOT by Pete Cheney The Official USHGA Training Manual. Over 200 pages .................. $29.95 H.G. MAGAZINE - Special New Pilot Edition Covering several aspects ie. equip., instructors, log books, 1st solo, etc ....................... $4.50 PARAGLIDING FLIGHT-Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FLYING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot .......................... $9.95 HANG GLIDING TECHNIQUES by Dennis Pagen Continues where FLYING SKILLS left off. For intermediate to advanced ............... $7.50 FLYING CONDITIONS by Dennis Pagen Micrometeorology for the hang gliding pilot. Over 90 illustrations ........................................ $7.50 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalities ................................. $8.95 FEDERAL AVIATION REGULATIONS 1991 Federal Regulations covering ALL types of aviation ......................................................... $8.95 USHGA INSTRUCTORS MANUAL Syllabus, information, teaching methods, flight training maneuvers and procedures ...................... $5.00 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X-C LOG BOOK 64 pages. Very clean! For those who like to document their flight. ............................................................... $3.95 USHGA FLIGHT LOG BOOK 40 pages. The Official USHGA Flight Log Book ...................................................................................... $2.95
$ $ $ $ $ $ $ $ $ $ $ $ $
Official USHGA Windsok'" Pink/yellow or pink/white .......................................................................................................................... $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights ....................... $9.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................... $4.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last! .......................................................................... $1.50 USHGA FL YING DISK Mtn. glider red on black color. Completely soarable. Thermal finding capabilities ............................................ $1.95 USHGA DRINKING MUG w/HANDLE Unbreakable 14 oz. frosted plastic mug. Mtn. glider screened in blue ....................................... $1.95 USHGA KEY CHAIN "Soft Fee1·· Plastic. Custom Mtn. Glider shaped. Screened white on red .............................................................. $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem ............................................................... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker. .................................................................... $ .35 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTIC-white with blue lettering ........................................ $5.50 METAL-(zinc) with white on blue lettering ............................ $6.50
$ $ $ $ $ $ $ $ $ $ $
MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG .................................... $9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 ASL over the Sierra Nevada Range ................................ $5.95 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard rogallo flying into the golden sunset. (Circa 1977) .............. $3.95 'Posters are NOT AVAILABLE on International Orders-SORRY!
$ $ $
$ $ $ $ $ $ $ $ $ $ $
PAYMENT must be included with your order. FOREIGN orders must be in U.S. FUNDS drawn on a U.S. BANK!
CHARGE MY CREDIT CARD ($2.00 handling fee-cash, check, M.O. excluded)) VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _ exp. ____ Signature.____________
SHIPPING .01 - 4.99 ADD $1.25 5.00 - 9.99 ADD $2.50 10. - 19.99 ADD $3.50 20. - 34.99 ADD $4.00 35. - 49.99 ADD $5.00 50. + ADD $7.00 Canada & Mexico add $1.50 extra lnt'I surface add $4.00 extra lnt'I air add $10.00 extra
SUBTOTAL COLORADO RESIDENTS add 6.5% TAX
$. _ _ __
$_ _ __
SHIPPING (see chart)
$. _ _ __
CHARGE CARD ($2 if app.)
$_ _ __
TOTAL ENCLOSED
$_ _ _ _ _
SH IP TO: (Street address ii possible) NAME. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA# _ _ _ _ _ _ _ _ __ CITY/STATE/ZIP _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300
COLORADO SPRINGS, CO 80933-8300
(719) 632-8300
FAX (719) 632-6417
(USPS O17-970-20)
Features
Columns 7
Flying The Southern Andes
Viewpoint
hy Wccgic McAdm11s Thoughts on raragliding and USHGA.
article and photos hy Eric Hempstead
USHGA Reports
A hang gliding raradise.
hr Jcrrv Bruning
USHGA Regional Election
The BOD meeting agenda.
26 Safety Forum
Resumes and commentary from Board of Directors election candidates. Use the hallot attached to this issue.
Indicating wind direction in Europe. curing failure to hook in, glide rath control.
Helicopter Hang
52 Accident Reports by Doug Hildrc!h A towing fatality and more on quick rclca,es.
Lake Berryessa h,· George Hamilton
66 Product Lines
An exotic method or getting to launch.
hy Don Johnson Nationals. exotic rods, oxygen. and lawyers are killing America.
36 Barrier /Jy Glen Nirnlet How to fly above 18,000 feet legally.
Departments
1 CD /99/ hy Dm•e Brovlc.1· Some interesting lessons rrom a hi,,a1Te accident.
hy Briggs Christie More strange and humorous stories l"rorn some old-timers.
Page 40 COVER.: Skip Bnmn 1·1ying Ml. Stukel near Klamath Falls. OR. Photo hy Skip Brown. CENTERSl'READ: Dan Buchanan perl·orrning l"or the Siskiyou County i\irshow near Mt. Shasta. Ci\. Balloonist/HG pilot Charles Conklin. Photo by Robert Neil.
8 11 25 53 55 58 65 65
Airmail Update Cartoon by Harry Martin Calendar of Events Ratings Classified Advertising Index to Advertisers Stolen Wings
DISCLAIMER OF WARRANTIES IN PllBUCATIONS: The material presented here is published
Towing
a:,; part of an infornwlion di:-.scminalion scrvil..'c for
hr Bmd Lind.my
tic ..., or rL'JXL'SC'tllations and a~surnc:-- no liability con-
What would you do in these situations·>
cerning the\ alidity of any advice, opinion or recom-
USHG/\ rne111bers. The LISI IG/\ rnakc·s no warran-
mendation expressed in the material. /\II individuals relying upon the material do so al their own risk. Copyright,,) ILJ<J I l!nited States Hang Gliding i\ssociation. Inc. /\II rights reserved to Hung Gliding and indi\·idual contributor\.
Oc I u1111< l YYI
5
Introducin the "Small" TRX! Big on Perfonnance! Big on High Speed Glide! Big on Climb Rate! Big on Strength! Big on Fun! The 140 is available NOW. Don't take our word for it. Order the TRX 140 today and fly one for yourself.
It's been an incredible start for the new UP, and the best competition year since the introduction of the comet.
ur:a International
We congratulate the UP Team and all pilots who have competed on the TRX this season.
4054 West 2825 North• Mountain Green, Utah 84050 • (801 ) 876-221 I
Gil Dodgen, Editor/Art Director John Heiney, Photographer Harry Martin, Illustrator Dennis Pagen, Rodger Hoyt, Staff Writers Tim Rinker, Design Consultant
VIEWPOINT The U-S-H-G-A-P-AAnd Why We Should Keep It From Being That Way
Office Staff Jerry Bruning, Executive Director Greg Huller, Ratings & ICP's Cindy Evans, Member SeNices PJ More, Special Projects & Competitions Stu Clark, Insurance & Member Services Jeff Elgart, Marketing & Advertising
USHGA Officers and Executive Committee: Gregg Lawless, President Jim Zeiset, Vice President Russ Locke, Secretary Dan Johnson, Treasurer
REGION 1: Gene Matthews. REGION 2: Ken Brown, Russ Locke, Connie Bowen. REGION 3: Bill Bennett, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Jim Zeise!. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Rod Hauser. REGION 8: Randy Adams. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Rick Jacob. REGION 11: 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 activilies. If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to ot11er hang gliding publications. HANG GLIDING magazine reseNes the right to edit contributions where necessary. The Association and publication do not assume responsibility !or the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and al additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membersllip is open to anyone interested in tllis 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. OCTOBER 1991
Volume 21, Issue No. 10
by Weegie McAdams A t the N01·cmber. 1990 Board of Directors Meeting. the USHGA Board Yoted to incorporate paragliding into the USHGA structure on an equal basis ll'ith hang gliding. This decision carries the most potential for essential change in the nature of our national association since the USHGA's decision to o\·cr~ee ultralighl activity some 10 years ago. In con1nsations with kilo\\' pilots, I repeatedly find either misconceptions regarding the nature of the decision or concern for its potential long-range results. I think it is imperali\'e lo review our situation as a national communily of pilots. try lo understand ho\\' \\'C ha\'e arrived here. and consider where we next
paraglidcr and hang glider pilots from joining lhe APA. the USHGA, or bolh, .. resulting in these pilols operating outside the system. However, the APA has offered insurance comparable to 1he USHGA · s since March or 1991. so the "double Ice" issue becomes a moot point. i\nd there is nothing to pre1·cnt the continued dissemination or safely-related informa1ion through a nationally circulated magazine, local club newsletters, from inslructor lo student. or from experienced pilot to less experienced pilot. There is no provision for reexamining the situation as it will exisl next spring when the artificial 18month lime limit is reached. The APA may ,·cry well
want lo go.
wish to remain a separalc organizalion. yet not be in
The USHGA's position regarding paragliding has changed over the last two years. During the Fall 1989 BOD meeting a roll call resulted in a "no. paraglidcrs are not hang gliders .. vote. The April. 1990 BOD meeting sa11· se,·eral specific decisions on
a posilion to pro\'ide member services efficiently. Docs this mean we, the USJ-IGA, ll'ill either drop them like a hot potato or swallow them up·> This is already the cause or substantial friction in sorne areas. Surely a positive relationship can best be developed by corning logelher on shared areas of interest and need rather than unnecessarily forcing organizational issues when we already had a workable arrangement in existence. Our sites. our most precious assets, are regulated by \'olunteerclfort. It is unrealistic lo ex peel one group to take responsibility ror o,·crsccing the activities of the other group when 11·e can barely muster up
a structure ror paragliding activity, including recogni;ing the APA as an affilinteorganization. Paragliding pilots now were required lo join the APA for ratings and the USHGA for insurance (a "double !'ce"J. This structure prcwided the flexibility for both the APA and the USHGA to accorrnnodatc an evolving situa-
tion. At lhc rail 1990 meeting, Honorary Director Mike /v!eier presented a proposal to fully incorporale paragliding into the USHGA. The inilial proposal was seen by some as an unsolicited "take over" by USHGA and was sent back to commillce for revision prior lo acceptance by the board. Key aspects or lvlr. Meicr·s revised proposal included: I) The USHGA now provides membership lo paraglider pilots "on an equal basis with hang glider pilots ... No paragliding division exists. The only distinction concerns which magazine a member rec~i,·cs. 2) The USHGA has. initi;lly, adopted the APA pilot rating and instructor certification programs so thal APA-ralcd pilots and instructors will automatically qualify !'or USHGA paragliding ratings. 3) The USHGA formally expressed its intent that. 11·ithi11 18 months of the institution of this proposal by the USHGA Board (i.e .. Spring of '92) should the APA wish to "merge the existing APA membership into lhe USHGA, the USHGA will assurnc administrative responsibility for former APA 111c1nbers who elect. al the time of the APA 111crger, lo join the USHGA. Ii', al the end or 18 months, the APA has not merged and believes lhat paragliding pilots can besr be ser\'cd by a separate organization, the APA will declare ils intent to re111ai11 a separate
org,miLation and maintain the separate administration of !\PA member services ... 4) Site adrninistrators (local clubs. etc.) are officially encouraged to rate their local sites for paragliding in accordance with the APA rating system. i\lr. Meier slated that the "double fee" previously mentioned is likely to "discourage both
enough willingness amongst our own ranks ro take care of site administration. Furthermore. hang glider pilots are not necessarily qualiried to obser\'c paragliclcr flight or vice versa. Then there's the issue of how to regulate a sport in which the craft can be hiked into any location. How do we decide who can 11y when overuse becomes a problem'? Several European sites which have been llown for years by hang glider pilots arc now closed to all !lying due to overuse by paraglidcr pilots. \Vhat aboul the similar looking rat'1ng cards·' It's fine for the USHGA lo "encourage" ils chapters to rate their sites for paragliding, but realize that the USHGA has deprived both its paragliding and hang gliding chapter members of the abilily to choose how to bcsl regulate because i1's difficult lo make a distinclion bet\\'cen the tll'D sporls when both fall under the auspices of one organization. Ultimately, both groups will need to cooperate wilh each other on issues of mutual concern. Freel Stockwell recently suggested that lhis could besl be accomplished by a commitlee rnade up of 111e111bers from both comrnunities with guidelines issued by the APA and the USHGA. Each group could then take responsibility for its own activity. yet an effective means or working together would exist. Our Board i~ co7nposed of vol unleers who must donate lime and money. so !hose who are more willing to panicipalc will he those who have the most to lose if they relegate control to someone else. Twothirds of the Board is made up or indil'icluals with a commercial interest. Although this docs not necessar-
7
AIRMAIL ily mean conflict of interest, members can certainly have more confidence in the Board's decisions when lhe USI-IGA leadership is forthcoming in communicating with the membership. In lhis case, most of the directors had no idea that a new proposal on paragliding was to be presented al the November 1990 meeting and, therefore, had no opportunity to consult lhcir constituencies. Our editor has not received a copy of Mr. Meier's proposal for publication in our 111agazinc. The roll vote on this issue should also be published. So where docs this leave us? The USHGA Planning Co111111ittee has predicted that our membership will double in the next five years. This would obviously be advantageous for the USHGA financially, but the price for financial gain could be the creation of division a111ongst OL1r membership. And re111e111bcr, only elected directors can vote on a proposal. ff half the USHGA Board arc pmagliding directors and half arc hang gliding directors, we risk creating division amongst our Board. We must have a cohesive Board in order to function efficiently. Rapid mc111bership growth may result from the fact that pilots tend to learn the basics of controlling a paraglider 111uch 111ore quickly than a hang glider, but this ease of learning can also be the source of problems, as evidenced by a recent alarming nu111ber of paragliding accidents. We must consider the consequences of this, such as potential insurance problems. And we must recognize that those most qualified to set up an accident review program are lhosc with the most paragliding experience, that is, the APA. In fact, the APA is currently forming an accident review program as well a glider certification program. What will happen to these programs if the APA goes away'' Internationally, the FAI has decided that paragliding is a form of hang gliding, but the FA! cannot dictate the USHGA's level of involvement with paragliding. All this really 111eans is that the very small percentage of paraglicler pilot.s who wish to participate in world record attempts or internationally sanctioned competitions would have to join the USHGA. The FAA does not state that paragliders arc hang gliders. Paraglidcrs si111ply fall under the FAR 103 along with hang gliders and ultralights. In the long run, any structural format that does not have the support of the pilot population at large will not work. This is another way of saying that paragliding must survive on its own merits and efforts. There are as yet unexplored organizational options. If the APA prevails, perhaps the best 111eans for the two groups to work together would be via a committee made up of members from both groups, similar to the for111at suggested for resolving site regulation issues, but on a national scale. Under such a scenario, both groups could come together on areas of mutual concern or dependence, a fonnat for the resolution of problems would exist, and some services such as those offered through the NAA and FA! could be shared. Paraglidcrpilots would not be placed in a position of divided loyalty and could feel that their interests were properly represented. We could avoid a forced marriage in which one group feels shut out and the other feels encroached upon and could focus instead on our common ground and on building a relationship of trust and respect. •
8
MORE ON THE GREAT HANG GLIDING I PARAGLIDING DEBATE Dear Editor, There was a time when l was ready to puke all over my new Ball vario over the Euro Bag Fags and their oh-so-height-of-fashion trousers, but the feeling passed. Maybe it was my declining hormones, or 111aybc those negatively charged brain cells pressurized with toxins from too many Budweisers just !lowed out my nose one clay when I did 30 consecutive loops. The next thing l knew I was having fun, flying paragliders. Maybe I'm too far brain dead from pulling G's face clown, b,1t I don't get it. Whal' s the big dcaP Just go lly and have fun. tvlitch McAleer Lake Elsinore, CA Dear Editor, I have no desire for paraglider pilots to control the USHGA. USHGA Secretary and Region 11 Director Russ Locke recently (July ·91 HG) said lhis concerning [he potential for takeover: "If the number ofparaglidcr pilots expands like it did in other parts of' the world, then believe it or not with some adaptation we wouldn't be all that much different than we arc now." It concerns me that Mr. Locke offers no insight into what "all that much different" means, and gives no details as lo what "adaptation" would be required. I believe it's naive to think that if lhe number of paraglicler pilots expands to 20,000 or 111ore within USHGA that we, a 111inority of 8,000 or I 0,000 hang glider pilots, would have any significant "power." The USHGA "plan" for paragliding has been shrouded in mystery. Liltle if any information has been published in Ha11g Gliding, nor have we heard much fro111 those who implemented the plan. I' rn thankful for the APA and the success they' re having. They're proud of their sport, and appear determined to stand on their own l wo feet. I believe the USHGA should have remained undivided in its commitment to hang glider pilots and should not deviate from its obligation to hang gliding's future. Leave paragliding lo the APA! Phi I Sergent Reckling, CA Articles did appear in the Dec. '90 /USI-IGA Joins With APA to Service Pilots bv Russ Locke, pg. 13) and Ja11. '91 /USHGA Paragliding Update /Jy Gregg f_ml'less. pg. 44) issues ()l Hang Gliding. ft is tme, hm\'e1•er, that the.fill/ text o(lhe adopted proposal 11·a.1· 1101 pu/Jlished.-Ed. Dear Editor, I want to commend, and heartily agree with David Jones' "Hang Gliders and Paragliders Don't Mix" Viewpoint letter in the August 1991 issue. I am saddened that he quit USHGA but I can understand his frustration. It seems unlikely that there will be another officially recognized hang gliding association formed, but who knows. Ir the resentments and concerns about insurance, sites ancl flight safety keep growing, a new organization could be
fanned. When I first saw paragliding l thought it was
beautiful, but experience has soured my initial enthusiasm. Adding paragliding lo the flying mix, here at least, is not working out. Perhaps the paragliding community should develop their own sitcs,jusl as the hang gliding co111munity has spent much time and effort doing. Sharon Jokela San Francisco, CA Dear Editor. It's bound to be a long, uncertain road before lhe dust settles and we enjoy overall conciliation and cooperation between the two forms of foot-launched night. Many have opted not to be part of this evolution. To doubters and detractors I'd say please hold off on condemning current USHGA efforts in this direction. Think about important things like flying sites, lobbying strength, safety and the FAA's perception of fool-launched activities. Don't get too hung up on whether paraglidcr pilots arc immature and a liability to hang gliding. Because they will be if we turn our backs on them. Ji111 Dowling Rcclcling, CA Dear Editor, There seems to be a lot of tension about this subject and I for one don't understand why. This spring our Northern California chapter, Shasta Wings, voled to included paragliding. Since then they have done nothing but help the club in every way they can. They're a bunch of great pilots who want nothing 111ore than to preserve our existing sites and create new ones. There is a lot of commercial interest in lhis chapter, but who else wants to promote the sport and preserve sites 111orc? One mistake the USHGA may have made was not giving the membership the right to vote on such a hig matter as including paragliding. A lot of hang glider pilots still don't understand how all lhis came to be, and I think there needs to be another article about the matter and what's going on inside the USI-IGA. When the nu111bcr of paraglider pilots increases significantly then I hope to sec them function as a separate operation with a separate magazine. But for now they need our help and knowledge and we need theirs too. Candice Smith Mt. Shasta, CA Dear Editor, Most hang glider pilots don't have anything against paragliding, and I respect the sport and hope it becomes safe and successful. I also think that the original idea of helping the APA develop is a good one. But it has become quite obvious that there arc a lot of members who don't want the USHGA lo turn into a paragliding organization. What l sec is two separate for111s of sport aviation with major technical and philosophical differences. I hate the idea of lhe USHGA replacing the APA and becoming an organization which is a merger of the two sports. Currently there arc Board members working toward that goal, in direct opposition to the wishes of their constituents. The rationale is that they know what is good for the HANG GLIDING
AIRMAIL masses, and they are successfully transforming the USHGA into an organization run not by the members but by the BOD. We have an organization that is supposed to serve its current members, not those who arc so far just a projected market in a new sport. Hang glider pilots will continue to get frustrated with the organization and its efforts to conceal its real motives, and simply quit. But nothing productive comes from quitting. If you want to see hang gliding stay hang gliding then act now. Write your Regional Director and send a copy to USHGA. Demand that they represent your views and your sporl. Review your Director's performance and either get some sort ofcommitrnent that he will work for your interests, or
vote in someone else. Aaron Swepston Auburn, \VA
OXYGEN COl'vlMENTS Dear Editor, For the past several months this magazine has been running an advertisement for a supplemental oxygen system. The ad states that the system can provide "up lo six hours" of use. This is somewhat misleading. The FAA has established that persons tlying in aircraft above 12,500' MSL for 30 minutes or more must use supplemental oxygen. Admittedly, the regulation does 1101 strictly apply to hang glider pilots, and is perhaps overstated with the altitude requirement. The FAA has to write their regulations for the "lowest common denominator" of pilots. In the case of oxygen use, this is a pilot who smokes, drinks, doesn't exercise, is overweight and lives at sea level. Age is also a factor. In hang gliding, this doesn't describe too many of us, although I must admit to fitting into se\'cral of these categories- age in particular. A pilot who li\'es at relatively high altitude will have an advantage over one who lives at sea level, although above 15,000 feet it really cloesn 't matter at what altitude you live. If you lly at these altitudes, you need supplemental oxygen. So how much is enough'' According to the FAA, you need one liter per minute per I 0,000 feet. That means a flow of 1.8 liters per minute must he delivered by a constant flow system at 18,000 feet MSL. The cylinders on the advertised system hold 18 liters. You do the math. There are rebreather type cannulas available which can reduce the amount needed to Jess than one liter per minute, since oxygen is not being wasted during exhalation, but even then the advertised system is good for less than 20 minutes at I 8,000 feet MSL. Obviously, pilots who get to high altitude need supplemental oxygen for the entire climb and descent, and 20 minutes maximum doesn't cut it. or course, any supplemental oxygen system is better than none, but you had better realize the inherent limitations of an extremely small system like this. Trying to get six hours out of an 18-liter cylinder is only possible if you don't turn it on. The smallest aviation oxygen sysLCrn I've seen has a cylinder wiLh ten times this capacity. Oxygen may not make you any smarter, but it is a known racl that hypoxia can and will make you stupid. It can also screw up your judgement so badly that you could merrily tly into severe weather or OCTOBER 1991
unlandable terrain. Use a system that can keep you out of trouble, not get you into it. Mark Mocho Albuquerque, NM
!111he /Hlsl.fi\'e ,reors the Spor/.\' Oxygen unit has been sold to m·er JOO pilots mu/ more 1ha11 80'1c 1,/' them hm·e reponed a sen·ice lif'eof(ocl/' to eigh! hours from Mch crlinder. Hearing this has been a surprise lo me ,ucd.fi'o1111his i11fbmwlio11 11·e decided to ad,·erlise a serl'ice time of' Cl/> to six hours. This rnn be accomplished /(!he userjr,l!ml's a fell' simple i11.1·tmc1io11s prm·ided 11·i1h each s1·s1e111. These i11slrnclio11s hm·e been de,fred from nwm· pi/01-hour repo/'ls of ac/1(((/ srstem usage. 711e NTG (.Si1or1s O.rygen) regulalor (lid/ 011) de/i1·er.1· 02 111 t11·0 filers per mimlle. A11his ,we ajii/1 crlinder ll'ill /11s111bo1119 to 10 mime/es. !11 normal use rou ll'ill 011/_,. need a/loll' rale r,f'abou/ one li1er per 111i11llle lo gel !he proper amow11 of' 02 sat11m1ed in yocll'biood ( nbou190'7c SAT 02).fc!rpressurenltitudes of'/8,0UD' MSL. This .\'/ill ec111a1e.1· 10 afu/1 n·li11der life of only IO ro 20 111i11utes. Multi-hoc1r /ife 11·i1h 1/,e Spon.1· 02s.rsre111 conies fro/JI using a simple breothing me/hod called Periodic Fixed Rale ( PFR) and ,u,1 using !he 02 ata cons/an! 1'({/e. For exan,ple, (I pi/01 decides to take.fimr or/ii·e brea1hes 11·i1/i 02, /a.1·1i11g ID sl'Co111/s e,·err)il'e 111i11u1es (I/ a regu/(1/o/' selling of 2/3 ( 1.32 filers per 111i1111te ). The syste111 's 02 is i11!,a/ed ll'i//1 outside air at a rario of about 7: /. Al 1!,is mle an 18-litercylinder cm, last six hours before it empries. l ccumol say thccl !he PFR .1Tsle111 is the right or \\'rong 11·c1r ,,fusing 02, bur ii leas cer!ainly become the de(t1c10 method ll'ith !his uni!. 711eSpol'ls O.rrgen s\'slem makes 110 claim as lo II'/,{{/ aliilllde ii can S(lfel.,· bejlo\\'11 ll'ith. fnfomwlion 011 !he Sports 02 .1T.1·1em is gil'en in a package 1/,a/ explains ho\\' ii \\'orks a11d its li111itatio11s. Pa1rick 1'vfclaugh!i11 1Woumai11 High EquipJJJe111 and Supply SLC, UT
The founders intentionally made it broad and general. They wanted the Association to have flexibility to deal with issues as they arise, and not be forced to amend the Bylaws every time a new problem arose. There is clanger in being too specific in mission statements: an item not mentioned can be interpreted now or later as not being condoned by the Association and therefore forbidden, and large holes can be unintentionally created in programs. I'll cite just one example to illustrate the point. The Mission Statement fails to say that the Association should have a working relationship with other aviation organizations. That's an important omission. By leaving this out it now appears that the Association's position has changed and that it is not to de,·elop working contacts with other aviation groups. While current members of the Board may not have that intention they will not always be on the Board to provide guidance. It is possible to interpret the list of specifies as the Board wanting to prevent contacts with aviation organizations, purposely isolating USHGA. That's a major pothole waiting to entrap future members of the Board, and adversely affecting the Association. The article brings some questions to mind regarding the Statement. What study has been made showing that the purpose of the Association needs Lo be stated differently, and that a list of specifics should be cited as in a mission statement'' How does the rewording address that identified need'' If no study has been conducted, and no imperative need or major problem identified, what useful purpose is being served by the addition of specifics~ The proposal surely doesn't simplify anything, rather it comp I icates the picture and can cause significant harm to the organization. Unless there is a compelling need to alter the foundation provisions of an association it is better to le,1\'e them alone. If the planning committee wants to get specific it could do nothing finer than produce a plan for the Association to increase membership by its own efforts. That is worthwhile. Revision or Bylaws by changing the Association's purpose and adding a Mission Statement, and inaccurately terming the action as minor changes, is an example or dangerous bureaucratic wheel spinning.
DON'T CHANGE THE PURPOSE OF USHGA Dear Editor, I read Russ Locke's article in the August 1991 issue (USHGA Planning Committee Meeting, pages I 0- I I) and his comment that the reason USHGA wasn't addressing problems effectively was clue to the organization's structure and not the Board of Directors. "The solution," he wrote, "is to get a small group of people who represent all facets or our sport together and reach some agreement ... " On one point I agree with Russ, the problem is not the Board. But ii surely isn't the structure either. If structure were the problem an answer would be lo change that. The article mentim1s changing the pmpose of the Association and adding to the Bylaws a Mission Statement. That cloesn' t change structure but does change the Association. Russ says the current Bylaws arc Loo general and he advocates " ... some minor changes in our Bylaws to simplify the wording ... " Proposed is a11i11eitem addition of specifics 10 replace the one paragraph Purpose of the Association. Russ complains that the present purpose is vague.
Vic Powell Annandale, VA
RADIO TIPS Dear Editor, I recently made some modifications to the "VOX" unit on my !com radio, model 25AT, and discovered something that might be of interest to folks trying to decide which radio to buy. I had a friend desensitize the YOX by adding a resistor in series to the unit. From what l understand this needs to be clone to any brand to use the VOX. ln doing this we discovered that the unit is not shielded, and has a tendency to key itself. We somewhat remedied this problem by making a makeshift shield. We grounded a piece of aluminum foil and covered it with plastic to ensure that none of the circuits were bridged. I am sure someone with more knowledge of electronics has a belier and probably easier way of doing this. The !com is a fine radio, and I had been using the
9
AIRMAIL PTT button up to this point and had no trouble whatsoever. Jf the lack or shielding was a problem, I didn't really know; I had not used it in VOX mode at that point. I have since used the VOX and the unit works great. I do know that the Kenwood VOX unit is shielded, but don't know about others. The fix needed to desensitize the VOX is something that needs to be done yourself, or by a friend with an electronics background, so the shielding of the unit is no real hassle at all. Mike McCluskey Fremont, CA
DEPRESSING EXPERIENCE Dear Editor, I recently had a rather depressing experience. Hopefully this attempt to get a problem remedied will be perceived as simply that. Over the last 12 years this East Coast pilot has taken flying vacations around the country to a number of favorite spots. One such spot used ro be Torrey Pines, CA. The flying is easy, scenic, social, ,mcl low anxiety. This year I showed up there in June on a Sunday alternoon, and conditions were extremely soarable. l expected to find 50-60 pilots there. What I experienced, however, was really sad. There were two gliders flying. No gliders were at the
PRESSURED TO FLY
More than 300 pilots swooped down from all over the country to soar the phenomenal sites this place has to offer. Un!'ortunately, during the early part of the week, the weather made for highly marginal conditions at several of the more popular sites. Overcrowding and bad juclg111en1 were the rule or the day. On Thursday the chic!' medical authority from Lakeview asked me if this was normal, the number of accidents that we were experiencing. \Vhat I knew or: a broken ankle (resulting from an unhooked launch), severe concussion, fractured elbow, several fractured arms, busted sternum, chin stitches, a lot of road rash and twisted aluminum. I tried to convince the good doctor that these pilots were pressured to fly from driving so far ancl by the sheer numberofpilots. l told him that several dealers were in the area giving demos and people were flying gliders they weren't usecl to at sites they'cl never flown before in conditions that were just barely good enough. I told him that most of these pilots probably wouldn't have pushccl the limits if they had been al their own home sites. But all in all the fly-in was terrific, and it was really great lo meet up with old friends and to meet a bunch of new pilots from Ohio who really knew how to have fun. I will remember this fly-in for a Jong time to come, both the good and the bad.
Dear Editor, I'd like to comment on the large number or accidents at the recent Lakeview, Oregon Fly-In.
Mike Badley, "Mr. Glide" Sacramento, CA
tie-clowns. A lot of the tic-clowns were missing. An
electric generator was cranking away making a horrendous racket. I had my harness and helmet, but was unsuccessful in my efforts to relll, borrow or snivel a glider from the shop. The mood was really depressing. Even the employees (a cook, a cashier, and a "tandem elude") looked less than thrilled to be there. Add to this all kinds of barricades, roads and signs in the old setllp/landing area, and the picture should be complete. I don't know the who's, why's and where's of how things got to this low point, but a change is drastically in order. Obviously, I'd like to see things the way they used to be. No one (the flying community, the city orthcshop)coulcl possibly be bencl'itting from this current state of affairs. I'd like to believe I just caught the place on an off clay, but the local pilots tell me otherwise. I really hope that Torrey Pines can somehow be restored to a stale where both local and visiting pilots will again want to go there to enjoy the religion of hang gliding. Paul Voight Pine Bush, NY
USHGA Books l'.\l{\(,llf.,1·-.;l,
JJIC,fn
RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Reprints from Hang Gliding magazine. Light humor, overviews, techniques and personalities of our sport. Very fun to read!
HANG GLIDING FOR BEGINNER PILOTS by Peter Cheney
Our most popular book! Highly recommended for the beginner to intermediate pilot. Covers launching, landing, equipment, and much much more!
Covering all aspects of paragliding, i.e., skill levels, background equipment, XC, tandem, etc. Over 140 illustrations.
The OFFICIAL USHGA training manual. Over 200 pages with more than 160 easy-to-follow illustrations. The most complete training manual for the beginner to novice pilot!
HANG GLIDING TECHNIQUES by Dennis Pagen
FL YING CONDITIONS by Dennis Pagen
Continues where FL YING SKILLS left off. For the novice to advanced pilot.
Micrometeorology for hang gliding.
$9.95
$8.95
F.A.R. (not shown) FEDERAL AVIATION REGULATIONS covering ALL types of aviation.
$8.95
Please send me (check the following): RIGHT STUFF $8.95 -FAR $8.95 =HG Flying Skills $9.95 _ HG Flying Techniques $7.50 _ Flying Conditions $7.50 _ Walking On Air $19.95 _HG For Beginner Pilots $29.95
•
WALKING ON AIR PARAGLIDING by Dennis Pagen
HANG GLIDING FL YING SKILLS by Dennis Pagen
$19.95
$7.50
$7.50
SHIPPING Under $10 .. ADD $2 $10-$19.95 ... ADD $3 $20-$34.95 ... ADD $4 $35-$49.95 ... ADD $5 $50+ ... ADD $6 CANADA ADD $2 extra lnt'I Surface ADD $5 extra lnt'I Air ADD $12 extra
$29.95
BOOK TOTAL $_ _ Colo. add 6.5% $_ __ SHIPPING
$_ _
GRAND TOTAL$_ _
Ship to: NAME~~~~~~~~
ADDR. _ _ _ _ _ _ __ City/State/ZIP _ _ _ _ _ __
USHGA Books, P.O. Box 8300, Colorado Springs, CO 80933-8300 10
HANG GLJDJNG
UPDATE WILLS WING SERVICE ADVISORY ALL MODELS WITH FRONT WIRE KEYHOLE TANG
Figure 1
that they are capable of performing this installation. Alternately, on front wire sets sent to us, Wills Wing will remove the tab on the tang and return the wire set assembly the following clay for a $4.00 service and shipping charge. OPTION 2: An assembled noseplate retrofit kit is available for $7 .00 including shipping. This kit includes a new bottom noseplate with the aluminum keyhole anchor lock installed. The extended tab on the keyhole tang must be ground off during installation or returned to Wills Wing for modification. There is no additional charge for Wills Wing removing the keyhole tang tab if the wire assembly is sent in with the order for the noseplate retrofit kit. OPTION 3: An assembled noseplate retrofit kit and replacement wire assembly with a new style keyhole tang is available for $25.00 (AT models) and $40.00 (pre-AT), sl1ipping included.
See US HCA Reports in this issue for i11for111atio11 011 the upcoming meeting agendc1.-Ed.
USHGA MEMBERSHIP DEMOGRAPHICS
Number of Full Memberships (Full, Family, Lifetime) by Region:
1/1/91 J)
2)
1991 FALL USHGA BOARD OF DIRECTORS MEETING-SALT LAKE CITY, UT - OCTOBER 18-20
Figure 2 Beginning with the Duck model release in 1981, all Wills Wing gliders have been equipped with a keyhole tang on the front wire assembly. A stamped rubber or bungee retainer attached to the tang provides a safety lock, preventing the tang from releasing from the bolt collar if the wire loop is slackened in flight or during assembly. There have been two reported incidents when this safety lock was bypassed or ineffective at preventing a untimely release of the front wire assembly. Wills Wing has designed a replacement safety latch, for retrofit to any keyhole tang noseplate system, which provides a more secure locking mechanism. We are offering three retrofit options; each is available through any authorized Wills Wing dealer. OPTION I: A basic retrofit kit is available, witl1 no charge for the kit components. The basic kit contains an aluminum keyhole anchor lock, associated hardware and instructions. Installation requires drilling a 3/ 16-diameter hole in the bottom noseplate and grinding the extended tab from the keyhole tang. The cost for this service will be set incliviclually by those dealers who determine OCTOBER 1991
Our meeting place this year will be at the famous chocolate chip cookie Doubletree Hotel set in the heart of clowntown Salt Lake City. This hotel is just IO minutes from Salt Lake International Airport. It's also in the best possible location to take aclvantage of some of this fine city's remarkable attractions: The historic Temple Square, home of the famous Mormon Tabernacle Choir is just a block away. Adjacent to the Doubletree, the Salt Palace Center is the home of NBA Utah Jazz basketball and IHL Golden Eagles hockey. Symphony Hall, home of the acclaimed Utah Symphony, is across the street. For information on reservations at the hotel contact USHGA headquarters and ask forP.J. We have workecl a deal with Delta Airlines for an additional 5% off the lowest discount fares. You may go through your own travel agent if you like, or you may use the travel agent we use, Professional Travel at 1800-678-7807. When making reservations, be sure to mention you are with the United States Hang Gliding Association and the file number is U42045. The American Paraglicling Association will be holding its boarcl meeting on the 16th and 17th at the same location.
3) 4)
5) 6)
7) 8) 9) JO) 11) 12) 13)
Full 537 1449 1307 727 152 !56 455 435 793 716 232 566 303
TOTALS: 7828
9/1/91 Full 516 1446 1299 708 162 165 437
0 0 0
855 731 232 561 368
Para 23 56 86 44 II 2 13 12 14 12 4 IO 21
12
7994
308
Para 2
3 2 I 0 0
464
K2 FOREIGN COMPETITION WINS Alain Chauvet, flying a K2- !45, pulled from 9th to first place on the last clay of competition to win the French Nationals, helcl in Lachens. Ninety pilots competed in the final round of two flights, both of which were won by Chauvet. Alain made up for a third round mishap after winning the first two rounds. The lanyard holding his camera broke at 3,000' AGL during the first leg of the round, leaving him without the means to photograph any turnpoints, so he was forced to Janel at turnpoint #I to receive any points for the round. Phil Haegler continued his clominance of the Brazilian Nationals, winning his fourth
11
UPDATE consecutive championship on a K2-145. Phil had taken a short vacation from the sport this summer and his return was a dramatic one as he defended his title as National Champion.
MANUFACTURER LEAGUE MEET RESULTS Team: 1st place, UP International. Individual: 1st, Jim Lee (HP AT)2nd, Dave Sharp (TRX) - 3rd, Eric Hempstead (HP II) - 4th, Tony Barton (TRX) - 5th, Joe Szalai (XS).
HAW All CHAMPIONSHIPS RESULTS The 1991 Hawaii State Hang Gliding Championships were held August 3-4 at Makapu'u. The contest task was a modified TET out-and-back with self-judged turnpoints (symbol identification). The task start was a full heat air-start ( all pilots airborne). The farthest turnpoint was 1 I miles from the start. Conditions were Jess than ideal with cloudbase at or below 2,000 feet. The course was maxed by only Darrell Williams with a time of 58 minutes and by Greg Bain with a time of I hour 5 minutes. Prizes were donated by Sport Aviation Hawaii. Results Place Pilot I. Duff King, Oahu 2. Darrell Williams, Maui 3. Greg Bain, Oahu 4. Mike Benson, Oahu
Glider Sensor 51 OE HP AT 145 K2 !45 HP AT 158
1991 U.S. NATIONAL TEAM CHAMPIONSHIPS Imagine a hang gliding site 2,100' above the nearby landing area at approximately a two to one glide with three launches and room to set up 1,000 gliders. Imagine a scenic drive through a national monument and a Bureau of Land Management-maintained two-wheel drive road to launch just 45 minutes from a town that likes hang gliding. No, it's not an imaginary place. Just take highway 40 to the Colorado-Utah border. Look north to see spectacular Cliff Ridge. Three miles to the east you will find Dinosaur, Colorado, host town of the 1991 United States National Team Championship. Thirty-six pilots and their support crews rolled into Dinosaur for the seven-clay team
12
meet held July 28 to August 3. Six teams (Wills Wing, UP, Gang of Four, Mutant Middle Aged Aviators, The Green Team and the Anvils) competed for trophies. All 36 pilots vied for the 576 WTSS points brought by the 22 ranked pilots attending the meet, and the crews enthusiastically participated in the Driver's Contest for the $800 in prize money. Meet Director G.W. Meadows, and Mike Warden, Safety Director, called six challenging and varied tasks. Day one through four were perfect with fat cumies and plentiful thermals; day five was called because of approaching weather and days six and seven provided light lift for short but difficult tasks. A "Sandia start" was used for the first four rounds and the traditional timed launch was used for the last two rounds. The Wills Wing team consisting of Jim Lee, Larry Tudor, Brad Koji, Kari Castle and Mark Gibson won every clay and captured the title of 1991 United States National Team Champions. UP team members Tony Barton, Dave Sharp, Butch Peachy, Keith Lamb and Jersey Rossignol took second place, and Terry Reynolds (Wills Wing), Nelson Howe (Enterprise Wings), Teel Hasenfus (Wills Wing), and Joe Szalai (Moyes), also known as The Gang of Four, finished in third place. Even though he only won a single day, Jim Lee flew consistently well to finish first in the individual competition with 5825.20 points. Tony Barton took second with 5824.25 points. (Less than one point out of 6,000 separated first and second place!) Third place finisher was Chris Arai with 5593.85 points. Despite an early departure of the scorekeeper along with his computer, daily results were posted in a timely manner due to the extra efforts of Jan and G.W. Meadows. Jan also assisted on launch each clay along with Tammy Williams. Chris Reynolds was Goal Director and Kathy Lee made the driver contest an enjoyable experience for the crews. Many people volunteered their help as wind dummies itnd goal assistants. Their assistance was greatly appreciated. Thanks also to Wills Wing, UP, Enterprise Wings, Moyes, Pacific Airwave, Hall Wind Meters, Todd's Treats, Mini Mart, Te1rnce Liquors, Topfoto, and the USHGA for the items they donated for contingency prizes.
CLOUDBURST SOFTWARE UPDATED Cloudburst Computer Works, creator of the easy-to-use Flight Activity Log software, has moved to a new location. Their Flight Activity Log software and documentation has been refined and upgraded to version 3.1. This computerized "log book" is menu-driven and runs on any IBM compatible PC. It also interfaces with Ball Variometers' M22 and MSO barograph products to store and print flight barograph data. The Flight Activity Log software stores a multitude of flight data and was developed for pilots interested in using their flight log information to better understand their flying trends and plan future flights. The company feels that the software is more flexible than a standard log book and allows a pilot to select various sorts and selection criteria for graphing, subtotaling and reporting Jogged flight data. It's ideal for compiling ''club logs" to understand the best conditions for flying local sites. The price is $34.95 plus $2.00 shipping. Contact: Cloudburst Computer Works, 20120 Broken Sabre Lane, Monument, CO 80132.
PRIZES OFFERED FOR RECORD FLIGHTS - OLD GLIDERS SOUGHT Hang glider pilots interested in a challenge could earn a hefty prize. The "Rogallo Award," offered by Francis and Gertrude Rogallo of Kitty Hawk, NC, will pay $2,413 to the pilot who first flies from Jockey's Ridge to the Wright Brothers National Memorial and back to Jockey's Ridge. The distance each way for the required flight is about four miles. Witnesses are required, and the glider must be an HGMAcertifiecl glider. Rogallo first offered the prize money years ago and it has accumulated interest over the years. The prize money is administered by the First Flight Society. Interested pilots should contact Kitty Hawk Kites in Nags Head, NC. KHK is also offering two prizes on its own: $500 to the first pilot who flies from Currituck County Airport to First Flight Airport, and $250 to to anyone thennaling the borders of Jockey's Ridge State Park. Contact: Nancy McWilliams (919) 441-4124. Two historic hang gliders are being sought for placement in air and space HANG GLIDING
museums. The Smithsonian Air and Museum in Washington, D.C ncl:ds a standard Rogal lo wing in excellent condition for exhibit, The museum is willing to pay up to $300. Also, the Virgini,1 Air and a Rogallo Center in I lampton, VA is wing for permanent display. Anyone with a glider to donate or sell should contact John llarris at Kitty llawk Kites(<) I 9) 441-41 ?A.
TRIPLE DIGITS FOR LAKEvmw Hang gliding activity has exploded at the popularly proclaimecl "l lang (lliding Capital of the West," Lakeview, Oregon, As a burgeoning number of pilots become familiar with J ,akcview's terrain and myriad launch sites, progressively longer cross,country rlights arc being reported. In l <)8f), the Supine Soaring Surgeon, Doug Hildreth, pi01wcred a new northeast route from Sugar I Jill, resulting in a record 44 mile rlighL That mark was repeatedly surpassed in I 990 as numerous rlit:rs cxcct:ded 50 to (>0 miles, culminating in Dave Hopkins' 85,milc x..c from Sugar Hill to Juniper Mountain. These flights crcalcd a tantali1.ing air of a111icipatio11 around l ,akcview; the covcled I 00-niilcr was inevitable, hut who, where and when') On Sunday, August 18, I 9<) I, Rodger Hoyt, piloting a Pacific Airwave Magic I< ISS 154, dd'ied heavy thunderstorm dcvclopmcnl to soar from Eagleville, California (90 miles south of l ,akcviewJ 10 three miles north of Paisley. Oregon, a slraight-linc distance of 108.5 miles. The rlighl look cxaclly five hours, wilh maximum altitudt:s reaching nearly I :1,000 feet. Rodger's route carried him past several other popular Lakeview sites, including Sugar Hill, Cedarville, Black miles of the Cap and Abert Rim. The rinal flight were accomplished virtually without turning, ubiquitous lift being general eel hy an encroaching tlrnndt:rstorrn. Jronically,,1his same storm which provic!G<l impetus for the night also forced its conclusion; rain and lightning compelled Rodger lo land soon after he was certain lw'd passed the century mark, Cross·country potential into the Eastern Oregon desert is almost unlimilccL This first I ()().miler will undoubtedly be the precursor lo even longer Lakcview,awa X-C's in tht: fu(UrG,
0cTOBFR 1991
The firth annual Turkey Tow-In will he ror !'our starting Thanksgiving Day, 28 at Puerto Pcnasco (Rocky Point), localed about rive hours soulh of AZ. The J'ly.in will rcature truck of hang gliders and paraglidcrs and There is a cliff site, San Pedro,
trol valvt: connect to the regulator. The regulator is preset to one litcr/rnin11tc for use wilh the Oxymizcr@ nasal cannulas. The in flight on/off pinch valvt: is easy to even with gloves. The 240,litcr cylindt:r can provide up to four hours or continuous flow scrvicl:. Cylinclcrs arc refilled without spcci.il adaptors al airporls, comprt:ssed gas facilities or from another cylinder. Transfilling kits are also available. The 240 measures 4.02" x 9.6" and has an empty weight or 3.55 lbs. Price: $474.95 for the 240-litcr system and $494.95 for the 480-liter system. Contact: Mountain High Equipment and Supply Company, 516 12th Ave., Salt Lake City, UT 84103 (801) 364Al7L
SONOMA COONTY HOT Am BALLOON CLASSIC
well. Camping on the beach is av,1ilahlc lhcrt: arc hotels from $20/night to $85/ Showers arc avni Iable on the beach ror This is a non-profit even! and all pro· go to rood and lowing expcnst:s. A $30 is rcqucslcd in advanct:, $35 at tht: Participants arc encouraged to bring clothing, toys (bicycles are a major hit)
Mountain lligh Equipment and Supply its new XCR composite fiber 02 in 240-li!cr and 480-litcr sizes. A very lightweight, low-profile aluminum connects dirt:ctly to the CFF cylinTllc Oxymizer@ cannula and on/off or the optional Nelson now mt:tcr con·"
Eric Beckman opt:m:d the Third Annual Sonoma County Hot Air Balloon Classic this summt:r by rt:lcasing l'rom the Sonoma Thunder balloon to the sound or John Denvt:r's "Eagle and the Hawk," lie lkw his PacAir Kiss through a routine with white smoke !hat left the 8,000+ spc:ctators chct:ring. Tilt: crowd was able to learn mort: about hang gliding in a booth operalcd by Sonorrn1 Wings, play in a simulalor loaned by Mission Soaring, and talk to local pilots. Thanks go to Walt Smith and his con trollcrs at Sonoma County's FAA conlrol tower for keeping tht: air clear for Eric, to Charlie Conklin of Saratoga for much nct:ded help and advice with the drop harness, and Stu and l'J. at the lJSHGA office for a last· minute savt: with the insurance that allowed
]3
the whole thing to happen. A prol'essional video is being made or the event, which features over 50 hot air balloons along with Eric's pt:rformance. For more info contact: Steve Kessinger, P.O. Box 2213, Sebastopol, CA 95473. Sonmnr1 Wings is anxious to exchange ncwslcllers with othl'I' clubs. They can he con/acted at the address above.- Ed.
THERMIK VIDEO
Price $49.95 plus $4.00 S&H. Contact: Adventure Video, I 0950 Silver Knolls Blvd., Reno, NV 89506 (702) 9723518.
HAPPY BJRTHDA Y HlLL One or the fathers or hang gliding, Bill Bennett, turned the big (JO on Sept. 26, J 9<) I. We wish him many happy returns and continued success as he opens his new factory in San Diego, and thank him so much for sharhis "dreams" and aspirations with all of' us in the world of hang gliding. --The Crew al Torrey Flight Park
The new video "Thcrmik, the Art of' Flying" has been released f'or distribution in the U.S. The video is a professional European production covering hang gliding and paragliding. It is an informational film suitable for experienced pilots and the uninitiated alike. Basic principles of' ('Jighl arc explained, as arc the; cliffcrcnccs between hang gliders and parngliders. The film also explains the basics of' thcmrnl and ridge soaring. There arc spectacular rtying scenes over beautiful countryside (including King Ludwig's castle), slow--motion acrobatic sequences, and paraglidcr canopy collapses, stalls and spiral dives. Henry Hauck productions in Germany workl~d on the film for two years, and it won the Critics Prize at the I<)90 European Jiilrn Festival. Thcrmik fcatun;s wcll--known pilots John l\;ndry, Robby Whittall and Tony Bender. 1,1
NEW MANAGEMENT AT PACIFIC AIRWAVE Ken Brown and Briggs Christie will be taking over the reins of Pacific Airwave as its Directors, with Ken rilling the position of company President. The restructuring of' the rnanagcmcnt will allow former President .lean-Michel Bernasconi to concentrate more or his time and effort on design and construelion techniques while the day--to-day operation or the business is handled by the two Jong-time members of the Pacif'ic Airwavc team. Jean-Michel, "This is an incrcd ibly positive step for the company. Ken and have gained al I the experience needed to carry on the policies and programs that have made Pacific Airwavc such a success. I-laving both been a part of the formation of'
Pacific Airwavc f'rom the original Paci fie Windcraft, their new involvement will allow me lo focus completely 011 design, which is my first love. The growth of' the company just doesn't allow me lo he a manager and de signer at the same ti me." Ken and Briggs arc both looking for-ware! to the new challenges that these changes will offer, and anticipate working together as a team to continue to promote the growth of Pacific Airwavc, having the advantage of' Jean-Michel's continued availability as both a designer and a consultant. Recognizing the efforts or Natalie Bernasconi and the ever-increasing talents of Toni Kwalick, they feel that the offices of Pacific Airwavc arc nmning more efficiently than ever and arc conl'ident that the biggest gains l'rom lhc new managcmcnl structure will he f'clt by the dealer network and their customers.
NEW VIDEOS FROM SCHUTTE SAILS Schutte sails announces that they are offering two new videos from Germany: "Thcrmik," featuring John Pendry and Robbie Whillall (40 mins., $48.00); and "Otto J ,ilicnthal," a depiction of the life or the original hang glider pilot with replicas of flying machines, featuring .John Pendry ($40.00). S&H $2.00 with each order. They offer quantity discounts for Cive or more tapes. Contact: Schutte Sails, 752 Casiano Dr. t/B, Santa Barbara, CA 93105 (805) 6874663.
11/\NC: Glll)!NC
PROTECT YOU AND YOUR GLIDER A must for dealers with demo gliders. German made, thousands flying in Europe. Sold to major dealers in U.S. and Canada. ONLY
• SNAP ON/SNAP OFF ANYTIME, ANYWHERE • AFFORDABLE/HIGH QUALITY • RUGGED & DEPENDABLE • 7" DIA. x 2W' WIDTH EXTREMELY LIGHTWEIGHT STORE IN GLIDER BAG OR HARNESS
$4500 PER PAIR (specify 1" or 11/a" base bar) SEND CHECK OR MONEY ORDER TO:
MORNINGSIDE HANG GLIDERS liii!!!!iil RFD 2 BOX 109, CLAREMONT, NH 03743 (603) 542-4416 ~ ~
CANADIAN ORDERS ADD $3.00
DEALERS WELCOM E
~
r1 JI~ Extremely Low Altitude
~Mir~ Parachute System Applied Air Research introduces its line of Rocket Deployed Recovery Systems for hang gliding, paragliding and ultralight pilots. ELAPS delivers the fastest deployment with the highest reliability.
The ELAPS systems are designed by David Aguilar, the original designer of rocket deployment and PDA canopy designs for Ultralight and Hang Glider recovery systems. ELAPS is available with the unique~vmax-drag PDA canopies or convert your current chest mounted hand-deployed 'chute with the ELAPS add-on kit.
Photo: Bob Trampenau
Pilot: Bob Schutte
THE NEW SENSOR 144 6 10 GENERATION SPAN AREA ASPECT RATIO NOSE ANGLE WEIGHT EMPTY POSITIVE LOAD
For information write or call Applied Air Research. $675 - 18' Dia. (5.4 Meters') Introductory Price $725 - 20' Dia .. (,6.1 Meters)
Jl2R
APPLIED AIR RESEARCH #I International
2522 O ran ge Av., Suite A Costa Mesa, CA
92627 (213) 439-4132
34 FT. 144 SO. FT. 8.0 133 TIGHT 64 LBS. 87 MPH
BEST HOOK IN 150-175 LBS HOOK IN I.VT 130-225 LBS HANG RATIN G 3 - 4 - 5 7075 T6 L. E. AND RIBS VNE 55 MPH NEGATIVE LOAD 59 MPH
The new high aspect Sensor I 44 features one step rear set-up, large range V G and the cord stays in place, enclosed wing tips and high strength to weight The roll rate is under 2 seconds 45 to 45 with the best handling and the largest fiight envelope Sensor made.
The New Sensor 144. . A great w ing to fly/
•
SEEDWINGS
41 Aero Camino, Goleta, CA 931 17 (805) 968-7070 • Fax (805) 968-0059
USHGA REPORTS
The Board Of Directors' Work Schedule Why An Agenda? by Jerry Bruning
W
arc trying something new to catch your interest: publishing a rough agenda for the October 17-20th, 1991 USHGA Board of Directors Meeting in advance for your review. Some of the subjects listed may seem important to you, others less so, and some even a bit trivial. But, each subject is there because someone was concerned enough to raise the issue and others considered the subject important enough to include it on the agenda for discussion. Why an agenda? Before I answer that, let me provide a brief overview of how the Board of Directors meetings are scheclu lecl and how they arc run. USHGA Board meetings are usually scheclulecl during the months of April ancl October. Regional Directors vote at each current Board Meeting on the location and elates for the next two subsequent meetings. The headquarters office obtains bids and negotiates a hotel contract for each meeting site. Each meeting opens with a hospitality hour hosted by a local hang gliding organization on Thursday evening. On Friday morning, the President kicks off two and a half clays of almost continuous business activity except for some nightly card games and a number of elbow-bending and hang gliding "bull" sessions. Each clay's activity includes: housekeeping and agenda updates, USHGA Commillee meetings, special presentations, committee reports ancl the general session. New business items are presented on Sunday morning before the Directors head for home. Now to the questions! Why an Agenda? The agenda has a number of purposes. It provides everyone with an outline of subjects
16
to be addressed; who will be discussing the subject (i.e., a committee, the entire board, a guest presenter, etc). It also includes a scheduled time for committee work sessions and when the committee report will be presented. Basically, the agenda establishes an organized structure for the scheduled USHGA Board meeting. Who uses the agenda? The President, the headquarters office, each committee chairman and the board members have various uses for the agenda. The President and the Executive Director share primary responsibility for developing the agenda topics and organizing them into general session reports, committee work subjects or new business topics. The Board agenda is flexible enough to allow committees an adequate time for their work schedules. Committee chairpersons use the agenda topics to plan, prepare and organize their committee work groups into effective working teams. USHGA headquarters uses the agenda to develop reports and supporting material for presentations and general board members use. Committee reports are presented at the general session meetings on Friday and Saturday when all board members are present. What gets an item on the Board agenda? The agenda is developed from input received at headquarters. This includes Regional Directors' concerns, membership letters, committee input, regulatory issues, budget approval questions, etc. You can participate in this input process directly or indirectly. If you feel strongly enough you can contact your Regional Director about an issue and request that it be discussed at the Board
meeting. You can also pick up your telephone and call headquarters directly, write a letter, or catch your director at a meeting to express your views. The point is YOU CAN MAKE A DIFFERENCE if you take the time to make your view known. Where will the agenda item be discussed? This is determined from the nature of the subject. If an item is or general interest, it may be discussed in the general or new business sessions, where all Board members are present; or if related to a specific Board committee, the subject should be discussed in the committee work session and included in the committee report to the Board. The current status of action items from prior Board meetings should also be included as part of each committee report to the Board. If a subject is listed on the agenda, it is the responsibility of the President and the committee chairperson to see that the subject is brought up for discussion during the Board meeting. When will the agenda item be discussed? This depends on the make up of the final Board agenda, including the number of items to be discussed in general, committee work sessions or new business topics. Specific committee meeting times are established at the opening general session meeting. The time allotted for committee work sessions is limited and frequently the committee chairperson schedules evening work sessions in order to cover all agenda subjects. Agenda items are generally discussed during each committee's work session. How can I have a bigger impact upon agenda subjects? By acting upon some of the suggestions in this article. As a USHGA member, you have the right to vote and elect your Regional Director. Make your views known to your Regional Director before the April and October meeting agendas are announced. Express your views to the editor; respond to the annual USHGA membership survey and make your views/priorities heard. A concerned member is an involved member-let us hear from you. You can help set the board agenda either through your action or inaction. IT'S UPTO YOU!!•
HANG GLIDING
USHGA REPORTS USHGA BOARD OF DIRECTORS MEETING AGENDA OCTOBER 17-20, 1991
I. A1rnrds Co111111ittee • Update 20th Anniversary Program • USHGA Award Nominations Status • Lilienthal Award System • NAA Awards Menu • World Distance Award (New) • Offer special Hang Gliding Rating Certificates for purchase 2. Br-lall's Co111111itree • USHGA/USHGA Foundation, Inc. Relationship Statement • Board of Directors Indemnification Wording • Miscellaneous By-laws Changes • Mission Statement • Updated Policy Manual 3. Competitio11 Committee • Men's Competition Team Report • Women's Competition Team Report • 1995 Women's U.S. World Championship - Proposal Status • I 992 World Meet Status • Absolute Altitude Record Attempts • Competition Structure Report
4. Electio11 and A/location Co111111ittee • 1992 Regional Director Election Ballot and Survey • Region 14 - Hawaii • APO/FPO Addresses - Regions 2 and 3
5. Fi11ance Co111111ittee • September 30, 1991 Financial Status • Five-Year Income/Expense Projection Update • Audit Report Review • Special Edition II Issue • 1992 Membership Dues Increase Impact • Review Membership Ratings Fee Structure • SOP Revisions - Budget Deviations • Tax Exempt Filing Status 6. Insurance Con11nittee • l 992 Liability Insurance Status • Chapter/Site Fees Reimbursement 1992 • 1991 Claims/Fatalities Report
OCTOBER 1991
7. lvlembership and Dei•e/op111en1 • Membership Status - New/Lapse Rates • USHGA Image/Presence at Outside Events • Committee Project Status • Public Relations Kit • USHGA Membership Fees - Foreign Postage, No Magazine, etc.
8. Pamgliding Co111111ittee • Tandem Paragliding Program Update • Tandem Towing Program Update • Hang Gliding/Paragliding Organization Status • Reorganize Paragliding Skills • Site Rating Guide Status • Paragliding Handbook Status
9. Publications Co111111ittee • Hang Gliding magazine Distribution Update • In-house Advertising Costs • Hang Gliding Publicity - Good/Bad • Advertising Rate Change Impact/Plans 10. Safety and Tmini11g Co111111ittee • Rewrite SOPs USHGA Certified Instructor/Schools • Coordinate Instructor, Examiner/ Observer Terms of Appointment • Pre-flight Checklist Sticker Proposal • Pilot Proficiency Program Re-write Status • Foreign Equivalency Rating • Special Skills - Rules Clarifications • Hang Gliding Video - Marketing/ Production Plan 11. • • •
Site Co111111ittee Site Manual Status National Site Guide - Survey Update National Helmet Sticker Program
12. Tandem Co111111ittee • Extend Tandem Instructor and Tandem II Rating to Equal USHGA Instructor Term • Review Tandem. Tandem Instructor and Tandem Administration Packages • Tandem .. Rides" Advertising - FAA • FAR I 03 Permanent Exemption Status
While we hope you never need a chute, if you cb have an emergency, youll want the very best BRS, the choice of 1,000 satisfied hang gliding pilots.
ASK
THESE
PILOTS
7 /89Geoff Loyns Owens, California (BRS#36) 6/90Jersey Rossignol Elsinore, California (BRS#40) 8/90Carl Shortt Kualoa, Hawaii (BRS#44) Theyll each attest to BRS quality and performance in actual uses! BRS has recorded 50 total saves
BRS offers several models to choose from, including our very popular Quick Draw CORDLESS rocket model that can snatch out your chest-mount parachute in about0.75seconds, foronly$499. No one offers faster or more reliable high-performance safety
,>)
...
~
13. Tm1·i11g Committee • Foot Launch Slope/Foot Launch Tow Differences • FAR I 03 Permanent Towing Exemption Proposal/Status•
MAKING FLIGHT SAFER
BR S • 1845-HG Henry Avenue South St. Paul, MN 55075 • USA 818/443-7070 • FAX: 612/457-8651
~-----------1:I 17
I
The author flying over Santiago, Chile.
Flying In The Southern Andes article and photos by Eric Hempstead 18
had a good geography teacher in fifth grade. She presented us with a country that somehow stuck in my mind while the Uruguays and French Guyanas wentsailingpast into oblivion. Imagine a strip of land from Southern Alaska to Acapulco. Talk about extremes. Tell the people who live next to a glacier that at the other end of their country th ere are places where rain has never been recorded. They won ' t call you a liar only because, like most of the people who inhabit thi s unlikely political entity, they are just too polite. I'm speaking of Chile, where the irresistible force met the movable object. Ask a geologist what's happe ning here and hi s eyes will light up. You guessed it. Mountains! Add to that friendly people, cheap beer, no banditos and no corrupt cops. So what's the catch? Well, it's probably a long way from where you are and the seasons are reversed. But if you think about it, thermaling 5,000 feet over launch in a sweatshirt might be preferable to scraping the ice off the ceiling of your mobile home in Zap, North Dakota. I paid $650 round trip plus $ 130 for the glider which I sold down there, so I guess that shoots down both points against it. If you come down with three buddies you can rent a van, live cheap and fly like people in the movies. Gringos are scarce in this neck of the woods. They ' re still telling Tudor/Raymond stories from 1984 over in Argentina, just across the Andes. So, "What is the flying like?" you ask. In Chile, where I've done most of mine, it's like nothing I've seen in the states. Things like rain, overdevelopment, wrong wind direction or too much of it are practically nonexistent. You are much more likely to miss a day of flying from fatigue from so many hours in the air. Here's what might happen on a decent day. Load the gliders around I :00 PM, drive 20 minutes to the edge of town, park the car and hike 15 minutes with the glider or pay a local sherpa one dollar to carry it. On a busy day you might have to share launch with eight others. Usually around 3:00 it's time to fly. Pick your cycle and either thermal straight up or gain a little and cross over to the 1,500-foot hill that almost never fails. Work it back to the higher mountains just next door, where some occasiohally sadistic thermals will get you to 3,000 to 6,000 feet over launch . Sometimes there are cu's, but usually not. If this is enough excitement you can hang around till dark. If you like to motor around, get as high as you can and point it toward the front range of the Andes. This is HANG GLIDING
where il gets since on any rlight you could land in 20 minutes or rty 50 miles. it on your skills ancl conditions. l.ct's say 1hc day i, good, you found a crn1plc orthcrnrnls the /'lats and made it to the mrnmlains, where lift is These me I 0,000 fool peaks and the lop ol' Iii'! is co1T1'sp011<li11gly higher than al launch, g1,ncrally mound I 1,000 lo 12,000 l'eet. The 11rnin spine ol' I he Andes has lots of pc,1ks over 20,000 feet, hul that is for the rnos1 part sailpl,mc lcrrilory. I've done some springtime soaring al l'orlillo, a ski mca where I work 111,11 is on the solo on a Raven Chi le/ /\rgc111im1 border. I 229 I use for skiers lanclern I've gotten lo I /l,000 f'cet, hut any downwind X-C from there would get you into some potent dow11 v,illcy winds. There you arc, g,ooo fec:1 over You can head north or south the mot111tains 40 or 50 miles would 1101 be unreasonable hut let say yo11 arc and 0CIOIII R 1991
a 20-milc out-and hack or a JO-mile triangle sounds hc1tcr. I ,ct's cvcn 1,md IO minutes' walk from the car. I won't say we do this every day but we usually try, a11d more ol'len than not we s11ccccd. Since buses go everywhere in Chile. landing out isn't the rescue nigh1marc it can he for those of us who fly without a chase vehicle in the states. There arc four or five good sites ,ill two-wheel-drive wi1hin an hour or roads. The local pilo1s arc very helpful and generous: they're also good l'Jicrs. Jaime Didier and Cris1ian Cid arc two names to look !'or al next world 111,,cl. Let's unroll 1hc map again. We're below the equator so nor1h is holler and south is cooler and, or course, wetter. Pick a direction. The nor1h has some astonishingly dry. moon-like wi1h excellent coastal ridge and thcrn1al sites. The south, with its volcanoes, lakes and l'orcsls is an extraordinary sclti11g for amongs1 I he pu llil:s. is ,1 wholcditlcre11t scene. While
Chile has dcpcndahle weather du1: to its proximity to the sea and some l'ric·ndly high pressure cells, /\rgrntina gets its wc,1ther l'rom different directions; sometimes it sccms like ii comes from all directions al once. We're talki11g cun11i1(H1imbus, gust fronts and min. Go I here in the spring (September lhrough November) lo be sarc. The middle or s11111mcr gets hairy. The /'lying can he out or this world cxc,'.llcnt fl;1tland thcrrnalinp. and some fine 111ou111ain soaring. /\rgcnti11a may lrnve the grcalcsl X-C potential in all or South /\111crica once lowing gels cs1ablishcd. The best area is in lhc northwcs1crn part or the country, around the of' Li Rioja. They have an international X-C mce1 every year in November. Chile has its hig meet in January and they love it when show up. The English, C.cmians ,111d Swiss have discovcrL:d this l'lying p,1radise; maybe it's time more /\mcric,111s make tile journey. I sec ads for group trips in this magazine. Think ahou1 it 19
when your ringers stick to your car door handle ncxl .January.
Editor's Note: Upcoming events include a meet in J\rgcntina, Nov. /6,,23. /,'ntry is $100 nm/ includes rides to launch flll(I retriel'al. The .frmnat will be 01.1t-a11d-re1urn, mce to goal and opm distance. For meet mu/ gene ml.flying injrJ contact: J\grupacirin Riojmw de !\las Delta, San Ni('()l!ls de Bari 820, I.a Ri1Jja, J\rgentinn C.I'. 5300 td (international acccss0822) 23830 or 23049 or 27737 Fi\X (internmion11I ac· cess 0054822) 25357 or 27737. For infiJ 011 jlying in Chile contoct: Jens Tannen, Casilla 957, Santi11go (I) Chile tel. (international a1·cess 562) 2/8 4845 FJ\X ( international rtffess 562) 698 5004. ;\ Chilrnn meet will he scheduled in late /)ccnnber or January. n,e aufhor may he contacted 111: Rril· Hempstead, 2066 Buf/ner Rd., l'leusant Ifill, Ci\ 94523 (415) 932-0546. 111111
Soaring the coast of Chile at Antofagastn.
u
-I
r NG
I
NG
by Dennis USHGA officially approved manual <11 The only manual written by a certified instructor. 12 large chapters detailing every phase of flying.
I
$1
HANG GLIDING CON TECHN BY DENNIS PAGEN Learn to soar Ii ke an ace witt1 the best techniques to improve your flying·
The road map to the sky---Learn all about sport aviation weather.
Powered Ultralight Flying.... . . . . . . . . . . . . . ..................... $11.95 Powered Ultralight Training Course . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. $ 9.95 20
by Dennis Pagen ,. Learn to fly from ground zero to thermal flying with the newest form of sport aviation.
,- SEND CHECK OR CASH TO: I SPORT AVIATION PUBLICATIONS I P.O. Box 101 I MINGOVILLE, PA 16856 I Please rush me the books listed below: I QUANTITY I I Flying Conditions . . . . . $6.95 I Hang Gliding Flying Skills .. $9.95 I Hang Gliding Techniques ... $6.95 Powe reel Ultralight Flying .. $11.95 I Powered UL Training Course $9.95 I I Paragliding Fligl1t . . . . $19.95 I Save 10% order two or more books! I Save,First live books for only 38.95! I Total amount for all books$ I Postage and Handling ·-· $1.95 I Overseas airmail if desired ($6.00/book) I TOTAL ENCLOSED SEND TO (Please Print) I NAME I ADDflESS I CITY.STATE I COUNTRY/ZIP
f li\NC: G1.11JIN(;
Dave Freeman
Nominee
REGION 3
2 Russ Locke
hic11mhent
Joe Grehlo
Nominee
Nelson Nominee In 1979 I started lrnng gliding. It's been I years now, and I've never regretted tl1c decision to fly. But I've seen a lot of changes: words like "liability" and "lawsuit" have become part or the hang gliding vocabulary. New flying sites have become increasingly more difficult to ac quire, and existing ones arc: in constant danger or bci ng closed. Hang gliding technology has advanced at a phenomenal rate, yet the sport races challenges today that couldn't even be imagined 12 years ago. Region is at the forefront or those challenges. It is lmgc and complex, with every kind ort'lying site illlaginable. It is also unique in that many or our sites an) on federal, state or county property. One or the problems I sec in Region 1s a lack or communication. If' elected I will keep you inf'ormcd about activities at the national level, and also solicit your opinions through club newsletters. Arter all, how can you have a voice if you don't know what's going on? Initially, I want to know what impact (if any) paragliding is having al hang gliding sites. Maybe yon sec it as a problem at your local site, and maybe you don't. What do you sec for the future'! I feel that site control belongs at the local level, but we can all profit by communicating and working together.
Bill lknneU
I11c11mbcnt
OcronFR 1990
I have been involved in hang gliding for 14 years. I currently am rated an Observer and Examiner. In the past l opcrntcd a small hang glider business, but I do not have any obligations lo any hang glider manufacturer. In Rcgion 2 it is now time to take what has been learned in dealing with government agcn·· cies on riying sites, and apply this in an orga· ni,.ed manner to outlying areas. Currently the National l<'orcst Service and many mountain colllmunitics arc shirting from a logging to a recreation base. We should now take advantage or this opportunity lo open new sites and stabili,.c existing ones in our region. On a national level, the one issue that I feel will rip the LJSHGJ\ apal'I is root-launched parachutes. J've looked at them, and no matter what, they arc still foot-launched parachutes~-· not hang gliders. J\nd the foot-launched parachutes do not consider themselves hang gliders. With this in mind I feel it is now time to aid the f'oot-launchccl parachutes into f'orrning theirown separate organization, so they may control their own destiny. Please take the time to vote.
Lawless lncmnhcnl Approximately seven years ago I got involved with the USl l(iJ\ Board or Directors by speaking out against some of' our leaders at that point in time. I had a concern for where the Board was headed and wanted to voice that concern. What I learned from that experience was that if' you wanted to change things in the USHCrJ\ you had to get involved. With that knowlegc, I volunteered to assist with the development or a new computerized database system. The new system was being designed to replace several manual operations that had been in place since day one. It would produce computerized rating cards, mailing labels for the distribution of' Hang Gliding magazine and provide a historic record ofa members' progress through the pilot proficiency system. This sys tcm now allows the USHGA to accurately monitor our growth and attrition rates, as well as other basic business !"unctions, My involvement in developing this data·· base system got me elected by the Board as an Honorary Director. Since Honorary Directors don't get a vote on the Board, I decided that running for a membership clcctccl position was the thing lo do, It was a close race, as I ran unopposed. My involvement with the Board began by being appointed Insurance Committee Chair man, during one or the "hardest" insurance 21
markets we've had i11 recent years. l was thrn elected Secret my during my second year 011 the Board. Arter holding the Secretary position /'or two yc)ars, I was elected President this past November. Talk about jumping in with both feet I The last f'om years have bel'.n very ing for me in that l believe l have helped lead the Association from a "backroorn" type or opera. tion to a prorcssionally managed business. We arc now at the point where the headquarters office is operating at il level most of us expect, with very rcw i r any complaints coming in. As an Association, we've made a lot or progress during the past five years. I lowever, there me still many waiting for our altt:nlion. Some of the major challenges l sec on the horizon art:: I) how will the lJSIIGA address !he paragliding issues, 2) 1hc need to upgrade parts ol'ourrating system, spccil'ically addn:ss. ing the inslrnclor and observer systt:m, and 1) site management and procurement. Wilh that hridhit ol'history, I'd like to ask ALL oJ'thc pi Jots in Rcgion l to take the time to vote for two of the four candidates running for the posit ion or Region 1 Director. Additionally, I'd likl: to ask you to specifically elect me to another two-year term. I ht:licvc l can continue to make a signil'icant contribution to the development or the Association. However you vole, please make sure you an: voting J'or individuals who arc sincerely intt:restcd in working to im"" prove the Association J'or all of' us.
Jerry Forburger Nominee CANDIDATl':'S NAME: Jerry f 1orhurgcr USHGA NUMBER: 07746 PHOTO: Not available, camera broke. HANC1 (ll .lDING ACTIVITIES: Pilot, Instructor, Tandem Administrator, Obst:rvcr, Honorary Director, inventor, businessman, and all around "OK Dude." VIEWPOINTS: Mostly from prone position. WRITTEN CONSENT: Smc. WILL l SERVE II' ELECTED'/ Sure, I'll probably ,erve even if I'm not elected.
4 .Jim Zt\iset
lnc11mbe11t
Glen Nicolet Write-In Candidate Regional Director elect ions arc here again, and now, those or you in Region 4 have a choice. I'd like to announce that I will be running for Regional Director as a write-in
candidate. My name is Cikn Nicolet and have served as a Dircctor-at."Large for the past year. Now I would like to have your support in orde1· to serve you in Region 4. Tht: following is some information about me and how I would like to represent you. We need better communication among om members. I can provide this by attending all Director and Board meetings. We also need more oprn and shared communication through visits to club meetings and articles in your individual newsletters. By talking to tht: clubs in our region we can bring everyone closer together. The new folks interested in hang glid ing within our regions also need information lo encourage new growl h. Concentration is needed on and intermediate pilots to develop better skills in the safest possible way. The flying community as a whole, frolll beginner to mlvanccd, needs representation and information. Proper and accurntc accident invcstigat ion is another area that is important to the sarety or the sport. All accidents need to be investigated and the information shared so all can benefit. Dcvelop111c11t or competition is another area that needs atle11tio11 in order to rind the best qualil"iccl pilots. But let's not forget to develop and promote FUN flying for all pilots to learn about competing safely. l bt~lieve that I can help achieve these goals as Region 4 Director. I have already written several artic!Gs for !fmtg Gliding magazine and will continue to participate in all aspects or the sport with the interests of' everyone in mind. Over the past year and a halr I have attt:nded all Board meet"" ings. As part or the Safety and Training Committee I have :1ssisted in updating the rating system nnd continue to work with others con-
ccrning towing. In June, during the Sandin Clnssic, I assisted in successfully opening alii tudcs above 18.000 reel for the rirst time in lrnng gliding history. l will continue to work in the areas of' rGgulat ion and control ror the hL:ncl'il or all without compromising sal'cty. My interest in rlying stal'lcd in the sixties. In 1969 l obtained my private pilol in single engine aircral'l. I quickly obtained a com mcrcial pilot's license and :111 instrument rating. In the seventies l ohtainccl a commcrcial sail plane rating and /kw competition J'or SL'vcral years. Presently I hold and Advanced hang glider pilot rating and :1m an instructor and observer. While for the Federal Avia· lion Administration (!'AA). I have lived in Ohio and worked ;11 I'AA headquarter in Washington, D.C., worked in the Chicago an:a a, an l1Ai\ evaluator, and am now a permanent resident or NL,w Mexico. My position is Arca Manager at the Albuquerquc: Air Route Traffic Control Center. l'lying and aviation h:ive been a part or my lire. Soaring is one or my greatest plcasmcs. 1have a special interest in helping promote both the sport and safety of hang This can be done lhrough a positive altitude and cducatio11. My background, education and experience is available and I would like to assist in whatever way possible to help USI !GA grow in a positive dircclion. Keep in mind that being a small group of aviation enthusiasts we are often misunderstood by many inside and outside the aviation circle. We need to understand and J'ollow some very simple and basic guidelines in our sport to maintain independence. As a regional director l believe I can contribute positively to the benefit or hang gliding. Region 4 needs a regional director who can give it a lot of allention. It will take a Jot or work and tirnL'.. If you feel I am the choice for you, write my name in when you vote. Your vote is an important decision. Make it carefully and VOTE.
REGION 5 Mike Incumbent Mike King started ha11g gliding in l 972. ln his I lJ years of' flying he has been a IJSHGA ccrLiried instructor and observer, chairma11 of the USIWA Safety and Training and C,ricvance Review Committees, Regionals and Nationals Competitor and the Region 5 Director Cor I0 years. He has worked hard throughout Rcgion 5 I lANC: GUIJINC:
REGION 9 Pete Lclummn- Jncumhent
REGION 10
Matt Taber
working with the Board of Directors during the past four years will make me more clfoctivc in the future. Hang gliding is my business and my life. l love this sport, and I want to continue working for you. I hope you will cast yom vote for my experience and commit111cnt. I look forward to again representing you and our region within the USIIGJ\. Thanks, and fly saf'cly.
Incmnbcnt
REGION 11 Dave Broyles
to organi1,c mccls, fly .. ins, ICY' sand to incrcase public awareness about the sport. I le is also responsible for getting USHGJ\'s firsl corpo rate sponsor. In addition to extensive trnveling 10 various hang gliding sites throughout tile United States, Mike owns ,111<1 operales Treasure Val Hang Gliding, a rulJ .. scrvice school/ dealership in Boise, Idaho. During his IO years as Regional Director Mike has organi,cd and directed numerous meets, fly .. ins and ICP's, and generally promoted hang gliding through .. out the entire Northwest. Mike is an J\clvm1ccd-rntcd pi lot dedicated to powerless, root-launched flight, and most of the programs oft he USIIGA. He also believes that paragliding and hang gliding arc totally separate sporls and should he trci1tcd as such. When not rlying or instructing, Mike and his wife l ,isa, also a pilot, arc busy taking care of' their JC) "kids" at their horse ranch in Boise, Idaho. Althclllgh not actively campaigning for another lwo .. ycar term as Regional Director, Mike at least knows how to cope with most of the "political B.S." of the position, and will continue to serve Region S indefinitely.
6 Ron Kenney
0CTOlllR I 990
lncmnbcnt
With your support, I look forward to my third term as yom Regional Director, and per .. haps a l'cw words or review arc appropriate. Over the past fo11r years, I have never missed a USIIGJ\ meeting, and I've always worked hard and contributed at every opportu .. nity. l lwve fought for your interests. l believe the USI IUA is much better today than /'our years ago. Because I work full time in hang gliding, I've always been easily accessible, and I've never failed to respond to the wishes of my constituent pilots. There arc many hurdles ancl roadblocks that we as hang glider pilots and our association must overcome if we want to con .. tinue to enjoy our l'an1astic and unique sport. There arc many issues !hat require careful management. I am motivated to spend my time and money to help guide our association inlo the 1'11ture. I am currently Chairman of the Member .. ship and Development Commiltcc, and a mem .. ber or the new Planning Board. When you elected me your Region I 0 Director, I was committed to helping the sport and advancing the interests of my fellow pilots. I slill am. l believe the experience I've gained
Nominee
I have been flying hang gliders since '72. I started instructing hang gliding in '73. !joined the US! IC,/\ io '75, and became an observer and an examiner at that ti111c. I have had a Hang 4 since '75. I was elected to the first USHGA board of directors, and served on the hoard for six years. For three of those, l served as presi .. dent of the USIIGJ\. As president, l oversaw the transfer or ultralights from the LJSHGJ\ to the J\OPA, and served on the J\OPA IJltralight Advisory Board J'or one year. r withdrew from regular involvement in hang gliding for scvcrnl years while I raced bicycles. During that time, I was president of the Matrix Cycle Club, a Richardson, Texas based racing team. ln 1987, I came back to full-time hang gliding and bang gliding instruction. l rein .. stated my business, Kite Hntcrprises, and I m11 now a Pacific J\irwavc dealer, with a full service garage dealership. I am an advanced
instrnctor, and Kile Enterprises is a lJSI In!\ certifil:tl school. But then you ;1sk, yeah hul what have I done for you reccn11y' 1 Well, l participated in the perforniancc of two lnstructorCcrtif'ication Programs (]Cl'), put on a hang gliding 11wc1, and assistl'.d in several others. This year I was the dcsig11atcd tow instructor for the llohhs, NM lwng meet I also got the ,1warcl ror best crash at the same mccL What am I pl;mning to do as regional director'! I am very interested in working with the co1111rti1tcc to make towing safer for everyone. I have Ileen in close contact wilh the head or the towi11g committee, and l plan to work with him 011 a tow driver certification and a better 1netlmd for rating under 1ow. I am intc'.rested in encouraging more meets and fly.ins in the Texas area. ;\s regional direclOr l wi II guaranll:e 1hat at leas! one ICP will he conducted each year in Texas, and as many more as arc needed to rm the needs or our area. J\lso, as regional director I will plan to attend a club meeting or every club in Texas ir possible. I plan to represent J\ustin, Dallas, Ft. Worth, llouston, Odessa, San J\ntonio, Tyler a11d every place there is a club, or even one USHGJ\ member in Region 11. I will he responsive: to the inputs or all the USHG/\ mernbcrs ofRcgion I I, and will rcprescn11hem to thc best or my ability a1 the hoard nwetings. While lam a dealer and an instruc1or, l will continue 10 represent the individual lJSHGJ\ member rather than anyone's business interests, as l did before. Why do l want to he regional director again'' Well, you would think l learned my lesson last ti rnc, but I guess 1101. I CJ\N guarantee you that I don't wan1 to he a director lo he a big cheese. During the three years I w;1s president or the \JS! JG!\ my home and work phone numbers were published in I loni Gliding every month, and evcryo11c was welcome to call and me their inputs. This will be the case if I am elected regional director. l want to he elected because I sec a number or tl1ings !hat I can do for us as pilots, especially in the area of tow ratings and low competition.
Jeff Hunt
Nominee
Why am I in this election? Many pilots ,md people a1 various levels in the lJSH(i;\ have encouraged 111e to nm indicating they think I would he good in the position or Regional Director. l ;1111 very active in our sport which I first began a1 age I (I am 28 now) and hold an advanced pilot rating and advanced instrnc1or/
tandem instruclm appointments. l have tried to suppol't pilots with site procuremn1t, maintenance, and improvement. I have been President or Pncksaddlc Soaring J\ssociation for the last two ycnrs and have orgm1i1.ed numerous events for pilots. I have a in J\erospacc Engineering and run a business called Red River J\ircrart in J\ustin. Texas. While: I have worked on airborne tow projects for 1he defense indusl ry nnd bui It and tested wind tunnel models, I now mostly instruct hang gliding, sell and service wings and things, as well as fly tandem and !ravel 011 flying trips. communication, and si1c preservation arc, I ilclievc, the importan1 topics 10 pilots, with towing. The structure of the the basis for a local co1111mmication rn:twork: Director, Examiner, lnstn1clor/ Observer, pi lot. The focus oft he USHG;\ is with the pilot prof'icil:ncy progra111, accident rc:port i ng, m 1d inst rue tor certification programs. These two together, communication and USH( l;\ programs, arc what I would concentrate on. If the pilots in Texas and Louisimrn ask me to fill the position or Director in Region 11, I will clo my bcs11ojustify their confidence.
12 Paul Voight Incumbent Hello Regicrn 12. My name is Paul Voight, and I've enjoyed being one of your two dircc tors J'orthc past two years. Election time is here again, and I' cl be glad 10 continue i11 the position shrnild you reelect me. Js"or those or you who don't know me, I' II quickly run through my background. I started flying in l 972, began working in 1he hang gliding business in 1980 as an i11s1ruc1or, and began flying in U.S. Na1ionals in 1981 (with consistent, mediocre finishes!). J\lkr working for two hang gliding shops, l s1artcd my own business, "Fly High Hang Gliding" in 1985.
The business has evolved into "1hc only hang glider shop or its kind i11 thc world," and co11tinues to allow me to live the lifestyle of the rich and r,rn1ous. The wc,alth is l:ndless. Crcdcnti,11 wise, I'm master ra1cd since I984, and hold lJSI J(];\ Fxa1nincr, Observer, J\dv,mccd Instructor, and Tandc,m J\dministra tor appointmcn1s. J\dditionally, I am an aerotow pilot, a three-year !\TOI, ow11cr/instructor, and was at one time a USUF ultralight instruc1or. I recently achieved my parngliclcr class one rating, and need two more hours or airtime to cornple1c my paragliding i11structor rating requirements. 111 my two years as Director, I have been active on the Tandem, Towing, Parngliding, Site Procurcrnc11t/Managemen1, and Safety and Training Comnlittces. l have also taken an active roll, in the f>'inancial Redistribution Committl:c, with fairly posi1ivc results. Thew arc many challenges ahead 1hat the US! !GA will have 10 address so 1hat you (and l) can continue to enjoy driving around the skies in hang gliders and paragliders. I'd like 10 sec mon: membership participn tion. There arc far loo many who enjoy this sport who haven't a clue as to how much work a very rcw individuals do to nllow this program to continue. We also 11cecl to secure sites, deal with sharing airspace with commercial air tral'· fie, and improve our sarety record. J\nd then there ,ire the new guys on the block, the paraglider pilots ... They arc viewed as hang glider pilo1s legally, use (or want to use) already established hang gliding sites, and wear runny clothes. The ongoi11g saga or the lJSI JC,;\/ J\ P J\ 111crgcr con1inucs. In conclusion, l enjoy participating in the evolution or our sport, and will continue to serve Region I from a pilot's point oJ'vicw.
I IANC G11DJNC
A\RSC-ARE
CUMULllS l>WAl\1=5 ME AND I'M mN CAU&llT IN ,rs UPWARD TU&
© t'fll BYJ/4(tf!/rtl(!iN
~~
~_.....____~-
$oFr FLESH TEARS AWA'f
WARM JlL60D TR.ICKLf5 fR,oM MY NAPE
$1-\01.> No 'Pin' FoR. MY FATE NATll~E. CARE5 Cl'lt..Y To G-11/E: .ANJ)
TAKE.
THE fA&LE .51N&S A VICTOf« SON<:, AS I SPIRAL PowN To MEET THE &R,OUND COL"D SHl't'EPS LANCE MV :,PINE. TEARS ARE FU)WING fRoM BULGING EYES
t WAKEN AN'!> REALIZE.. ...
SAFETY FORUM WIND DIRECTION COI\FUSION WHEN FLYING IN EUROPE Ecleltraucl Erl, editor-in-chief of the German hang gliding publication Drachenflieger, writes to warn us about possible confusion over indicating wind direction from the ground. (See G.W. Meadows article in the May issue of Hang Gliding, pp. 44-45.) He warns that American pilots should be aware that in Europe they stand back to the wind when signaling wind direction from the ground to an airborne pilot. This was adopted from the !CAO recommendation for helicopter pilots. The reasoning is that it may be dangerous for the person on the ground to turn his back on an incoming aircraft.
WE CAN ELIMINATE HOOK-IN FAILURES by Jack Wathey When I first read that hang glider pilots sometimes launch without hooking in, my
UNHOOKED
HOOKED IN 26
reaction was probably typical: "How can anyone be that stupid?" I smugly dismissed it as something I personally would never have to worry about. That was before I started my lessons. On my sixth clay on the training hill I learned why pilots forget to hook in. I was concentrating on learning to turn, and my usual prelaunch routine had been interrupted by some extra ground handling. When the next nice breeze blew up the hill, I picked up the glider with nothing but thoughts of S-turns in my mind. My instructor, who was still holding the glider's nose, said with a slight grin, "Aren't you forgetting something?" I felt lucky to have a competent instructor watching over me, humbled to realize that it isn't stupidity that makes people forget, and a bit frightened at how easily it can happen. Last year there were 11 reported hook-in failures. The ritual of the hang check is not enough to prevent these accidents; some pilots, under some circumstances, simply will not do it. I am convinced, however, that injuries and deaths from hook-in failure can
be completely eliminated from our sport. The essence of the problem is technical: the pilot cannot see the hang straps and carabiner when he or she is about to launch. We need a simple and reliable gadget that gives the unhooked pilot a warning so obvious and unambiguous that it cannot be ignored. John Gray has already patented an electrical device that sounds an alarm when an unhooked pilot picks up the glider to launch (see the September '89 issue, page 15). This may ultimately be the best solution, but the device is not yet on the market. (John tells me he is still refining the prototype.) In the meantime I have made a low-tech gadget which may be just as effective (see illustration). The invention is not entirely my own; it is an improved version of an idea credited to Ken deRussy and described in Richard Nakai's letter in the August '89 issue. It requires nothing more than a brightly-colored nylon cord, a length of l/8" bungee, a plastic tube and some tape. One end of the nylon cord is tied to the glider's nose; the other is threaded through the plastic tube which is taped to the keel where the hang straps are attached. The nylon cord ends in a loop which the pilot hooks into the carabiner along with the hang straps. The length of the cord is adjusted so that, when it is hooked in, the cord is pulled tight along the keel and is out of sight. When it is not hooked in, the cord goes slack and dangles in front of the pilot's face, just about at eye level. To make sure that it goes slack, a length of bungee is tied to the cord to pull it towards the nose when the loop is not hooked in. The tension in the bungee is adjusted to be less than the weight of the carabiner and harness straps. Al I of the materials are cheap and easy to find at backpacking stores or glider shops. For the cord I use fluorescent pink 4 mm climbing rope. For the tube I use the body of a Bic "Round Stic" pen. I have used this hook-in reminder on more than 30 flights over four months. It works flawlessly. The weight and drag it adds to the glider are negligible-ditto for the time and money it takes to install it. I can sec no good reason for anyone to t'ly without it. The more safety-minded glider manufacturers should experiment with this or other ideas for hook-in warning devices. Once they have confidence that the device is safe and
SAFETY FORUM reliable, they should include it as standard equipment on their gliders. I personally would like to sec it a requirement for HGMA certification that all new gliders have some kind of hook-in warning device. We can never eliminate all of the risk in hang gliding. but hook-in failures can and must be eliminated. Proper instruction and this simple piece of string could save lives and significantly improve our safety record.
GLIDE PATH CONTROL by Robert Ormiston Having attended the recent Lakeview fly-in. I read with interest Rodger Hoyt's article "The Midas Touch." in the August l 99 l issue of Hang Gliding. It reminded me of a related situation described by Jim Zeiset in the August 1987 issue. Jim experienced a maneuver-induced structural failure while diving at high speed to escape cloud suck. Rodger's experience produced no more than an hour's worth of sustained fright but could have been worse. These two accounts dramatically illustrate an infrequent but no less real problem that has emerged in recent years with the advent of very high performance hang gliders. It is especially curious to me that neither pilot seemed to wonder whether there was anything that could be done to provide more effective descent capability for a hang glider. The problem seems not to be taken very seriously but it concerns both our safety and our enjoyment of the sport. After all, it makes no sense to be scared when the whole point is to have fun. Most pilots I've talked to can recall one or more frightening experiences in a hung-up hang glider. After a little reflection they usually agree that some kind of descent capability would be nice to have. Readers may also recall the European tragedy a few years ago when rive pilots died in a single cloud suck incident. Understandably most efforts Lo improve hang gliders over the years have aimed at beller performance and the results have been phenomenal. so much so that current gliders can be l'ery difficult to gel down at times. We now have the paradox where the HGIV!A certiJ'ies gliders up lo Y 11 e to minimize the chance of turbulence-induced structural failure. but eYen al Y11 e the sink rate is
inadequate to escape lift that we often fly in. If for some reason you have to get down
through strong lift in rough air, you may be risking possible structural failure. The hang glider is virtually the only type of aircraft that doesn't have an independent (of airspeed) means of descent control such as throttle, flaps or speed brakes. I think the time is clearly overdue for hang glider designers to develop the capability to descend effectively without exceeding the airspeed or aerobatic envelope. This is not a difficult engineering problem but the industry has so far shown virtually no interest. However. if enough pilots decide that descent capability is something they want-and realize that it could easily be made available to them-the industry will surely respond to market demand. Since r ve been concerned about Lhis for some ti111e, I decided to work on my own solution. I am currently testing a prototype descent control device that I call the Variable Glide Brake-VGB for short. Had I flown Doherty Slide or gotten caught in the "glassoff-from-hell" at Black Cap on July 5 while I was in Lakeview, I was prepared. The VGB consists of an umbrella-like device mounted on the rear keel of my GTR that deploys into a 4.4-foot diameter, 150°, coneshaped disk, apex forward. With a line lo the control bar, I can conveniently deploy or retract the YGB at will. This particular configuration avoids the limitations of drag chutes and the aerodynamic uncertainties (pitching moments) of wing-mounted spoilers and is designed to acid, to the basic glider, about I 00 fprn sink rate at 20 111ph increasing to 800 fpm at 40 mph. Initial testing has been very encouraging and revealed no buffet or handling proble111s. So far, the sink rates are consistent with my expectations. Aside from providing a personal solution, I would like to stimulate interest in this subject and hope that manufacturers will someday provide gliders with such capability. In the meantime, I will be happy to exchange any information I have with interested readers. Bo/J Ormiston mar /J(' co11taC/('c/ at: 1148 Pi111ento A \'e., S1111mTaie. CA 94087. H(' has pmmised us un 11pc/m(' 11·ith phoros afier con1pleti11gfi1rtha t('s/s.-Ed. •
~-----------------~------------------~
Ocrosrn 1991
FAI Air Crew Card Now Available to USHGA Members "I highly recommend the FAI Air Crew Card - It identifies you not only as a pilot but also as a member of the international aviation community."
- Chuck Yeager As a member of USHGA you are eligible to obtain the Air Crew Card. This card is issued by the National Aeronautic Association, the U.S. representative of the Federation Aeronautique Internationale. NAA is the National Aero Club of the U.S. and is the umbrella organization for all majorairsportorganizations, including USHGA. The FAI photo ID card identifies you as a I icensed pilot to airport attendants, police and security guards. A number of hotels around the world issue courtesy discounts to national and international air crews. Many NAA members have received substantial discounts by presenting this air crew identifi cation. To be eligible to obtain this FAI card, you must be a USHGA rated pilot. I certify that I am a USHGA rated pilot. A photocopy of my membership card is attached. I am also enclosing a passport-size photo which I have signed on the reverse. Please issue an FAI Air Crew Carel, valid for period indicated. I have enclosed a check for the appropriate amount made out to NAA. D 12 months D 24 months D 36 months
$1 5 $25 $35
Signature
Name (print) Address City
State
Zip
Mail to NAA, 1815 N. Fort Myer Drive, Ste 700, Arlington, VA 22209 _J
L - - - - - - - - - - -
27
BELOW: The helicopter leaves lhc LZ with a load. Photo by I )ale Gangl.
RIGHT: Helicopter Pius Kamber. Photo by Dale Gangl. FAR RIGHT: Ted Kinsey mows the landing zone. The lookout tower and n1icrowavc station can he seen on top of Bcrryessa Peak. Launch is to lhe left of the' I.OW('l'S. Photo by George Hamilton.
by George Hamilton
28
HANC GurnNc
'
was wrong. As we stood on launch, we could sec the helicopter in the dis·· lance climbing with the first load or our gliders. Slung 80 feet below the helicopter, they were spinning' I reassured everyone that sometimes loads spin, with no ill effects. Even so, I still cm1ldn'1 gel Mike Wi !son's release butlonjokes 0111 or my mind. Mike, our rack designer ancl builder, reminded everyone that if'the hclicop· tcr got into trouble, the pilot would drop the load. The thought or rour hagged gliders and harm;sses falling a thousand fcl:I onto private property was not appealing al all. . .'' L/\KF BurnYESS/\ /\NIJ Bl'RRYFSS/\ PE/\K arc located 75 miles north of San Francisco ancl 45 miles west of'Sacramcnto, California. Bcrryessa Peak at 3,057 feet is the high point or Blue Ridge which nms north ancl south about 30 miles. I've always lookccl at this ridge, wonder· why lrnng gliders weren't flying here. About three years ago during a flying trip to Northern California, I met a Relkling pilot nairn:d Ted Klasel:n. Ted, who worked ror the Bureau ot'l ,and Management, informed me that the BLM owned Bcrryessa Peal<. I was really curious now. The only things that seemed to he going on up there was a Forestry lookout tower, an AT&T rnicrowavl: relay station, and as, sorted sniall trnnsmiltcrs. Clearly, more invcs, ligation was required. l soon found out that the government owned only the top or the mountain. There were roads that went up both sides of' the ridge, but these were on private property. Berrycssa Peak was lancJ.loekcd. OK, what about a landing area'' JI' you l'Jcw off the west side of the mountain !'or about three miles you would find a huge one along the lake shore. This area is part oft he I "akc Bcrrycssa Recreation Arca and is accessed by the cast· side road which is maintained by the Bureau or Reclamation. Recreation Arca? That sounded good. Good, iryou were a cow. The Bureau had this area leased for grazing and provided the road for ranch access. What was I getting into') I decided to investigate the potential flying conditions. l studied the topographic maps and went on field trips. The ridgG looked ideal. The top area was made up or steep rocky cliff's that dropped into canyons and ridges that ran west toward the lake. With a vertical of'2,500 rect, a glide ratio of about 6. I to I was required to reach the govl~rnrncnt recreation area. This was on the long side, hut there were
Ocro1J1,:1, '1991
"The chopper pilot has fun barely skimming over fhe fops of the ridges befween Uze landing area and launch. He sets down in a small clearing on a saddle of the ridge that's a couple hundred fecf below the peak. We hop ouf and he dives sfeeply over fhe edge as he heads back for the nex f load. Man, this guy is crazier than we are!" other sites in the area with long glides. I invcs· ti gated further. I hiked up to the Peak and talked with the lookout who lived there during fire season. The typical summertime weather pat .. tern goes something like this: During the morn· the wind blows over the back out of'lhe east, stops around noon and becomes variable and gusty until about three. In the late artcrnoon, a strong west breeze clcvclops. I spoke with sailplane pilots who regularly f'lythc ridge, and theywercortcn gelling thermals
io 8,000·9,000 reel. They also flew waves be· hind the ridge to 12,000 reel. The potential was there ... I contacted the government and the private landown· crs. The BLM was very helprul and said we could rty there any time we wanted to if we could get access. The Bureau or Reclamation was and still is in the process of preparing a new Reservoir Arca Management Plan (RAMP) and Environmental Impact Statement (EIS) for the lake. At the time, they didn't want lo issue any pern1its unt ii t hcsc documents were completccl. At this point I would like to thank the local pilots who submitted I '.IS comments to the Bureau. Your actions helped to establish our need ror a landing area in the Bureau's long rnnge planning. The Bureau expects to be able lo issue a permanent permit next year. The situation with the private owners and other users or the access roads is too compli· catcd to go into here, except to say that they rcgu larly recci vc requests for access from ca· sual users. Alt hough I have developed friendly n:lationships with them, they expect lo he com· pensatcd for the use or their roads. I took the site "on the road" and visited the local hang gliding clubs to sec if people were willing to support a new site financially. Al though people had rcservat ions about the long glide and the fact that the place had never been flown before (except perhaps for Dan Racanelli, who was supposed lo have flown off one of the; smaller hills out in fmnt), I found enough i11tcr· est to continue working. With the Bureau's landing area becoming available next year, I considered a test flight this year to be a good idea. Not only would it be run,
The loading crew, left lo right: Randy Austin, Mike Wilson (helicopter rack designer and builder), "Koz," Judi Cultingharn, Nol pictured: Dale Gangl. Photo by Dale Gangl.
29
people some lime to think ahout J ,ake and make some financial decisions. Ir pilots decide they want to obtain road access to Peak, there wot1ld then be lirnc to get things organi1cd and to reach agreements with the road owners. I contacted the landowners and ror one reason or other, they wen: unable to open the roads for a weekend. ''What about a hclicop!cr'1" It was an intriguing idea. Not only would it get the job dom:, it sounded like fun. TIIE ()lJl'STION Wi\S, how wot1lcl it carry our
I called some helicopter companies and I learned that strapping them to the skids was Olli. (It ,cems that the FJ\J\ doesn't Iike tlrnt sort of' thing.) They lwnging them from ,1 long cabk with some sort or a sling or cargo net. I then realized that wc needed some sort or a rigid rack si n1ilar to the ones we use on top of our vehicles. l was talking to Mike Wilson about racks aski11g him where I could get so1ncthi11g like; this built when he volunteered to build oms 1 l'oor Mikel I kept changing the specifications as l kept changing the ki11d or helicopter we were going to use. We had several choices: J\ Bell kt-Ranger, a Hughes 500, and an J\erospatialc A Star. I iach had advantages and disadva11tagcs regarding nurnbcr or people to ti,: cmricd and cost per hour or operation. I finally settkd on the /\-Star as it could carry five passengers or lift a I ,(iOO pound external load. We then designed the rack to carry ten gliders and harnesses ror a gross weight or I ,200 pounds. For 20 p1:ople, we could get all or the gear up in two lo,1ds, and shuttle the people with four trips. Including the ferry linw (the time to get the machine to the sit,: and back), we planned on hours or flight time at $'/00/hour. I tcn1ativcly reserved the machine for J\ugust 3rd. I lowever there were s1ill a number or things to do: takeoff area inspection, site i11surancc, takcolT and landing area permits, ac counling help, event promotion, landing area and hclipad mowing, arrnngcments with the looko111 to monitor weather conditions, pilot meeting location, nHmntaintop s11pplilos, etc. J<'ortunately I had some help with all or these jobs. I would like lo thank Ralph Hyde, Duam: Taylor, and Sonoma Wings for fronting the money for the USIICJJ\ site insurance. J\11d I particularly wish to thank Duane for trnck oft he money and paying the hills. George provided his s11111111cr hrnm: Whitchi II
'.10
Phil Ray on final apprnach. l'hoto by Dale Gangl.
Most
Your
a dream site that you haven't been able 10 get aeecss to? /\re the nmds private Or perhaps there arc no roads? Pedmps a helicopter is the answer, Herc arc if you are thinking about such an cxp,xlition: Give yourself enough tiine to think ,iboutevery possiblcconlingcncy. you have an alternative plan? Arn there places for the helicopter to land? How far is the far will the hclkoptcr have to trnvcl to reach the site? How in the area? Is there a good chance once yo11 arc up there, you wi II be able to th<' economics for every situation. The
machine can he much n1ore time to do the job. cA1n.11uvr using aji1el truck. Jf yQ11 save one refueling !rip. the truck is paid for. If you ahead. Also, the machine can be nm lighter on fuel you more lift muftlple glider racks. You can save that loading and unloading time. J\t take long to pay for the additional hardware. reliable company. Will they guarantee yonr reservation'? .How many hours machine? Do they have a backup rnaehine? Work oul the de!ails with your company, lo time your arrival and clepar1un, time. A void surprises; they can bt> procedurm, to keep the gliders and helicopter apart
areas.) Have enough money in your budget tocoveremergencics such
this Bcrryessa fly-in again, we would probably use a 500 with a fuel The Hughes only carries three passengers, but it can haul an honest l lomL I L\NC GJ.IIJINC
BELOW: Jack Anderson, the second person to fly, wails for a cycle. Jack was lhc first lo soar Bcrrycssa, 3,000 feet over takt'off. Photo Paul Kcntros.
RICHT: Looking wesl low;ml lhc lake. The LZ is 11C)(I lo the row of trees. Photo by George I lamilton.
pilot couldn't guarantee being able to st,111d hy hccausc he might get a fire rnll. Thal created the possihi I ity of stranded gliders, i r people rn11ld11 't fly. /\t 5:00 l'.M. l loriwn I lclicoptcrs called and tlwy had ;i Jct Ranger ,ivailahk. /\It hough this lllachinc would be helter suited !'or a smaller group, I conl'ir111cd the reservation and we were set. The trip had come within inches or c,1nccllation. I called M ikc hack and he was relieved that he didn't have to ovcl'ioad the rack. Si\Tl!Rll1\Y, ;\11rn1ST J1rn,
at Lake Bcrrycssa to serve as a pilot meeting area. Ted one ol' my hang gliding students, ca111c out with his John Deere tractor ,md gave us a place to land without suir thistle. I le would ,ii so serve ,is launch assistant. Ken I lellcr, my neighbor got up early Satmday morning and dclivc:rcd tile 111ount.1intop supplies (willer. cold drinks. first ;iid kit. tools, etc.) to the helicopter at tile airport. During the last week before /\ugust 3rd everything was coming. together. Mike: finished the rack and load tested it. l conrinm:d tile helicopter rcsnvalion. I got on tlw phone and rilled up the last remaining spaces in tile trip. Ted and I we11l ovc:r to the J ,;1kc and mowed the LZ's and lcl't an1wuncc111c11ts in the local residents' mailboxes. We dccickd to have ,1 harhc c11e al'tcr the !'ly-in, so Randy /\ustin went shopping. Thanks Randy 1 Friday, August 2. In the af'lcrnoon. when I get hack rro111 returning Ted's lraclm, ! rind ;i message from the hL'.licoptcr company thL: ;\,
Sim is not available' II seems that the electric company look it out that clay, and "ran all ortl1e hours out of it." It had seven l'lying hours lcl't before 111ajorscrvicc was required, which would t;1kc about a week lo perform. The search was 011. The first option to present itself was a largt: Huey rro111 another co111pany. Ii could lift 2,500 pounds, lrnt being an ex-military m,1chi11c, it couldn't h,1ul any p,1ssc11gcrs. So we consickrcd bringing out a small Robinson as well and using it lo hnul pilots up to the lop one at a time. The company with the Huey was willing to do thcjoh al cost to bail us 0111. This still kepi us within our origi1rnl budget, so we investigated further. I called Mike and asked him how llluch 111orc weight the rack could carry as we rn:edcd in one I rip. I le said he would lo carry n:-tcst the rack. The helicopter had rour-footwidc doors, so we could load some gliders sidcw;1ys in there. The other problem was that the helicopter
8:00 1\.M., LAH
BrnRYl·SSA. I ivcryonc w,1s pretty much showing
upon schedule at Cicorge Whitchill's. While we munched on (icmgc's delicious muffins, we took care or some l,1s1-minutc paperwork and pilol changes. Friday we had s1rong so11thwcs1 winds in Sacramento aml I had Ileen concerned that lo day might be blown out. Instead, the wi11ds scc111ccl to have carried in some fog off the ocean. We coulcln 't sec the lop or the 11101.mtain' Everyone sccmccl to think it would hum off, hut I called I lorizon to warn them about it and have them wait a hit. I was rclicvccl lo learn that Ted and the supplies had arrived and were n:acly lo go. /\lkrthc barbecue rood had been unlo,1dccl everyone was getting itchy lo get over to the I ,Z. J\1'1<.:r Jim Leech unloaded his glider oil his camper, Ile asked me if he could bring his camper to the J ,Z. I said sure ... it !)cc,1111c the L/. support vehicle. Thanks Jim. Soon after we arrived al the l the fog JI
was lifting and I sent Jay Busby back to George's to call the helicopter company. After everybody had checked out the LZ, Mike had people hustling to gel the rack loaded. We were very careful to make sure the load was balanced and tied securely. Before loading his glider, each pilot balanced his glider on 2x4 and tied a ribbon around the balance point. All of the ribbons were then lined up on the centerline of the rack. For the first load we had seven gliders and harnesses, plus a chain saw and other launch clearing tools. Where was the helicopter? It showed up right on schedule. Ir was conference time since we didn't have a chance to do any planning with this company. We immediately learned that our load was too heavy and we had lo get it clown to 600 pounds (four gliders and four harnesses). A Jet Ranger can lift 1,000 pounds, but that's at sea level with very little fuel on board. So the plan was to haul all of the people up except for the loading crew to burn off some fuel. The tools were also to be sent up with the people so that they could start clearing launch. The original plan was to alternate between people and cargo trips to avoid running the helicopter while we loaded and unloaded. But the helicopter was too heavy (too much fuel) for that and the pilots didn't want re-rig after every load anyway. After everyone was briefed on how to get in and out of a helicopter, we began. It was really happening' The people loads went very well. Bob Vogel, a wheelchair pilot, very much wanted lo lly, but I wasn't sure if launch could be cleared well enough for him. George Whitehill and Ron Travali checked it out and radioed back and told him takeoff was fine. He was in 1 We were also videotaping this historic event. My sister, Debra, brought her professional camera, and Jim Leech and John Blacet were planning to fly with theirs. Ted calls me on the radio and reports that there· s some confusion as to where launch is supposed to be. I catch the next ride up. It's right where it's supposed to be, and people get to work. This is a participation event' The wine! is blowing O\'er the back, and I tell everyone it almost always switches in the afternoon. Everyone is waiting for the first load of gliders. Will that rack work') Something was wrong. As we stood on launch, we could see the helicopter in the distance climbing with the first load of our gliders. Slung 80 feet below the
32
helicopter, they were spinning! I reassured everyone that sometimes loads spin, with no ill effects. Even so, l still couldn't get Mike Wilson's release button jokes out of my mind. Mike reminded everyone that if the helicopter got into trouble, the pilot would drop the load. The thought of four bagged gliders and harnesses falling a thousand feet onto private prop-
erty was not appealing at all! They were spinning all right, but they weren't swinging or jerking the helicopter around~a smooth flight. Dennis Stallings and Dale Schuck were our spotters and guided the load in for a smooth landing. After the rack was set clown and unhooked from the cable, the helicopter backed away and hovered. Everyone
The Berryessa Experience by Dave Lukens The first glider off is studied closely. Will he find lift? He finds nothing until he nears the landing area. With persistence, he manages to climb back up to launch level, but he's miles away from the mountain now and so probably can't maintain it. Still, it's encouraging that there arc some thermals. The next pilot aggressively launches in no wind, or maybe a slight tailwind. He gets away with no problem, but it spooks some ofus, because we may have to execute similar critical launches if the wind doesn't come in. He works the knob to the left and eventually manages to climb out. It doesn't look easy, and no one is rushing to join him. A third pilot launches cleanly and heads for the knob. He gets in front of it and disappears from our view. We assume he is working the thermals on the face and will soon climb over the knob. He reappears low as he heads out to the landing area. The thermals seem to be sliding around to the sides of the knob and not up the face. Again, we pause. We don't want sled rides if we can avoid it. There's no launch line, but l decide that if it's gonna get good, now is the time. The low clouds are gone and the sun has moved into a clear blue area between the large patches of high cirrus. It's getting late (1:30), so I can't see waiting any longer. It takes a while for any wind to come in as I stand at launch. Finally, the brnsh in front ofme begins to stir. I lift my wings and prepare fora long, hard run clown the steep slope, as I feel the first breath of the coming thermal. I take two steps and try for more, but my glider insists on flying away with me. Together we dance in the lift in front of launch. This feels good and so the glider and I soon merge into one. I (we) head for the knob. There is lift here I'm sure. Small puffs. Quick turns. I've got to stay above this knob. S-turn. 360. That's the core. Where'd it go? Go back for it. Tighten up my turn. Gee, this is a small, but powerful one. I can't believe what a steep banked turn I'm doing so low over the ground, but it's working. I'm climbing. I'm locked on this core and I'm not letting go. Above the peak I can ease up a little. Yeah, I'm on my way up to join the other glider. After I gain a couple of thousand feet the flight becomes very relaxing. I explore north along the range for several miles and find scattered lift. There's good potential for some serious crosscountry flights at this site. I haven't arranged retrieval, so I content myself with making a series of runs in different directions. I get my maximum altitude of 5,600' MSL several times by returning to the peak between rnns. It's very pretty up here with the lake to the west, mountains marching north and south and the Sacramento Valley to the east. A hawk joins me. We climb together until he turns and dives for some tasty morsel that I suppose he has spotted. A few other pilots climb out and we circle around together. Those who get high can stay high. For many, though, the tenuous lift near launch is just too elusive. However, the bubbles of lift near the LZ continue to sustain some pilots. By 5:30 everyone who wants to has flown. When I see that no one else is in the air, I fly oYer to launch and buzz the few people who arc still there. After that it's a smooth glide out to the LZ. I sec one glider that landed on the side ofa hill. 1guess not everyone made it over the ridges. The many wind socks we set up and the smooth breeze off the lake make my landing easy. What a nice place to fly this is. Two hours and 20 minutes of sheer fun. I hope I can fly here again some clay.•
HANG GLIDING
then ran in and unloaded the equipment. The helicopter came back over. rehooked and went down for another load. After five flights and a refueling trip. everything was up. All we needed was some wind in the right direction. The wind finally died off and Mike Wilson, who got tired of waiting. became the first person to fly from Berryessa Peak at 2:30. Jack Anderson followed about a half hour later. It was great to see Bob Vogel "wheeled" off launch. Everyone thought he had the best takeoff of the clay. FcJR A ~IARGli\AL D.\Y, we had pretty good results. Eighteen out of 20 pilots llew. Four or five got soaring !lights of 2.000-3,000 feet over takeoff, and most of the rest got extended flights of half an hour or more. Two people didn't make it to the LZ and landed safely on the sides of hills. Apparently they spent too much time in net-loss thermals. If we had conditions similar to what the lookout had recorded for the previous week. I think we would have had more spectacular results. \Vhcn you pick one clay at
random. you have to live with what you get. After everyone had landed. we headed back to George· s for the barbecue. The location of Lake Berryessa is such that it brought together friends who hadn't seen each other in a long time. I think this fly-in lived up to its claim of being the most unusual of the year. We also made some serious progress toward getting Berryessa as a full-time flying site. Some of the road owners came up to watch and they were favorably impressed. They are now seriously interested in making a deal for the use of their road. We had one of the ranchers come by the LZ unhappy because he wasn't informed of our plans.(] didn't have a chance to call him. after we lost the helicopter.) I later had a long telephone conversation with him ... next time \\'C can use the rest rooms in his barn! I would like to thank our legal advisor Constance W. Hasting who reviewed the documents that I borrowed for this project. I would also like to thank Dennis Stallings for the use of his FAX machine. and Khosro "Koz" ACkhami for coming out to help out in the LZ. And to
everyone who participated ... Thank Youl We made history 1 • lf:wu'c/ like 11wre i1!frm11atio11011 Lake Berrressa
or 11si11g helicopters.fiJr ha11g glidi11g the author mar be contacted at 308 Bridge Place, West Sacmmento, CA 9569! (9/6) 371-36/9.-Ed.
.,·.
FINGER FAIRINGS
I-•<)'
• Always there when you need them • Warm, comlortable, durable, slide easily across control bar • Instant bare hand dexterity for launch, CB, chute, camera • Quality construction, 1/,-in. neoprene, nylon inside and out • Available in red or black S, M, or L only $32.50 dealer inquiries invited
THE AIRWORKS
3900 Van Buren NE Albuquerque, NM 87110 (505)
Hang Gliding Lesson #1
The
sx
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.
by
SENIEk
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
2236 W. 2nd St. • Santa Ana, CA 92703 • (714) 972-8186 Ocrcrnrn l 991
884-6851
The finest instrument in the sky for competition and recreational flying! For brochure or to order write to: SENTEK INSTRUMENTS
$339.00
16212 Bothell Way SE #F252 Mill Creek. WA 98012 (206) 338-3081
Includes shipping
\ ~~1 -:'."~-~
~~
A•
-! --~
Airspeed Indicator with Long Bracket
The Hall Airspeed Indicator A precision instrument for the serious pilot. Rugged, dependable and easy to read. Airspeed Indicator ............. $23.50 Long Bracket ........................ $7.00 Foreign & C.O.D. orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair.
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
33
BELOW: Spectators filming pilots at the Sandia Classic. LEFT: Ranger Susan Johnson is the liaison for the Sandia hang gliding club and works for the Cibola National Forest.
end result and actually hearing pilots conw hack with stories about ,illitudc lo 18,800', 19,300', 20, I 00' and higher was pretty
there had a rcw rocks exciting. The road in it, but we made it. When I first got to Albuquerque, New Mexico in November 1990, I al tended the Sandia Mark Mocl10, Soaring Association's who signed me up as a dues··paying member during the, fall hoard meeting in Washington,
36
D.C. (even before I officially moved there), was kind enough to introduce me as the Daa .. dc .. daa .. daa from the F/\AI This is when r met .lcff Wolford and Mike Jeff and Mike were setting the ground work l'orthc Sandia Classic, and asked ifl could assist them in coordinating things with the 1:AA. as I had some insight into how the to nssist in any way system worked I possible. Al tht: time we weren't really contc1n
above 18,000 feet. plating for Our original plan was just to make sure things wt:nt smoothly, notil'y lhc proper pt:oplt: (i.e .. control tower), and maybe put out a NOTAM (Notice: to Airmen). As lht: compt:tition drew near, Jeff got in touch with me and asked what we ncedt:d to do in order to be with the FAA. It was about this time: tha1 I had been talking to one of the pt:opk with whom l work, who was a sailplane Club. I used pilot with tht: Albuquerque to fly sailplant:s quite a bit and e,vt:n did some competing, thus we hacl some common ground for convt:rsation. I soon found out that the sailplane club had a I .ctter or Agrt:cmcnt with the FAA Ccnlt:rto block airspace in the PCA for their USC. When Jeff and I got together, we had to figure a way to disseminate information about the hang gliding activity to the local airplant: pi lots in order to t:nhancc: the of the mt:c1. /\fkrdiscussing his plans and explaining to him what the sailplane club had, we became intt:r .. t:stt:d in two other things. One, gelling pennis sion to l'ly through the Albuquerque ARS/\, and permission to go abovt: two, possibly 18,000 feet.
FAA Facilities We started by to the Albuquerque Air Traffic Control Towe~r and talking lo the 111a11 .. ager. lie was very cooperative and kit the;rc would be no problem with our1asks as outlined. One of' these tasks even cul through a corner of' 1he ARS/\. I'm thinking, "Ah, /\RSA today, l IANC CurnNc
TCA tomorrow. Here we come; look out United Airlines." Then we went to FSDO (Flight Standards District Office). This trip was really very enlightening. Not a total waste, mind you, but enlightening. Here Jeff and I pursued the possibility of filing for a waiver and finding out the procedures for processing the necessary NOTAM' s. Wlrnt we were told clidn 't sound too appealing. First we needed to file at least 30 days in advance. Then we were told that we weren't allowed to fly across airways. The first part was cutting it close for our schedule and the second part was totally untrue. Apparently this individual was confusing something else with FAR l 03 and how it applied to unpowerecl ultralights. Anyway, after some additional cautious conversation Jeff and I decided to pursue this from a different angle. Further investigation an cl research revealed that we didn't even need a waiver. or an exemption. Using those terms around FAA FSDO people who don't really know the intricacies of FAR 103 can get you bogged clown in a lot of unnecessary time wasting. All we needed was "prior authorization from the air traffic control facility having jurisdiction over that airspace," as it is outlined in FAR Part I 03. l 7, Operations in Certain Airspace. The two facilities we needed authorization from were the Tower and the Center where J worked. We already had the support of the Tower so I proceeded to check out the possibility ofobtaining permission to go above 18,000 feet from the Center. We were on a roll, I thought, when I got a phone call from the manager at the tower. He stated that after checking with the regional office, it didn't look good for getting pennission to lly through the ARSA. (Bye-bye to my dreams offlying in a TCA with United Airlines. I guess that wouldn't have been too practical anyway.) It seems that if the tower were to give us permission to enter the ARSA (since this is an Airport RADAR Surveillance Area) they would be ··obligated" to provide us service. Since they can't see or talk to us. this wasn't really possible. Boy, this was getting complicated. However, the manager at the Tower assured us that if we could redesign our task with a slight dogleg in it, just enough to stay outside the ARSA, they would do what they could. Thal included making pilots aware of our presence in the area by disseminating information about the hang glider activity. As it turned out, this enhanced the safety ofour competition, made more people aware of what was going on, OCTOBER 1991
and improved our relationship with the agency (FAA), as well as the other users of the system, that is, the airlines and other pilots flying in the area.
Meeting with the Sailplane Club In the meantime Jeff and I were at work arranging a meeting with the local sailplane club. The first meeting was held at my house with the President of the Albuquerque Soaring Club. Lloyd Sallee. a member of that club who also just happened to be a hang glider pilot. The best cookies and drinks were provided by Nora, my very tolerant and understanding wife. This initial meeting consisted of throwing out the idea of sharing the sailplane club's Letter of Agreement to use the airspace above 18,000 feet within the boundaries and guidelines so outlined. Things went well and we adjourned with the intent of bringing our plan to the Soaring Club's Board meeting. The next week Jeff and J got together and headed to the sailplane club board meeting. It just happened to be at the officer· s club on a military base. We arrived in the midst of the meeting, so we took a seat and listened for our turn. This was an impressive meeting-20 some board members with probably a total of ten million flying/soaring hours in one room. Their business was much more in depth than what our club meetings consist of, naturally so, because they had several power planes to maintain in addition to the assortment of sailplanes. Another factor was the interfacing they have to do with the FAA because they are registered aircraft and regulated. Lucky us! A short time later they took a break and Lloyd (their president) introduced us. We gave a brief explanation of our plan and stipulated that this was just for the week of the competition. They asked some very serious questions about what our intent \Vas, responsibilities, and how we would interface. Then there was a motion, a second, and a vote which passed to go ahead. They even stated that if this went well we should look at making this a permanent agreement for the long term. Boy, Jeff and I left there elated! Then, on the way out the gate of the base we were stopped fora vehicle inspection. I was a little concerned since I had left my wallet and all identification in my truck back at Jeff's house. We probably looked like a couple of rookie military eludes going off base for some R&R, what with our short business-like haircuts and casual dress. Here we go, out of the car, 20 questions, search
the vehicle, ask for J.D .... Oh, oh, Glen didn't have any. Stutter. stutter, okay just give me your name, address, phone number, and serial number. Serial number9 Do I remember that 9 Actually these guys were pretty decent. Jeff explained to me on the way back that this was common. that they are required to pull so many inspections per shift, especially considering the way we looked.
Letter of Agreement Back to our excitement and back to work on getting an agreement drawn up between the sailplane club, the hang gliding club, and the FAA. Our next step was to present this to the Airspace and Procedures office at the FAA Center where I work. That's the office that handles this procedure. First the Center looked at writing a Memorandum of Understanding (which is a form of a contract) for our request to use the airspace above I 8,000 feet. Then, because there was already a Letter of Agreement in effect with the sailplane club, it was decided that all we needed to do was to revise this letter. We were getting closer to our target elate; the meet was about to start in just a few more clays. Finally, it was decided that a temporary Letter of Agreement for the week of the competition was the way to go. This would leave the existing letter that the sailplane club had in effect and also cover the hang gliding competition for that week. The letter was written for hang glider use almost exactly as it applied to the sailplanes. We decided to stipulate 23,000 feet as the maximum altitude allowable, because in the sailplane club's letter they were allowed to go to that altitude without needing radio contact with the FAA Center. Also, we felt that there was very little possibility of anybody going any higher than that during the competition. When the letter was finished l took it to Jeff to sign as the president of the local club and official for the meet. After all, he was designate meat head, or was that meet heac1·, Sign ten copies please, one for you, one for the FAA, one for the IRS, and one for the little boy clown the lane. Next, I was off to visit Lloyd at home for the same signing routine. We were all getting excited at this point. Back to the office and turn in the original. We were ready and even had a day to spare. Interesting thing was. none of the competition pilots knew anything about this. They all found out at the first pilot's meeting just before the competition started. One other thing 1 did was to go to the
37
Albuquerque Automated Flight Service Station (AFSS or FSS) and give them the information for our NOTAM. We sat down and I presented a list of all the different tasks. One NOTAM covering all the tasks would have wiped out the whole state of New Mexico. Fifteen individual NOTAM's, one for each task, was a bit cumbersome. Therefore it was decided to put out a generic NOT AM advising of the hang gliding activity in the area of Sandia Peak, and update it daily as to the specific task as soon as we determined which one to call. This same list was given to the Albuquerque Control Tower. They were also notified and updated on a daily basis. Everything was in place and we were ready to go. The airspace outlined in the Letter of Agreement is a simple box marked at the corners by latitude and longitude and denoting the altitudes from 18,000 feet to 23,000 feet inclusive. We had to give the FAA Center at least a 30-minute warning when requesting use of this airspace. They would then check the area and clear it of all air traffic and advise us that the airspace was ours fort he predetermined amount of time. When the "box" was activated the airspace was kept clear of all traffic. By doing this the Center would even vector air carrier aircraft around this airspace rather than cross underneath it at 17,000 feet. This action further enhanced our safety while the hang glider pilots were climbing out and flying over the back of the mountain. We activated the box almost every clay of the competition, and just about every clay it was open some of the pilots got above 18,000 feet. Some of the pilots to be recognized for going above I 8,000 feet include: Tim (Chris) Arai, Jerry (Zoar Dog) Braswell, Kari Castle, Teel Hill, Scott Kurth, Terri Reynolds, Peter Swanson and Jeff Wolford. Congratulations! The altitudes these pilots reached ranged from 18,000 feet to well over 20,000 feet. This is pretty exciting stuff. At first a few pilots were a bit reluctant to admit getting into the PCA. Maybe it was because they were unsure if it really was legitimate, or maybe it was because they were modest. Naw, couldn't be modesty. One thing hang glider pilots are not is modest. Anyway, it was legal, it was safe, and it was great!
The Operation This is how we operated. Each morning I would check the weather and get a printout on my home computer. Then I would head up the back
38
of the mountain. The pilots met on the front side and rode up the tram. At about 10:30 or 11 :00 AM we would ciecicle what task to call, and right after the decision was made we would make three phone calls. The first was to the Flight Service Station to update the NOTAM. The second was to the Center to request the ''box" for use of the airspace above PCA. Usually the coordination was done while I held on the phone and we were given permission before I hung up. The third call was to the Control Tower to advise them of the task and that we had use of the '"box." The Tower and Center then coordinated to vector aircraft around the PCA box which enhanced our safety. This is not to say that all airplanes were kept clear of the area in which we were operating. Quite the contrary. Except for the airspace from 18,000to 23,000feet, within thePCA box, all aircraft controlled by the FAA were given routine handling. What really helped was the awareness through proper notification and use ofNOTAM's.
Some Steps to Remember
iar with and aware of our operations. This can only help our image as a hang gliding organization. Next, when making your request, do not ask for an exemption or waiver. This request is neither an exemption nor a waiver, and it will only confuse the issue or make it more difficult to obtain what you want. Do ask for permission to use the airspace as outlined in FAR 103.17. Try to go to the facility in person if possible. Be sure to make an appointment or at least call ahead. Ask to see the facility manager or the supervisor in charge. If the facility has a person in charge of airspace, that person can be helpful in making the arrangements you need. Have copies of FAR 103, a sectional and any other information with you. On the last clay of competition, the task was a hundred-miler to the north which went very close to Santa Fe airport. The choice was to go five miles around the airport, or try to get permission to go through the Control Zone. Just before the launch window opened, I called the tower and talked to the Supervisor in Charge. After a brief explanation of what we trying to do and what we were requesting, we reached a compromise. Since Saturday was a very busy clay for VFR traffic at this airport, it was agreed
It looks like this is just the beginning. Already pilots in other areas of the country are calling and asking how we broke the PCA barrier. The information is available and we will be glad to help those who want it. In the meantime here are a few things to keep in mind when requesting pennission to use certain airspace. First, do your homework. Study the area you want to use. Get a sectional chart and know exactly where the airspace is that you are requesting. Have an second alternate plan. or even a third alternate plan. Visit the FAA facility having contra l of the airspace. You can visit a control tower any time. In fact, more ofus should visit FAA facilities to become familiar with their operations anyway. This would also help the folks there become more famil"You know, It's crazy but It just might work!"
HANG GLIDING
that the hang glider pilots could transverse the Control Zone above 3,000feet above the ground. This worked out well for everyone.
Anothel' Perspective of Hang Gliding To look at the world through the eyes of a child, or someone experiencing something for the very first time, can be an enlightening experience. Watching someone who has never seen a person jump off a mountain in a hang glider before can bring a new perspective to those who have been around the sport for a while. The spectators at the First Sandia Classic held in Albuquerque were definitely treated to a wonderful sight. Most of the sightseers who came up to see the competition had never seen hang gliding before. They asked a lot of questions and were truly amazed at what they saw. The questions included: Where do they take off from? How do they stay up? Where are they going? What is the competition all about? It was nice to see that the pilots took time to answer people's questions and were friendly no
matter how many times the same question was asked. A competition such as the one held on Sandia Peak is definitely a colorful event. The brightly decorated concessions caught the eye of most who passed by. The T-shirts, especially those with the name of the competition, were a big hit. While purchasing the items many people wondered what it takes to be able to jump off a mountain. Some expressed that it takes a lot of courage, others that it might take stupidity. Everyone agreed that it must be a great thrill to run off a mountain and be l 0,000 feet up in the air. Under their breaths a lot of those watching said they would like to give hang gliding a try. So while the pilots put on their gear, tested their radios, set their varios and prepared for the window to open, the sightseers waited in expectation. And when the pilots finally took off a collective "ooh and ah," and "look at that," and "isn't that neat," was heard. The Sandia Classic may have been just one link in gathering points for the pilots who par-
ticipated, but to the spectators it was something totally different. What everyone saw was awesome, colorful, terrifying and thrilling. And as they watched one could almost hear, "Boy would I like to give that a try ... " One person did get to try it, and he told the whole area how it was as he was doing it. That was "Kaptain Krunch" the local traffic reporter from KZRR 94 Rock, a local radio station. He took not one, but two tandem flights with G.W. Meadows, and broadcast live from the hang glider. Kaptain Krunch gave a first-hand description, over the air, of what it was like. (Though he didn't do too good on the traffic report during these flights.) G.W. said he was pretty calm for someone on a first-time hang glider t1ight, and even off the air his voice dicln · t break. Next year we're looking for more of the same. Maybe even better. In the meantime we'll look for the opportunity to expand our horizons and the heights we can achieve in other parts of the country. •
A ONE-TWO PUNCH!
USE YOUR IMAGINATION ...
UPTRX ... The best hang glider
Picture a towing winch that can hold 5,000' of900 lb. Kevlar FINELINE, and has an automatic, hands-off rewinding system with no moving parts. Now envision the winch on a pivot which moves as the pilot flies through lift and sink indicating true line pressure. Now place this entire unit on a lazy susan so the winch pays out evenly in a crosswind tow. Imagine a retrieval system which flies the end of the line back to the winch every time in less than 60 seconds without touching the ground, regardless of winch orientation. Now see iton the front or rear of your truck, boat or trailer and call it SMARTOW, the safest, simplest towing system available today.
SECOND CHANTZ POCKET ROCKET... The best recovery system HANG GLIDING ADVENTURES The best deals Place an order for a new UP TRX 140 or 160 by December 1st and receive the Pocket Rocket (an $825.00 value) FREE! Order your TRX today!!! Generous trades on pre-owned equipment. Contact: Brad Lindsay (602) 863-9909
_r~ · \ -HangGliding~~
.:. ·.·- . Adventures®0 . ~~~·-.. "The Ultimate 1n Higha Education"
~
·
OcTOllER 1991
~~ .· _--
954 East Paradise Lane - ~ Phoenix, Arizona 85022
Only from:
REEL ALTITUDE Designed for hang gliders, paragliders and the skeptical. Price: $2850.00 Contact Brad Lindsay @ (602) 992-7243 for info. Single source for: Kevlar FINELINE, releases, bridles, retrieval systems, hook knives and sound advice.
39
-
Broyles
always wanted to he able tell one rd' those lurid sern(-tall tales q{hang gliding that begin, I was, thought I was going to die, " hut my hang gliding career had always heen unevenf;/i,tl and I had nothing on which to base one. went to the
I
I lfohhs, New Mexico tow meet,
and everything changed. 40
I IANc C1m1Nc:
There I was, thought I was going to diel It's funny, hut tlrnt is so wrong I could laugh. My life didn't rlash before my eyes. I was too busy looking for the handle to my parachute. I made the best lef'I . Jianclcd deployment I could, considering that I had nevl'.r expected having to do one (being tot,1lly right ·handed). Then tile chute didn't open. But then, I never expected to break my right arm under tow al 600 feet either. I was on my first compe;tition tow for the second day of' the Hobbs tow meet, climbing nicely at 600 f'ect when I hit a major chunk of' turbulence. The glide;r turned hard to thL: left, and I corrected strongly to tl1e; right. I heard a sickening snap ,md my right arm quit working. I couldn't believe it. I mean, I mean, my arm felt like it had vanished but I looked and it was still there. I tried to move it. Not there;. Right about then, l said "Ciod damn, ohs ... " and the VOX on my radio worked perfectly. Two little kids on the ground heard me OVl'.r the USHG/\ band and ran over to their mom and said, "Did you he;ar that'? l!e said the 'S' word." The mom, lwvii1g just seen me f'all out or the said "I lc's entitled to." I nrnde an abortive attempt to control the glider with one hand, but the glide;r kept turning tip of the glider passed lefl. As the lert between me m1cl the ground, I grabbed the handle of my chute and tried to throw it. They said l,1tcr that I had the chute out very or quickly but it fell straight down. The my glider folded even before the chute came down. It appeared that the chute got whacked a wing tip, or possibly it just m:ilfunctioned. Pilots on the ground were chanting "open, open, open" as I came down in a whirling mess that the air h:1d made or my hang glider. Meanwhile back up there, I was ,pinning so fast the horizon was blue, brown, blue, brown. I was sure my chute hadn't opened. Being afraid I had deployed my camera instead of my parnch11te, I felt my chest pack. It was empty. I reached for the bridle to my parachute, not knowing how I could pull it in with one hand but planning to it one; hell or a yank. I couldn't find it, hut the tow line was still attached, and tight as a how string. I couldn't decide if this was good or bad, however I was pretty sure I wasn't climbing, so I was certain it would loosen soon. I continued falling. I couldn't tell how high I was, so l l'elt my chest pack again,jusl to be sure.Yup, no chute. I felt for my bridle again, yup, tow lilll: still tight. On the ground, people saw that I had changed rrom one type of' whirling gyrating mess to another. fn. Ocrornm 1991
TOP: What was lefl of the glider. ABOVE: Nole pictures of partially-inflated parachute on opposite page.
stead of gyrating around the tow rope, the glider aml l were gyrating around each other. I must have released myself when I fell the tow line the second time. This was apparently the right thing to do. What obscrve1·s told me was that 20 feet above the ground l was head down. At the rnoment everything hit, I was on an upswing relative lo the whirling mess, nnd I hit feet first. So I laid there about a quarter of a second before every paramedic in Hobbs ,Jr.rived at my feet. I was already making a physi-·
cal inventory. Yeah, arm still broke. Right ankle stings. Must he broken, sprains feel different. Otherwise, I f'elt perfectly normal. I wasn't ready to get up and go but considering the options I fell good. The paramedics we;re considerably less optimistic about my progno sis. The;y strapped ml: into a neck cull and hack board. My son David showed up about this time. He was very reassured to f'ind rnealivcand kicking. The sun was getting into my eyes so I asked ror my polarized Bausch & l,mnb sun· 41
glasses. Now I could not only lie there surviving, but I could also be cool. So there I was lying on the ground, looking cool and taking a physical inventory of my body parts. The real puzzle was why my arm broke. I thought of bone cancer first, then osteoporosis because of my advanced age of 49. Suddenly, I remembered I had been nursing a sore arm for a week. On a tandem flight the previous week, I had taken a bad hit to my right arm from my passenger on a bad landing. I must have gotten a crack in my upper right arm. When I hit the thermal and put all my strength into a correction, my arm broke. Later I was to find that I had a spiral multiple high energy fracture. Literally, my arm had exploded into many parts. But lying there on the ground, I had to focus on the issue at hand. How badly hurt was I? Would I ever fly again? In the final analysis, though, I felt great. I was still alive. I spent the next 48 hours in a hospital bed waiting to be operated on. I was in too high spirits and too obnoxiously healthy to be considered a real emergency, so a broken pelvis and a hemorrhoidectomy or two snuck in ahead of me. My arm wasn't set and the doctors had warned me about possible nerve damage, so I didn't move more than a few inches for those two clays. I got to watch America's funniest videos, hoping that I wouldn't be in a starring role. The high point of that time was all the pilots who came to visit. The low time was the doctor reading the x-rays and telling me how hard the arm was going to be to reassemble. My ankle was only dislocated, and the doctor reduced it on the spot with my assistance. He held my foot and said "pull your knee back." I did, there was a click and my foot was back straight. The operation came and went. Two doctors spent four and a half hours with steel and screws, duct tape and crazy glue. It was their opinion that I would regain use of the arm, in say, about four months. Meanwhile everybody was telling me about the great videotapes of my accident. I hadn't seen any of them when I left town to go home after the encl of the meet. Everyone else had. They were all telling me how lucky l was to be alive,just in case I hadn't already figured it out. Thus ends the tale of my Hobbs accident. The only thing about it strangerthan what I have related is that it is all true. I'm sitting at home with my broken arm and dislocated ankle, not able to walk and barely able to type. I'm still grinning because I'm alive. Not being able todo
42
much else, I have been analyzing the accident and figuring what I could learn from it. The obvious comes to mind. Don't break your arm while in flight. But why did my arm break? Two of the orthopedic surgeons on my case believe that there probably was no preexisting condition and I must have broken my arm just from making a very powerful correction. Their reasoning is that the arm would have just snapped at the existing crack and not exploded
in eight or ten parts as it did. The third doctor and l believe that it couldn't be a coincidence that I received a major blow to that arm the week before. There will never be a definite answer to this question. My advice: if you ever have an accident that could have broken a bone, don't fly until you know it is healed. Don't trust xrays either. This type of injury may not show up on the x-ray, especially the few clays after it happens.
Conclusions I had a conversation just the other clay with a fellow pilot, Bob Mackey from San Diego. He was competing at Hobbs and was next to fly after me on my tow rig. He both observed my fall from the sky, and the videotape of it. He was able to offer a clear and totally reasonable explanation for why my glider failed. His explanation was that my glider was entering a spiral dive while still under \ow, as a consequence of my inability to control the glider with a broken arm. The glider had already reached an unknown but no doubt very high airspeed when l released the control bar to throw the chute. The instant I released the control bar, the glider's nose pitched up radically and the crossbar almost instantly failed, much as gliders have failed in high speed pullouts during aerobatics. The tow force would have added l 75 lbs. to the G load 011 the glider. Examination of my glider's airframe shows that the left crossbar failed about one foot inboard of its center. Photos show that immediately after chute deployment, the leading edges were intact and the wings were folded up at a 45° angle away from the pilot. This corroborates Bob's observations. Theory says that if a glider nonnally stalls at 20 mph, then at 60 mph the glider will stall at nine G's. Some hang glider manufacturers speculate that if a glider's nose is allowed to pitch up rapidly, the G forces generated may greatly exceed the theoretical limits. The cause of this would be that the air now doesn't separate instantly from the wing surface, thus causing the wing to stall al a higher G loading. lam told that the manufacturers arc planning to test this soon. I have been asked numerous times why my weak link didn't break. Payout winches being used for platform launch pay out line at a preset tension, no matter what the payolll velocity. The line tension (which should not be confused with brake line pressure) is typically l 00 to 175 lbs. At launch, due to the inertia of the rope, drum, starter motor, etc., and due to the difference between the coefficients of static friction and dynamic friction, the actual line tension momentarily exceeds the preset tension. The weak link must bestrongerthan this momentary excess tension or the weak link will fail on launch. Thus the strength of a usable weak link will be a fair amount greater than the preset line tension of the payout winch. So, as long as the payout winch is functioning normally, a sound weak link of the proper strength will 1iel'f:r fail. The weak link is actually needed to protect against a winch malfunction, but contrary to popular belief, it cannot protect against lockouts or other flying problems. Yet more: Thanks to Ruven Av-Tai who took the video and Bob Mackey who sent it lo me, I ha vc now seen my fall from the sky. The video shows that I had turned almost 360° and was in a more than vertical dive when I released the control bar to reach for the parachute handle. I estimate that the glider was at between 400 and 300 feet going 60 to 70 mph when I released the control bar. The video shows that the glider's nose pitched up 90° in less than a second, and the glider failed so quickly that the moment of failure couldn't be seen. It's no longer a mystery why my chute didn't open. I was coming down so slowly that the chute almost fell on top of me as the glider and I fell. l think that the tow line still being attached actually slowed me clown. The glider seemed to act as a bizarre rotating kite. From the moment my glider broke until I hit the grnund took about l 7 seconds or about 15 mph. My final thoughts are this. Generally, I believe that platform tow launch is as safe or safer than mountain launch, but my accident points out how unforgiving towing a hang glider can be if the pilot is poorly trained or incapacitated. But then, I think about a recent mountain night where 1 was rolled 80° to the left by turbulence about 30 seconds after launch, and about I 00 feet above the trees. Think about it.•
HANG GUDINC
I also thought about the strong flight correction with which I broke my arm. I believe that in the future l will be better off to release from tow rather than fight the turbulence. At first, I thought that my accident must be unique in the history of hang gliding. But then I realized that if! had not come clown alive and conscious, no one would have guessed my arm broke in flight. Several stories I have heard since seem to imply that others may have had a similar thing happen but died withm1t telling the tale. Why did my glider break so quickly after I let go of the control bar"' Well, the jury is out on that, but I had inspected the gliclerjust before the meet and it was in great shape. If I ever get a copy of one of the videotapes of my fall, I will be bel!er able to evaluate the timing and perhaps the cause of the failure of the glider. Photos suggest that my glider folded even before my chute was out, and that a crossbar was the first thing to go. Apparently, practically every tube in my glider but the control bar and the other crossbar broke before I hit the ground. Photos indicate that I was still holding onto the base tube with my broken arm well after the glider had totally failed, so it is unlikely that [ hit the crossbar with my body. My recollection of the fall is that I was never anywhere near the airframe of the glider as I fell. Why did my parachute not open? Well, it has a swivel on it, but the swivel never came into play. I threw lhc chute left-handed without
.....
~-.
I'\
Ball Variometers, Inc. 6595 Odell Place, Suite C Boulder, CO 80301
~t
"
being able to brace myself. I ripped it out from the top to the bottom and threw it toward my feet in one motion. At the time, I didn't think I had gotten a good toss but had perhaps dropped it. Witnesses confirm that it fell straight clown, then the glider fell past it. It was streaming behind as 1 fell 1vith a bubble the size of a medicine ball in it. Apparently my decent rate was too low to open the parachute, considering it seemed to have gotten tangled as the glider fell past it. The parachute may have been caught in the turbulence behind the wreckage as well. In the past, I have been advised to pull the parachute back with the bridle to get it to open. Can anyone tell me how to get to the parachute bridle if it is at the carabiner behind your back and you are spinning 9 I didn't notice the G force. I was busy with other things but I would guess iL was well over two G's. Should l have released the tow line before I threw the chute? Anyone's guess is as good as mine, but I think I should have. Did I panic and throw the parachute instead of releasing? No, I saw the wing tip pass between me and lhe ground, and I chose the parachute first. My many years of towing, starting in 1972, have conditioned me that letting go of the control bar with both hands is a no-no, and I wasn't going to let go of the control bar with the only hand l had left except to throw my chute. When I was towing with fixed-point tow bars I was always /lying with the release levers under my finger tips, and I got out of more than one unpleasant
"
(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
OCTrnirn 1991
situation by releasing at a moment's notice. I mn planning to incorporate this into my current tow release as I am told some aero tow pilots are doing. Would a rocket have helped me? I think that I would have had a clean chute deployment with a ballistic parachute. Smee I have a 22gore chute, I probably would not even have dislocated my ankle on impact with the ground. The next time I fly, I will have a ballistic chute, or two. Postscript: The only dumb question is, "'Are you going to keep hang glidingT' I expect to be towing in four to six months. There is a joke in the title of this article. Anyone who gets it can have some of my luck (hopefully, only the good luck that caused my arm to break towing a hang glider instead of on Central Expressway during rush hour). •
Don't be grounded! So. California has more than 320 sunny days each year. Ourweeklong training camps include lessons, lodging, and equipment rental. We'll help arrangeyourlowcosthanggliding vacation. Call VVindsports Soaring Center or LA Paragliding at (818) 988-0111 FAX (818) 988-1862
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) 43
-<' $ -' '
C
Part II by Briggs Christie
I
C
C
C?
0
c
c <
44
I
C
) ) (
Author's note: We/co111e /J(lck to my living room.1 Rather than rake the time to introduce e11eryone again, if you hm·en 'tread Part I of this stor\', please refer ro last 111onrh '.1· issue. We left our co111'ersation as Ji111 Johns, a toll' pilot, exp/(li11ed rhat he lt'(ls horrified to rhillk that any011e 1m11/d act11a/ly J]y a hang glider ol'er /and /J(lck in the early days. A 1>isit to his brother in Neil' York cha11ged his /(le forever ... Jim: A guy in New York by the name of Harry Sud wisher was the first guy I ever saw fly a hang glider in the conventional sense, and he stayed up for hours, soaring Long Island ... ancl landed on top. Jean-Michel: I'm curious, Jim. Diel you dream about flying? Jim (with a wide grin): Oh, yeah. I dreamed about everything that I ever craved. With flying, I would have to pump and pedal and flap, and I' cl keep losing altitude. The first time I hacl a flight on a hang glider I stopped having that dream. Steve: I never dreamed about flying until 1 started flying. I had daydreams, but never flew in my dreams. Jean-Michel: It's the same way with me. '"Flying skis" was a way to ski longer. I realized after a while that it was far more than that and I just started falling really madly in love with this and it was, "wow, we 're really flying." We were actually sustaining flighc ! The whole thought of flying then was just unbelievable. Briggs: Yeah, you start craving more of something that you've got. Jec111-J\t!ic/1el: You just realize that you've stepped into a whole different dimension. Larr\': It's amazing how you don't realize something and it slowly creeps up on you like that and then you realize ii. Jean-Michel (settling down to tell a tale that has found itself once again fresh in his mind): For me, it was about 3,000' vertical. I didn't really expect to do that flight; l mean it we.is kind of an intermediate step al the ski
resort. You'd land halfway down; the town of Chamonix was down below and usually I would land ... Lee: And this time, oh hell, you missed. Jecm-Mic/1e/ (laughing): Yeah! Normally, along the way, you'd never get more than 200or 300 feet oil the ground and just follow the ski resort. That specific clay I must have gotten some lift without realizing what it was, because I realized I was going over and suddenly I thought I coulcl make it through a gap. Suddenly I found myself over that gap where it drops away really quickly and I found myself at 1,500 or 2,000 feet over the ground. Instead of being scared I went, "Wow' I'm flying! Instead of skiing, I'm flying'" It hit me when I landed and I realized it. I remember going home still saying, "Wow." Larry: I remember when I got one full minute. It was out at Marina and the wind was blowing 35 miles an hour. Tim Foyt, my wife's first husband, one of my good buddies, and I were out there in 35 mile an hour winds, standing there at the encl of the fence where the ramp is now, and we weren't going up and down the ridge. We were just jumping off, floating forward, pushing out and going back. I did that for one minute. It was more of a circular motion than anything else. I'd go forward, push out and go backwards, and I was watching my watch. Later I was so happy ... that wasn't a real soaring flight, though. My first soaring flight was at Sand City. Nobody was there; it was during the week, I went out there and a couple of people were standing there watching. The wind came up to about 15 or 18. It took close to 20 to soar at all then, and I launched off and was staying up. I flew for about ten minutes. l was so excited I had to land back on top, get out of my glider ancl just jump around! (Larry's wild gesturing accompanying this part of his narrative has everyone hysterical and it takes a few seconds for him to be heard again. It's okay, Larry can make himself heard if he really wants to.) I got back in the glider and took off again, thinking I was gonna go for an hour. I felt real good. I had been up about five more minutes, was about 60 feet over the ice plant, and the thought went through my mind, ''I can make this sonuvabitch do anything." The control bar had a little ring at the corner and I grabbed that little ring and just yanked on it, and the glider cranked over and I slammed right into the beach! (His hand motion this time describes that gut-wrenchingly slow turn into the hill that HANG GUDTNG
ridge pilots know and dread. We all unconrlinch at the thought of the impact.) Jim: My first rlighh were all off skis behind ,1 boat. You had floats on the; glider andjust kc:pt your tips up. You're skiing and be sitting in your sc;at all adjnstcd and then climb out. 011 a 500' line you could typically get close to 500': you'd peak out right over the boat. If you've ncvc;r had a good tow Clight with a good boat driver, it's second to nothing. (Ile lea11s forward with the intensity of the memory of it.) You go up, there's a little belly in the line, it's just kiting you up there, there's no stress on the glider, the lake is perfectly because there's no will(L a11d you can sec the people si11i11g i11 Ilic boat ])]JI you cnn't liearanythingcxccpt mayhcjust ;1 Jittlc hit of whistle in the wires. J\nd then you release, do a few circles and go down and land. That was at 500' and the progrc:ssion from there was to start dropping the skis like with Jean-Michel it"'s no longer ski-kiting or skillying ·· so lhG object was to use your skis as a target and try to land on the111. Then wc abandoned the skis altogether and got into a prone harness. We: startc:d doing these things called "deep water starts," where you take: the line and put it to the boat, put your hands up on the downtubes and pull yonr head up into the apex and the glider ;1 shake;. That means "go ahead and take off." (The group erupted into laughter and aclrnrn1ished Jim ror being crazy at this point.) This isn't crazy I is C'mnphell and these guys; they were doing the "dinghy launch" 1 (more laughtc:r) They had the bamboo kite with the hang cage and you take three ski lines and tic 'c;m together, then wrap the ski line aronnd the hang tube three times and put your thumb over it. (The hysteria is getting out or control at this point, except for me. I'm looking at my friend and former boss, who had always seemed like a pretty calm and stable guy, in ,1 whole new light. It's amazing the changes that matmity and responsibility can bring, I guess.) Jean-Michel: That works good. We've dom: that at Marina. Jim: Well, then you put it in the dinghy, right? J\nd you start accelerating; the boat's lowing the glider, towing the: dinghy, because you don't have any floats. So when the hamhoo bomber gets up to speed, it Ii rts 0111 of the dinghy and you climb 0111. lt 's no problem. Irthc glidl:r locks out, you've got two choices: you can either let go with yom thumb and Ilic rope unravels, or you can just put your hands over 0CTCJBER ] 99]
Jim Johns in the early days, boat towing in l'lorida.
/,mT\' (lbhbergaslcd): Th,11 's airnu.ing.
Briggs: The first static load
your head and drop out or the thing' from the deep waler launch We and st,ll'tcd building up more line, from 500' to 700' to<)()()', up to 1,500' or line. Then we went to "pop starts" oflthc beach. That's where you just coil a bunch or line up on the bench nnd sit there and ... This sounds a Jillie nervc-wrackdoesn't it'I Jim: You'rc w,1tchingthccoils going "zing, zing" and the boat's gelling smaller and smaller ... .!c1111-Michel: J\nd the pile is gelling smaller as we! I, as the rope goes ... Jim: Yeah, and when the line goes tight, you're in the air: there's nothing you can do nbout it.
right') Lr11Tr (still not quile believing what he's hearing): That sou11ds scary I That sounds like a scary launch. Jim: Well, ;i good pop st:irt... hell there's so much stretch in 1,500' or line that there's, well.. Briggs: l1's almost a bungee launch. J,r,e: When you started out like th,11, !hough, the control frame was at a severe angle:, would actually jerk up ,md you just kind or hang 011. The angle; or allack is way rn1t and you 'n: just hanging on. Jim (standing so he can clcrnonstrntc): You leave the keel resting on the ground ,mcl you pick it up and put in on your knee. The trick is to keep the bridle off your helmet. Some people velcrocd it to their helmet. You just hold it and lean back when the line goes tight and, the m:xt thing you know, you're in the air. I.arn·: When did you soar, actually stay up'I Jim: My first soaring rlight was actually at l ,ookout Mountain in ridge soaring conditions. That was in '76, I think. Je1111·Michc/: Was that when I met you? Jim: We met in '78, I think. When I first met .lean-Michel he could hardly speak J,:nglish . .!ew1-Michcl: Nothing's changed I Jim: We drove from North Carolina to Florida togethc:r and the whole way down l was trying to figure out what he was talking about.
He kept referring to going to Florida so he could see the bitch and he wanted some Oh-range juice. Steve: We were at Flight Designs and Jean-Michel came in and said, "We saw Joanie Hooker last night' It was great, Joanie Hooker!" And we were wondering ifhe' cl been to Soledad Street or something. He kept working on it until we figured out he was saying John Lee Hooker. Jean-Michel (pointing at Jim menacingly): You know, I never learned how to swim and this guy taught me how to tow. I didn't know how to swim, I'm still a real lousy swimmer, and I was really nervous about doing anything over water. Herc I am standing behind a pile of tow line and the rope's going "zip.'' The rope doesn't just "flop, flop" away from you. Bill Moyes was the driver and the boat's going fast and the pile of rope is getting smaller and smaller. The rope is duct-taped to the top of your helmet so it doesn't catch the edge of your helmet and tear your head off. You' re thinking, "Do I really want to do this?" I mean, this is really high anxiety 1 I'm thinking, "I don't know how lo swim and I' 111 about to pop-start off this water.'' As you're standing there, there's a little sign right by the glider that says, "Beware, alligators present"! This is really stupid! Then, boom, you're gone! Briggs: You don't have to worry about drowning, you'll be eaten first! Jean-Michel: I was so scared. I had about five different people's life jackets on. [ was the Michelin man. There was no sinking that boy, I' II tell you. Jim (rolling with laughter at a memory that he'd thought was lost): I'd forgotten about the life jackets. You were the only guy that towed in a life jacket. Jean-Michel: I had on three of 'em! Briggs: What about you, Lee, when did you first feel like you were flying? Lee: Well, I had the concept from skydiving. In skydiving you stick your arms out and you fall at about a zero-to-one glide ratio. To get any better than that, you actually flew at about 200 miles an hour and you had these little winglets called ''hands." The Rogallo concept had just come out in sport parachuting and so I had some concept of flying and forward speed and triangular shapes going through the air. When I came up here I had watched Free Flight when tl1ey first were doing extended glides down to the end of a mountain, and we thought these guys were gods at that time because they could stay up for two minutes clown
46
to the encl of this road. Then I came up here and ran into Larry and Tony Hoover and Alan Patterson, and we were all kind of at the same stage,just ready to make that transition. We just managed to get windy days ancljusl stayed up in soaring conditions at Sand City. Lany: You couldn't even fly at Marina. Lee: Well, Pat Dene van was teaching there at that same time ... Lany: I mean soaring, you know? Lee: Well, his concept of soaring was down at the bottom of the hill crabbing back and forth. The concept was not lo be at the top, but at the bottom, 'cause that's where it was safer. When I first met him you could take off at the top and barely scrape to the bottom. In the old days, the dune used to go all the way clown to the beach and didn't drop off much. Anyway, then the turn came. Making a turn back and actually staying in the lift area was really a pretty easy transition for us, as far as getting into soaring. Jean-Michel: Remember that first turn, learning to turn'' Larry: Oh, boy, I sure do! Jea11-lvlichel: How did you figure out how to turn·, For me, well, I was flying in the Pyrenees and I had been flying three or four months by then and I just didn'l really know how to turn. I was at a prelly beautiful place with a huge wideopen field-actually more like a plain-and it was about 1,000' vertical to the plain. You could just take off and glide, glide, glide ... ancl J took a flight at seven in the morning that was great. The second flight at nine was great, too, but conditions were apparently heating up and by noon I must have gotten some sustaining stuff on the way out. The next thing you know, the plain is going by and I'm not clown yet and there's a forest coming. Larry: Time to learn lo turn. Jean-Michel: Yeah, I didn't plan lhat one' There's this forest coming and I remember it was just an instinctive thing as I was about to hit a tree. I just pushed away to the side and the thing spiral clove and I broke everything ... Until then I hadn't put it together. I guess I had been correcting for turns, but it was not turning. The concept of changing direction on purpose was too new. Briggs: \Vere you picking your flying sites to be able to lly straight for miles? Jean-l'vlichel: Oh, yeah. Absolutely. You' cl take off and think, "!' m gonna Janel there," and then fly down and then ski for a while, because there's another flying site coming up. You
didn't think of it as flying, you were skiing airborne. Steve: I took a little different attitude toward it because I kind of knew about what flying was supposed to be and [ grasped the concept of weight shift very early. Of course, learning on a 600' hill, where if you flew straight out you landed in lhe middle of a highway, you'd take off and have to make a couple turns to land between the river and the highway where they clumped garden clippings. The fourth day I'd ever been on a hang glider was off a600' hill and you had to turn. (The story has come back to l1im now and you can tell that it's a story he loves lo tell but is embarrassed to tell, all at the same time.) Flying this place was. I mean, ['m amazed I lived through it. First of all. you're flying down into a canyon and the wind always blows across it so it's always turbulent. You're always getting sail inversions, landing next to a highway with big trucks that would go by, and then the road was a loop. You go up one way and the driver would go clown the other way so you'd never backtrack, just make a big loop. Well, on the way up there was a Circle K and of course everybody would stop and grab a six-pack of beer and drink a beer on the way up. Well, after about 12 flights ... (hc shakes his head and looks at the ceiling). Hell, you'd be taking off holding a beer in your hand with the downtube, finish the beer, drop it and try to land on the can! I was J9 or 20 years old and in the Air Force and I thought I was indestructible. Anyway, the idea of turning and flying ... The very first time I took off I realized 'Tm flying," but as far as extended flight, that came two years later in Chelan, Washington. Lany: Turning seemed natural to me, too. After I got out of the bamboo glider and I got a "real" glider I was doing 90° turns immediately; a 180 at Marina was a little unnerving, though. I jumped off at Lake Courl one time and I wanted to try to soar, so I was going to force myself to do a 180 and I jumped off, turned right and heaclecl for the training hill. I told myself ·'Turn!" but my armsjustfroze and I flew clown, lanclecl and walked all the way back and did it again. It took me about five trips to do a 180 because. you know, the ocean's right in front of you and it scared the hell out of me. Ste1·e: We did l 80's, well, 90-180-180 and land, and off a 600' hill that was maybe a minute on those gliders, more Jike45 seconds. Then we heard about a place west of us in Chelan thal HANG GLIDING
some people had tried flying and we went to the Butte. Flying the gliders we were flying. we couldn't really make it out from the Butte; people were landing all over the side of the mountain in orchards and all kinds of stuff. There was another little butte out by the airport and the wind would blow right up the Columbia River gorge and hit this ridge. There was one clay where we had a pre-frontal wine! and we actually took off and made soaring passes. There were a whole bunch of people there. This was in '76 right before the '76 Nationals at Dog Mountain. Everything before this had been like Tekoe Mountain where we had a ridge you could soar ifit was blowing 20 ... We had this one group who· cl sit and hover singing the Hallelujah Chorus. They'd all be in the air singing "Holy '''censored''' al the top of their lungs ... Well anyway, we·re in Chelan with the airport right behind us and planes would take off right behind us. The launch was right at the encl of the runway and we'd take off and be soaring back and forth, and see these airplanes waiting to take ofL so everybody'cl fly over to the end of the ridge and they'd take off. There ·s a set of power lines right over launch, too, and somebody hit them and now I guess that site· s closed. It wasn't a very good place, really. (He's shaking his head again.) Briggs: Whether you used it or understood it or not, can you remember the first time you encountered a real live thermal? Lee: Yeah, yeah. I had been doing soaring flights at Sand City for qui le a while and I was going clown to L.A. probably once a month to pick up two or three gliders. I was selling quite a few gliders back in those clays and, uh ... Larry: Wasn't that the trip when we went clown to Sylmar'l When we went clown there and I watched you thermal that time') I was in between gliders. Lee: Yeah, I slalomed through the clouds; there was a real low cloudbase that clay and I knew about doing circles in thermals but I'd never actually experienced it myself. I went out there and got clown below clouclbase and somehow managed to get in an area where air was going up and happened to turn. It was a thermal and I was going upr I was going by this cloud and was flying away from it because it was really scary ... you coulcln 't see where you were going and couldn't see the hill or anything. So, I ended up flying between the clouds just to stay up and I' cl gone from a thermal flight to pretty much a ridge lift kind of flight, actually had a OCTOBER 1991
thermal and didn't know what I was doing and flew it like ridge lift, soaring these clouds. Lany: Was tl1at in '73? Lee: Probably late '73. Larn·: He was a dealer and I was buying a glider. 1 had just gotten rid of my 16-foot standard and was buying a l 7-foot "manufactllrcd" glider... Briggs: A high-performance machine. Larry: Yeah! Lee: Well most of the gliders then were kits. Almost everybody had kits. At that time Jerry Halverson was a protege of Bill Bennett. He had worked with Bill at some point but went away and did his own thing and was just about as successful. if not more so than Bill was. Bill had an international distribution and Jerry picked up on a lot of leftover stuff when he left the company. Larn·: It was a few years before we actually thcrmaled around here. Lee: I was traveling to L.A. every month and was bringing back a lot of knowledge and then we· cl go clown to Pacific Valley ... Larry: And get some little "minor" stuff. I think the first actual real thermal that I did was when we went to Mount Bullion. Remember when we went up there~ Lee: Sure, yeah. Larrr: Jim Shumaker was the local Observer and he didn't like me, so he didn't want to sign me off for a Hang IV. This is when it was the grandfather clause thing, right'' We went up to Mount Bullion and I spent about two hours anywhere from l .000' to 2,000' above him all clay long and I landed and he said, ''You're a Hang 1v·· and that was it. I loved it! Before I went thermaling 1 bought a book by Richard Walters. "The Art and Technique of Soaring," and f read the section on thermaling every night before we went to Mount Bullion. He was talking about his vario and that sort of thing. So when I'm in a thermal I'm hearing this guy's voice, "Okay, crank this, do this, turn here" and it was just great! ([fyou get the idea that Larry and Lee have been slinging stories about hang gliding together for an awful long time, well, you've pretty much got the picture. It varies between an Abbott and Costello kind of chat and a PointCounterpoint.J Briggs: How about your first thermal, Jim'' Jim: How about my first mountain flight') It wasn't really that eventful but it was more interesting. My first mountain flight was at a site callee! Mount Aetna back then. Since then
it's been changed to Raccoon Mountain. Originally, Mount Aetna was 1,000' tall, and then each year somebody else would measure it and it got down to about 950' and lhcn 900' ... the last I heard it was down to about 800'! There's a campground in the landing field and we spent the night there and woke up in the morning.! knew! was supposed to take my first high altitude flight but it was socked in with fog ... so I smoked a bunch of grass. When the fog cleared I was so stoned ... as soon as I realized I was really going to fly I was instantly straight! Larry: Right, sure. Jeun-ivfirhef: Or so it was perceived at the timer Jim: They had this tram that went up the mountain. You loaded all the gliders underneath the tram lengthwise and something like seven or eight pilots. About three quarters of the way up the pilots who weren't squatting down trying not to look (because it was so scary), the pilots who were looking out would say. "Okay, everybody move back now" and evcrybody"cl have to move to the back of the tram because there was a rock ledge and we'd overload the tram so bad that you had to get the noses or the gliders up to get over it. Aetna at the time had this bluff launch and right below it was this big net, about as big as a football field. Honest to god, it was strung bet ween trees and it was so rotted that you· d go right through it if you ever hit it ... Briggs: But it was confidence-inspiring. Jim: Yeah. I looked out over that and it was nothing but a sea of trees and I was supposed to fly clown and land in the landing field. I can't remember if it was actually the first launch or not, but I do remember Paul Burns being there. He walked by me and, uh. I was putting my vario on and he looked at me and asked if I was nervous. l saicl,"Well, a little bit. Why?" He said, "Do you always put your vario on upside down?" (Lots of laughter at that one.) Anyway, it took a couple flights to get relaxed and, honestly, I clicln' t know whether or not there was some sort of a mental barrier that a person would reach as soon as he stepped off a thousand-foot-high mountain, and your mine! goes blank! I was afraid that was going to happen, but it didn't. It was great and I loved it.• Next 1110/l/h: more 011 rhe early dars of'
ther111afi11g. along ll'ith most embarrassing 1110111e111s, fence landings. volleyball ner fa11di11gs and how 1101 to.fly into cars. Don 'r miss it!
47
hy Brad Lindsay For Towheads f'ollowing Towing Study fJuiclc is not meant to frighten or intimidate pilots. R,1lhcr, its goal is lo stin1ulatc some thinking about how lo (!Gal with potentially dangerous situations. What follows is a summary or answers com piled by cxpcricncccl tow pilots when asked how thc:y would react lo a specific situation. Towing has become a rccogniz.cd alternative to foot-launching fro111111ountains, but brings with it a multitude of' rncchanicaL human and procedure-related hazards. I don' l prof'c.ss to "know it all," and many or the answers below had lo be found while the incident was taking place. Mos( of the scenarios illustrated here actually happened over a period, which led to the redesigning and upgrading of our towing systems and techniques. lf'this article prevents one injury, it was wmth the cl'fort.
48
RECOMMENDED SAFETY GUIDELINES I)
2) J)
Buy a hook knife and sew it to the front of your harness. Use m1 appropriately sized weak link. I lave your releases checked by a Master
TOWJNG STUDY GUIDE I) You arc at 300 feet J\OL being lowed in smooth conditions, and you realize the rt:lcasc line is not allached to your harness, making it impossible to release. The release itself is not within reach. You should:
4)
Use a pre-launch check list for your system, every night. 5) Use rndios f'or !raining. 6) lf' you don't feel totally comfortable with the system, operator, conditions or your instincts, BJ\G JT. 7) If launching on foot, always use wheels. 8) Ballistic chutes work better al low altitudes. 9) Do 1101 tow paragl iders without a line tension indicator. I 0) Ir you don' l know how to low, learn from someone who does. 11) Never tow over water without flo1ation devices.
I\. B. C.
D.
Wave to the truck to stop. Wait until the truck stops, then try to pnll !he line and release by hand. Try 10 land with the line allached. Break the weak link at'tcr the \ruck stops.
2) You arc in the tow wnc set up, and the winch operator never shows up like he promised the; night before. You should: A.
Set the pressure and let the driver do everything. I [ ANt: Ci JIJINC
B.
Call it a day.
3) You have just released from a truck launch
A. B. C.
and the weak link breaks as soon as you launch. Your altitude is 20 feel AGL. You should: A. B. C.
D.
Try to land on top of the truck. Get out of a prone position and land to the side of the truck. Stay prone for better control and fly over the truck and land. Fly slowly and land behind the truck.
4) The best way to max out your tow is lo:
A. B. C.
D.
Pull the bar in to best glide. Keep the bar neutral in pitch and just control roll and yaw. Push out as far as possible. Keep a light pressure out on the bar.
D.
I 0) You arc on the back of the truck, ready to
launch. You reach launch speed and pull the release ring. Just before you let go of the handholds. you notice one of the basetube restraints is still attached. You should: A. B.
C.
5) Towing a glider is just as safe as mountain
D.
!lying. A. B.
True. False.
6) A hang glider will fly the same on tow as it does off low.
A. B.
True. False.
7) The weak link should be changed after each
Flare hard. Fly circles around the truck and land. Pull the bar in and increase your airspeed in an effort to break the weak link when the line goes tight (assuming the weak link is not over 200 lbs.). Fly as slowly as possible ancl try to land.
Abort the tow. Reach down and release the restraints. Pull in to keep the glider at a neutral angle of attack, keeping the wing on the truck. Both A and C.
11) A preferred knot for terminating a line or rope is: A.
B. C. D.
Square knot. Grapevine knot. Bowline knot. Slip knot.
12) A preferred knot for joining two ends together is:
flight. A. B.
True. False.
8) What is the single most important safety consideration when towing a glider'7 A. B. C.
D.
Skill level of the pilot. Reflexes of the tow technician. The weak link. Using a pre-flight check list and common sense.
9) You just had a good launch and you ha Ye an
altitude of l 00 feet. For no apparent reason. the truck stops. You pull the release line and nothing happens. You are now !lying level and have just passed the truck, pulling the low line behind you. There is no way to release and you don't have a hook knife. You should:
A. B. C. D.
13) If for any reason you are not comfortable with the tow, you should:
D.
C.
Stay on the line until it gets better. Communicate your feelings to the tow technician or driver. Release.
14) You are preparing to foot launch behind a vehicle. After you give the driver the signal to launch and begin running, the glider begins to yaw. You should:
Run slower. Release.
15) The most critical part of the tow is the first ten seconds. As the tow technician, you should be ready during this time to:
A. B. C.
D.
Dump all line pressure to zero (freewheel the winch). Check the tow pressure. Cut the tow line with a hook knife. A and C
16) After making a 180-clegrec turn during a step tow, you find you have hooked the tow line on your tip batten. You should:
A.
B. C. D.
Use a higher bank angle in an attempt to dislodge the line. Deploy your chute. Release. Fly in circles.
17) As the driver, the single most important criterion forevaluating how the tow is progressing is:
A. B. C.
D.
Airspeed. Truck speed. Winch pay-out speed. Line angle.
18) You are in the back of the truck rewinding the line at a high rate of speed. As the line falls out of the sky. you notice some ATC riders about to pass through the intended route of the rewinding line. You should: A. B. C.
A. B.
D.
Tell the driver to speed up or drive in a different direction. Wave your arms to alert the riders of their doom. Stop the rewinding procedure by increasing the pressure. Cut the line.
19) Once the pilot has released, there is no real danger while reeling in the line.
A. B.
True. False.
20) A properly sized weak link should break at:
A. B.
OcrotlER 1991
Square knot. Grapevine knot. Bowline knot. Slip knot.
C.
Turn the glider in the opposite direction to correct for the yaw Run raster.
A. B.
100 lbs. 200 lbs.
49
300 lbs. Pressure appropriate for pilot weight.
C.
2 l) You arc approaching launch speed on the
D.
C.
D.
back of the truck and the glider starts flying while the nose restraint is still attached. Knowing that taking your hand off of the basetube to release will cause one wing to fly higher. you should:
24) After launching your glider is yawing back and forth. You should:
A. B.
A. B. C.
D.
Release anyway. Pull the bar in lo lower the angle of attack and stay on the truck. Push out as far as possible. Vow to never tow again.
22) The truck is rolling. You are on the back of
the truck well below launch speed and the truck hits a bump in the road causing the left side of your basetube to bounce out of the basetubc mount. Your left tip is now bouncing off of the ground. You should: A. B. C.
D.
Push out. Pull in. Grab onto anything attached to the truck, and yell for the driver to stop. Release.
truck Abort the tow; tell the driver to slow clown. Both B and C.
C.
D.
Release. Increase roll input after each oscillation. Stay in the middle of the basetube and input moving only your legs. Fly faster.
25) You are about to run launch a paraglider. The signal is given. the truck starts rolling and only the left side of the canopy intlates causing you to yaw to the right. Your altitude is 3 feet AGL. You should:
A. B. C. D.
Pull hard on the right brake. Pull hard on the left brake. Pull hard on both brakes. Release.
26) Same situation as number 25 but you are operating the winch pressure. You should:
are going well when you encounter a thermal at 1,200 feet AGL and the weak link breaks while under tow. The canopy rotates forward and deflates. You should: A. B. C. D.
28) Towing a paraglicler is safer than mountain
flying. A.
B.
A. B. C.
D. A. B.
Release the nose restraint. Assist the pilot in staying on the
Increase the pressure. Decrease the pressure. Zero the pressure. Cut the line.
27) You are being towed in a paraglider. Things
True. False
29) Paragliders can be towed in no-wind condi-
tions. A.
B.
True. False.
30) If you don· t feel comfortable with the concept of being towed aloft by a truck, trailer, car or boat, become a driver until you do. A.
23) Same question as number 22 but you are the tow technician in the back of the trnck watching this happen. You should:
Apply both brakes until pressure is felt. Deploy your reserve. Let the canopy reinflale while looking al your reserve handle. Pump both brakes.
True.
A11.1·11·ers to this qui::. il'ill appear in the next issue oj'Hang Gliding. Q11estio11s, queries and complai111s rnn i>e.fimrnrded to: Brae/ Lindsay, Reel Altiwde, 954 East Pcm1dise Lane, Phoeni.,, AZ (602) 992-7243.-Ed..
DISCOVER TROPICAL SKIES with SAFARI SKY TOURS now in its fourth season! December and January: El Pefion del Diablo, Valle de Bravo, Mexico February and March: Lake Atitlan,Panajachel, Guatemala Includes: *7Daysof flying *Gliders from Pacific Airwave (Vision Mark IV, Formula and K2) *Hotel accomodations *Guide Service *and much more ... $695 (U.S.) plus.Airfare (add $100 for Christmas and Easter weeks) References proudly provided Make yourreservations now by contacting Welcome Aboard Travel in Reno, NV, USA Phone: (702) 828-4000 Fax (702) 828-4110
THE ADVENTURE BEGINS WHEN YOU LAND! 50
HANG GLIDTNG
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 on 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
ACCIDENT REPORTS compiled by Doug Hildreth Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:
Karen Schenk 26 Advanced Extensive foot-launch; 7 tow launches Pacific Airwave Magic IV 155 July 15, 1991 Big Spring, TX Head, face, pelvis, thigh fatal
Event: Her first flight of the clay was a late morning launch to 1,800 feet, but she was not able to get up and go X-C. Second launch was hurried because others had been able to go cross-country and she was anxious to follow. Immediately after leaving truck bed, the pilot asked for increased winch pressure (a technique usually reserved for greater than 500 feet of altitude). Then she asked for a second increase in winch pressure, and at 75 feet, she entered a "lock-out," released from tow, and dove onto runway. Comment The thermals that clay were not strong or violent. The reporter speculates that the pilot was anxious to get up and away on an X-C
52
flight, that she launched in some sink before a thermal, that she was not climbing as she would have liked, that her calls for increased pressure were followed by entering a thermal which banked her to the right, and that she chose to release. We have received many accident reports like this; most were injuries (usually significant) but some have been fatalities. If we are going to tow safely, we must be prepared to deal with this problem. This is the kind of scenario is described in Jerry Forburger's article "Crooked, Tight and Low" in the October 1990 issue of Hang Gliding, page 18. This article does an excellent job of describing corrective procedures for being "locked out" on tow. If you tow, please read this article, and mentally practice your response to a lock-out.
QUICK-RELEASE CARABINER HANG-UP Pilot was flying recently acquired glider with own pod. Pod was equipped with old "T" handle (pip pin) release pin on quick release carabiner. Suspension system also had backup straps and other steel carabincrs. When pilot went prone after launch the T-handle on the quick release carabiner was hung up in the other carabiners or straps, shortening the hang strap by one foot. Pilot tried twice to free hang-up by standing in the control bar, but gave up and flew upright to
1
'Three innocuous hardware items together can create a hazardous condition: T-handle quick release, a long hang strap, and two locking carabiners." the LZ. Hang-up cleared itself just before landing.
Comment Three innocuous hardware items together can create a hazardous condition: Thandle quick release, a long hang strap, and two locking carabiners. In the August, 1990 issue Hang Gliding featured an article on the clangers of the Thandle quick release carabiner. Since then the manufacturer revised and eliminated the Thanclle pin, replacing it with a cable circle handle pin. There are now l ,000 T-handle quick release carabiners in use, by the manufacturer's estimate. •
Contact Thermal, 19431-41, Business Center Dr., Northridge, CA 91324 (818) 701-7983 for upgrade information.-Ed.
H/\NG GLIDING
CALENDAR OF EVENTS Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, elate, contact name and phone number). Items should be received no later six weeks prior to the event. We request two months lead time for regional and national meets. Until Dec. 1: 1991 Region 9 X-C Contest. All flight data must be received by Dec. 15. Must be Region 9 pilot and current USHGA member. Contact: Tony Smolder (304) 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. Oct. 19-20: 4th Annual Outer Banks Stunt Kite Competition. Contact: Kitty Hawk Kites, P.O. Box 1839, 394 l S. Croatan Hwy at Jockey's Ridge, Nags Head. NC 27959 (919) 441-4124 FAX (919) 4417597. Oct. 11-13: Grand opening, 1991 Hang Glider Heaven. Complete air show. live entertainment, barbecne and concessions. Log cabins for rent on site. Contact: "'Tut" Woodruff, P.O. Box 1470. Clayton, GA 30525 (404) 782-9908 or 62 l 8. Oct. 12-13: Rio Grande Soaring Assn. Columbus Day Fly-In at Dry Canyon. Alamogordo. NM. Laid back, no tasks. no trophies. no fees. Have fun! Contact: Robin Hastings (505) 382-7446. Oct. 12-13: UP International TRX Demo Days with l 991 National Champ Tony Barton and aerobatic champ John Heiney at Ellenville, NY. BBQ and X-C seminar Sat. night with rain elate on Sun. Contact: Greg Black. Mtn. Wings (914) 647-3377. Oct. 12-13: Fifth Annnal Gary Lagrone Memorial Fly-In at Point of the Mountain Flight Park, Draper. Utah. Competitions for hang glider and paraglicler pilots, ouland-return air race, bomb drop, spot landing. Prizes awarded to top three places in each category. Entry $20. All entered pilots receive 1ly-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
OCTOBER 1991
launch ramp. Contact: Valerie Carroll. l l 982 South 700 West, Draper, Utah 84020 (801) 572-5869 or FAX (801) 2628656. Oct. 12-14: Bromont, Quebec l 991 Cup. $2,000 in prizes, 40 pilots max. Contact: Tourisrne Bromont (514) 534-2006. Oct. 18-20: 1991 FALL USHGA BOARD OF DIRECTORS MEETING - SALT LAKE CITY, UT at the Doublctree Hotel. For information on reservations at the hotel contact USHGA headquarters at (719) 632-8300 and ask for P.J. Oct. 18-20: Sky '9 l, Germany. International aerial sports exhibition, including paragliding and hang gliding. Contact: tel. 0821/59 59 5 l FAX 0821/59 43 85. Oct. 19-26: l 99 l Team Challenge, Sequatchie Valley, TN. Teams of 3-5 fly with experienced competition pilots in various X-C tasks. Advanced Hang II and above. Contact: Sequatchie Valley Soaring Supply (615) 949-2301. Oct. 19-26: UP International TRX Demo Days with l 99 l National Champ Tony Barton and aerobatic champ John Heiney during Sequatchie Valley Team Challenge. X-C seminar to be scheduled with Matt Taber. Lookout Mtn. Flight Park (404) 398-3541.
Nov. 16-23: Argentina meet. Entry$ l 00 includes rides to launch and retrieval. OL1t-and-return, race to goal. open distance. Contact: Agrupaci6n Riojana de Alas Delta. San Nicolas de Bari 820, La Rioja, Argentina C.P. 5300 tel. (0822) 23830 or 23049 or 27737 - FAX (0054822) 25357 or 27737. Nov. 28: 4-day Thanksgiving 5th annual Turkey Tow-In, Rocky Point, Mexico (5 hrs. south of Phoenix, AZ). Paragliding/ hang gliding towing and aero towing. Gliders and transportation from Phoenix avail,1ble. $30 preregistration includes food and towing. $35 at the event. Contact: Brad Lindsay (602) 863-9909.
Jan. 18-26, 1992: Australian Open HG Championships, Tumut, NSW. Ten sites, triangle and out-and-return. Contact: Tan Jarman, HGFA, P.O Box 558, Turnut, NSW 2720
The Only Ultralight Good Enough for Hang Glider Pilots Glide: 15 to 1 Sink: 250 fpm Span: 40 ft Empty Wt: 254 lbs 8 u i It: Ready-To-Fly
Oct. 23-26: AOPA Expo ·91, New Orleans, LA. Exhibits, demos. Contact: Cheri Farha (30 l) 695-2162.
--~
Oct. 25-27: Tennessee Tree Topper Octoberfest fly-in and party. Contact: Sequatchie Valley Soaring Supply (615) 949-230 I. Nov. 2-3: UP International TRX Demo Days with 1991 National Champ Tony Barton and aerobatic champ John Heiney al 1Vliarni Hang Gliding. Aerobatic clinic and X-C seminar Sat. night. Contact: James Tindle, Miami Hang Gliding (305) 9626968. 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.
~ ,1=~1:,-·f!JJ,1 [,~::,Ll~-··:®}~ World's Only Ultralight Motorglider • Electric Starter• Spoilerons for roll control; dual use cuts glide (15 to 7) • Cantilevered wings, no cables or struts• Car top to flying by one pilot in 20 min • BRS rocket parachute • Rotax 277 - 28 hp, uses 1 gal/hr • Cruises 65 mph • Includes: Airspeed, Tach, Engine Instruments
.
ft""'-:1 Please Request 265 Echo Lane ~
l,;w \, ,I~~ Into Pak: HG 1
So. St. Paul MN 55075
53
It's Here! The 1992 USHGA Hang Gliding Calendar
--------------------------------------------Please rush me ____ 1992 USHGA Hang Gliding Calendar(s) at $9.95 each.
Shipping Charges Quantity Shipping 1-3 $3.50 4-6 $5.00 7-10 $6.00 Shipped by first class or UPS-Canada&Mexico add $.75 per calendar International surface add $1.50 per calendar International air add $5.00 per calendar
Calendar Subtotal- - - - -Colorado residents add 6.5% sales tax- - - - - Shipping_ _ _ __ Credit card handling fee ($2.00--cash, check, M.O. excluded) _ _ _ _ __ Total Enclosed (Make checks payable to USHGA) _ _ _ __ MC or VISA (circle choice) $2 handling fee
_ _ __ _ __ _ _ __ _ exp.
Sig._ _ _ _ _ _ __
NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS _ __ _ _ _ _ _ _ _ _ _ _ _ __ CITY _ _ _ _ _ _ _ STATE
Mail to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300
ZIP_ __
RATINGS SAFE PILOT AWARDS B!WNZL' RANDALL TRIPP CHARLES COLE III STEVEN BLAND
SJL\11:'R DAVID DUECKER STEVEN BLAND DA YID KINCHLOE DIAMOND ONE PAUL VOIGHT
DIAMOND THREE ROBERT MCKENZIE
LILIENTHAL AW ARDS BRONZE GREGORY ADLER
SKLAR, DAVID: Santa Cruz, Ca; W. Ostiguy/Western Hang Gliders POPE, JEFF: Kancohc, HI; J. Forburger/ATOL l\IOCHEL, CHIP: Glendale, CA; J. Grcblo/Windsports [nt'l HEDLEY, CHARLES: Huntington Bch, CA; D. Skadal/Hang Flight Systems MAAR, STEVEN: Sylmar, CA; M. Spinelli/Tntetlight Concepts Region 4 NANCE, JAMIE: Ridgeway, CO; G. PollodJWasatch Wings WALTERS, ROBERT: Golden, CO; G. Greer/Cnloradn Hang Gliding MARTIN, RANDY: Albuquerque, NM: C. Woods/Up Over Nlvl GRIMM, VERNON: Colorado Springs, CO; R. Wilkinson/Eagles Nest Region 7 SPASOJEVIC, ZORAN: Milwaukee, W[; B. Kushner/Raven Sky Sports ,JACKSON, KELVIN: Mt. Pleasant, MI; B. Fifer/Traverse City HG ZUMBRUNNEN, l\-lARK: Wilton, WI; R. Hauser/W.O.W. INGERSOLL, SCOTT: Gurnee, IL; B. Kushner/Raven Sky Sports BARNHART, GREGG: Lowell, IN; J. Mitchell CAMPBELL, PAT: Council Bluffs, LA; G. Greer/Colorado Hang Gliding JESKE, .JOANNE: Gennamown, Wl; B. Kushner/Ra,·en Sky Sports SCHMIDT, THOMAS: Glendale Hts, IL; B. Kushner/Raven Sky Sports SCHOONi\IAKER, VON: Sparta, Ml; A. Mantas/Spectrum RISCH, MARK: Park Ridge, IL; J. Mitchell KOEPPEN, KENNETH: Mt. Prospect, IL; B. Kushner/Raven Sky Sports COOPER, MICHAEL: Palatine, IL A. Mantas/Spectrum
S/L\IER CHIN-NAN TOM TSAI RANDALL TRIPP CHARLES COLE III MICHAEL VENTH
GOLD NA THAN WHELCHEL DIAMOND NA THAN WHELCHEL
BEGINNER RATINGS PILOT: City, State; lnstrnctor/School Region 2 LANCE, REBECCA: San Francisco, CA; R. Frey/Airtime of SF ROBINSON, TODD: Santa Rosa, CA; K. Fiebig/Airtime of SF SCAVONE, CARA: San Carlos, CA; R. Spear/Chandelle HG VISSEK, RICHARD: Sunnyvale, CA; J. Pritsche EVANS, DANIEL: Arcata, CA; P. Sergentrrhc Hang Gliding Connection Y ARES, JAMES: San Mateo, CA; R. Spear/Chandellc HG Center LAUER, MARK: Pacifica, CA; P. Hystck/Chandclle Hang Gliding VANDERVOORT, PA UL: Carmichael. CA; G. Jepsen/Adventure Sports PARK, RUSSEIL: San Carlos, CA; R, Spear/Chandellc Region 3 HERRINGTON, TIM: Norton AFB, CA; R. i'vlcKenzie/High Adn~nturc WILLi\lOTT, DEREK: Salinas, CA; H. Arnal KULIN, TRACEY: Glendale, CA: G. Rcevcs/Windsports Int'! \VINTER, PETER: Huntington Bch. CA; D. Engel/Southland BOHN, DAVID: Riverside, CA; D, Engel/Southland HG MIYAZAKI, BRIAN: Irvine. CJ\; D. Engel/Southland HG NICOLAIDES, CHRIS: Anaheim, CA; D. Skadal/Hang Flight Systems
OCTOBER 1991
Region 8 DESMARAIS, BOB: Somerset, MA; R. Hyary/Aeolus BROWN, MARCUS: Greenbelt, MD; J. Midclleton/Silwr Wings GILCOINE, STEVEN: Rockland, MA: R. Hyary/Aeolus Region 9 BAILEY, MICHAEL: Delaware, OH; R. Cnxon/Kiuy Hawk Kites GRATE, DONA VIN: Lancaster, PA; R. Coxon/Kitty Hawk Kites FORTIER, JOSEPH: Lexington, KY; J. Reynolds/Lookout Mountain FlJGATE, MARK: Elkins, WV; C. Thoreson/Lookout Mountain FP KALDENBACH, KENNETH: Woodbridge, VA; B. Millican/Kitty Hawk Kites OSSANA, RICHARD: Adamstown, MD; J. Miclcllcton/Silvcr Wings PETTIBONE, JOHN: Middleburg, VA; G. Keoho/Kitty Hawk Kites COSTANTINO, BILL: Cyntiana, KY; J. Laughrey/Hawk Airsports MEIER, DA YID: Lexington, KY: J. Laughrey/Hawk Airsports KALDENBACH, KENNETH: Woodbridge, VA; l:l. Millican/Kitty Hawk HOFFSTA TD, BRENT: Plorissant, tv!D; R. Jacob/Sequatchie Valley Region 10 JONES, DANIEL; Oakwood, GA; C. Thore,wn/Lookout Mountain FP MIKUSH, DA VE: Marietta, GA; J. Reynolds/Lookout Mountain FP WOODS, CAMERON: Powder Springs. GA; J. Reynolds/Lookout l'v!tn FP COTTON, JOAN: Fl. Lauderdale, PL; J. Tindle/Miami Hang Gliding TORRINGTON, ANDY: Greenville, NC; G. Kcoho/Kitty Hawk Kites Region 11 PRIVETTE, J.: Austin, TX; S. Burns/Austin Air Sports HENDERSON, CHARLES: Midland, TX; J. Hunt/Red River Aircrart CURTIS, CHRIS: 1\ustin, TX; J. Hunt/Red Ri,·cr Aircraft ZOEBISCH, OLIVER: San Antonio, TX; Steve Burns/Austin Air Sports Region 12 KRUM, LORI: APO, NY; G. Elhart/Nova Air WINGO, DANIEL: APO, NY; G, Elhart/Nova Air MASON, TIMOTHY: APO, NY; G. Elhart/Nol'a Air
55
RATINGS MINNICK, LAWRENCE: APO, NY: G. Elhart/Nova Air PUHALLA, MARK: APO. NY; G. Elhart/Nova Air THISTLE, ANDREW: APO, NY; G. Elhart/Nova Air RONCONE, BETH: Canandaigua, NY; R. McGovcrn/Rochesler Area Flyers SLA YllAUGH, CHRIS: New York, NY; B. Umstaucl/Mountain Wings HAZARD, STEPHEN: Webster, NY; G. Black/Mountain Wings ARSENAULT, KERRY: Hamden, CT; G. lllack//vlountain Wings DAMON, DA VE: E. Brunswick, NJ; B. Umstattcl/Mountain Wings WALLIS, PETER: Valley Stream, NY; B. Umstattcl/lvlountain ·wings ZELLNER, CHRISTOPHER: Cragsmoor, NY; B. Umstattcl/Mountain Wings NAPIEWOCKI, CAROL: APO, NY; G. Elhart/Nova Air SANBONMATSU, KEVIN: New York, NY; B. Umstattd/Mountain Wings MOORE, DOUGLAS: Kingston, NY; F Valenza/Mountain Wings BLISS, GEORGE: New York, NY; G. Keoho/Kitty Hawk Kites WISELL, KEITH: APO, /\E; G. Elhart/Nova Air WISELL, CARIE: APO, AE; G. Elhart/Nova Air
MARTIN, RANDY: Albuquerque, NM; C. Woods/Up Over NM JOY, STEVE: West Bountiful, UT; K. Stowc/Windrider Region 5 HUNTER, MA TT: McCall, ID; J. Henry/Torrey !'light Park Region 7 STAHL, MIKE: Skokie, IL; B. Kushner/Raven Sky Sports MARION, BRAD: Bettendorf, IA; J. Reynolds/Lookout Mountain PLICK, L SCOTT: Davisburg, Ml; B. Fifer STOLP, LARRY: Monticello, MN; C. Knutson/Sport Soaring Center STOLP, TROY: Clearwater, MN; C. Knutson/Sport Soaring Center Rcgion 8 MCNAMARA, JIM: Amston, CT; R. Haslings/lvlorningside Flight Park MACFARLAND, WILLARD: Goshen, CT: S. Wisc/Fly High Hang Gliding GRAVES, LARRY: New Britain, CT; R. Hastings/Morningside Flight Park PYLES, TANJA: Middletown, CT; G. Crowe/Morningside FP
NOVICE RATINGS PILOT: City, State; lnslructor/School Region 1 COOK, ANDREW: Seattle, WA; K. Slowc/\Vinclrider Wind Sports FLETCHER, ARLEN: Mount Vernon, WA; T. Johns/Cascade Soaring METTLER, ,JIM: Everett, WA; T. Johns/Cascade Soaring KRISTOFFERSON, MICHAEL: Woodinville, \VA; T. Johns/Cascade Soaring Region 2 BOVE, JOHN: Sunnyvale, CA; D. Yount/Mission Soaring CONNOLE, DAN: Brentwood, CA; D. Yount/JV!ission Soaring ROBINSON, TODD: Santa Rosa, CA; K. Fiebig/Airtime of SF RITZ, ROBERT: San Jose, CA; D. Yount/l'vlission Soaring KING, ROGER: Sacramento, CA; J. Anderson/N. Calif. HGA HESTERMAN, VICTOR: Los Altos Hills, CA; S. Gillingham/\Vestern LALOUETTE, MARC: San Jose, CA; D. Yount/lvlission Soaring VISTICA, ERIK: San Jose, CA; D. Yount/Mission Soaring REIFF, JEFF: Linden, CA; K. Muscio NAGLE, ROBERT: Mountain View, CA; D. Yount/Mission Soaring WOHLSCHLEGEL, ROBERT: Mountain View, CA; D. Yount/Mission Soaring ABKOWITZ, DAVID: Palo Alto, CA; D. Yount/Mission Soaring KIRKLAND, CRAIG: Fremont, CA; D. Yount/JV!ission Soaring DOCKTER, ART: Newark, CA; D. Yount/lvlission Soaring Region 3 HERRINGTON, TIM: Norton AFB, CA; R. McKenzie/high Adventure HORTON, SCOTT: Camarillo, CA; K. DeRussy/Hang Glider Emporium WILLMOTT, DEREK: Salinas, CA; H. Amal SUAZO, EPHRAIM: Brea, CA; JV!. Spinelli/True Flight Concepts TWOMBLEY, SCOTT: Oxnard, CA; M. Spinelli/True Flight Concepts NICOLAIDES, CHRIS: Anaheim, CA; D. Skadal/Hang Flight Systems SHELLEY, J: Lancaster, CA; G. Reevcs/Winclsporls Int'] POPE, JEFF: Kaneohe, HI; J. Forburger/ATOL BAUMANN, DAN: Paia, HI; D. Darling MOCHEL, CHIP: Glendale, CA; J. Grcblo/\Vindsports Int'! HEDLEY, CHARLES: Huntington Bch, CA; D. Skadal/Hang Flight Systems KRUCKEN, THOMAS: Pasadena, CA; l'v!. Spinelli
Rcgion 9 FORTIER, ,JOSEPH: Lexington, KY; J. Reynolds/Lookout Mountain DABROWSKI, KRYZYSZTOF: Baltimore, MD; E. Logan/Penn-Aerie ALLEN, CHRIS: Williamsport, PA; A. Fay/\Vindwalker HG HOFFSTATD, BRETT: Florrisant, i'v!D; R. Jacob/Sequatchie Valley Region 10 REIFSCHNEIDER, BLAKE: Kill Devil Hill, NC; S. Wendt/Kitty Hawk JOHNSON, KELLY: Lookout Mountain, GA; J. Hooks/Lookout tvlountain NELSON, JIM: Binningharn, AL; R. Rojas/Lookout Mountain PP GROVES, GENE: Orlando, FL; Bill Urnstattcl/Mountain Wings DOWDLE, JOHN: Ft. Campbell, KY: C. Thoreson/Lookout Mountain FP COOPER, PARKE: Dunwood, GA; J. Hooks/Lookout Mountain PP MIKUSH, DAVE: Marietta, GA; J. Reynolds/Lookout Mountain l'P WOODS, CAMERON: Pwodcr Springs, GA; J. Reynolds/Lookout Mtn FP FOLIVIAR, THOi\-!AS: Sorrento, FL; R. Jacob/Sequatchie Valley Soaring O'KEEFE, T: Clearwater, l'L; R. Jacob/Sequatchie Valley Soaring MCQUEEN, FRED: Knoxvillc, TN; R. Jacob/Sequatchie Valley Soaring Region 11 ADLER, GREGORY: Ft. Worth, TX; D. Broyles/Kite Enterprises CURTIS, CHRIS: Austin, TX; J. Hunt/Reel River Aircraft Rcgion 12 FOLDVARY, KEN: Wortsboro, NY; B. Umstattd/Mountain Wings ZUNIGA, MARCOS: Frecholcl, NJ; G. Black/Mountain Wings DIAZ, DAVID: Brooklyn, NY; B. Umstattd/Mountain Wings HAZARD, STEPHEN: Webster, NY; G. Black/Mountain Wings GILL, RON: Bergenfield, NJ; J. Reynolds/Lookout Mountain FP MONGE, MARIA: Passaic, NJ; G. Black/Mountain Wings WEIER!\-IANN, KURT: APO, NY; G. Elhart ZACCIGNANI, TOM: Babylon, NY; B. Urnstattd/Mountain Wings HANS, KEITH: APO, AE; G. Elhart/Nova Air DOTSON, DOUGLAS: APO, AE; G. Elhart/Nova Air WISELL, KEITH: APO, AE; G. Elhart/Nova Air \VISELL, CARIE: APO, AE; G. Elhart/Nova Air
Region 4 WHITMORE, PHIL: Annapolis, MD; P. Whitmore/Paul Whitmore's HG JOY, ALLISON: W. Bountiful, UT; K. Stowe/Winclricler
56
HANG GLIDING
RATINGS INTERi'VlEDIATE RA TINGS PILOT: City, State; [nstructor/School Region 1 CASE, BOB: Mt. Vernon, WA; T. Johns/Cascade Soaring ANDERSON, RICHARD: Oak Harbor, WA; T. Johns/Cascade Soaring HOAG, BOB: Seattle, WA: D. Chaclwick/Airplay'n Seattle Region 2 MINTUN, DAVID: Modesto, CA: W. Brown/Ultrallight Hang Gliding SHRADER, VANDY: La Honda, CA; E. Shrader HUGHES, DAVID: Freedom, CA; W. Ostiguy MARGULIES, SUSAN: Berkeley, CA; B. Smith Region 3 CORl'VIACI, CHRIS: Brea, CA; P. Burns/Windgypsy NES!\HTH, CHUCK: Palm Desert, CA; R. McKenzie/High Adventure MORAN, SHAWN: Pasadena, CA; M. Spinelli/True Flight Concepts EVANS, DEANNA: Thousand Oaks, CA; B. Warren/Hang Glider Emporium PEACHY, SUSAN: Del Mar, CA; J. Ryan/The Hang Gliding Center LUCAS, SCOTT: Rossmoor, CA; D. Skadal/Hang Flight Systems JOHNSON, STEVE: Fresno, CA; C. Bowen/Dunlap flight Park Region 4 DUBBERT, DALE: Albuquerque, Nl'v!; C. Woods/Up Over Nlv! Region 5 FROST, KEVIN: Boise, ID; M. King/Treasure Valley HG Region 6 LINDEN, DAVID: Conway, AR; L. Haney/Sail Wings HG Region 8 REID, JAMES: Nashua, NH; J. Nicolay/Morningsiclc FP Region 9 SPOONT, KATE: Baltimore, Jv!D; D. Brotto OERMANN, EDWARD: York Haven, PA; S. Schaeffer/Valley Forge HG CONQUEST, MEREDITH: Earlysvillc, VA; T. Massey HORINE, SHERWOOD: Roanoke, VA; R. Bachman/Blue Ridge HG Region IO STIRIZ, HENRY: Pembroke Pines, FL; J. Tindlc/iv[iami Hang Gliding SPROW, JOHN: Chapel Hill, NC; D. Rice/Sauratmvn 1vltn HG BROWN, RUSSELL: Casselberry, FL; iv[. Pleskovich/Draggin Flyers Region 12 PICONE, FRANK: Brooklyn, NY; G. Black/Mountain Wings YOSHIDA, MASANORI: Glastonbury, CT; G. Black/Mountain Wings
ADVANCED RA TINGS PILOT: City, State; Instructor/School Region 1 WIEN, KURT: Federal Way, WA; A. Swepston Rcgion 2 SMITH, RICHARD: Santa Cruz, CA; T. Shea/Wings ofRogallo HONAN, GARY: Biggs, CA; J. Goebl/C!oud Street Gang OCTOBER 1991
Region 3 JVIURIGNEUX, JACQUES: Salinns, CA; W. Ostiguy LETURNY, HUBER: Salinas, CA; W. Ostiguy PIRIOU, GUY: Salinas, CA; W. Ostiguy DELRIEU, MICHEL: Salinas, CA; \V. Ostiguy ADELL, NEAU: Salinas, CA; W. Ostiguy PEYROCHE, DANIEL: Salinas, CA; W. Ostiguy AUBRY, LUC: Salinas, CA; W. Ostiguy AV-TAL, REUVEN: Woodland Hills, CA; iv!. Spinelli/True Flight POWELL, JOHN: Paia, HI; David Darling/Maui Soaring WARREN, BRET: Newbury Park, CA; F. Vachss HESCH, JOHN: IV!orro Bay, CA; J. Williamson/Western Hang Gliders CHIPMAN, JEFFREY: Barbers Pt, HI; F. Vachss MCKENZIE, BOB: Huntington Bch, CA; 'vl. Fleming/Torrey Flight Park Region 8 CROWE, GEORGE: Claremont, NH; E. Stclzel/Morningside Flight Park Region 9 ULLMAN, IHAX: Washington, DC; E. Logan/Penn-Aerie ROBERTS, LARRY: Ashland, VA; T. Massey Region 10 REYNOLDS, JEFF: King, NC; D. Rice/Sauratown Mtn HG Region 11 EASTON, BEN: Houston, TX; J. Greblo/Windsports Int'! Region 12 BACON, DAVID: New York, NY; J. Zeiser NESBITT, RICHARD: Hoban, NY; Dan Guido/Susquehanna FP
MASTER RATINGS MARK STUMP DAVID FREUND PATRICK BROOKS
FOREIGN RATINGS BEGINNER FOURNIER, FREDERIQUE: Westmount, Quebec, Canada;G. Kcoho/Kitty Hawk
SEQUATCHIE VALLEY BLUFF LOTS Across from Henson's launch $15,000 (Bank financing available)
H & H Properties RT 2 Box 68 Dunlap, Tennessee 37327 (615) 949-3396 57
CLASSIFIEDS ADVISORY Used hang gliders should always be disas-
sembled before !lying for the first time and inspected carefully for fatigued, bent or dented downtubcs, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-
circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front mid back on the keel and leading edges. If in doubt, many hang gliding businesses will
HARRIER 147 - Specdbar, spare 1ubes. $800. Cocoon harness (medium) S 125. (415 J 621-5108. HARRIER 147 - <30 hours airtime. Brand new Mylar for leading edge. Perfect for sinnll. entry level piloh. \Vcighl range I J0-210 lbs. $900 oho. Da\'icl (406) 586-9336.
be happy to give an objective opinion on the condition of
HP AT 158-Flown two seasons, well maintained, S 1,950.
equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill lc,·el or rating, New pilots should seek professional instruction from a USHGA-ccrtiticd school,
HP l, S500 (303) 973-5153.
ROGALLOS
A NEW GLIDER - $900 Sharp custom colors. Not flown due to weight range (up to 170 lbs. hooked-in). Pro-Air 140 (similar to Mark JV design) (714) 680-4033 So. Cal. ASG 23 - Spare parts & spare sail, sail pattern. S500 Ed (714) 962-0606. ATTACK DUCK 180 - facellcnt condition, less than 50 hours., new speedbar. Blue. spectrum, white. Cocoon harness included $600 (805) 497-2080. AXIS 13- White, blue LE, aqua-marine undersurface, gold wedge toward nose. Fint condition, 75 hours. Supine or prone. Sl.400 OBO (707J 527-8091. AXIS 13 -
Hot pink surface coat LE, magenta/black
undersurfr1ce. Clenn sail, 150 hours. Good performance for small pilot. SI ,700 includes shipping in 48 states. Cindy (303J 440-3579 (COJ.
AXfS 15 -
HP ll - Good condition, unbeatable performance. Red, white & blue, $750. Cocoon (5'8"-6' I "IS 175. Chule SI 75. Litek vario SI 00. S 1,000 for all, trade for winch. (3 I 7) 6346248.
HP II - 88 race, custom sail, low hours, extras. Clerm, excellent condition guaranteed, will ship, SJ ,400. Ball vario, model 620H Sl50. Thommen altimeter, $75. (513) 9612817. K2-Custom sail, 40 hours, excellent condition, $3.200. HP II, 1988 full race. beautiful custom sail, 75 hour, excellent condition, S 1,300 (505) 293-5165. MAGIC FORMULA J-14-20 hours. $2,100 (415) 9941.108. MAGIC IV 177 - Bluc/golcl. good condition $875 OBO, Marina (408) 384-2266. MOYES MISSILE 180- Double surface, gold/blue, good condition. <50 hours. $600 OBO (804) 295-2585 evenings. JvJOYES XS 155- Brand new. Sacrifice. Overweight pilot. S2.700 (303) 728-3905.
Excellent condition, J hours, options, custom
sail. harness, chute, helmet, Litek vario. S2.200 OBO Ed (714) 962-0606. AXIS 15 - Awesome Team Green model aerobatic, X-C queen. Excellent condition. $1.500 (303) 728-3905. AXIS I 5 - I 989 Full race. eighty hours. excellent condition (412J 898-3219 (PA). AXIS J 5 - Red & white. full race, good condition. extras Call Andy, days (602J 773-4316 $1,180. BRAND NEW-1991 165 Spectrum Plus. Includes 2 extra faired downtubes, safety wheels, pans kit, owners rnamrnl, W.W. hat, tax and shipping tube-Only $3.305. Save S478.85 The Hang Gliding Connection (916) 241-6974. COMET 185 - Good performance. great handling, super price. $350 (619) 575-4939. COMET 185-Vcry good condition, rainboll'with blue L.E. & new wires. S450. Flighl Desigm cocoon, like new S 150. Padded knee lrnnger $100. Bob (408) 595-0007.
MOYES XS 155 - Full race, 15 hours, excellent condition. Two spare downtubes & spare specdbar. $2,500 (515) 2850505.
COMET lJ 185 - Good coudition. complete spare airframe included, S-100 Kent (512) 369-2814 (clays). DREAM 165 - Excellent condition. ,·cry ]ow hours. S900 (415)45-1- 6429. DREAM 210 - By UP. 1990 model. excellent condition. Sl,950 (916) 938-2061. DUCK 180 - With Attack Duck tips and extra cross bar tube. Good condition. S-150 (719) -188-3091.
MYSTIC 155 VG - Less tlinn 15 hours. Crisp sail in reel, blue ancl gold. References. Bargain at $800. (619) 270-6867. MYSTIC 177 VG - Excellent condition, low hours, rainbow, references. $850./offer. Call (916) 344-2900, anytime. NEW GLIDERS - Best prices! Pacific Airwavc. Wills Wing, Scedwings, Delta. Silver Wings (703) 533-3244.
SPORT 167 EURO - Blue/gold/white, 109 hours. Good condition- always garaged/transponed 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 conlniner/lots of extra storage. $700. OBO Kevin, (619) 944-l 396cves., (619) 534-5044 days. TRX 160 - 75 hours, pink, purple, excellent condition. (801) 254- 6141. UP TRX 160-Thc ultimate flex wing. $3,200. 1-IPAT I 58, $2.100. (208) 522-2423. VISION MK JV 17-Grcatcondition. bluetrilam LE.,, blue U\lClersurface, $1.300. ( 619) 451-3970. VISION MK IV 19 - 1988, elc. yellow/white. Specdbar, knee hanger optional. S 1,500 offer. (916) 452-0787 Sacramento, CA.
COLORADO IIANG GLIDING (303) 278-9566 24 hours Region !V's oldest. largest. full Lime shop. Ne\'cr used chutes (all sizes) .. $265 D.O.T. helmets (colors') ......... S58-SJ29 NAS vario/Alt (intro price) .... $388 Used harnesses . ... $75-$300 Steel bincrs (2 min.) ................ $14.80 Varios (demo·s, all brands) .... $75-$500
1007'- guarnntce all equipment.
Maeic Formula.. Ma;ic Kiss . Vision Esprit 17 . Lt. Dream 185, 205 . Mystic 177 VG. Harrier 177. Comet ll 165, I 85 ... Excel 160. Seaeull 140, 170 .
... < J 5 hrs ....... $2,550 ... <5 hrs ........ $2,575 .. ..... $550 .. ..... $800 ea. ...<l2hrs ....... $1,100 ...<~5 hrs ....... $800 .. ..... $500 ca. ...<7 Im ........ Sl.400 ....... $300 ea.
lOO~{ guarantee on nll equipment, inspected and shipped anywhere. Colorado Hang Gliding (31)3) 278-9566 24 hrs.
RA VEN 209 - Red/black/yellow/white. Very good condition-always gnrngcd/transportcd in PVC tube. Kevin, (619) 9-14-1396 eves, (619) 534-5044 clays. SENSOR 510 B-C-All mylar, fast, stiff, superior sink rate SI 150 (6191575-4939.
SKYHA\VK 158 -
Like new. rainbow sail, 2 extra
THE HANG GLIDJNG CENTER Axis 15 FR '89. 150 Sport AT. 167 Sport AT. lvla!:!ic Formula. ivlagic K2 145.
.. ...... good shape ... $1200 OBO ........ excel I.shape .. S2,400 .. ..... $2,400 ........ in stock ........ New
Magic Kiss ..
.. ...... like new ..... S 1,950 & S 1,800
HPAT ....
........ in stock ....... New . ...... in stock ........ New
....... New
down tubes. S 1.000 OBO. (317) 289-2718.
Vision i'vlK IV...
SKYHA WK 168 3733.
Vision MK IV 17/19, used ... Sl,200 Equalizers, used s/111 . ....... S425 4206-K Sorrenlo Valley Bl\'d., San Diego, CA 92121.
Excellent condition, S 1.300 (805) 965-
\Ve ha\'e instruments and parachutes in sLock. SKYI-IA \VK !88-<a.f hours airtime. Crisp, rnint condition. Weight range 155-230 lbs. SUOO OBO. David (406) 5869336. SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS, CALL TODAY (619) 450-1894 OR (619) 450-9008,
GEMINI 134-Low airtime. almost new. W.W. harness, w/ parachute, Bell helmet. $800 Sharon O 13) 764-6351 daytime. (213) 5-18-0683 e\'enings.
SPORT I SO EURO-Excellent condition, faired downlUbcs,
GENESIS 138 - Purple ancl pink. excellent condition, Im, hours. S800 OBO. Da\'e (714) 858-9773.
SPORT 150 - Full race, 2rcat condition. flies very well. ,hipping included. S 1.500 (8 I 8) 309-.\355.
58
SPORT 167 AMERICAN - Blue and white, speeclbar. new bag, I 50 hours, good shape.SJ ,000.CustomSport Keller pod to 5' 8", excellent $250. Patrick Conners-evenings, (619) 934-4365.
MC/VISA/AMEX/DISCOVER ACCEPTED MOYES XS 155 - Excellent condition. beautiful sail, S2_-!00 <6 I 6 l -165-:i859
SENSOR 510-E- Full race, S2.200. (907) 694-4032. COMET C-1 185 - Very goad condition. Exira base & downtubes. Call Ron (719) 687-1280
SPORT 167 - <30 minutes ai11imc. Purchased 4/4/89 Weight range 140-240 lbs. Speedbar, 1/2 race sail. custom colors, extra clowntubes. $2,300 David (406) 586-9336.
red and white checkerboard with black \\·ingtips. S2.,000 or make offer (714) 632-7542.
(619) 450-9008. ,·,special travel incenti,·cs on '\Dille glider purchases. GOLDEN WINGS 1103 Washington A venue, Golden. CO 8040 I TOLL FHEE ORDER PHONE l-800-677-4449 or (303) 278-7181 Mystic I 77 VG he. mml. .. Sl.300 Vision 19 (used) (Exe. concl.) ... .. S 1.800 Several Sport 167.. . .. ....... S l 800 - S2,21JO HP AT. Demo. .. ....... $2,800 lvlany other good used gliders $450-S 1000
BANC GLIDING
CLASSIFIEDS E~IERGENCY PARACHUTES
WANTED
ALI HRANDS - Bought. '.-.OkL and repacked lnspcctlnn and repack S.20.00 - Parachult2'.-.. bridle:-.. inspected and replaced. Airtime of San Francisco. 3620 \\'awona. Snn Frnnci,co. CA 9-1116. (-115/ SKY- 1177.
CASH PAID--\Ve bu) u:-;edcquipmenL Paid immcdi.att'ly. 1JOJ J ~78- 9566.
NEVER l'.SED CHUTES' - IIJll', satisfaction euaranteed. '.)265 each. A.11 :-.izes. new bridle. (kploymcnt bai. repacked/
\\' ..\NTED -
in-..pected. (303 I 278- 9566.
BRAND NEW -
22 Gore. H.E. S295 171-l i 65-l-8559.
THE TAIL DRAGON - .-\II flying c"ntrnptions boughtsold-smiced. SECOND CHANTZ RECOVERY SYSTE~l DEALER r9 I 61 5-12-3833. PARA GLIDERS HARLEY PARA,IOCNT -15-l - Perfect tandem to11irw canopJ ~ 600 payload~ ~fade for1owing! ii I )WO. UP Ja1z 2.( hames.;;. backp,icf-:. demo Sl.800. Keep your towline up~ 6' Flow form recm·er) chute S 150. 1907 i --\55-6379. PAR,\GLIDING IN PAR,\DISE - Alpine paragliding in Crested Butte. CO. 2-l r!ying siles. I .Z (n' 9.000+- MSL I ,,o \Vimps!. Videos S3!.50. '.'>hipping Included. Peak Performance Paraglider:-.. P.O. Box 213. Cre~ted Butte. CO 81 ~2-L Ste,·c 1303) 3-19-5%1. Rusty (3031 3-19- 638-l. WILLS. CP"S. ETC - S795 +- up. lm1nrction. equipnknt. soutllt'rn Califnrnin and European tour:-. (71-lJ 65-l-8550. RIGID WINGS
i\IITCHELL \\'ING -
\\' ANTED -- ,-\ny :-.ugge:,.;tion:-. for making ~·luscles helicop~ ter.Galler, U.221 [2ndStrcct.i':YC.NY 111009. (212)995tn95. .
Exquisitely constrw.:tcd ri_gid wing
with dm1h/c folding feature forcompacL lransporting. Origi-
nal kil n\·cr S 1.000 arnJ 2 vcar:-. in L'Olhtruction lime. Like nC\\ conditilln. Out of hang 2-iiding. intc-restt:d in quick :-.ak. Be:-.t offer. t612l -l.12-3339 evening,. (61219.12--1-130 days. QUICKS IL VER-Wi1h lrike and rngine.S2.ll0019081 ~066131 ULTRALIGHTS
L'.:-ied hang _g\idin~ equipment. Gliders. inslruments, harnes:-.es am! paraclnues. Airtime of San Francisco, .1620 \\'awona. San Franci,co. CA 9-l 116. 1-115) SK Y-1 I 77. SCHOOLS AI\D DEALERS
CALIFORNU ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instructitm. :-.aks and scn·ice. Emphasis on :-,pedal skill:-. and tcclrniqt1cs. T.O. and L. Call to demo XS. r:z. \\'B. ,-\.~k abmll tow clinic. 1681.J Arrn:-itron!.! Road. Lodi. CA 952-t2 I 2119 J 368- 9665. AlRTii\lE OF SAN FRANCISCO - Hang Gliding & Paragliding. L!SHGA & APA Certified Instruction. Sales. Scn·ice. Rental. - Pac. Air. UP. \\'ills. Sensor. High Energy. ?\fontis. Second C'h,rnlz. B.R.S .. Pro De,ign. Apco Hilite . I.T.V .. Edel. Sh-walker and MORE' Large selection of 2nd hand Qem (buy i ~ell). Next to f.ort i-:un~t~m. J620 \Vawona. San 1-'~·,mcisc,;, CA 9-ll 16. (-115) SKY-1177.
ALABA~IA ROCKET CITY AIR SPORTS - Cer1ificd instruclion. :-;ale:-.. :-.e1 \'ice, glider rc-nwk Grcal 1hc-rmal silc with plenty ur ridge for :-.oaring and a 30 ane flat LZ for bl'ginner pilot:-i. SL·nd S l .()0 for brochure. dirt:ctions. accornmndaliuns, de. to : 106 South Side Square. Hunts\·ilk AL .158111. (205) 5336605 nr I 20'i I 776-9995. LMfP -- T\\'o hours from Kinningham hce our ad under Tcnncs:-.et:.J (--1-0-t.) 308-3)-t.l. ._ ARIZONA ADVENTURE SPORTS TOURS - Certified instruction utili1ing the world':-, fir~t rnan-ma<le training hill plti:-, other ,ites which all fac1: cn~rv wind direction. Dealer for Pacific Ain\'<ffC", \\'ill:-. \\'in2:. B<~II and f-li~h Energ\'. JJ:]7 E. Bell De t'>.lar Dr.. Tempe, 1\"l S5:28J !602) 897-7121. DESERT HANG GLIDERS - USHGr\ Certified Schm)I. Supine ,peciali,h . .JJ 19 \\'.Larkspur.Glendale. Ai'. 8530-l. 161l2J 93X- 9550. .\RIC\l\SAS SAIL \\'INGS I !ANG GLIDING - Specializing in wwing le'.-:>son~. \aks and s;cn·ice. Pacific Ain\·ave, Enterprise \Vings. P.O. Bo, 3::, I ..Atkin,, AR 72823. 1501) 227---\920. LET'S GOTO\HNG!
AIRTJ,\IF UNLIMITED-Southland Hang Gliding School. Pacific Airwa\·e gliders in . . tock. Tandem instruction,,-\ TOL towine. 12 I 20Severn Way. Ri,-cr,idc. CA 925(B I 71-lJ 73-l0622 CHANDELLE SAN FRANCISCO. INC. - Since 1973. cnmplcte hani gliding and paragliding sale" :-.erYice and instruction. Dealers for \\/ills \Vin!!. Pacific Airn·a,·c. Della Wing. Sccdwinp,. UP. High energY. CcntcrofGravity, B,llL HRS, Second Chantz. ITV. rircbird, Edel nml more~ :\!orthern California·s mo~I cnmpkte repair facility. including 7lh cla:-.s rigger's machine. Ncw and u:-;cd ~quipnwnL spare pm 1,. and denll):-.. Complete training:. in.:luding intrmluctor) te,son:-.. packages, clinics. ground :-.chool and tanJcm. fin:rninules frl)lll FL Fun:-itrni. --1-88 ivlanor PJ;m1. Pacii'ica. CA. 9-lll.J-l. (-115) 359- 6800. COi\ll'ACT WINGS PARAGLIDING - Wills Wine,. UP and others. APA & USHGA Class II in,1nic1ion. Gr:,it !lying year-round. Southern California ,md European tours. Lornred al be~r p;iragliding "ite (SobohaJ. 17 l-~l 65-i--8.S50 HAi':G FLIGHT SYSTEi\IS - DIRECTLY aero" 1!te street rrorn \\"ILLS WING, DEi\lOS and rerWrhasailable 10 qualified pilots. HP-AT .,mall. medium & large Spmt-Ars. Kiss. ofark IV, G,'ncsi,, Dreams and Axis. FLY ·Ei\I ALL and decide what you like. \Ve sell and :-ie1Yicc- all major brands of !.!lidcrs and accessmie\. USHGA certified XC clinics and training program, 120~ E. \ValnuL Unil iVL Sama Ana. CA 9270 I (7 f ...lJ 5---1-2- 7-1.../..../. r\e~ir Disne) land.
PA RA PLANE-< Powc1·ed parnchutesJ Solo after one hour instruction. Free brochure, Orlando {--1-07 l JS l---1-510.
,--------------------------------------, I USHGA CLASSIFIED ADVERTISING ORDER FORM I 50 cents per word, $5,00 minimum, Boldface or caps $1,00 per word. (Does not include first few words
I which are automatically caps.) Special layouts or tabs $25 per I column inch. I (phone numbers-2 words, P.O. Box-1 word) photos-$25.00 line art logos-$15.00 I Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for I the August issue). Prepayment required unless account established. No cancellations I and no refunds will be allowed on any advertising after deadline. Ad I insertions FAXed or made by telephone must be charged to a credit I card. $2.00 credit card charge. I Please enter my classified ad as follows:
I I Number of words: I Number of words:
Number of Months: Section (please circle) Rogallos Emergency Chutes Parts & Accessories Business & Employment Miscellaneous
Towing Schools and Dealers Ultralights Rigid Wings Publications & Organizations Paragliders
Begin with 19_ _ issue and run for consecutive issue(s). My check u, money order '.J, is enclosed in the amount of
$ NAME: ADDRESS:
I I I I
I I I I I I I I
I I USHGA, P,Q, Box 8300, Colorado Springs, CO 80933 (719) 632-8300 I PHONE:
=
@ .50 @ 1.00
=
L--------------------------------------~ OCTOBER 1991
59
CLASSIFIEDS HANG GLIDER EMPORJU!vl- The best training hill in the west is in Santa Barbarn,a hang gliding VACATION PARA-
DISE. High qu.ility PERSONALIZED instruction focusing on the skills thnt most affect your SAFETY. Call for vacation info and glider inventory. Tues.- Fri. I0-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733.
WJNDSPORTS SOARING CENTER - Los Angeles' larges! and most complete school since 1974. \Ve specialize in personalized t:rndem instruction, sales and repair. Spend your winter vacation tlying with us 1 16145 Victory Blvd., Yan Nuys, CA 91406 (818) 988-0111. HProfcssionals You Can Trust!'' COLORADO COLORADO HANG GLJDING/PARAGL!DING - !st USHGA certified school in U.S.A. Region's largest and oldest. Operating full time since 1972. (303 J 278-9566. EAGLE'S NEST SCHOOL OF HANG GUDING/ PARAGLIDING - USHGA & APA certified insiruction. Sales and service. P.O. Box 25985. Colorado Springs, CO 80936 (719) 594-0498. GOLDEN WINGS - Sales. service. USHGA certified instruction. Tandem TowitH! Instruction. Dealers for \Vil1s \Ving, Pacific Airwavc, 1103 \Vashington Avenue. Golden, CO 8040 I. (303 i 278- 7181.
uP.
HIGH ADVENTURE- Full service facility located on site at Southern California's fnmous mile high mou11iains, Crestline. From sand hill to XC thcrnwl flying, our20 tandem accelerated training progran\ is quick and thorough. Instructor Rob McKenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain shuttle. towing seminars, XC trips. repnirs, ratings (714 J 883-8,488. THE IIANG GLID1NG CENTER -
Located in beautil'ul
San Diego. USHGA instruction. equipment rentals. local flying tours. Spend your winter vacation flying with us. \Ve proudly offer \Vills \Ving. Pacific Ainvnve. High Energy, Rall and we need your used cqt1ipmenl. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008. MISSION SOARING CENTER - Serving the flying community since 1973. Complete lesson program with special attcn1ion to quality Lake- off and \anding skills. Al1 major brands of gliders, parachutes and instruments sold, Sail repair and air frame service available. I I I 6 \Vriglcy \Vay, ivf ilpitas. 95035. (408) 262-1055.
LID ENTERPRISES -Sail and harness repair- Equipment manufac1uring - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440- 3579. PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruclion/equipmen.l sn\es, vic.lcos$32.50, shipping included. PO Box 213, Crested Butte, CO 81224, (303) 349-5961 STEAMBOAT ULTRAFLIGJ-IT - 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. CONNECTICUT MOUNTAIN WINGS -
Look under New Ymk.
TRUE FLIGHT CONCEPTS - USHGA Certified lnstruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Om head inslructor has over l 2 years teaching experience. Only minutes from our local Kagel ivlountain flying site. 13 l 85 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050. WINDGYPSY - US1-1GA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lnkc Elsinore - call for sile info. \Vide range of new & used gliders & flight accessories in stock. Paul Burns. 33041 Walls St., Lake Elsinore, CA 92530 Phone (714) 678-5418; FAX (714) 678- 5425.
60
INDIANA JJ MITCHEL - USHGA certified instructor. PacAir and UP dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856 (219) 762- 5365. KENTUCK\ANA SOARING - Mike Kelley. 3023 McArthur Dr., Jeffersonville, IN 47130 (812) 288-711 l (e,·cs.) Sec nd under parts & accessories. i\IICHIGAN GREAT LAKES HANG GLIDING, INC. -USHGA certified instructors. Dealers for Moyes gliders, llC\V & used equipment. Located near Warren dunes (616) 465-5859. PRO HANG GLIDERS - USHGA instruction since 1978, advanced instructor, examiner, observer, safety is# I. Towing specialists since 1978. Mnintain and enhance your basic skills. We still foot launch. All brands sold and serviced. Contact Norman Lesnow. 569 W. Annabelle, Hazel Park. Ml 48030. (313) 399-9433 Home of the Stormin' Norman windsock, $39,95. l\llNNESOTA SPORT SOARING CENTER/MINNEAPOLIS - Instruction. equipment dealers ror Pacific Airwave. UP & Wills Wing. (612) 557-0044
ADVENTURE SPORTS - Sierra tours our specialty USHGA & APA cc11ified school and ratin~s. Dealers for Pacific Airwavc, \Vills \Ving, UP, Enterprisc\Vings. Fly the Sierras wilh a full-service shop. 3680-6 Research Way, Carson City, NV 89706 (702) 883-7070.
FLORlDA
PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. \Vorld wide tours, accessories. Call fo1 free catalog. (714) 687-4466.
TORREY !'LIGHT PARK, 1NC. - At the Immch of the world famous Torrey Pines Glider Pon, one of San Diego's highlights! Unmalchcd con\'enience for pilots and spectators. Refreshments and soU\'cnirs nt the Cliffhmwcr Cafe. Certified Training program featuring rnndem srn~ring lessons. Nev.,, used, rental and demo equipment by Delta \Ving and UP. 2800Torrev Pines Scenic Drive, La Jolla. CA 92037 (619) 452-3202. .
RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics. tande1n by Brad Kushner. Sales/service/accessories for all major brands. 300 N. Green Bay Rd., Wm1kcgan. IL60085 (708) 360-0700.
NEVADA
c,,
S1LENT FLIGHT - Extend your flying season am\ come tow the Shasta Valley! Full inslrnctional lessons, tandems, sales and service. (916) 938-2061.
ILLINOIS
NEW JERSEY MOUNTAIN WINGS MIAMI HANG GLIDING. INC. - has the most advanced training program known to hang gliding today. Certified instructors spccinliz.ed in personalized tandem tligl1t training. Full service and sales of parts for all gliders, makes and models. For more information call (305) 573-8978 or (305) 962-6968.
Look under New York.
NEW MEXICO UP OVER NEW MEXICO, INC. - Instruction, sales, service. Sandia Mountain guides. \Vills, Scedwings, Pacific Airwave, Delta, Moyes. Albuquerque, ~M (505) 821-8544. NEW YORK
LOOKOUT MOUNTAIN FLIGHT PARK-See ad under Tennessee. (404) 398- 3541. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) .198-354!.
See our ad
SEQUATCHIE VALLEY SOARING SUPPLY -
Sec
om ad under Tennessee lDAHO TREASURE \I ALLEY HANG GLID1NG - USHGA CF!, service/sales, Pacific Airwnve, UP. American \Vindwright, La Mouette, l I 716 Fairview, Boise, JD 83704. (208) 3767914.
AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruc1ion and sales. Base of ELLENVILLE i\·ITN. four exclusive !raining hills. Area's only dealer for Pacific Airwave, UP, Secdwings and Della \Ving wi1h demos in stock. \Ve are the largest, most complete H.G. accessory and repair shop of its kind in the coun1ry. ~fony new and used gliders in stock. RIC supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accep1ed. Stop in and get your flight pass and gate combo. 150 Canal Si., Ellenville, NY 12428 (914) 647-3377. In N.E. 1-800-525-7850. FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut. Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction ... if you·vc finished a program and wish to continue. Ply the mountain! ATOL towing! Tandem flights! Contact Paul Voiglll, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-1317.
HANG GLIDING
CLASSIFIEDS SUSQUEHANNA FLIGHT PARK - CoopcrstO\\'Il. NY. Cer{ified Instruction. Sale_... and Sen·ice for all major nianufac1urers. -+O acre pnrk. 5 training hills.jeep rides. hunk !muse. camping, hot showers, 600' N\V ridge. \Ve h,we the be~t facilitie:-. in :-J. New York state lo tead1 you how lo fly. RD 2, Box J-181\. Cooperstown. NY 13326. n 15) 866-615.l. THER1'•lAL UP, JNC. -Most complete hang gliding shop in area. Located 011 top of Ellenville Mountain. USHGA Certified Instructor and Obs~rvcr. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service 'IYith lmvest price in area. Large mail order inventory. Tom Aeuero, P.O. Dox 3-l7. Cragsmoor. NY 12.\20. 191-l) 6-l7-3-l89. ~
10 soaring high abo\·e Lookout iVlountain. Our specialty getting you your first mounlain flights. Lesson packages. USHGA ratings. glider and mountain bike rentals. camping. local site information. Largest ill\ entory of new and used hang: !:!liders and mountain bikes, h,11·11esses. helmets, instruT-shirts. Rep:iir ser\"ires. \Ve buy used gliders. equipmt'nl! Send S 1.00 for brochure. rates, directions. accommodations information. Twenty minutes from Cha11anooga. Tennessee. Route 2. Box~ 15-I L Dept. HG. Rising Fawn. GA 30738. (-10-1) 398-35-11 or 398-3-133
HIGH QUALITY HELi\lETS -At lower prices. Exceeds 1988 DOT standard!-.. S58. coJor~S8.00-cxtra. Nearest dealer'? (]03) 278-9566,
me,;1;
SEQUATCHIE VALLEY SOARING SUPPLY - Certified. two place flight instruction and first mountain flights arc our specialties. Rentab, storage and ra(ings available. Dealers ror all major brands. Located in the ··Ha11g Gliding Capital of the Eas(·. For personal. professional ser\'ice you can trusl, call SVS. RT 2 H,i, 80. Dunlap. TN 37327. 1615) 9.\9-230 I
NORTH CAROLINA TEXAS FLY AMERICA, Corolla Flight-All introductory !lights and lessons taught by USHGA Master Rated, Advanced Tandem ln~tructor. GreQ Dc\Volf instruch new llnmHdl atl\·:mced slmlcnts wilh A~TOL and Tandem. Tow from\ t~ll" blanket or dnorsrep on beautiful Currituck Beach m{ the Outer Banks. Call (919) 261-6166 or \\rite Corolla f'lieht. Box I 021, Kitty 11awk. NC 279-l<J. KITTY HAWK KITES, INC.-P.O. Box 1839. 'laes l-lead. NC "7959 ( 919)-141--l l 2-I. Learn to hang glide on Jockey's Ridge. the largest sand dune on the east coa\t, just south of \\·here the \Vright Rrothe1< fir~t !light took place. Beginner and ad\ anccd !CS\011 packages and camps offered. Ad\·a11ccd tande111 tow instruction. 1500 ft. plus up. Dealer for all m,~jor brand gliders. cornplctc in,·cntory or new and used gliders. accessories and parts.
AUSTIN AIR SPORTS - Still the one in central Texas. quality ser\'icc ~ince 1978. [nstruction, sales. rental. and a complete airframe & sail repair facility. 1712 \Vatcrston. Austin, TX 78703 1512) -17-l- 1669.
HILL COUNTRY PARAGLIDING INC. -Try this safe form of personal a,·iation. Soar the hill country or tow-up in the llatlands. \\\:'re the only paragliding center in central Texas! APA certified inst1uction, sales, scr\'icc and fun. Austin. TX. (512) 832-0516 KITEENTERPRISES-!nstruction, sales. repairs. platform towing. Dallas. North Texas area. 211 Ellis. J\llen. TX 75002 (21-l) 996- 7706 daytime, (21-1) 727-3588 nights and weekends. Dealer Pacific r\in\<.fft.
i\URIO MANZO-SKYWARD ENTERPRISES-Certi-
RIU~RED RIVER AIRCRAFT We specialize in turning :-,tudcnts into pih)b. Dealer Wilb \Ving und Pacific Airwa,·e. (5 I 2J-l67-2529JcffHunt.-l811 Red Ri\'Cr. Austin TX 78751.
fied in~truction. inspel'.tion. repair_ CG-\ 000. Dayton and Chillicothe. OH (513) 256- 3888 twkd. c,·es.J
UTAH
OHIO
NORTH COAST HAi\G GLIDING-Cenificd Instruction. Ne\,· & u~ed gliders. Specializing in Pacific ,\irn ;we gliders.
Mike Del Signore. 1916 \V. 75th St.. Cle\'eland, OIi. -l-l/02 t216) 631-11-l-l. OREGON SOUTHERN OREGON I !ANG GLIDING - Dest training sites with camping. Gliders and students retrieved wilh ;\ TV. Tandem instruction with Pacific ,\irwa\'C Doi,blc Vi~ion (503) 862-2922.
GRADE A Sl-lEEPSKIN HAND FAIRINGS-Wann hands in all conditions. EnchJl"\Cd by Kc\"in Chri~tophcrson. "[ wouldn ·t lly without !hem ... Special orders nnd denier inquiries welcome. Send $47.00 fo \Vyoming Aerolitcs. P.O Box 880, Casper. Wyoming 82602 1307) 235-3367.
WASATCH WINGS - USHGA certified hane elidine ~chnol. dealers t'nr \Vills \Ving. ivloyes and Pacific Ai~wav;. Flight operation..:; at Pointofchc i\'Iounwin. Call Gordon (80 I) 277-10-!2. \VINDRIDER WIND SPORTS, INC. -Certified instrnction. from the point to the mountains. AIRTiivlE. AL,o soaring clinics, mou11tai11 tours and flying racations. Call for infornwrion or rcse!Y:Hinns Box 17675. SLC, UT 84117 1801 J 272-6908.
HIGH QUALITY HELi\lET - :ii an affordable price, D.O.T. Well fini~hed bru'ihed nylon liner with high strength polycarbonate shell. ONLY S55.00 + S-l.!lO S/H, Great for ~chnols. Dealer inquiries welcome. GOLDEN \VINGS. 1103 \Vashineton A,enuc. Go/Jen. CO 80-lOI. 1303) 278 7181 or TOLL FREE l-800-677--1449.
VIRGINIA PENNSYLVANIA MOUNTAIN TOP RECREATION -Ccrtilicd ins1ruction. Pittsburgh. (-l 12) 697--1-177. C'il[()N OUT AND PLAY!
SILVER WINGS. Inc. Certified instruction and equipment sales. 1703) 533-1%5. PARTS & ACCESSORIES
MOUNTAIN WINGS -
Look under New York.
TENNESSEE CRYSTAL ;\JR SPORT MOTEL- at Raccoon ,tountain. Pri\"ate. regular. wuterbeds & jacuzzi room,. w/carpons. Flier~ bunkhouse & \\·ork prngram. Pool. gift ~hop. \"idco. Ni.:arby. hang gliding ~imulacor & !light training & tourisl auraction\. f-FI. Send S 1.00. ---1-3]8 Cummings I lwy .. Chattanooga. TN 37-!19. t615J 821-25-16 I-IA WK AIRS PORTS - New and impr,med hang gliding' A.ltcntion Nlwicc and beginners! New 360 dcl!rce trninin2 hill designed and buill :-;{1ccifically for you. Cmwenientl) Joca1cd. fun! run! Fun~ Clinch ~vltn. - The lom!l'-.t rid2:c. l\\"ll launches. The popular light wind indicalOr \\7indsok. Brochures a\'ailablc. Your safr-.faction is the kev to our continued growth and ~ucce~~. Hawk Air Sporh. lnc~. P.O. Box 9056. Knowille. TN 379-10-0056. i615)-l53-1035. LOOKOUT MOUNTAIN FLIGHT PARK - Since 1978. Southeast'slarge~t USHGA-cenified mountain tli2:hlschool. Complete training. from g.rnssy. gently-sloping lr~{ining hills
OCTOBER 1991
BELL SOARING HELMETS - White. blue. red. S129 plus. Nearest dealer? 1303) 278-9566. Best prices on the RANGER VHF radio, S159 shipped! Soaring Tt."'chnnlogy. 6 I latYt'sl. Farmington CT060J2 f 203) 677-7533. CAN"f TOUCI I THIS-Sa1c Smail order-1\-eckly specials. i\lAXON SP50006ch. prngrammedS309., \IOXS69.HAM RADIOS, \'AESU JCT -11 IE :i319.. /\•!OD $30., ICOi\l 2SA T SJ 19. i\IOD S-llJ. Dealer for Ball. HRS, lligh Energy. Safewheels. \' Mitts. Raymond. Second Chantz. tow rope 1/ -l" poly S25 per 1000'. Send S.A.S.E. for sale flyer or call Kcntuckiana Soaring. J023 McArthur Dr. Jeffersonville IN -17130 1812) 288-7111 Calls rcwrned collect. DYER SU PRONE POD HARNESS - With adaptors. One year old. good condition. S300 (209) 522-.\043. GLIDER i\!ARK!NG INTERNATIONAL - Creates a statc-of-lhe-nrt adn~ni . . ing medium by applying names and logos on hang _glider~. parachutes, parag\idcrs. sails. etc. P.O. Box -151. Glen Cove. NY i 15-l2 (516) 676-7599.
TIIE FAMOUS "L,\ldBIE LID" - Aernd\'n:imic hane glider IIelmel. S85 postpaid. Full face \·crsi01{. SI 05. Stat~ si1e and 1hrce choice\ uf color. 8160 \Vnodsboro. ;\nahcirn. CA. 92807 t71-I) 779-1877.
Need help writing your ad? Call Jeff (719) 632-8300. 61
CLASSIFIEDS MAXON RADIOS ~ SJ.\9. VHF FM 5 \\'att crystal. includes 3 USHGA clrnnncls. charger. case, clip. antCnna and I year warranty. Best prices on ~,taxon hand-hc\ds.. mobile and aci:cssories. plus fn<·>L reliable sc1Yicc facility (S49 tlat
1-Ii,;b
I.\rlountain r~:{illi/Wl(tJ[ & ;~)upply Comp:u1y :H6 12th i\Ve., Salt t """ Cn:·- L:tcdt 8~!03 ll.S.i\.
variomete,· available. The E model i, 110w ONLY $189 direct (VISA. MC. J\MEXJ Ball clamp not incl. Free brochure. LITEK (503) -\79- 6633. 4326 h,h Hatchery Road. Grants Pass OR 97527.
rnte chnrge on all re-pairs sent to us). i\foxon I watl. S 175. NOHYPOXYGEN III OXYGEN SYSTEi\L 5 l/.\ lb. Refillable continuous flow system, on/off \'ah·e. pilot controllable 0-5 I ,Vi'v1 regulator, contents gauge, 200 L. AL bottle
5 yr. hydrostated to 3358 psi, nnsnl cannula and hard carrying case. ONLY $350. Extension hoses and diluter demnnd systems available. ARAi\lID FULL FACE. Superlite hel-
met. E:o.:cellent vision, yet cold \\'Cather protection. $325. Visors S25. X-C Sil!OKE BOMBS. 55.00. large signal mirror S8.00. Jack the Ripper cutaway knife S l {i\,·a compass S 100.00. Pendulum Sports. Inc. 1-800-\VE FLY X-
s:oo.
e.
PARAGLIDING EQUIP:\IENT FOR SALE~ A complete line of equipment and accessories an1ilable. \Vlrntcver
your needs. from Alpine desccnlstoocean. thcrmal. and ridge soaring, we have iL Videos, S.12.50, shipping included. PEAK PERFORi\lANCE PAIUGLIDERS INC., P.O. Box 213, Crested Jlutte, CO, 81224. Tel/Fax (303) 3495961.
or
Disco\·cr the world oxygen. The SportsOxygcn ~ystcm mcns;nrcs '2" x 8", ancl ,,·ei{!hs onlv 18 ounces. for $89.95. Non-relillahlc 18 liter cyli,;ders r,;r S 12.95 @ 13 minimum) (+S5 S/1-1 on abm·c1. SuprrSport 63 & 220 liter refillable
cylinder kits come complete with Sports(hygcn regulator. adaptor. harnc~s & accessories. (S 15 S/l--f for refillable kits), [.argcr cylinders U\'ailable. One year conditional guarantee on all kits. An incxpcnsi\'L' upgrade for your SponsOxygcn (8011 364-.\ 171 ~lajor credit cards accepted.
DON'T GET CAUGHT LANDING DOWNWIND! Perfect that no-step landing by watching our \Vindsok. Constrncted with 1.5 oz. ripslop nylon. UV Lrcatecl to rnain1ai11 its brilliant color. 5 '-1-" Ion!! with an I I" throat. Availab!e colors are fluorescent pink/yellow or nuorcscent pink/white. $39.95 (plus SHJO shippingllrnndling) Colorado residents add 6.5'k tax. Send to USHGA Windsok. P.O. Box 8300. Colorado Springs. CO 80933-8300. FAX (719 J 632-64 17. PHONE (7 l 9J 632-8300. V\SA/MC accepted ULTRA POD CA,\IERAS ~ Infrared remote S 179 .. Thermitts. designed for comfort bar SJ9. 1714) 65.\-8559.
PARA-SWIVEL ~ DON'T LEA VE THE GROUND WITHOUT ONE! $84.00 + S-l.00 S/H. A,«ilabk as an option by Free Flight. High Energy. BRS, Second Chantz. Dealer inquiries \\'elcomc. GOLDEN WINGS, 1103 Washington Aw,nue. Golden, CO 80-101 (303) 278-7181 1-800677-4449.
SYSTEK II\' ARIOMETER ~ Designed ror thermal flying. Hang glider and paraglidcr pilots. Perfect for entry le\·cl pilot~, Adjustable audio set-point. mount included, other options. Affordable S 185. Systems Technology Inc. PO Box 7203. Kno.wille. TN J792I (615) 531-8045.
XCR ~ Possibly the simplest and lightest composite fiber
o.xygcn system on Lhc market. Available in 2.40 and 480 liter refillable cylinders. Systems come complete, including Oxymizer. The XCR 240 is just S.\7.\.95. and the XCR 480 is S--194.95. tS15 S/11). OXYMI7.ER ~ The Oxymizcr
cannula's unique reservoir design accumulates the cOntinuous \low of o.xygen normal1y wasted during exhalation. saving up to 66(""k over the standard cannula (in most cc1ses}. Tl1e Oxymizcr works with most supplemental oxygen systems. Only S16.95 (SJ S/1-1). ll.Jountain High Equipment &
QUICK RELEASECARABINER-S49.95. Extrn hall lock pin. ',,:?9.00. 10.000 lbs .. dealers \\'elcome, patent pending. Thermal 19.\3\-~\ l>usincss Center Dri,c. Northr",clge. CA 913:?4.(818)701-798]. -
Supply Co .. 516 12th A,·c .. Salt Lake city, UT 84103. (801 I 364-.\ 171 Major credit cards accepted.
Ciel fast response and the Litck sound. in the most rugged
62
HANG GLIDING
• Colorfully Embroidered
• Vented Long Rugby Tail
$21.95
Available in: Black, Jade, White, Yellow, Navy, Red
(+ $3.50 S/H)
SIZES:
Medium
Large
X-Large
XXL (white & navy only)
USHGA Golf Shirt • P.O. Box 8300 • Colorado Springs• CO 80933
Be 111/brmed I
~
'EA
\\ I 4 AA .~i,elf ,._\ ~, ., . '"~ /"l'j :~==~!!:APA • Safety Subscriptions: $24/year U.S. $36 Canada - $44 overseas Back Issues: $5.00 each- all back issues (4) $14 (both include postage)
3314 w. 11400 s. South Jordan, Utah 84065 Bus 801-254-7455 • Fax 801-254-7701
• New Products • Glider Reviews • Competition News • European Undate •Who's Who • Facts & Figures
f 11// Color Mt11t1zl111
CLASSIFIEDS BUSINESS AND EMPLOYMENT OPPORTUNITIES HANG GLIDING INSTRUCTORS WANTED Hang Gliders, P.O. Box 828. Marina. CA 93933. lv!OUNTAlN WINGS -
Western
Is looking for advanced lwng
gliding rmd paragliding instructors. Salaries negotiable. Full and part-time positions available. Manager position available-requires knowledge of computer systems. Call Greg 01 Judy nt (914) 647- 3377. Send resume w 150 Canal St.. Ellenville, NY l 2.\28.
REQUESTFORPROPOSALS-ThecitvofHobbs. New L\kxico is requesting proposals fro1l1 qualified
indi\·ichials or organizations interested in performing all serYiccs necessary to provide on-sire instruction and coordination of organized sport aviation tlight acti\'itics at the Hobbs Industrial Air Park. ror more information or to obtain a copy the Rt:P. please contact: D.t\'id E. Hughes. r\ssistanL to the City Manaecr, 300 N. Turner. Hobbs. NM 882-lU. (505) 397-9205.
or
PUBLICATIONS & ORGANIZATIONS !JOUilLE i\!ALFUNCTION - The hot new skvdivine mystery novel byE.P. Gottschalk. ··An engaging talcOfcrim~ and injustice \Ct in Che real world of \pon parachuting::· Hardcc)Ycr. S 19.95 +S2 shipping. MC/VISA (7 l 7J 3-!9-2989 or send check/MO to Daedalus Press, PO Bm 375. Dept. H. Chambersburg, PA I I.
no
pilot. NOW A VA[LAIJLE FOR $29.95 (plus $4.00 shipping/lrnncllingJ Colorado residents acid 6.5'lc tax. SEND/ FAX/PHONE TO US!fGA, P.O. Box 8300, Colorado Springs. CO 80933-8300, FAX (719) 632-6-117, PHONE (719) 6328300. VISA/MC accepted. PARAGLIDING-A Pilot's Trainingi\lanual. Produced by \Vills \Ving and written by ivlikc Meier, in ils revised 3rd edition. From an m·crv\cw of the sport, to equipment, to flvin!! rind micrometeroJu2:y. B~~inncr through advanced skill( cm·ered. and much. t;i'uch n;ore. NOW J\V A[LABLE Tl !ROUGH USHGA. SendS 19.95 (plus SJ S/HJ to USHGA, PO Box 8300, Colorado Springs. CO 80933-8300
Brid!!c Pl.tee. \V. Snnnrnento, CA 95691. For more information ~all (916) 371-3619. VIDEOS- .. Torrey Pilots ... "Wind Sprints 199!", .. Torrey Tandem" ... Air Races 1990" hy W.A. "Pork" Roecker, S29.95 pp (2 for S50), from Fl yin· Pig Productions, PO Box 586149, Oceanside CA 92Qsg. MISCELLANEOUS
PARAGUDE USA - Subscribe to North America·, most widely read paragliding magazine. 12 issues just S25. Send check or moueyorderto l 2662 Soft wind Dr .. Moreno Valley. CA 92388 or call t71-lJ 92-1-5229 or FAX (7!-IJ 242-4718 with your credit card information. SOARING - Monthly magazine of The Soaring Society of America. Inc. Co\'ers all aspect~ of sonring flight. Full membership S45. Info. kit with sample copy S3. SSA. P.O. Box E. Hobbs. NM 8824 l. (505 J 392-1 I 77.
TOWING STATIC LlNF.TO\V SYSTEMS-Releases& bridles. 1/-l" poly 525 per !000 ft. Kcntuckiana Soaring. 3023 McArthm Dr.. Jcffer,rnll·ille. IN-17130. t8!21288-7l 11 te,·e,.J TOW ROPES - ~lake the mo,·e to quality. Spec1ra-pro1·e11 '.-.late of the art tow rope. An1ilable with fiber bonding synthetic finish. Lon~cr la-;ting. easy to use hollow braid. Trade in \'OLir ultralinc. Call David F. Bratlie, 1215) 7231719. FAX (215)453-1515. .
DON'T FORGET \'OUR HANG DHIVER - Buy them an rd Ralher Be Hmw Glidin2: licen:,;e plate frame for their retrie,·al ,·chicle. $5.50 for a plastic frame. $6.50 for a metal (zinc} frame. Please add$~ S/H (CO residents add 6.5Si tax) SEND TO USHGA. P.O. BOX 8.,oo. COLORADO SPRINGS. CO. 80933.
ULTRAl.l'iE IN STOCK-3/16" X 3000' delivered S105 .. !/.\" X 3000' delinered ~ 1./5. From the original Ultraline ~ource-Cajun Hnng Gliding Club, I IO Kent Ci7'cle. Larayctte. LA 70508 <3!8J 981-8372
VIDEOS & F!Li\lS
HANG GLIDING CARTOONS - by Bob Lafny Hundred and something far oul pages of Hang Gliding and them. that do it. Be the first kid 011 your block to get stuck with one. A measly S9.95 plus S2 S/H (CA residents add 8.25 1k ta.x). Bob Lafay. l !43! Cacrn Ave., Tujunga CA 91042.
HANG GLIDING FOR IlEGINNER PILOTS- by Pete Cheney. The Official USHGA Training Manual. Learn to fly with lhc world's finest hang gliding manual. Complete t1ying instructions from the lraining hill to soaring techniques. O\·er 260 pages. with more than 160 easy- to~1mdcrstand ·11lustration~ :md photos. Guaranteed to salisfy the most inquisiti\'e
64
Hawaiian Flvin'
HAWK RING - Sill-er S9U.OO, 14K gold $450.00. Please include ring size and check or money order. Ha.,vk, P.O. Box 255. Woodacre. CA 9./973 (415) 488-9.183. Allow 4-6 weeks.
From the producer of Flatland F!J'ing and Mountains
High comes Hawaiian flying'. showing hang gliding and paragliding in paradise! Island flying is C\'Cll better tlrnn you thought. Professionally produced \'idcotripc features flying at Makapuu. Kaaawa Valley and Haleakala. Available October 15. All tapes now $33 (CA residents as sales tax) plus S3 shipping to: Robert Reiter. 800 Heinz A vc. 119. Berkeley CA 9-1710. Telephone (510)6-19-8! ! 1 VISA/MASTERCARD ACCEPTED.
Helicopter Hang Gliding At Lake Berryessa
SOLID GOLD 1-IK Pendant $119.00 SS Pendant S 32.00 SJ.00 shipping and handling S5.00 for C.O. D. Other gliderjewelry available in l-lK and sterling silver To ordcror inquire. call Amero Jewelers 1-800-547-7627 ext 88. Satisfactio11 guaranteed.
Join 20 pilots as they make history flying Berrycssa Peak! Send S29.95 (CA residents please add 7.25'k sales tax $2. l 7) plus SJ.00 shipping and handling to: Debra Hamilton, 308
HANG GJJDI/\C
CLASSIFIEDS \VIV Z-2 IIA.RNESS -
Na\")' blue "·ith rcd/wl1itc/blue
~friped. BRS & hand deployed parachute. Robert'.-> ,·ario. Taken at Owens Valle\' (],mies) May 25th. 1991. SIOII Reward 171-l) 677-6065-lca\'c messageMAXON 6 Cl IA.NNEL 5 \V ATT PROGRAMMABLE f-'M RADIO-Picked up/stokn rrom O..:ean'.->idt..:. OR on April 6. I 991. 500 P.i\·l. T,1ken from mccl director while meet\\ as in prngrcss! Serial NO. 01009862 Slll0.00 REWARD - NO QUESTIONS/GAMES. Jas. Asher. OHGA FLT. DIR. (5031 c-15- 69,,9 or 828 S.W. Chestnut St. PortlanJ OR 97219. f-'ROM DOWNTOWN CHATTAMlOGA TN - frbruar) I 90 I Brand Ile'\\' magenta spaghetti strap harness anti \\'hitc bike helmet. Call ,"cs. (6151 267-7908
L'SHGA POSTER! -
Full color. 2r X 37" poster of Eric
Raymond doin!I nxr!Icn al 17.<lOO' ivlSL m·er lhc Siena
USI!GA FALL 'f SHIRT llLOWOUT SALE - Ou, nrii!inal official 10<20 T Shirt. Ori<2inal tlnee color lo~o on tan. ibl;,e T arnilablc i~1 small onlv)-$6.00 I+ S2 S/H). 71\ailable in S. 1\.f & XI .. ALS0 1our ··n;,r_-; .. <le.-.ig-11 T :-.hin. with n1ulticolored horizolllal bars across the chcsL $7 .00 I +S2 S/H L .e\sai\abk in white and yellow (T :-.hirt color may be suh:-.titutcd <.le pending on im·entory}. Specify color & ..,jze S, L\'I & XL Suns-no larQcs a,·ailablc in either t-shirL USHGA. PO Box 830li. Color;do Springs CO 80933-8300. USHGA DELUXE LOG llOOK CO\'ER -
Ne~·ada Ran!!C. S7.95 l.JSHGA Poster. P.O. Box 8300. Colorado Spring;_ CO 809.13 17191632-8300.
ONE OF A KIND - Gtmou!la!!e r\ VSAC harnc~"· Second Chanll rocket- deployed chut~ mounlt.:d on kn side ot harness. Two hl'lmets. One full focL~ \rith "Cpl. Laytex·· painted on the front. One ··\Vhitc Stag'" one-piece ,ki suit. Call Richard 1916) 577-.150-\. STOLEN WINGS me !isled as a ,er\'icc to USHGA. mem-
bers. Nl'wcst entric:-. arc in bold. There is nn chan!c for Ihis scfficew1Cl lo:-1 and found wings or equipment be called in to ( 71 lJ i 6.12-8300 for inclusion in Hang Gliding magazine Pk<l'.->e call to c<111L'ci the listin':! when 1.diders are n.:i....'o\·ered . Periodically . lhis listing will l;e purgeZI..
maY
He proud to
'.-.how off vour f!ii!hts ,,·ith our deluxe lo'.:!: book CO\\".r. A111crican madt from ·)·ccon.-;tructcd" 2:ray Yiny\. Look"' and ft'cls like leather and ··ddmssed .. with lh/i'vltn -G\idcrdcsi2:n. \\'ill fit any hang gliding log book! Only S9.95' (plus S.'.1)0 S/H) Color,1do rcsidcnh add 6.5S'l- sale:-. ta\. ORDER YOURS TODA Y 1 USHGA. P.O. Box J300. Colorado Springs. CO 80933. (719/ 632- 8300. FAX 17191632-6-117.
INDEX TO ADVERTISERS
USHGA SEW-ON E~IBLE~IS- Ourorisinal tri-colorcd 102:0 ernhkm $1.50 each. The NE\V multi-n;Jored j\,Joumain Glider emblem $-1.95 each. Plca,e acid S 1.25 S/H. SEND TO USHGA. P.O. BOX 8.100. COLORADO SPRINGS. CO.
so9_n_
\ \
It
HAVE YOU ORDERED YOUR 1992 USHG,\ CA.LEND,-\!<'
f,
\
USHGA LONG SLEEVE T-SHIRT -Our long slee,·e tshirt, arc colorfully screened with a ··simplistic'" hang gliding dt'~ign across the chest and down the h::~fl ske, c. I 00\l cotton' Now in GRAY or WHITE. S\6.95 !plus S.1 S/f!/ Please specify color and size (S.M.L.XL) \\'hen on.kring. Colorado re,idents add 6.5'J sales tas. SEND TO USHGA. P.O. BOX 8300. COLORADO SPRINGS. CO 809_1_1_
CLASSIFIED ADVERTISING RA TES The rate forclas-
'.->ified ~i(_h·eni:-.ing i.<:. S.50 pc-r word tor group of L""haracters) and S 1.00 per word for bold or all caps . Minimum at! charge . S'i.lJO. A fee of$15.00 is charged for each line art logo and $25.00 for each photo. Pkase underline words to be in bold print. Spl'ti<\l layouts or tab'.-> S.22.00 per column inch . AD DEADLINES A.II ad copy. instructions. cilangc,. additions and cnnccllations must be received in \\ ritin':! I I/!.. months preceding the co\"er date. i . e. Oclobcr ~O !·or the Dect:mher i'.->sue. Please make checks payable to USHGA Classified Ads-crtising Dept. HANG GLIDING MAGAZINE. P.O. Ho, 8300. Colorado Springs. CO 809.1.117191 6.12-83011 or f-'A.X 1719) 6.12-6-117. STOLEN WINGS DON'T FORGET ABOUT USHGATHEFT OF GLIDER INSUUNCE.
Sell your unused equipment with the help of a Hang Gliding classified ad. For more details call Jeff (719) 632-8300. OcmBrn 1991
LOST - Battens on June 8th, 1991, near White Cliffs Beach, Plnnouth i\lA. Call Donald Saccone (617) 857JOJJ wk., DREAi\l 220- Blue LE, wavy rainbow pattern. Front to
hack: red. blur 1 green. white, red, purple white. Dark green bag. Taken from LZ near San .Jacinto College. San .Jacinto CA (Sohoba flying site) on 8/10/91. Call (800) 73-1· ll622 From a car in Hollywood. CA Knec-han~cr harnt:'.->s. ~recn wilh a ··rinstU\\ alder label: while par~~chutc mounte:1 in red pocket.. Reiner Kaiser. 78-t-8 Manchester#!. Playa Del Rey. CA 91l29_1 (21.1) 82.1-738.1
STOLEN ON 7/19/91 -
Adventure Video ............................. 67 AirWorks .......................................... 33 Applied Air Research ....................... 15 Ball Varios ................................. .43,67 BRS .................................................. 17 Cross Country Magazine .................. 67 Enterprise Wings ................................ 3 Hall Bros .......................................... 33 Hang Gliding Adventures ................ 39 High Energy Sports .......................... 33 Lookout Mt. Flight Park ................... 52 Morningside Hang Gliders ............... 15 NAA ................................................. 27 Pacific Airwavc ................. Back Cover Paragliding Magazine ...................... 63 Performance Designs ....................... 28 Reel Altitude .................................... 39 Roberts Glider Instruments .............. 14 Safari Sky Tours ............................... 50 Seedwings ........................................ 15 Scntek ............................................... 33 Sequatchie Valley Bluff Lots ........... 57 Sport Aviation Publications ............. 20 UP International ................................. 6 U.S. Aviation .................................... 53 USHGA ............................ 2,4, I 0,54,63 Wills Wing ....................................... 51 Winds pons ....................................... 43
65
ST. PAUL, MINN - A few places in the country are beginning to look like fall, as tree colors mark the close of another soaring season. • • • The much-debated Owens Nationals is history. Getting right to the point ... Tony Barton was the victor, flying his TRX, a fact that must be making the year-old UP International smile widely. In second was Tomas Suchanek (Moyes XS) followed by Jim Lee (HP AT 145) in third. In the top ten only five were Americans, what with the contest being widely attended by pilots from at least fifteen countries, beginning their two-year preparation for the 1993 World Meet in the Owens, the first ever in the USA. Some 126 pilots registered in what Bruce Case (12th) called, "hands down, the toughest Nationals ever." Fortunately, tough didn't mean it was cruel (as some labeled the Dinosaur Nats). Six rounds were flown in good conditions and no one was injured, though a few "There I was ... " stories were told about pilots finding thernsel ves sinking out in an Owens' canyon. Tom Kreyche got kudos for running a good meet. Other Americans in the top ten included Chris Arai, Nelson Howe, and Dave Sharp. ••• Using the recently popular "tarp start," the contest brings some new features worthy of note by those who don't compete. The tarp start involved a large hunk of material spread out roughly four miles in front of launch. Pilots launched whenever ready, working to accumulate altitude. When the tarp was unfurled, pilots rushed in from all quarters ... kind of a Gentlemen-start-yourengines beginning. It put everyone on the course during the same conditions. The best pilots end up flying with one another as they took lead of the pack. It also makes the ending very exciting, as pilots pulled in for final glide, one behind the other. The Owens seems especially well suited for tarp starting. • • • In a related product story, Bruce Case flew his wild looking composite pod "harness." He'll go back to the drawing board on a couple small points but seems quite pleased with the results, claiming he'll "definitely keep flying with it!" The revised Jim Lee fiberglass-shell pod attracted much attention. It weighs about 40 pounds when you include instruments and all; "about 10 pounds more than a comparable fabric pod," says Case. He continued, "In fact, weight wasn't a problem at all; in the Owens Nats, pilots
like Ted Boyse were flying with 65 pounds of sand ballast." Case has plans to continue refinements on the clear nose cone, attempting to improve ergonomic performance on long glides ( "two mile course glides were common; some were ten miles!") . The cone slides forward for thermalling allowing good head-up vision, but when slid back for max glide, Bruce reports his visibility above the horizon was too limited. Case is preparing an article on the composite marvel for a later issue of Hang Gliding, where photos will amplify his description. • • • The safety of the Owens Nats seems to subdue criticism voiced at the April 1991 FAI meeting held in Lucerne, Switzerland. When the international delegates gathered, France's Gerard Thevenot (boss of La Mouette) expressed concern that, "a Championship in the Owens Valley would be excessively severe and no fun for the pilots." Perhaps use of August versus June or July was wise, but this contest seemed not to bring the dangers which worried Thevenot. • • • Oxygen use was a factor at the lofty Owens meet, a fact that is probably music to the ears of Mountain High, makers of the newly announced XCR systems. The latest model from the 0- supplier uses the Oxymizer® (oxygen conse~ving) nasal cannula, a nose fitting that eliminates the more cumbersome mask. The composite fiber wound cylinders are small and light, yet -- with the cannula -- provide a stunning 4 or 8 hours of a flow rate good to 18,000 feet (and you shouldn't legally be going higher, we all know). Looks good. If it interests you, see their ad in this issue. ••• To close, a bit of legal humor ... R.V. Wills, a name any old veteran will recognize ( father of the famed Wills bros.) has penned a new book as he approaches retirement from the legal profession. Called "Lawyers Are Killing America," it throws darts at the lawyers who have proliferated the legal liability environment which has been so hard on aviation. WhileL.A.K.A. isn't an aviation book, you might find it of interest. The lessons of liability haven't been lost on his sons' organization. When Wills Wing hosts a flying seminar, you' 11 have to sign the usual document prompting the slogan, "Where There's A Wills, There's A Waiver." Good chuckle! Out ta room. So... got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Or call/fax to: 612/450-0930. THANKS!
© 1991 by Dan Johnson
66
HANG GLIDING
g
ACTION VIDEOS ~~~;~·
BALL JIARIO/lltE1ERS INC. 6595 ODELL PL, SUITE C, BOULDER, CO 80301 {303) 530-4940 MODEL 651 VARIO/AUDIO/ DIGITAL ALTIMETER $530
~U~llj~ ClbOQJ(f)l.&i~~ £r
MODEL 652 VARIO/AUDIO DIGITAL ALTlMETER/ AIRSPEED $640
PUTS YOU IN THE AIR WITH LOTS OF AERIAL FOOTAGE. • TAHOE/RENO AREA SITE GUIDE • MONTEREY STEEPLE CHASE RACE & GUIDE • TELLURIDE: HIGH ALTITUDE SITE GUIDE, AEROBATIC FESTIVAL THIS VIDEO IS FOR BEGINNER THROUGH EXPERT PILOTS WITH HANG CLIO/NC AND SOME PARACLADINC VHS - 90 MINS.
MODEL M20 WRIST VARIO $250
TIHIERlfl111K - THE ART OF FLYING
EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PARAGLIDING FLIGHT: FROM THE FIRST STEP TO PROFESSIONAL COMPETITION FLYING, AND FROM SAFETY ASPECTS TO METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON-PILOTS. VHS - 40 MINS.
SEND CHECK OR MONEY ORDER SIERRA CLOUDBASE II ... 29.95 THERMIK . · 49.95 POSTAGE & HANDLING .. 4.00
Adventure Video
Paul Hamilton 10950 Silver Knolls Blvd. Reno NV 89506
702-972-3518
BALLCLAMP $20 Available from hang glider manufacturers and dealers
CALL OR WRITE FOR OTHER ACTION VIDEOS
Cross Country
752 Casiano Dr. #B, Santa Barbara, CA 93105
805-687-4663
FAX 805-968-0059
Internatwnal Magazine of :Jfang (j{iding1 Parag{iding1 1.l{traligfit 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
752 Casiano Dr. #B, Santa Barbara, CA 93105
USA
SOAR UP THE PERFORMANCE tADDER SOAR UP TO PACIFIC AIRWAVE Pacific Airwave builds the ultimate gliders for every level of pilot. Period. Vision MK IV 17/19, a time-proven standard in excellence. If you are a student looking for double surface performance and a glider that will take you to your first X-C flights you are looking for a Vision MK IV. Available in two sizes, the Vision MK IV allows you to maximize your enjoyment with the confidence that comes standard on a glider that is #1 with USHGA Certified instructors. The Vision MK IV is the lightest, most suitable entry level, double surface glider available.
Magic Formula 144/154, for the next tier in your soaring career. Until the release of the Magic Formula there was limited choice for the recreational sport pilot. Now there is one choice glider, the Magic Formula. "Top of the stack" sink rate. Smooth responsive handling. Broad speed range. Pacific Airwave fast set up. 50 MPH VNE. What more could you want from a glider with an already long list of standard features.
The 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 .k.. is a confidence inspiring glider. For serious X-C or Competition pilots, the .k.. offers more smiles per mile. Service, we don't just do it, we engineer it into all our gliders. At Pacific Airwave service is our #1 priority. Just ask any hang gliding professional. Pacific Airwave has been continuously setting the standards in customer service and support for years. This same philosophy is applied to every aspect of our design and day to day business.
Pacific AIRWAVE
PACIFIC AIRWAVE LTD D P.O. Box 4384 D SALINAS, CA 93912 D TEL. 408-422-2299 D FAX 408-758-3270