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

DISCOVER TROPICAL SKIES with SAFARI SKY TOURS now in its fourth season[ DecemberandJanuary: El Pefion del Diab lo, Valle de Bravo,Mexico February and March: Lake Atitlan, Panajachel, Guatemala Includes: *7Daysofflying *Gliders from Pacific Airwave (Vision Mark IV, Formula and K2) *Hotel accornodations *Guide Service *and much more ... $695 (U.S.) plus Airfare (add $100 for Christmas and Easter weeks) References proudlyprovided 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!

I'-

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

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

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

M22 (Standard Model Shown)

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

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

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1991 USHGA MERCHANDISE ORDER FORM QTY. 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 Mtn. Glider emblem, 100% Cotton, "Natural Color' SPECIFY TYPE: CREW NECK or VEE NECK and SIZE: SMALL MEDIUM LARGE X-LARGE ............................................... $39.95 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: NAVY WHITE ................................................................................... $9.95 USHGA CORDUROY CAP Embroidered with "Glider Trails" design SPECIFY COLOR: ROYAL BLUE OFF-WHITE ..................... $9.95 USHGA EMBLEM BASEBALL CAP Foam white front, colored mesh back. SPECIFY COLOR: RED NAVY GOLD ORANGE .......... $5.00 USHGA LAPEL PIN Beautiful multi-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $4.95 USHGA 1988 WORLD TEAM PIN Commemorating the world meet in Mt. Buffalo, AUSTRALIA ............................................................ $2.95

TOTAL $ $ $ $ $ $ $ $

$ $ $ $

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 FL YING 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, inlormation, 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

$ $

Otticial 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 Feel" 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 ..................................................................... $ .50 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 H.G .................................... $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!

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SHIP TO: (Street address if possible) NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~USHGA#_ _ _ _ _ _ _ __ CITY/STATE/ZIP _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORADO SPRINGS, CO 80933-8300 (719) 632-8300

FAX (719) 632-6417

Volume 21

CONTENTS

Issue No.)1

(USPS 017-970-20)

Features

Columns

22 Hang Gliding In Bolivia

11 Fun, Fantastic, FarFlung Flights

article and photos by Kurt Aronow A little-known hang gliding paradise.

compiled by Nick Kennedy Be famous for a month!

26 The Fourth Annual

12 USHGA Reports

Page22

by Greg Huller The USHGA office hits the skies.

14 Accident Reports

30 The 1991 U.S. Nationals

by Doug Hildreth

by Tom Kreyche Tbe first meet in the Owens World Charnpionsh ip series attracts 125 pilots from I 0 countries.

15 Regional News

36 Towing Study Guide Answers

More on hooking in. statistical info needed.

by Rod Hauser Region VU update.

Page26

by Brad Lindsay One man's opinion on towing emergency procedures.

62 Product Lines

39 FM Expanded Limits

by Dan Joh11so11 Manufacturer representation in the Nats, TRX update, PacAir management. and more.

by Russ Douglas Tips and tricks for better hang gliding communications.

42 100 Years Of Hang Gliding-Part III by Briggs Chrisr ie More hang gliding insanity from the early days.

52 Flying Miss Sherry as told by Frank Sauber A remarkable young lady gets a chance to sky out.

NOVEMBER 1991

16 TowLines by Bud Brown Self-communication, letters and the Draggin' Flyers.

Pagc30 C OVER: Mark Sawyer in his PacAir Formula ·'Julie Ann" thermaling over the Huachuca Mrns. of soulhcast Arizona. Launch is aL end of road at right. Photo by Mark Sawyer. CENTERSPREAD: RLL~s Douglas at 12,500' over Coldwater Canyon in the Owens Valley, CA. Photo by Russ Douglas. DISCLAIME~ OF WARRANTIES IN P UBLICATIONS: The-material presented here is published as prut of an informalion dissemi nation service for USHGA members. The USHGA makes no warranties or represe11tations and assumes no liabil ity concerning the va lidity of ai1y advice, opinion or recommendation expressed ii1 the material. All indi viduals relying upon 1he material do so at their own ri sk. Copyright © 1991 Un ited Slate~ Hang G liding Association. lnc. All rights reserved lO Ha11g Gliding and ind ividuiil contributors.

Departments 7 Airmail 10 Update l O Calendar of Events 19 Ratings 48 Cartoon by Harry Martin 55 Classified Advertising 51 Index Lo Advertisers 51 Stolen Wings

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"lt. Order the TRX 140 today and fly one for yourself.

A A CA

It's been an incredible start for the new UP, and the best competition year since the introduction of the comet. We congratulate the UP Team and all pilots who have competed on the TRX this season.

UP International

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

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

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

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

The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), at the world governing body for sport aviation. The NAA, which represents the U.S. at FA! 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 at open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. It the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made at submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions ot contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX {719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets at ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), {$55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes at address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. NOVEMBER 1991

Volume 21, Issue No. 11

AIRMAIL "HANG GLIDING IS NOT A SPORT" COMMENTS Dear Editor, 1 totally agree with your editorial in the September issue regarding hang gliding not being a sport. To regard this passion of my life as a mere sport, on equivalent terms with my other "·sports" like baseball, soccer, pingpong or skiing would hardly be fair. Unlike these other sports, which I quickly forget once I remove the associated attire, flying has become a way of life for me. Hang gliding entails so much more than just flying. It is the sound of plastic zippers, crinkling dacron and ripping velcro. It's 200 some-odd pilots converging on Telluride for five days of rain, yet managing to have a good time laughing and partying with friends old and new. No way is hang gliding merely a sport. It's a lifestyle' Colin Perry Palo Alto, CA

Dear Editor, First of all, the word ··female" is an adjective referring to organisms with certain sex characteristics. There are female monkeys. clogs and spiders. There arc also female humans. We call them women or, when immature. girls. The word female used as a noun to mean woman is highly offensive. As to there being no substitute for "man" when referring to humanity, there are many. You could have written: ..... Now people could really fly. We could soar for hours ... We could take off and Janel on our feet, and feel the wind in our faces as we flew ... " You sec, it is perfectly possible to write the same article using non-sexist language. and not only hold on to the original intent of the wording, but perhaps make it more personal by the use of the word "we'' instead of "man." After all. most men-and most women-are not hang gliders, and the experiences described are not the property of everyone, but of a select few who choose to mimic the birds. It seems foolish to many men that women should be so adamant in their pursuit of non-sexist language, and yet this is very important. Although grammatically "man" means humanity, and "he" may be used

generically to refer to a person of undefined sex, either male or female, in practice, when women and girls read such words, they form the impression that such things are not meant for them. Certainly this is not an impression you wish to create. Therefore it would behoove you and your writers to consider that women do hang glide, and include them in your generics. Lauren Eve Pomerantz Los Angeles, CA

lvfr Webster's 1~ffers def)11itio11sfor 'fe111ale" as both adjective and 1101111: fe•male -11. 1. a female person; woman or girl. 1 \\'as trying to avoid charges of age-ism, and the cl\l'klt'ard "\l'omen!girls." But 1 accept _\·our suggestions ll'ith hu111ility; it appears l could have m•oided sexist language tl'ith on!_,. a minor loss of poetn·. Ho11·e1•er, your so/Wion only 11'orks ll'hen it is possible to substitute the plural. This is a chronic and annoying proble111 jc;r an editor. Try this one: "A hang glider pilot initiates a tum by shifting his 11·eight." (Oops, sexist.) "A hang glider pilot initiates a tum by shifting his/her ll'eight." ( Painfiilly a11·kll'ard. An artic/e.fii/1 of this is al111osl unreadable.) "A hang glider pilot initiates a tum by sh!f1i11g their 1l'eight." (No serious ll'riler \1'011/d 11·a11t to e111barrass hi111se/l-oops, !hemseli·es-\l'ith atrocio11s gram111ar and logical inconsistenn·.J "Hang glider pilots initiate t11ms /Jr shifting their 1,·eights." f "Weight" 11'011/d imph- the w11111/mi1•e poundage of all the pilots, and to accept this solll!io11 1muld 111ea11 eli111inating the 11onge11der-specific si11gularfrom the /a11g11age.) Alas, I do confess to sexism: 11·0111e11! girls are definite!r better than 111e11/boys. The proof is my 11·011de1:fiil ll'ife, and S\\'eet, adomble, intelligent, virtually pe1fect threevear-old daughter. (These clai111s about 111_1· da11ghter may sound like hyperbole or ei·en prejudice 011 111_1· part, b111 e1·er1·011e I askll'hich is e1·eryo11e I meet-agrees.' Who can argue ll'ith 1111i1·ersal independent co11fin11atio11 ?J-Ed.

WOR SILENT AIR SHOW Dear Editor, The Wings of Rogallo's Silent Air Show was held September 21st at Ed Levin. a park 7

A]RMAIL near San Jose, CA. This Bay Area hang gliding and paragliding club can show us all the way. The show filled the air with hot-air balloons, sailplanes, sky divers, hang gliders and paragliders. It was a show for the public . There were hot-air balloon rides and spectacular hang gliding aerobatics. Throughout the clay the announcer gave the crowd general information about our sport. A small trade show offered a hands-on look at the equipment and a chance to sign up for lessons. What I was most impressed with was the ease with which we flew together. The paraglicler and hang glider pilots launched from the same takeoff area without getting in each other's way. Both had spot landing contests and used the same spot 1,350 feet below. By alternating the takeoff schedule the sky was always busy, and we did not interfere with each other. I believe we can take this example of sharing as a model for our own sites. The variety of craft was exciting and I think spoke to the spirit of flying. I do not mind sharing the airspace and I hope other clubs in America will take the example of the Wings of Rogallo to heart. Thom Switzer Solinas, CA

LOOK BEFORE PULLING Dear Editor, This concerns Eric Zapf' s letter in the July issue in which he says that it is not necessary to be able to see the parachute deployment handle. Obviously Mr. Zapf is not familiar with emergency parachute deployment or skydiving for that matter. One strict skydiving rule is "always look at what your going to pull." Skydiving parachutes have three handles: break away, reserve, and main rip cord for students. Advanced parachutists have the same except the main parachute deployment pilot chute is usually stowed on the right leg strap, not the thigh. At 120 mph straight clown the jtimper had better pull the correct handle. Skydivers have been killed after pulling the wrong handle in an emergency. Always maintain airworthy emergency parachutes, and practice deployment. Above

all, in an emergency, look at the handle, reach, grasp firmly and pull.

Bob Chavez Taiwan

MORET-HANDLE TROUBLE Dear Editor, On August 5th I launched from Horseshoe Meadows with my hang strap one foot too short, and the control bar almost out of reach. This incredibly stupid eirnr endangered my life, and yet was clue to a device called "an excellent idea" by this magazine in the August 1990 issue. This device is a quick release carabiner. I use a quick release carabiner with an old T-style handle, as I have not spent the $29 for the new cable loop handle now sold with the carabiner. On that tlight from Horseshoe Meadows the T-style handle hung up on a carabiner securing my hang strap arrangement. The resulting entanglement shortened my hang strap by at least one foot. During my fight for control down the mountain, 1 contemplated more than once the warning issued by the carabiner manufacturer and this magazine against T-style handles, and my frugality. I urge anybody who is using the T-style handle on a quick release carabiner to replace it immccliatelyr On June 2, 1990, the T-style handle was the likely cause of an accident that killed Charles Schue. The same T-style handle endangered my life this August. Two warnings should be enough. Don't be the source of the next one. Grant Hoag San Gabriel, CA

See last month's Accident Reports.-Ed.

100 MPH FLIGHT Dear Editor, On June 27 I had the pleasure of flying IO I miles in just over an hour. Hard to believe, huh~ Well, actually the flight began in Elkhart, Kansas and the drift put me just south of Tribune, Kansas (located in 11101111/C/in time). The flight actually took 2: I 0

and is to elate my fastest 100-mile flight. The winds that clay were 15 to 25 mph on the surface (high wind landing skills are a must). I'd like to thank Chris (the flying fish) Trout, his wife Tuwana, and Ron Kenney for their warm hospitality and support. If you ever get a chance to do some flatland towing, look up Ron at Prairie Hang Gliders in Elkhart, Kansas and he will point you in the downwind direction. These people treat towing with a high level of respect and concern for safety. Also, thanks to Cindy Drozda and Ian Huss for their quality tow system I had the pleasure of skying on. Russ Douglas Milpitas, CA

See our nell' feature in the Update section a11d send i11 your i11teresti11g Jlights.-Ed.

HIGH CLASS PHOTOS Dear Editor, I'm responding to the September letter from Mike Ellsworth critical of the abundant use of John Heiney's photography in our magazine. First of all, the quality of John's work is not surpassed and he doesn't use disposable cameras. A lot of time and effort can go into photography and be taken for granted. John Heiney and Eric Raymond are not only superb pilots, but have the artistic ability to imagine a photograph and the skill and equipment to make it happen. Camera pods, while taking easy snapshots, clo not have the quality of a camera with a $400 lens, and when the photo is enlarged the difference is noticeable. However, if the photo's composition and subject matter arc good enough, the film's grain may be excused. An example is the January '81 cover which came from a print (slides are preferred). Pilots wanting to share their photography should concentrate on an attractive backdrop framed by the glider. If your camera has controls, set the exposure to shoot one or two f/stops over the meter's automatic reading. This will prevent the brightness of an aerial shot from tripping the shutter short, causing a dark exposure. Equally important, mount the camera and pilot the glider to achieve a level horizon.

HANG GLIDING

AIRMAIL Good photography doesn't come without trial and error. Don't settle for the first shots of your smiling face and new rag if a second effort could bring improvements. If the editor receives quality work from you the first time, he will look forward to future contributions in your name. Doug Rice Quaker Gap, NC

WEAK LINKS Dear Editor, First of all Dave, my heartiest congratulations on being alive, and thanks for getting the weak link controversy out on the table. A weak link that is still unbroken when you find yourself lying on the ground next to your crumpled glider is a weak link in name

only. Weak links or 200 lbs. or less do work. They do protect you from high nose angles, steep-banked turns and lockouts. I have demonstrated weak link breakage by launching with the nose slightly high during the tow launch. This is a dual-purpose demonstration that shows prospective tow pilots that even very low-altitude weak link failures allow time for a safe, normal landing. The next demo flight is used to show that it is possible to tow the full length of the runway without breaking the weak link. The technique used to accomplish this is pulling the bar in slightly before/during launch and throughout the flight. or until you reach a comfortable altitude. What about the more experienced pilot who is trying to max his tow flight') During some or possibly all of his tow, this pilot is going to be pushing out slightly and plowing a lot of air. or he is going to be doing battle

with turbulent, thermally air, resulting in a broken weak link. Dilemma. Answer 9 A stronger weak link, you say. OK that's your decision to make, but let's not fool anyone (including ourselves) that this stronger weak link is going to protect us in an emergency. Even if the winch were to lock up solid, this stronger weak link is not going to break. The only line of defense left is the pilot release (and parachute). Let's give new tow pilots a fair deal by getting them started with a ··weak" link. We are all aware that there are a lot of decisions to be made in our sport. Make them count and place your bets. Buel Brown Randolph, MA

LEARN TO FLY THE RIGHT WAY!

HANG GLIDING FLYING SKILLS by Dennis Pagen ... HAS HELPED TENS OF THOUSANDS OF PILOTS REALIZE THEIR DREAM OF FLIGHT FOR OVER 15 YEARS. • USHGA officially approved training manual. •The only training manual written by a certified instructor . • 12 large chapters detailing every phase of beginning to intermediate flight.

,----------------

.used in most US hang gliding schools.

• Translated in six languages. • The most complete book available emphasizing safety and effective training.

* * DEALER INQUIRIES INVITED* *

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

DON'T LEA VE THE GROUND WITHOUT THE KNOWLEDGE ANO EXPERT TECHNIQUES FOUND IN HANG GLIDING FL YING SKILLS

BE SURE TO CHECK OUT THESE OTHER BOOKS BY DENNIS PAGEN: • FLYING CONDITIONS-A complete guide to sport aviation weather-$6.95 •HANG GLIDING FLYING TECHNIQUES-Detailed information for intermediate to advanced pilots-$6.95 .PARAGLIDING FLIGHT-Learn to fly from ground zero to thermal flying-$19.95 • POWERED ULTRALIGHT FLYING-A complete guide to the sport-$11.95 •POWERED ULT. TRAINING COURSE-20ground schools and lessons-$9.95 NOVEMBER 1991

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UPDATE JUST KIDDING YOU GUYS! We've received a couple of complaints about the joke classified ad on page 61 of the September issue, which advertised '"custom bowsprits" made from the heads of pheasants, turkeys, hawks, golden eagles and California condors (for respectively higher prices). There was no address or phone number in the ad. Apparently a few of our readers took this seriously. The ad was paid for and, no, we aren't that desperate for money.

CROSS COUNTRY MAGAZINE JUNE '91 ISSUE Schutte Sails would like to apologize to anyone who received a French edition of June '91 Cross Co1111t1y magazine. If you have not contacted us to receive an English version copy please do. Sorry for any inconvenience. Contact: (805) 687-4663 FAX (805) 5632864 or 968-0059.

WILLS WING PARAGLIDER ACCIDENT UPDATE Hang Gliding has received a lengthy rebuttal to Wills Wing's paraglider accident report which appeared in our September issue. We understand that Wills has done further research and has a lengthy rebuttal to the rebuttal. Those interested should refer to Paragliding The Magazine in which the entire text of both articles will appear.

ERIK FAIR WINS PRESTIGIOUS AVIATION JOURNALISM A WARD Former Hang Gliding staff writer Erik Fair has been awarded the Aircraft Owners and Pilots Association 1991 Max Karant Award for Excellence in Aviation Journalism, print category. The award was granted for his L.A. Ti111es feature "Santa Ana Flier Hangs in for Record," which was the story of Larry Tudor's 303-mile flight. The notification letter read in part: "Your entry exemplifies the excellent and insightful coverage of aviation issues for which the award was developed. Numerous entries were received from prestigious media outlets around the country but our distinguished panel of judges selected yours as the best." The award carries with it a $1,000 prize that was presented to Erik at AOPA Expo '91 (their annual 10

convention) in New Orleans, LA in October. Congratulations Erik! And thanks for giving our sport so much good publicity. Erik has also written a new book, California Thrill Sports: Rides of Passage I Leaps of Faith, published by Foghorn Press of San Francisco, which will hit the book stores in June of next year. The book covers hang gliding, paragliding, bungee jumping, skydiving, ballooning, parasailing, whitewater rafting, kayaking and rock climbing.

SOUTH AFRICAN HANG GLIDING Paul Bailey of South Africa writes us to welcome U.S. pilots to his country to fly. This is the result of the recent lifting of economic sanctions and sports boycotts. Their best flying is found during September and March. He talks of 17,000-foot cloud bases and great all around flying. The current distance record is 268 kilometers (167 .5 miles) and was set from tow. Paul claims that there is no need to worry about the stability of the country or the cuITent political situation. Contact: Paul Bailey 0391 23340 (work) or 0391 52214 (home). Keep the time zones in mind.

SYLMAR, CA ARSON WATCH UPDATE The Sylmar Hang Gliding Assn. reports that a member hang glider pilot, Mike Hopkins, was flying at 1,900' over the San Fernando Valley foothills when he spotted a small brush fire. He immediately dove his glider to the landing area and phoned 911. The Los Angeles fire department dispatched choppers to quickly put out the fire before it became a major conflagration. Mike's quick action may have saved the fire station itself, which is located on a ridgetop directly uphill from the fire. The arson-crime watch program was instituted by the Sylmar club in August of 1990 as a community service program.

AEROTOWPR The Moyes/Bailey aerotow clinic held at Morningside Recreation Area in Claremont, NH was given a full-color, two-page centerspread in the Christian Science Monitor of Friday, Sept. 27 , 1991. The story was very upbeat and included brief interviews with local pilots, a description of aerotowing and some great photography by Marianne LePelley. Thanks to the Monitor for their unbiased, informative reporting.

Calendar of Events Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later six weeks prior to the event. We request two months lead time for regional and national meets. Until 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- l 760. Nov. 2-3: UP International TRX Demo Days with 1991 National Champ Tony Barton and aerobatic champ John Heiney at Miami 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.

HANG GLIDING

UPDATE Nov. 16-23: Argentina meet. Entry $100 includes rides to launch and retrieval. Out-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 available. $30 preregistration includes food and towing. $35 at the event. Contact: Brad Lindsay (602) 863-9909. Jan. 6-16, 1992: Tow launch hang gliding and paragliding competition, Forbes, New South Wales, Australia. Entry $150 Australian, $130 before Nov. 30, '91. Contact: Len Paton, Boganol, Henry Lawson Way, Forbes, NSW 2871 - tel. 068 537220 FAX 068 524181. Jan. 18-26, 1992: Australian Open HG Championships, Tumut, NSW. Ten sites, triangle and out-and-return. Contact: Ian Jarman, HGFA, P.O Box 558, Tumut, NSW 2720. Jan. 18-31, 1992: New Zealand Hang Gliding Championships, Wellington (the capital). Flying from Mt. Climie, 2,850' in the Timutaka range. Tasks: elapsed time races to goal via tum points or open distance. Camping and hotels. Contact: P.O. Box 13-238, Johnsonville. Wellington, New Zealand. Feb. 21-23: Tandem boat towing clinic with Paul Voight and Miami Hang Gliding. Contact: James Tindle (305) 573-8978. l\fay 27-June 11, 1992: 8th European Hang Gliding Championships. Vaga, Norway. U.S. team and pilots welcomed. Preliminary entries before March I, I 992, final entries before April 15. Contact: Norwegian Aero Club, HG-EM 1992, P.O. Box 3869, Ulleval Hageby, N-0805 Oslo 8 NORWAY.

NOVEMBER 1991

Fun, Fantastic, Far-Flung Flights compiled by Nick Kennedy Just-For-Fun Flights Over 50 Miles Craig Pirrazzi, Nick Kennedy Pilots: Date: July 7, 1991 From: Telluride, CO To: Navajo Reservoir, on the NM/CO state line Distance: 68 miles UP Axis 15 Gliders: Time Aloft: 5 hours Pilot: Date: From: To: Distance: Glider: Time Aloft:

Zoardog Braswell June 6, 1991 Willow Creek, CO 3 miles north of Buena Vista 57 miles straight line, 77 miles dogleg TRX 2:40

Just-For-Fun Flights Over 100 Miles Brad Koji Pilot: Date: April 28, 1991 From: Golden, CO To: 1.5 miles ENE of Trinidad, CO Distance: (Great Circle) 180.23 miles WW HP AT 158 Glider: Time Aloft: 5:35 Pilot: Date: From: To: Distance: Glider: Time Aloft: Ground Speed:

Ian Huss Aug.22, 1990 Elkhart, KS 12 miles north of McCook, NE 236 miles Sensor 510 C 4:25 53.33 mph (average)

World Distance Triangle Record (Pending Official) Jim Lee Pilot: Date: July 4, 1991 Launch: Wild Horse Mesa, CO 1st Turnpoint: East Spanish Peak 2nd Turnpoint: State Route 150 and Mosca Road Intersection Finish: Wild Horse Mesa Distance: 122 miles Time Aloft: 6: 10 Glider: WW HP AT The purpose of this bimonthly column is to provide a forum for unusual and interesting flights, without the hassle of writing up a story about your flight. Please send a postcard or 3 x 5 index card with the facts: pilot, date, launch and landing sites, mileage, time aloft and the type of glider flown. Flights during which you experienced an interesting phenomenon are also welcomed! Last summer I heard about many outrageous flights and big miles in strange places. Please send me a card and I'll do my best to get it in the magazine! Send to: Nick Kennedy, P.O. Box 1026, Telluride, CO 81435.

USHGA REPORTS

The USHGA Office Hits The Skies Hang Gliding From A First-Timer's Point Of View by Greg Huller

''I

don't do it, I just work there." That's what I always respond with once I'm asked the inevitable question, "Do you hang glide?" Now, thanks to Ron Kenney and his wife Deanna, I can honestly say that I have clone it. Many of you may already know that Ron Kenney, aside from being Region 6 Director, is also the Tandem God of Elkhart, Kansas. Since I have recently been given the job of Tandem Administration here at headquarters, I speak to Ron on a regular basis (actually, I call him up and say, "Help me!"). Once Ron found out that I, as well as our beloved Executive Director, Jerry Bruning, had never been up in a hang glider, he clecidecl that it was time to make a trip out to Colorado Springs and pay us a visit. Labor Day weekend was beautiful here in Colorado Springs. I started off at 5:00 AM on Saturday, along with about 25,000 other folks by heading down to Memorial Park to observe our annual Balloon Classic. This is an annual three-day festival featuring approximately 120 hot-air balloons of all sizes and shapes. One of the highlights of the event is a hang gliding aerobatic show put on by John Heiney. While I clicl get the pleasure of meeting John, I got so cold by 7:30 AM (clad only in jeans and a T-shirt) that I had to leave and missed his show. Although I was only there for a couple of hours, I truly enjoyed watching the balloons being set up, inflated, and finally lifting off. It's definitely something I'll turn out for again next year. Sunday was the big day Ron planned to give Jerry, me, and a few others tandem tow lessons. I was told to head out to Ellicott Airport and the gang would be all set up.

Since I had never been to Ellicott, I had specific directions to follow: Head east out 94 until you see a whole bunch of appliances in the miclclle of nowhere. Turn left at the appliances. Follow the road until you see a small hole in the fence alongside the road. Go through the hole and follow the "road" until you reach the airport. (Do all hang glider pilots give these type of directions?) Well, these sounded like some rather strange directions to an airport, but I was game. I finally found the "small hole in the fence" after several trips up and clown the road. When I reached the "airport" I was shocked to find that it consisted of an empty shed, two dirt runways, and a dozen sailplanes. After climbing out of our car and wondering just what the hell I'd gotten myself into, my wife Kelly, daughter Crystal and I heaclecl over to the group gathered around the tow rig. It was there that I finally met Ron and Deanna Kenney and their son, Matt. Aside from Ron's family and my family, there were about a dozen more in our group, including Jerry, P.J. More, John Heiney, Bruce Decker, Pete Mayer and Geoffrey Thompson. There were others there to whom I was introduced, but unfortunately I'm very poor with names. P.J., aside from being one of my co-workers, is president of the Pikes Peak Hang Gliding club. Bruce and Pete are two local pilots who are active in the same club. Geoffrey turned out to be the balloonist who took John Heiney and his glider up to perform each morning at the Balloon Classic. After fraternizing for a while, Ron took Jerry and me over to his 240 Dream and showed us how to do a preflight check. Then,

after running us through the student quiz and having us fill out the student rating slips, Ron said it was time to go up and test out the skies. After setting up John Heiney's TRX on the truck, Ron and his wife headed down to the far end of the runway with Ron set up in the glider. After a short wait, we finally saw the truck begin to head toward us. All of a sudden Ron released from the truck and shot into the air. Since this was the first time I had seen a tow operation, it kind of surprised me how quickly he rose. He continued to climb as the truck towed him down the runway, finally released, and made a perfect landing a few minutes later. Ron commented to Jerry and me that it was kind of turbulent, but as long as neither of us had a tendency to get airsick it should be alright. Since Jel1'y outranks me it was clecidecl that he should go first~which was fine by me. I listened and watched as Ron briefed him about the upcoming flight, the equipment, and just what he was supposed to do as a passenger. After JeITy and Ron were set up in the glider they headed off to the encl of the runway. There was a terribly long wait for the sailplanes to get out of the way, but the truck finally sped clown the runway. I was wondering ifI was about to get Jerry's job. Naw, I wouldn't want it anyway! The glider released from the truck and shot up about 30 feet. I watched as they continued to rise, and as the truck reached the encl of the runway they released. They seemed to just hang there as they circled a couple of times, then they began their descent. After they landed, I went over to Jerry and asked him how it was. "Watch out for the thermals!" he said jokingly. He told me that he was impressed by the suddenness with which the glider lifted from the truck. He agreed witl1 Ron that it was a little turbulent, but that was to be expected considering how windy it was on the ground. Even so, he claimed that he wanted to go again and climb even higher. I asked if he was scared and he said no, but I think he lied. So now it was my turn. My wife asked me if I was sure I wanted to do this and I told her not to worry~I have a good life insurance policy. Ron led me to the back of the truck and hanclecl me the harness and helmet. If you hadn't guessed by now, I was a little nervous. After all, I was basically going to be suspended several hundred feet above the ground in nothing more than a glorified HANG GLIDING

USHGA REPORTS kite. As witl1 Jerry, Ron briefed me on the upcoming flight, the equipment, and my duties as a passenger. My duties consisted of basically two things. First, when he alerted me, I was to position myself behind him in order to land. Second, I was to keep my hands off the control bar and clown tubes! After I was all set up in the glider, he had me make some mock turns by shifting my weight in the appropriate direction just so I could get a feel for how the pilot controls the glider. Then Ron hooked in and I practiced moving in behind him for the landing. Finally my time had come, and we headed clown to the encl of the runway. Maybe it was just my nerves, but the trip to the end of the runway sure seemed like a long one. On the way I asked Ron how long he had been flying. how long he had been flying tandem, if he flew anything else besides hang gliders, and a few other questions. It turns out that Ron has been flying hang gliders for about 13 years and flying tandem for about six years. He has been operating his own certified school (Prairie Hang Gliders) in Elkhart since J982. He also told me that he has recently been experimenting with other types of aircraft. In fact, he expects to get his private pilot's license before the end of the year. When we reached the encl of the runway and positioned ourselves for takeoff, Ron pointed at the airspeed indicator on the cab of the truck and told me that when it reached 35 mph he would pull the "Jesus ring," which would release us from the truck and we· cl pop up into the air. He calls it the "Jesus ring" because when he pulls it most students blurt out "Oh, Jesus!"Then he told me !hat he'd give the driver, Deanna, three commands. The first would be "Go to cruise," and she would accelerate to 20 mph. The second would be ··Accelerate," and she would speed up to 35 mph. The final command would be "Clear," ancl we would release from the truck. He finally asked me if I was ready. As I voiced my affirmative he shouted "Go to cruise" to Deanna and we began to move. Seconds later he said "Accelerate" and then suddenly "Clear." as he pulled the ring and we shot up into the sky. I would have come out with an "Oh Jcsus 1 " but my mouth went completely dry as we left the truck. It was an awesome feeling watching the truck get smaller and smaller as we rose. Before I knew it Ron said, "Thanks for the tow," and NOVEMBER 1991

dropped the tow line. I looked over at the altimeter which read 6,990' (we launched at 6,200'), and then looked out across the plain. I wondered at the beauty of it all as Ron began to circle. "Let's see if we can find a thermal," he said, and all of a sudden found one. It felt like the glider jumped up a hundred feet, and left my stomach where we had started. I had to ask him if I was holding on too tight because I was sure that I was going to crush his ribs. He said that I was doing fine as we lost the thermal. We circled again in an effort to find it, and I found myself thinking that it sure would be great if thermals were colored so pilots could find them more easily. Unfortunately we couldn't fincl the thermal, and drifted toward the ground. I was amazed at how much work Ron had to do in order to control the glider. He clicln'tjusl more or less hang there as I had thought pilots did. He was jerking the hell out of that control bar. Then the command came to get into landing position. \Ve skimmed the ground and Ron flared the glider, setting us clown almost perfectly. After I regained control of my senses, I told Ron that 1 could really see how one could get hooked on this. One of my favorite hobbies is rock climbing. l like to pick out a mountain and once I get to the top just sit there ancl stare out from my peak. But that is nothing compared to the thrill I experienced during just ten minutes in the glider with Ron. When we got back to the rest of the group Jerry asked me what I thought. I couldn't even find the words to answer him. "Incredible" is the best I can come up with in an attempt co describe the sensation of soaring like an eagle, but that doesn't even seem to do it justice. At this point Ron announced that the rides weren't free; we had to write an article about it. Sounded pretty fair to me, so here you !Jave it. It was time to return to normal life. I thanked Ron for the flight and told him that it was a pleasure having finally met him. I was ready to go again. I don't know if! will take lessons and begin hang gliding, but I'm glad to have finally had the chance to experience the spo11 I've helped to administrate for the last two years. And now I get to sec the look of astonishment on people's faces when l tell them, .. Yes. I have tried hang gliding ... •

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Act of August 12, 1970: Section 3685, Title 39, United States Code.) 1. Title of publication: HANG GLIDING a) Publication No.: 01797020 2. Date of filing: September 10, 1991 3. Frequency of issue: Monthly, Jan. - Dec. a) No. of issues published annually: 12 b) Annual subscription price: $35.00 4. Location of known office of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933) 5. Location of the headquarters or general business offices of the publishers: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933) 6. Names and addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933). Editor and managing editor: Gil Dodgen, 6950 Aragon Cir. #6, Buena Park, CA 90620. 7. Owner: United States Hang Gliding Assn, Inc., P.O. Box 8300, Colorado Springs, CO 80933. Its Officers are: Gregg Lawless, President, 9127 Bittercreek Ln., San Diego, CA 92129; Jim Zeiset, Vice President, 13154 County Rd. 140, Salida, CO 81201; Russ Locke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Dan Johnson, Treasurer, 8 Dorset, St. Paul, MN 55118. 8. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities: none. 9. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 10. Extent and nature of circulation: (A) Total No. copies printed: 10,483 av.Imo. preceding 12 mo.; 10,818 for Vol. 21, Issue 9. (81) Paid circulation through dealers and carriers, street vendors and counter sales: 1,223 av.Imo. preceding 12 mo.; 1,172 for Vol. 21, Issue 9. (82) Paid circulation, mail subscriptions: 8,597 av.Imo. preceding 12 mo.; 8,668 for Volume 21, Issue 9. (C) Total paid circulation: 9,820, av.Imo. preceding 12 mo.; 9,840 for Volume 21, Issue 9. (D) Free distribution by mail, carrier or other means, samples, complimentary, and other free copies: 189 av.Imo. preceding 12 mo.; 218 for Vol. 21, Issue 9. (E) Total distribution: 10,009 av.Imo. preceding 12 mo.; 10,058 for Vol. 21, Issue 9. (F1) Office use, left-over, unaccounted, spoiled after printing: 181 av.Imo. preceding 12 mo.; 598 for Vol. 21, Issue 9. (F2) Returns from news agents: 293 av.Imo. preceding 12 mo.; 162 for Volume 21, Issue 9. (G) Total: 10,483 av.Imo. preceding 12 mo.; 10,818 for Vol. 21, Issue 9. I certify that the statements made by me above are correct and complete. Signed by: Jeff Elgart, Manager, Director of Circulation.

ACCIDENT REPORTS

Hooking In - Info Needed by USHGA Accident Review Chairman Doug Hildreth

Dear

Doug, This letter was written in response to your accident report in a recent issue of Hang Gliding. Since I began hang gliding in 1974. I have been fortunate to have never been injured and have had very few friends seriously hurt or killed. It was with great shock that I learned this past spring of the death of Werner Graf. He was a very good flying buddy and friend. His flying skills were top caliber and he displayed a safe and sane attitude toward hang gliding. Werner was a chief structural engineer on the MD-80 fleet for SwissAir. (Incidentally, he was a Swiss citizen, not an American as you reported.) The point is that he was an engineer, detailed and methodical, whose career involved making flight safe for others. So why is he dead? Werner obviously brainlocked. My reason for writing to you is a direct result of many months of anger and sadness over my friend's death. Your report compels me to make a simple suggestion. The question is, What can we pilots do individually and as an organization to prevent the occunence of failure to hook in? My idea is to issue yearly to all USHGA members a HOOK-IN flying wire tell-tale. This idea may seem overly simplistic, but I believe it to be a pro-active approach to this issue and I hope it will be seriously considered. Of course there is no guarantee that the tell-tales will be used, and there are cost considerations, but if one life is saved, then it will have been worth it. Signed, Hooked-In

Afeiv years back tell-tales were distributed here 011 the West Coast by one of the local shops, a11d they had fairly wide usage, but I haven't seen many of the111 recently. l don't know of a failure to hook in by a11yone who had one. There have been a nwnber of hook-in devices ll'ritten up i11 the magazine over the years, both mechanical (rubber bands, flags, hang loop supports, etc.) as well as 10h11 Gray's pate11ted electronic device, bw so far 11011e of the111 have received any significant support or 11se. These devices are like seClt belts or air bags, in that they wo11 't receive il'idespread 11se u11til manufacturers include them as part of the glider. ( Of course weight and cost are only two of the large number of disi11ce11tives 11wmlj'act11rers perceive.) My personal opi11io11 is that while the mechanical and electronic devices are the most reliable, and may eventually gai11 favor with enough pressure ji'o111 the masses (ain't been 110 gro1111dswe!l yet), the most effective rnrrent method is behavioral 111odificatio11. These include: 1) Hook in as the last defi11itive act prior to steppi11g up to launch. 2) ALWAYS do a hang check or ivalkthrough, preferably both. 3) !fyou unhook for any reason, repeat the entire process. 4) When you lift the glider i11 preparatio11for launch, lift far enough to feel the straps come tight. 5) Te11 seconds prior to la1111c/1, say i11 a loud voice, "HOOKED-IN" and then SCI_\' "CLEAR" right before your nm. Signed, Doug

Dear Hooked, Tha11ks for your letter. l too, have ago11ized over this issue of hall' ca11 we 111i11i111ize the occurrence offailure to hook i11. Certai11/y what \\'e have do11e so far has not helped much. The incidence of this proble111 has 11ot decreased over the years. The numerous suggestions made over the years do not see111 to have made much of an i111pact.

Sorry to keep harping on this subject, folks, but again this month I received ANOTHER failure to hook-in. It can happen to you. There are a number of ways to ensure you are hooked in. WHAT METHOD DO YOU USE~

holV to make a simple, inexpensive hook-i11 device.-Ed.

TANDEM PILOTS We are in the process of attempting to delineate as accurately as we can the denominator for hang gliding activity. This means we want to know how many different people took at least one flight in 1991 . A questionnaire will go out soon to all registered and certified tandem pilots asking them how many different people they took flying in 1991. There are two purposes in this preview announcement: so certified tandem pilots can get their numbers ready, and so that you non-certified folks can respond. Now I know that you may fear that this is a trick to catch you, but I assure you that for this I don't care about that issue; I am only after the numbers. But please respond so we can create the most favorable and accurate statistics. If you have any concern, send the information directly to me at home, and I guarantee that no one will fine! out from me that you took a tandem flight. As with all accident reporting, if you feel uncomfortable, just leave your name off the report! If you' cl rather, phone and leave the numbers on my answering machine. But please get me the numbers! This is really important. Doug Hildreth 4870 Santa Barbara Medford, OR 97504 (503) 779-5240

HANG GLIDING INSTRUCTORS In an attempt to accurately determine how many different people took a flight (even a tiny one) in a hang glider in 1991, I need to know how many people you taught this year. Please read the above notice for tandem pilots. If your instructor certification is cmTent, you will receive a separate mailing. But we all know there is a lot of instruction going on out there by instructors who may not have current papers. This is a plea to all of you to send in your student numbers so that we can have the most accurate statistics on hang gliding fatalities. Thanks for your help. •

See last month's Safety Fornm for info 011 HANG GLIDING

REGIONAL NEWS

Region VII Update by Rod Hauser N EW SITE Thanks to the Madison Wisconsin Hoofers C lub and John Fritsche for starting the ball rolling; Spring Green Tri-County Airport is now open. I met with the Airport Committee and did numerous demonstration tows with John Glynn and John Elling. The committee was enthusiastic and open to us towing there. There will be several contact people available; one of them must be present to fly there. No training is allowed, but Hang II' s and up are welcome with proper credentials. For more information contact Rod Hauser, Greg Fisher (president of the Chicago Hang Gliding Organization), Theresa Ho (president of the Madison Hoofers Club), Marty or Larry Bunner. There is a restaurant there and a weather service. The ridge is fairly close, and with a south wind anything is possible. Let's take the utmost care of this site and show them we're professional. NELSON DAYS The Northern Skygliders and the Skyline Skydogs had a great time during this annual

event. It was a tough battle loaded with friend ly competition. Ole Olson of Pacific Airwave was present with a full line of gliders for demo and sale. Also present was John Heiney with UP gliders and paragliders. There were about 30 pilots flying for the weekend, with over 150 launches and three soaring flights. We had a full bne of USHGA merchandise available for sale. This seemed to go over well. Thanks to everyone who bought from us.

FIRST ANNUAL IOWA CITY FLY -IN In the article from Oshkosh, I reported that pilots were asked to perform at this fust annual event. After seeing the demonstration there, the officials sought out our booth, requesting some flying in Iowa for them (not knowing Scott and Ann Lesnet were from Iowa). Their crew was warm ly received and asked to do two more air shows there in the near future. Our USHGA representatives were Scott Lesnet, Zeph Gruis, Dave Brant

Hawaiian Flvin~ Hang gliding in paradise! Makapuu Haleakala The incredible Kaaawa Valley! Introducing paragliding to the islands.

and tow driver Ann Lesnet. Thanks for all your hard work.

TOMAH FLY-IN For this third an nu al event, John Heiney arrived on Saturday for a demo day. The TRX didn't get used much but the paraglider did. Two paraglider pilots gave it the towing test and had a great time. On Sunday John did hi s usual outstanding routines with smoke, loops, spins and wingovers. We made the news with two TV stations complete with interviews . Spectators and pilots (including helicopter pilots) were amazed at his ski ll and the performance of the glider. Thank you John. OTHER NEWS ... The Chicago Hang Gliding Organization was instrumental in arranging and flying in the Rockford Air Show this year. Greg Fisher and Dan ny Hartowicz did a super job. The highli ght was a dusk flight complete with fireworks by Danny. Hopefully some fun fly-ins later this year- for sure in Duluth this winter. More to follow on that. I would like some feedback on a three-site regionals next year and possibly a Region VII Team for the National Competition. • Rod Hauser may be contacted at: Route 1 Box 73A, Cashton, WI 54619 (608) 269-6304.

Airtime in the islands! Hawaiian Flyin/is a professio naly produced video showing some of the most fun flying you've seen yet. Exciting aerial footage puts you in the control bar at the infamous box launch at Makapuu and running down the side of a volcano on Maui. You'll soar tropical jungle ridges of Kaaa wa Vall ey at cloud base over turquoise waters and white sand beaches, and tow up for a tandem ride in the smoothest lift anywhere. All tapes now just $33 ea. (CA res. add state tax) plus $3 shipping. PAUSECAM $45 ea. plus $6 overseas shipping. Order from: VISA From the producer of Robert Reiter TELLURIDE! Mountains High 800 HeinzCA Ave.94710 #9 Berkeley, • •• Flatland Flying

Tel. 1(510) 649-8111

NOVEMBER 1991

l·•·I 15

TOW LINES

Self-Communi cation, Letters, Draggin' Flyers by Bud Brown Let's take a break from the nuts and bolts of towing this month and look at something more important than all the flying equipment we assemble each time we break the surly bonds of earth. Some truly fascinating things can happen when we are not fully concentrating on pre-flight preparation and flying itself. Somewhere in the background there's a thought competing for what should be our undivided attention to flying. On a trip to the Owens I saw two "unhooked" launches in one week. Maybe the pilots were in awe of the place and forgot to hook in? It seemed the only reasonable explanation, as the second pilot was assisted on launch by three of his close friends. A very experienced pilot in our group, after watching the second unhooked launch, packed up his glider and called it a day. That's how he handled the mentally-upsetting occtmence, not trusting himself to fly immediately afterwards. An experienced tow pilot related his experience when he was not totally concentrating on a tow launch. After the tow vehicle reached launch speed he gave the "clear" command and then, while his mind was not quite in sync with what was happening, he pulled his harness release, rewarding himself with one of his shorter flights! Ever do something silly on launch and then have the rest of the flight turn into so much pig poo? That's a particularly tough one to handle. You're committed and flying, but the overriding thought in your mind is the bum launch you just had. One way to handle it might be to assure yourself that you're going to have a great landing, cut the flight short and go for that perfect touchdown. Consider the impressive list of actions needed to execute a good cliff-launch, and the fact that not only must they be well-executed, but in the proper order, while allowing for changing conditions, plus communicating

"The weak link should not exceed 200 pounds breaking strength. I can hear the mighty roar of objections over that one!" with the launch crew. Remember how tough it was when you were learning? But finally you made so many launches that you didn't have to think about it anymore. Not surprisingly, this process seems to be reversible! A lot of us have probably seen someone with a cocoon harness release the harness boot halfway down the ramp. Perhaps a small preoccupation had nudged a piece of information from the memory bank, or the order of execution got slightly scrambled. Maybe the mental command to hold the boot up was cancelled by this new thought. Is this a hazard for occasional flyers? Should they "recharge" their memory banks by flying the training site and practicing basics? So, what's the message? Listen to what your head is telling you. What's the answer? Do what works for you, but don't ignore that little voice and its subtle message.

I've received some good letters. Thanks to those who wrote. Since it's been a while since my address has been listed, here it is: Buel Brown, 29 Warren Ave., Randolph MA, 02368. Got a very informative letter from a tow operator with extensive experience. He eloquently defended the "very" weak link and went on to plead for a more general awareness of the need for two things. One, a lot of

us need to be aware that we can "finesse" our tow flying techniques, especially the launch. It is possible to transition from the tow platform to flying in a smooth, gradual manner, and by so doing eliminate the "rocket launch" by actively controlling pitch from before the moment of launch. Once you master smooth launches, crosswind conditions and turbulent air, weak link breakage will lessen greatly. Two, the weak link should not exceed 200 pounds breaking strength. I can hear the mighty roar of objections over that one! But, let's face it, it's true. Yes, you may break a lot of weak links at first! The ugly truth that we need to face is this: we routinely pull maneuvers that load the glider just as much as a lockout does (high nose angle launches, bank angles of 30 degrees or more, etc.). I think a lot of us have seen the tow rope break before the weak link! The answer probably needs to be worked out on an individual basis. If you are towing an inexperienced pilot, use the "very" weak link.

*** I got a chance to do some aero-towing with the Moyes I Bailey I Draggin' Flyers at Morningside Recreation Area in New Hampshire. It was a lot of fun and a good chance for many to get their aero-tow sign-off. The ultralight tug is an impressive rig with excellent slow-flight capabilities, and is also able to dive out of the sky with its huge flaps, which facilitates a quick turnaround time. With two tugs, a glider dolly ("trolley" according to Bill Moyes) and an efficient ground crew, they were cranking out flights and releasing gliders at 2,500 to 3,000 feet. Although their cross-country jaunt will probably be ended before you read this, I hope many of you got a chance to try it. If you have the opportunity to try any type of towing with a qualified operator, experience it! Good flying.• HANG GurnNG

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RATINGS SAFE PILOT AW ARDS S!L\IER JON THOMPSON

LILIENTHAL AW ARDS BRONZE RAl'vIY Y ANETZ KEVIN GENDRON NEIL BARNETT STEPHEN SAUERWEIN VANCE MALAN RICHARD BRIGGS S!L\IER RAMYYANETZ STEPHEN SAUERWEIN HENRY BUTZEL GOLD MICHAEL HEILMAN DIAMOND RAMYYANETZ

BEGINNER RATINGS PILOT: City, State; Instructor/School Region I HOFF, TRYG: Olympia, WA; J. Asher/Endless Thermal BRIGGS, STEVE: Talent, OR; J. Jernigan/Southern Oregon HG Region 2 HAGERTY, GABRIEL: Sunnyvale, CA; J. Fritsche/Mission Soaring EGGERT, ERIC: Fremont, CA; P. Denevan/Mission Soaring SCHWARTZ, ERIK: Menlo Park, CA; J. Fritsche/Mission Soaring ERNST, DAVID: Canyon Country, CA; L. Mace TEATS, MATTHEW: Sparks, NV; G. Jepsen/Adventure Sports MALAN, VANCE: Tulelake, CA; D. Thomason/Silent Flight FAVOR, GREG: Los Gatos, CA; J. Fritscheflvlission Soaring Or JAMESON, JOHN: Fremont, CA; J. Fritsche/tvlission Soaring Ctr GREENLEE, SHERRI: Sacramento, CA; E. Mies/Airtime of SF Region 3 HEIDE, OSCAR: Los Angeles, CA; J. Greblo/Windsports lnt'I RINEAR, CRAIG: Vista, CA; J. Ryan/HG Center of San Diego CASTILLO, CHARLES: Coronado, CA; J. Ryan/HG Center of SD LEIGH, RAMON: Los Angeles, CA; G. Reeves/Windsports Int'! HARRIS, DOUG: San Diego, CA; J. Ryan/Hang Gliding Center Region 6 SCHOLL, ERIC: Tulsa, OK; G. Keoho/Kitty Hawk Kites SHOCKLEY, TIM: Eldon, :VIO; G. Keoho/Kitty Hawk Kites

NOVEMBER 1991

Region 7 HOEVE, ERIC: Madison, WI; B. Kushner/Raven Sky Sports ROQUE, TYRONE: Madison, WI; B. Kushner/Raven Sky Sports FENEHT, PETER: Madison, WI; B. Kushner/Raven Sky Sports HARTSOCK, JAMES: Cobden, IL; R. Jacobs/Sequatchie Valley Soaring GUADAGNOLI, JOSEPH: Schaumburg, IL; B. Kushner/Raven Sky Sports SHRUM, ROBERT: Cocoa, FL; C. Thoreson/Lookout Mountain FP MILLER, SHERRI: Terre Haute, IN; C. Thoreson/Lookout Mtn FP Region 8 BARRON, OWEN: Concord, MA; G. Keoho/Kitty Hawk Kites \YARNOCK, SCOTT: Roslindale, MA; R. Hyary/Aeolus MORIN, CARL: Berlin, NH; G. Keoho/Kitty Hawk Kites HEDA YAT, KA YNAM: Chesnut Hill, MA; R. Hastings/JV!orningside FP RIVERS, STEVEN: Springfield, MA; J. Nicolay/Morningside FP lVICMAHON, OLIVER: Nashua, NH; E. Stelzel MCDUFFEE, PHILLIP: Waltham, MA: J. David/Aeolus LANNING, TOM: Chelmsford, MA: J. David/Aeolus Region 9 DEMMIN, DA VE: Norfolk, VA; R. Coxon/Kitty Hawk Kites HALL, JON: Blacksburg, VA; G. Keoho/Kitty Hawk Kites GRAVES, RICHARD: Shinglehouse, PA; J. Kloynich/Free Spirit Flight COLLETTI, BOB: Susquehanna, PA; B. Umstattd/Mountain Wings SIMS, JIM: Burke, VA; G. Keoho/Kitty Hawk Kites GAUSS, ROGER: Bel Air, MD; B. Urnstattd/Mountain Wings CA WOOD, JOHNNY: Middlesboro, KY; R. Jacob/Sequatchie Valley GREKOWICZ, GERALD: Westerville, OH; B. Chalmers/Lookout Mtn FP MAISTER, VIKTOR: Peoria, IL; J. Reynolds/Lookout Mountain FP lVICLAUGHLIN, HENRY: Rockville, VA; G. Keoho/Kitty Hawk Kites Region 10 STACK, PAUL: Lawrenceville, GA; J. Lazaro/Miami Hang Gliding VALDES, MARCUS: Ormond Beach, FL; C. Thoreson/Lookout lvitn FP DOWNES, THOMAS: Guntersville, AL; J. Reynolds/Lookout Mtn FP PASCH, RONALD: Chattanooga, TN; B. Chalmers/Lookout Mtn FP HUNTER, EDDIE: Middlesboro, KY; R. Jacobs/Sequatchie Valley SOO, JEFFREY: Durham, NC; G. Keoho/Kitty Hawk Kites ADAMESCU, THOMAS: Nashville, TN; B. Chalmers/Lookout Mtn FP MARSHALL, DANNY: Cleveland, TN; J. Reynolds/Lookout Mtn FP VAUGHN, BECKY: Douglasville, GA; M. Taber/Lookout Mtn FP BROWN, BARRY: Hixson, TN; J. Reynolds/Lookout Mountain FP DOERING, JOHN: Ft. Lauderdale, FL; J. Tindle/N!iami Hang Gliding THORN, SHAWN: Naples, FL; C. Thoreson/Lookout Mountain FP KELLEY, STEVE: Chattanooga, TN; J. Reynolds/Lookout Mountain FP HILL, DAVID: Dothan, AL; B. Chalmers/Lookout Mountain FP LYDON, ARIANE: Marietta, GA; J. Reynolds/Lookout Mountain FP Region 11 JOYCE, DANIEL: New Orleans, LA; B. Chalmers/Lookout Mountain FP FRANK, ANDY: Austin, TX; J. Hunt/Red River Aircraft ZIMMERMAN, CHRIS: Round Rock, TX; S. Burns/Austin Air Sports KOTT, PATSY: College Station, TX; S. Burns/Austin Air Sports GREINER, RICK: Austin, TX; S. Burns/Austin Air Sports COWAN, DEBORAH: Austin, TX; S. Burns/Austin Air Sports CZAJKOWSKI, JIMMY: Bremond, TX; S. Burns/Austin Air Sports TERRELL, LEE: New Orleans, LA; J. Reynolds/Lookout Mountain FP

RATINGS Region 12 JOHNSON, RONN: APO AE; G. Elhatt/Nova Air VARLEY, DWIGHT: APO NY; G. Elhart/Nova Air BUTTERICK, GREGORY: Centereach, NY; B. Umstattd/l'vlountain Wings BEDWELL, RICK: APO, NY; G. Elhart/Nova Air COSTANZO, JOSEPH: Sicklerville, NJ; B. Millican/Kitty Hawk Kites INGRAM, ROD: APO, NY; G. Elhart/Nova Air VAN DAELIE, WALTER: APO, NY; G. Elhart/Nova Air HIRSCH, PAUL: Stamford, CT; B. Umstattd/Mountain Wings MELENDEZ, FRANCISCO: APO, AE; G. Elhart/Nova Air DILLER, MARK: New York, NY; G. Keoho/Kitty Hawk Kites CHILA, DAVID: APO, NY; G. Elhart/Nova Air ANDERSON, SALVATORE: Staten Island, NY; B. Umstattd/Mtn Wings CAPALDI, ALLEN: Whitehall, PA; B. Umstattd/Mountain Wings

NOVICE RATINGS PILOT: City, State; Instructor/School Region 2 SCHLINGER, CHARLIE: Reno, NV; D. Thomason/Silent Flight CONSTANTINIDES, STEFAN: Sunnyvale, CA; W. Ostiguy/Western HG SALAZAR, ENRIQUE: Diamond Springs, CA; G. Jepsen/Adventure Sports BRIGHT, STEVE: Hollister, CA; P. Williams/Western Hang Gliders EVANS, DANIEL: Arcata, CA; J. Johns/Western Hang Gliders LANCE, REBECCA: San Francisco, CA; R. Frey/Airtime MALAN, VANCE: Tulelake, CA; D. Thomason/Silent Flight SPEERS, JACK: Rohnert Park, CA; R. Leonard/Adventure Sports KENNY, ALAN: Milpitas, CA; D. Yount/Mission Soaring Center FUCHS, JOACHIM: Albany, CA; P. Hystek/Chandelle San Francisco LARSON, DAVIN: Berkeley, CA; R. Patterson SALINAS, RICARDO: San Francisco, CA; P. Hystek/Chandelle COLEMAN, BRAD: Pleasanton, Ca; D. Yount/Mission Soaring Region 3 SKLAR, DAVID: Santa Cruz, CA; J. Johns HEIDE, OSCAR: Los Angeles, CA; J. Greblo/Windsports Int'! PREUSS, JERE: El Toro, CA; D. Skadal/Hang Flight Systems BEACH, RICHARD: Honolulu, HI; J. Forburger/Sport Aviation HI FRENCH, LARRY: Hololulu, HI; J. Forburger/Sport Aviation HI WINTER, PETER: Huntington Beach, CA; D. Engel/Southland HG DUNATTE, DIDIER: Carlsbad, CA; R. Mitchell/Eagle's Wings HIRSCH, PAUL: Stamford, CT; R. Mitchell/Eagle's Wings RINEAR, CRAIG: Vista, CA; J. Ryan/HG Center of San Diego CASTILLO, CHARLES: Coronado, CA; J. Ryan/HG Center of SD HARRIS, DOUG: San Diego, CA; J. Ryan/HG Center of SD Region 4 JOY, STEVE; W. Bountiful, UT; K. Stowe Region 6 HUGHES, RANDY: Rogers, AR; D. Dunning

Region 8 NOLAN, JOHN: Burlington, MA; J. Nicolay/Morningside FP FOLEY, JOHN: Quincy, MA; E. Stelzcl/l'vlorningside Flight Park DEMARCO, JOHN: Stillwater, NY; E. Stclzel/Morningside FP Region 9 BREITENBACH, JOHN: Lexington, KY; J. Reynolds/Lookout Mountain FP OSSANA, RICHARD: Adamstown, MD; B. Chalmers/Lookout Mountain FP l'vIILROTH, JOHN: Gaithersburg, MD; J. Hostler/mountain Top Rec. CA WOOD, JOHNNY: Middlesboro, KY; R. Jacob/Sequatchie Valley GREKOWICZ, GERALD: Westerville, OH; B. Chalmers/Lookout Mtn FP FUGATE, MARK: Elkins, WV; J. Reynolds/Lookont Mountain FP Region IO BASS, MARK: Ft. Lauderdale, FL; J. Tindle/Miami Hang Gliding STACK, PAUL: Lawrenceville, GA; J. Lazaro/Miami Hang Gliding ALVARENGA, MARCO: Miami, FL; J. Tindle/Miami Hang Gliding V ALOES, MARCUS: Ormond Beach, FL; C. Thoreson/Lookout Mtn FP CARMICHAEL, JEAN: Mobile, AL; J. Reynolds/Lookout Mtn FP COTTRELL, JOHN: Columbus, MS; B. Chalmers/Lookout Mtn FP LEWIS, STEVEN: Raleigh, NC; G. Keoho/Kitty Hawk Kites l'vlOORE, JEM: Marietta, GA; B. Chalmers/Lookout Mountain FP DOWNES, THOMAS: Guntersville, AL; J. Reynolds/Lookout Mountain FP HUNTER, EDDIE: Middlesboro, KY; Sequatchie Valley Soaring SMITH, KELLY: Ft. Lauderdale, FL; J. Tindle/Miami Hang Gliding HILL, HOW ARD: Christopher, IL; M. Taber/Lookout Mountain FP OUDEKERK, CHRIS: Atlanta, GA; C. Thoreson/Lookout Mountain FP MARSHALL, DANNY; Cleveland, TN; J. Reynolds/Lookout Mountain FP VAUGHN, BECKY: Douglasville, GA; M. Taber/Lookout Mountain FP BROWN, BARRY: Hixson, TN; J. Reynolds/Lookout Mountain FP JONES, DANIEL: Oakwood, GA; J. Reynolds/Lookout Mountain FP THORN, SHAWN: Naples, FL; C. Thoreson/Lookout Mountain FP KELLEY, STEVE: Chattanooga, TN; J. Reynolds/Lookout Mountain FP Region 11 EIDSON, BILL: Austin, TX; S. Burns/Austin Air Sports LIPFORD, MARK: Plano, TX; G. Scheer/Lone Star Hang Gliders BENNER, DAVID: Austin, TX; S. Burns/Austin Air Sports FRANK, ANDY: Austin, TX; J. Hunt/Red River Aircraft JORDAN, JAMES: Canyon, TX; R. Kenney/Prairie Hang Gliding CONOVER, MARK: Houston, TX; S. Burns/Austin Air Sports LEWIS, LARRY: Austin, TX; J. Hunt/Red River Aircraft ESTES, THOMAS: Austin, TX; S. Burns/Austin Air Sports TERRELL, LEE: New Orleans, LA: J. Reynolds/Lookout Mountain FP Region 12 DENEEN, DANIEL: Berkeley Hts, NJ; Scott Wise/Fly High SLAYBAUGH, CHRIS: New York, NY; B. Umstattd/Mountain Wings MASON, TIMOTHY: APO, NY; G. Elhart/Nova Air SAINI, SHARAD: Paramus, NJ; B. Chalmers/Lookout Mountain FP INGRAM, ROD: APO, NY; G. Elhart/Nova Air GORA, JESSE: Mt. Lakes, NJ; B. Umstattd/Mountain Wings DAMON, DAVE: East Brunswick, NJ; B. Umstattd/Mountain Wings

Region 7 HARTSOCK, JAMES: Cobden, IL; R. Jacobs/Sequatchie Valley Soaring THIMSEN, BILL: Minnetonka, MN; C. Knutson/Sport Soaring Center HOEVE, ERIC: De Kalb, IL; B. Kushner/Raven Sky Sports TYRONE, ROCQUE: Madison, WI; B. Kushner/Raven Sky Sports INGERSOLL, SCOTT: Gurnee, IL; B. Kushner/Raven Sky Sports

HANG GL!Dli'\JG

RATINGS INTERMEDIATE RATINGS

ADV AN CED RA TINGS

PILOT: City, State; Instructor/School

Region 1 BEGER, PAUL: Klamath Falls, OR; W. Roberts/Southern OR HG STRONG, KEN: Portland, OR; J. Bowman

Region I DUPERON, DAVID: Lake Stevens, WA; D. Fox

Region 2 LOCKHART, MIKE: Sacramento, CA; R. Leonard/Adventure Sports SACHNO, JOE: San Jose, CA; G. Pierson/Wings ofRogallo LYON, DANIEL: San Francisco, CA; E. Mies/ Airtime of SF KELLENBERGER, URS: San Mateo, CA; J. Greenbaum/Airtime of SF PISKE, BETH ANN: Berkeley, CA; R. Patterson/BHGC BREINING, PETER: Palo Alto, CA; W. Anderson \VOLF, DEXA: Bishop, CA; K. Castle/Awesome Air Region 3 AUCHTER, PHIL: Oceanside, CA; R. McKenzie/High Adventure BLADON, CHRISTOPHER: Santa Barbara, CA; K. DeRussy/HG Emporium MILHAM, BILL: Thousand Oaks, CA; R. Worley BROWN, TIM: Tujunga, CA; J. Greblo/Windsports Int'! TEPPER, MICHAEL: San Diego, CA; M. Fleming/Torrey Pines FP CHAMBLEE, LA WREN CE: West Hollywood, CA; M. Spinelli/True Flight RANDALL, J MURRAY: Los Angeles, CA; G. Reeves/\Vindsports Int'! KENDALL, GREG: Canoga Park, CA; M. Spinelli/True Flight Concepts SUSSEX, GREG: Ventura, CA; R. Worley Region 4 GENDRON, KEVIN: Durango, CO; B. Thompson/Desert Hang Gliders STARK, BRUCE: Prescott, AZ; C. Woods/Up Over NM

Region 2 MARBOURG, DOUG: Concord, CA; P. Gadd/Chico Cloud Street Gang KNAPP, MICHAEL: Woodland Hills, CA; D. Quackenbush/True Flight VAINISH, RONEN: Mountain View, CA; P Denevan/Mission Soaring Region 3 KURA TH, URSULA: Los Angeles, CA; D.Quackenbush/True Flight CARNS, JEFF: Lemoore, CA; C. Bowen/Dunlap Flight Park GARLAND, DAN: Riverside, CA; D. Engel/Southland HG STEPHENS, BEN: Cayucos, CA; T. Kurth/San Luis Obispo Soaring Assn ERKAN, AHMET: El Cajon, CA; W. Henry/TmTey Flight Park SWIFT, DAVID: San Diego, CA; D. Seaberg/Hang Gliding Ctr of SD Region 4 KOMER, MARK: Albuquerque, NM; C. Woods/Up Over NM EATHERTON, CHRIS: Englewood, CO; J. Zciset Region 7 SMITH, RON: W. Frankfort, IL; C. Thoreson/Lookout l'vltn FP EIDEN, JOHN: Eagan, MN; C. Knutson/Sport Soaring Center SHELDON, BRAD: Toledo, OH; W. Trombly

Region 5 WIMBURG, KURT: Wilson, WY; S. Mish/Bandito Action Sports

Region S BAXTER, DAVID: So. Woodstock, VT; E. Stelzel BURNETT, JEFF: Amherst, NH; E. Stclzel/Morningside FP CACI, NICHOLAS: Taunton, MA; E. Stelzel/Morningside FP LAIVIONTAGNE, :MARK: Holland, MA; J. Szarek/Morningside FP

Region? HITZLER, ERIC: Madison, WI; B. Kushner/Raven Sky Sports

Region 9 THOMPSON, CHRIS: Crozet, VA; T. Massey

Region S BRECHER, WILLIAi"VI: Andover, MA; J. Nicolay/Morningside Flight Park COPE, LARRY: Weston, MA; E. Stelzel/Morningsidc Flight Park LULL, CLIFF: Northampton, MA; E. Stelzel/Morningside FP

Region 10 MONTGOMERY, WM: Madison, AL; D. Murdoch SUTZ, KENNETH: Acwmth, GA; M. Taber/Lookout Mountain FP

Region 9 RABBITZ, LEONARD: Frackville, PA; S. SchaefferNalley Forge HG WATSON, JIM: Dayton, OH; C. Thoreson/Lookout Mountain FP MITTER, MARTIN: Falls Church, VA; W. Kautter SIMMERS, JOE: Mansfield, OH; M. Delsignore/North Coast HG WEBSTER, THOMAS: Alexandria, VA; R. Coxon Region IO BRYAN, CLIFTON: Statesville, NC; B. Goodman KLEIN, JERRY: Sunrise, FL; J. Tindle/Miami Hang Gliding BEGLEY, WES: Orlando, FL; R. Jacob/Sequatchie Valley Soaring PHILLIPS, JOSEPH: Hobe Sound, FL; D. Engel/Southland HG Region 12 JOHNSON, JERRY: Collingswood, NJ; B. Umstattd/Sky High MILLER-JONES, TOWNSEND: New York, NY; P. Voight/Fly High HG PIKE, DA YID: Beacon, NY; G. Black/JV!ountain Wings

NOVEMBER 1991

Region 12 ALVAREZ, VICTOR: Lodi, NJ; G. Black/Mountain Wings MILLER, FRED: Middle Grove, NY; D. Guido/Susquehanna FP

MASTER RA TINGS NICK KENNEDY FOREIGN RA TINGS BEGINNER: ADLWART, GERHARD: Neufahrn, Germany; A. Hagemann HOWE, PIERS: Trinity, Channel Islands, UK; J. Nicolay/Morningside NOVICE: ADLWART, GERHARD: Ncufahrn, Germany; A. Hagemann LUX, STEPHAN: Dusseldorf, Germany; J. Asher/HG School of OR ADVANCED: RYTER, PETER: Adliswil, Switzerland; L. Chiarani

Ill

Ii I

and photos by Kurt

The author high over Cochabamba, Bolivia.

ronow

June, 1991, I lravclcd to Bolivia with my hang glider and a mound of climbing gear. This was my third trip to the country. The tourist traffic in Bolivia has risen dranrntically in the last fow years, especially among climbers. In fact, I was down in Bolivia lo climb. But remcmlx:ring some nice··looking spots to fly, I brought my glider down. Since the months or June, .July and August arc called the Andean summer . because of blue skies, 70" days and 25° nights· ·I thought the flying could be good. I knew of no hang glider pilots in Bolivia. The first place I lkw was Cochabamba, which is in a valley at 9,000 feet. I\ bad twowheel-drivc road into Tunari National Park climbs about 4,000 feet above town to a launch. The high point in the range above Cochabamba is CG1To Tunari at 16,519 !'Get. I knew from rny J'irst trip to Bolivia that Cochabamba was probably a good place to fly. I knocked about town Cor hall' a day asking around ror hang glider pilots. Eventually I was introduced to Pepe Villarocl, who has a few really old in his attic. Pepe hadn't flown in rive yt:ars, but he was still an enthusiast. We arranged to go out the next day on a tour oft he landing areas in the valley. wifo was dour about any hang gliding cxpcdit ions. She reminded Pepe that tile last person to fly in Cochabamba ago was dead. Pepe told n1c that this Chilean, ( '.arlos

J l.'\NC CI.IIJINC

The author flying the Cucoyo Valley in June of '9:1.

Barbe:, had circled too close to the hill; a sudden gust had killed him. The next day as we drove around in Pepe's J 948 Willcys Jeep, he showed me where a German couple had crashed-landed, l'lying tandem. The woman had broken her back. The spot was in a rocky flood basin that the road went through on the way up to launch. It was actually the primary LZ. The big problem with l'lying in Cochabamba is that you have to fly crosscountry to get to a really decent landing area. Pepe suggested that I try Lake Alalay, across Cochabamba. We drove over there. On the south shore ofl .aguna Alalay is a large, spongy, grassy area--perf'ect. The next clay we loaded up the Jeep and headed up the hill. Launch was a steep grassy area. Pepe kept describing the cycles as being like freight trains rolling up the hillside. Actually the cycles were pretty light. I was already very weary from just carrying the glider down to launch at over I'.\,000 feet MSL. But l got off in a light cycle and circled for awhile over some trees a few miles to the left of launch. The thermals were interesting. I would work one for IO minutes and emerge about 20 reel higher, or lower. Eventually I headed across town for LagunaAlalay. On the topo mapil was an cighl-toone direct glide lo the far side of the lake. I got lo a Catholic school a kilometer from the near side of the lake with about 500' AGL and NovEMBER ·199·1

dcciclecl to land in the soccer field. l got bumped on final and ran oulof'fielcl as J dove under a low telephone wire. Whack. Within 30 seconds I was surrounded by a hundred people, most or whom were talking about Carlos Barbe. Was l dead yet? I was fine except for a broken downtnbc. Evcnlually the hubbub quieted down and everyone wen! back to playing soccer. The next day the Jeep was broken, so I hired a taxi to take me up the hill. The taxi driver, Walter, had never been 11p into the National Park. Walter had also never seen a hang glider before. In spite of my repeated explanations in Spanish, Walter convinced himself that !his enormous thing on his roof was a tent. Near the bottom the Datsun B2 IO negotiated the gravel road pretty well. Walter thought he'd sandbagged me pretty well to charge 80 Bolivianos (abon! $23 US) for the rare. Should he come up the next clay and get me and my big tent for another 80 B's? Farther up, though, where the road is pretty rutted, Walter swore up and down and kept insisting he wasn't going any further. Eventually we made itup to launch. Wal!cr's eyes got wide indeed as l set my telltales on launch and unfolded my wings. A little more relaxed about launching at 1'.l,000 f'cct, I got off in a nice light cycle and circled for a while in front or launch. Then l turned right from launch, toward Cerro Tunari. I hooked a very light thermal which l stayed in for about 30 minutes, but never gained any

altitude in it, although I did drift in front of the range for about seven mi Jes. Eventually l lost the thermal and picked out a nice fallow f'ield. I landed perfectly, uphill, into the wind. Within five minutes half the village of Tiquipaya showed up to check me out. One of the men in the village was really interested in the glider, sol let him run up and down the field with it, like you do on the first lesson. The other campesinos thought this was pretty hilarious. After I packed up the glider, one of the campesinos brought me a plate of food for lunch. (Though it was the best food I had while I was in Bolivia, my stomach was upset for the next couple of days.) A couple of boys helped me carry my equipment lo the highway. Within a few minutes, a minibus came by. After negotiating a price for the glider and myself (about a dollar), I loaded the glider on the steel racks and off we went. The minibus stopped for nuns, workmen and schoolgirls on its way into Cochabamba. l be! none or them knew that the big tent on the roof was a set of wings. Walter drove for me twice more, but I never got any better thermals. Pepe asked what T expected flying in June. "Come back in Dc-ccmbcr or January," he said. "It's a Jot hotter. Some days you can't gel down. The thermals sound like freight trains coming up the hill." Cochabamba's got a Mediterranean climate, so the rainy season's not too bad. I checked my 23

Author Kurl Anmow sets up on the alliplnno above La Paz.

South American Handbook and discovered December, unlike January and February, has very li1tlc rain. I'd like to return in December. Pepe showed me a rcw other sites around Cochabamba. Halfway down 1hc highway to Sacaba is a ridge-soaring site along the river bottom, that catches the usually-strong catabatic afternoon winds rrom the Cordillera Tunari. You can fly along the low river cliffs all the way hack 10 Cochabamba. There arc many easy landing areas along the way. It's a great place to fly, most of the time, but not in June. Pepe also mentioned that it was possible to lake a road above Tiquipaya to another launch in the National Parle This launch isn't as high, but good landing f'iclcls arc within easy gliding distance. Cochabamba obviously has good potential. Not only is it possible to get up over Cerro Tunari (in December), but I reckon it should be possible to fly X-C to Santa Cruz in the jungle along a highway. This could be an adventurous night though, dm: to the plethora of coca fields between Cochribamba and Santa Cruz.

Pepe says that Cochabamba is the best place to fly in Bolivia. Though he thought that a few pilots might actually live in Oruru, he didn't think it was much of a place to fly. Next I tried rtying from the altiplano above La Paz, but had a short, scary flight down lo a large field and a waiting taxi. (Some travelers rrom my hotel helped me carry the glider up to launch.) The other place I new was a valley deep in the Cordillera Real that I had gone through the year before on the way to Ancahuma base camp. At one end or this valley lies a village named Cocoyo with 280 inhabitants. Cocoyo is at the end or a bad four-wheel-drive road, six hours from Sorala, the closest town with bus service or a markcl. The valley has steep walls on three sides reaching up about 1,700 feet. The ridge leading to Pico Norte and lllampu, with 20,000'+ peaks, rises from the south end of the valley. The most important feature of the valley is a large, flat grazing field a few miles long by a quarter mile wide at l l ,400 feet. On a sunny day it's not too hard to spot Trcs Marias (an eagle-sized black and white soaring bird), hawks,

and a condor or two. The locals told me about some Argentines who had come to the valley in 1988. They stayed for a day or two, but only got very short J'Jights. Last year, a parnglidcr pilot new at Cocoyo, but didn't stay up long either. I decided to fly off the path lo Ancohuma base camp, and hired a couple or local men lo carry my glider up, while I carried up the hag of gear. Each porter got 15 13 's or about four dollars. The path is quite steep, and the porters moved along at a half run. A few South African and European climbers accompanicd us lo launch, on their way to the base camp. We were l ,500 feet above the valley floor at the spot from which I had chosen to launch. Unfortunately, the wind started blowing cross after l set up. l managed to gel the glider down the slope somewhat so that I could get off more or less into the wind, which was wrapping around a corner. J\ lkr a good deal of hesitation and trepidation, I pulled off a turbulent launch. The air in the valley felt somewhat like a washing machine. As I came in to my intended LZ, I noticed about 80 kids running at me, screaming. They had let the school out. Fortu"natcly l was circling over another field than the one I landed in. I flew three more times in Cocoyo, from two other launches. The porters traded off with their cousins so they could get a chance at the easy money. Each dawn the sky would be completely clear. As the sun rose in the valley a high cloud would cover it. By noon the sky would he completely overcast. One afternoon for fun I did an exciting no-wind launch at 13,500'. l didn't ever fly up that ridge to Pico Norte and gc1 2,000 feet over lllampu so 1hat l could fly over the back to Lago Titicaca, miles away. I lowever, when I was in this valley last year, l witnessed a day when this could have hcen done, judging: by the way the birds were soaring. Cucoyojust looks like a natural flying site on the right day. Other places that might be good to fly in Bolivia an; the valleys near lllimani base camp above the village of Uni. Flying here would be similar in character to flying in Cocoyo. Local men would have to carry the glider up. The attraction or flying near Illimani would be the possibility 01· getting up over this large 2 J, I 00' peak (which towers above La Pa,.). Several large fields below the mountain would make excellent landing areas. The tricky factor is the highly variable winds that blow through. TlANC CurnNc

a dirt road (two .. whcel drive) up the valley. Don't go down to the river or climb out of the valley. Go through some low, rolling hills.You will come to some large fields at the end of the valley. To your right as you look toward the end oft he valley arc some grassy spines descending off the altiplano. Carry your glider up one of these spines. About a thousand feet up, you will reach the f'lat altiplano. Fly off wherever it's convenient. Have the taxi wait for you at the bollom. I paid the taxi $17 US for the day.

A campesino gets his first lesson, to the amusement of his friends.

FI ,YING SITES IN nm JVIA Parque 'Funari ahove Cochabamba: Fly·· able year.. ronnd; best in December. Contact Pepe Villaroel, Calle Sucre E .. ()4(16, r:ochabarnba, Bolivia. tel. 26399 or 48860. (Pepe speaks only a little English, but he was very enthusiastic ancl helpful.) Cucoyo Valley: Probably best in June, July or September. (August is pretty windy.) Talk to Antonio Zonco or any of several men in the Angel Silva family about hiring porters to get up to launch. A walk to a launch 1,500 feet up takes two or three hours if you can keep up with

1he porters. You can camp on the edge of the soccer field. Sometimes you can buy food in Cocoyo. Usually you can buy beer. ll's best to bring most of what you need. All of' the land in the Cucoyo is publicly owned. Cocoyo is prob· ably a good place lo paraglidc in some concli .. tions.

Several factors make Bo! ivia aclventmous and dangerous for hang gliding. Unpredictable gusts arc normal. The launches I used were all above 13,000'. The lowest landing area I used was above 9,000'. Aside from Pepe I met no local pilo1s. I'd sure like to go back to Cochabamba in December. 111111 The author may /Je con/acted m: Kurt Aronow. I //8 13th SI., #59/3, Boulder, CO 80302 (303) 9.W .. 9308.- Rd.

Achachicala Valley in La Paz.: Probably best in September or October. J ,a Paz has no hang glider or paraglidcr pilots. Take a taxi up the autopista toward the airport from the center of' lown. Al a large turn in the highway is an archway on right that says "Urbanicazion Antopisla." Go through this suburb and follow

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Dennis I\1gen on final, flying his Moyes XS, one of many gliders he flew during the meet.

.Arn: ~mu had not even begun to gleam when 41 assorlccl masochists crawled out on a bi1ter cold morning at Morningside Flight Park to set up their gliders. The occasion was the Fourth An nual Glide Ratio Contest. It was held in late September to sec what denser air would do for our takeoff nm. It probably helped since the only way to stay warm was to maintain a full··ti It boogie as much as possible. Sunshine is the nemesis or glide rntio con-

Pa gen

photos by Mark Vaughn

tests. As soon as the sun heals the air, vertical currents start moving and render the resu Its about as reliable as a tabloid headline. The point of' the contest is to test a glider/pilot combina· lion for maximum achievable glide ratio. The contest demands a good launch, quick adjustrncnt to best glide speed, a diminutive body profile and a last·minutc landing flare. Sink or lift arc 1101 wanted, since we arc lhcn measuring the pilot's karma, not glide ratio. The early

morning is the only time to find this desirable still air. We were up by 5:30 AM and ready to fly by 6:30. For those nnf'amiliar with our rormat, let us review the layout. We launch from Morningside's 240-f'oot hill, fly slraight f'or I, 197 feet, make a slight left turn and then proceed straight to land where physics and skill allow. Once on the ground we arc scored, then we carry our gliders lo a waiting line until one HANC: Cl.llllNC:

or Morningside' s famous glider trailers cmts us hack to the lop for a rcflight. This year we made several changes. First, we marked !he mowed li111ding strip wilh white paint 10 clesignalc each half glide ratio point. J\ pilol flying along could instantly see what Ile or she was achieving. We rounded all glides off lo the nearest one quarter. Second, almost all 1lie U.S. manufacturers or distributors sent representatives. We decided lhem priority and moved them to the to front of Ille line after every flight on the first day. The idea was to get as many flights as possible on the latest gliders in order to get valid

LEFT: Mark Laversa launches from the hill in the new UP TRX. ABOVE: John Noland drives the tug for the event. BELOW: Our flying photographer Mark Vaughn turning on final. to run hard on takeoff.

The rest or the resulls arc reported in the accompanying charts. The data points appear in roughly the time relationship that they were taken. When slighl anomalies occurred m1 a flight we nolcd these as follows: lift I,, sink S, tailwind T and humps 13. /\s in past years we threw out a pilot's highest and lowl:st score, then the remaining scores. /\ minimum of three flights was required for scoring. If a pilot had fewer performance comparisons and thus justify the manufacturer's expense. In retrospect we real izc this w,1s a mistake, since il Jen many pilots in Ii nc for a considerable period oft ime. For this we sincerely apologize. This mislake will not be made again, for the philosophy or this contest continues to he to sponsor a fun, learning event for all interested pilols. ln ruturc rnccts manuf,1eturers' reps will be grouped togt:thcr, but no special priority.

THE RESUI :rs One or the most important benefits of a meet such as this is the new skills acquired by all pilots. These include efficient launches and landings with variable geometry (VG) sysl(:ms full on, rial turns and discovering best-glide bar position. /\ number of pilots learned what a lilllc speed docs ror their glide ratio and several pi lots told 11s they lcmnccl why it's soi rnportant NOVEMBER 1991

than four flights we used all of them. Taking extra flights could boost a score if a pilot continually became more adept at gliding. In this author's opinion, conditions were a bit more variable this year than last. It would take more flights in the most stable conditions to really be sure of a glider's performance. However, trends are beginning to appear when we combine the data from all the years. Maximum glide ratio is but one aspect of a glider's all-around pe1formance. Designers must always make a compromise between sink rate, handling, maximum glide, high speed glide and weight. The performance each pilot achieves on a given glider depends partially on personal flying style and greatly on the task at hand. Interpret our results with care. A definite trend has appeared in pilot performance. Jay "Mr. Glide" Gianforte has won handily in the last two years (this time on a TRX, last year on a Kiss). Some might claim that his success is clue to his efficient style and the fact that he practiced assiduously for the

contest. Jay contends that the winning edge comes from his Airstream harness-he makes it. The day after the contest we welcomed a chance to sleep in-at least until 7:00 AM-and reflected on the meaning of all this. Essentially we came away with another episode of shared air, shared stories and, for many, new experiences. We can't leave without thanking Morningside for providing the facility, Colin Faye for running retrieval and the flying husband and wife team of Dan Jester and Sharon Roys, who along with Greg Black shared officiating duties. So much fun was had by all bleary-eyed participants that it looks like we'll have to keep up this flying at such an unholy hour. If you, dear reader, would like to give yourself a new challenge, try gliding for distance. Be sure to practice tucking your elbows, pointing your toes and holding in your beer belly. It also helps if you're a microcephalic like Zippy, the ETeam mascot.

The top pilot placing is as follows. We included only those pilots with three or more flights. We threw out all flights labeled with (S) as well as the remaining high and low score. Of special note are the flights of Steve Arndt, T.J. Young, Eric McNett and Dan Seix who only had one or two flights and averaged 10.63, 10.25, 10.25 and 10.13 respectively.•

Best-Gliding Pilots Place/Pilot l) Jay Gianforte 2) Dennis Pagen 3) Nelson Howe 3) Paul Voight 5) Mark La versa 6) Mark Clark 7) Jeff Burnett 7) Ted Hasenfus 9) Dave Sharp

Score 11.25 10.80 10.45 10.45 10.40 10.20 10.00 10.00 9.95

Glider TRX 158 XS 155 Foil 152 HP AT 158 TRX 140 Sensor 510B Sensor 610 HP AT 145 TRX 158

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HANG GLIDING

Fourth Annual Glide Ratio Contest Results Glider

Dayl

George Crowe

Moyes XS 142

9.5, 9.0, 9.75

John Atwood

WW Sport 167

8.5, 9.25, 8.75

Jeff Burnett

Sensor 610-144

Dennis Pagen Nelson Howe

Moyes XS 155 Foil Combat 152

Ted Hasenfus

WWHPAT 145

Dave Sharp

UPTRX 158

Victor Neumeyer Rami Hyary Paul Voight John Armstrong Eric McNett Mark Clark Jay Gianforte Steve Arndt Rich La Porte Steve Strader

Vision Eclipse PacAir Formula 144 WWHPAT 158 WW Sport Europa 167 Moyes GTR Sensor 510B UPTRX 158 WWHPAT 158 Foil Combat 152 WW Super Sport 163

9.75, 9.75, 10.0, 10.25, l l.25(L) 9.75, l 1.5, 11.0, 10.5(B) 1 l.25(T), 10.25, 11.25, 10.0, 10.5(B) 12.5(T), 9.5, 10.25, 9.25, 10.25 1l.5(T), 9.75, 10.25, 10.25, 9.5(B) 9.0, 8.25 8.5, 9.0 11.25, 10.75, 10.5, 10.5 9.25, 9.25 10.75, 9.75 10.5, 10.0 11.5, 11.75, 11.5, 11.0 10.5, 10.75 9.5, 9.25 8.75, 8.75

Lynn Le Pelley Hemy Stiriz Dan Seix Alan Ahl Lorena Hillman Chuck Mallock Randy Adams T.J. Young Barb Kramer Tanya Pyles Andy Deitsch Bob Chapman Mark Laversa

Moyes GTR 162 WW Spectrum 165 WWHPAT 158 PacAir Formula 144 Orion Star PacAir K2 WWHPAT 158 UPTRX 158 WWHPAT 145 Super Sport 153 WW Harrier II 147 Super Sport UPTRX 140

7.5, 9.5 7.5, 8.0 10.5, 9.75 8.75, 8.75 6.5, 6.5 8.5 9.5, 9.75 10.25 8.0, 8.0 9.25, 9.0 7.0 9.75 10.75, 11.0(T)

Greg Natke

Schutte Sails KEA

8.75

Alex Sanayonb Mark Vaughn Jeff Bernard Jeff Porter Dennis Cavagnaro Duttke Bernhard Phil Vangel Mike Williams Ed Bennett Alan Pond

WW Duck 180 Javelin 208 PacAir Kiss 154 WW Super Sport 153 WWHPAT 158 Funfex Moyes XS 155 PacAir Vision MK II Moyes Mission 160 WWHPAT

8.75 8.0 DID NOT FLY DID NOT FLY DID NOT FLY DID NOT FLY DID NOT FLY DID NOT FLY DID NOT FLY DID NOT FLY

Pilot

NOVEMBER 1991

Day2 9.75, 9.25, I 0.25, 8.75(S), 9.5, 8.5(S) (XS 155) 9.75, 9.75, 9.5, 8.5(5), 8.25(S), 8.25(S) DID NOT FLY 10.75, 10.25, 1l.5(L) 10.25, 10.0, 9.5(S) 10.0, 9.5, I0.5(T), 9.25(S), 9.0(S), 9.25(5) 9.25, 10.0, 9.5(S), 9.0(S) DID NOT FLY 10.0, 9.5, 9.0, 8.25(5) 10.25, 10.0, 10.25, 8.75(S) DID NOT FLY DID NOT FLY 10.5, 9.75, 10.5, 9.75, 10.25 11.75, 10.25, I 0.5 DID NOT FLY DID NOT FLY 11.0(L), 9.75, 9.75, 9.25, 8.75, 9.75, 8.5 8.0, 8.75 9.25, 9.25, 8.75 (150 Sport), 7.25 DID NOT FLY DID NOT FLY 6.5 9.75, 8.25, 8.25 (XS 142) DID NOT FLY DID NOT FLY DID NOT FLY 6.0, 6.75, 6.75 (165 Lt. Dream) 7.25, 7.0, 6.75 DID NOT FLY 10.25, 9.25, 10.0, 9.0(S), 10.5, 9.25(5), 10.5, 9.25(S) 8.75, 9.5, 9.75, 10.75, 9.75, 8.25(5), 8.25(S) DID NOT FLY 7.25, 7.25, 8.0 9.5, 8.5, 9.25, 8.75, 8.75 9.75, 8.0, 9.0, 9.25, 7.5(S) 9.75, 9.0, 6.5(BIG S) 8.75, 8.25 8.75, 8.75, 7.0(S) 7.75, 7.75, 7.5, 8.25, 8.25, 8.0 7.25, 7.5, 7.25, 8.5, 7.0 7.25

Setting up a landing al goal near Mina, Nevada.

by 1991 USHGA Nalional Championships was the first contest or the Owens Valley World Championships Series. One hundred lwenlyrive pilots attended from most U.S. regions and from over IO different countries, making it the largest Owens contest ever, since the beginof the original Cross Country Classic in I 97fL The rield of pilots included heavyweights from the major countries and nearly all of the top 10 ranked U.S. pilots. Chris Arai, Jon Lindburg all(! Rich Pl'eiflcr all attended the 1978 contcsl and returned to participate in this evellt ! The contest was scheduled for late August to improve, coordination with other organizers and in search or conditions less radical than those mon: common in July. Excellent weather eonditions prevailed throughout, with a high base or scattered cumulus and light winds. Sal'ety seminars were held a couple of days

Kreyche

prior lo the contest, with both a leclure in the evening and organized practice rJights J'rom the launch site the next day. Subjects covered a wide range from J'light techniques to local customs. The seminars were designed to improve pilot awareness and promote safe and enjoyable f'lights. In keeping with this philosophy ror the Nationals, tasks were designed a hit conscrva-· to get a high percentage of' pi lots to goal and prevent landing out (most or the time!) in umlesirablc areas. A (somewhat) new format was used ror all contest J'lights. All f'lights were races to goal, with time for all pilots starting with a tarp rolled out ror a photo target_ Pi lots were able to launch up to45 minutes prior to roll out (al thc:ir discretion) and used the time to thermal up and fly to favorite: holding positions. This system worked extremely well and will definitely he used for future Owens compel itions, although i1 may be

desirable lo use a difTerenl format in other circumslancc:s. A race format was actually used in (iic 1978 Cli!ssic but was discontinued because pilots were misjudging final and nearly breaking the unstable gliders or tlrnt era 1o achieve fast times. Portunately our glickrs arc now far superior, but due to the Owens' conditions misjudged final glides are still not uncorn mon. The first clay was a milk nm or 6'.I miles North to Mina, Nevada 10 get pilots introclucccl lo the north encl oJ'thc White Mountains and the wcll--flown portion or Western Nevada. Ted Boysc won the clay, and the 94 goal finishers were spread out from each other by only seconds. On the next clay the wind was blowing a hit over the back, and after a few pilots took ofl it became obvious that it would be difficult to get the f'iclcl o!Tthc hill sal'cly, so the day was called 11 /\NC: C1m1Nc:

ABOVE: Unidentified pilot in standard Owens Valley flying attire.

TOI' RIGHT: Goal on a dry lake bed near Tonopah, Nevada. CENTER: Aerial view of the start gale gaggle. BELOW: Author and meet organizer Tom Krcychc displays the day's task.

off. The mileage was bumped up to 85 on Day for another flighl to Mina, but via a couple or turnpoints. Tony Barton cruised in almost 15 minutes before the next pilot, and a huge num-ber of pilots (87) again made the goal. The goal tenders (Toni K w,iliek and Sandy King) were a bit tired of' Mina and of' gelling back late to town, so an Owens "ridge run" of 98 miles was called, which required crossing the sorncwhat notorious Wcstgard Pass a couple of times. As expected, this reduced the goal finishers to a much smaller number ( 17) but they were rewarded by being able to jump into the crystal clear spring-f'cd pond at the Jiish Slough goal. World Champ Tomas Suchanek (in his first Owens appearance) won the day by a fair margin, followed by Tony Barton. Day 4 started out looking fairly hazy wilh a f'cw high clouds lingering in the far north, so the task co111rnittcc, after considerable debate, NoVF.lv!BFR '199']

agreed on a conservative task of64 miles to the Coaldale VOR. The haze rapidly lifted and perfect cumulus developed, the clay was spectacular and 87 pilots achieved the goal and easily could have flown much further. Chris Arai won the day, and again the entire pack was separated by seconds. A new task for the Owens was set for Day 5, which gave pilots the option of flying over some rather remote terrain to minimize their time for covering the 90 miles. Tony Barton sneaked in a few seconds before the next pilot and 51 pilots make goal, but with some notable exceptions. A few pilots who had been performing consistently came up short and the top 10 was mostly populated with European pilots. Rather than wrap up the contest with a meaningless milk run, it was elected to give the pilots an opportunity improve (or degrade!) their positions. Another long ridge run was called, this time of 84 miles. Although 50 pilots made the goal, it was a bit grueling clue to the upwind last task leg. British pilot Robin Hamilton won the day by a few seconds, followed closely by Jim Lee and of course Tony Barton. A spectacular lenticular cloud formed over the Sierra and turned every shade of crimson while pilots disregarded the task and flew in the glass-off until the twilight hours. Tony had been flying so superbly that it was obvious on the last clay that he merely had to put in a reasonable goal appearance, but instead of flying conservatively he came in third, and insured his overall first place position. He beat second place pilot Tomas Suchanek by over 30 minutes, and third place Jim Lee by over an hour! In addition to collecting a stained glass window trophy for first place, he collected another to take home to Tucson for achieving the National Champion award by accumulating the most points during the season. Pilots celebrated the safe conclusion of the contest with a beer bash and chili feed at Millpond on Friday night, and an awards ceremony breakfast Sunday morning. A grand total of over 38,000 miles was flown during the week with only a couple of minor injuries; the safety seminars paid off. Stained glass trophies were also awarded to second and third place and to Women's National Champion Kari Castle, who had participated in most of the contests during the season, including the Women's World Championships in Austria. Fourth place Randy Haney received a prize of a flight suit. Russ Locke and others organized a separate contest for the "over 40 crowd" called The Balding

1991 U.S. Nationals Final Results Place

First Name

Last Name

Glider

Team

l 2 3 4 5 6 7 8 9 IO ll 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60

Tony Tomas Jim Randy Nelson Dave Bob Chris Manfred Carl Robin Bruce Drew Larry Brad Mark Dave Jean Marc Mark Dave Ralph Miguel Michael Kmi Dennis Joe Jean-Claude Jean-Francoi Hans Al Robin Darren Scott Gordon Heini Kevin Ken Ambroise John Eric Norbertino Ken Bill Jerry Bob David Kevin Rich Ted Mark Randy Roger Richard Tim Rudy Charlie Glen Butch Larry Chris

Barton Suchanek Lee Haney Howe Sharp Baier Arai Aumer Braden Hamilton Case Cooper Tudor Koji Gibson Adams Dumont Newland Gibson Striewski Gutierrez Stephens Castle Fagen Szalai Hauchecorn Gerard Olschewski Whitesell Rhodes Arkwright Smith Rigg Moser Caldwell Schreck Pouget Greynald Hempstead Bahiense Brown Degen Braswell Mackey Postlethwait Klinefelter Pfeiffer Boyse Tulloch Adams Nelson Walbec Arai Gotes Baughman Volk Peachy Smith Muller

TRX XS HP AT 145 HP AT 158 Foil 152 TRX Foil Combat HP AT 158 K3 Foil 152 HPAT 158 HP AT 158 XS 155 HP AT 145 HPAT 145 HPAT 158 XS 155 ICARO XS Foil 152 TRX HPAT 145 Foil Combat Kl 145 HPAT 145 HP AT 158 XS 155 HP AT 158 K2 HP AT 145 UPTRX Solar Wings Rumour HPAT 145 HP AT 145 XS 155 K2 HPAT La Mouette HPAT 145 HP2 XS 155 Magic K2 145 Foil l39C TRX

UP Team A Moyes l WillsAvengers Team Flash Enterprise UP Team A Foil WillsAvengers

K2155 HPAT 145 XS HPAT Moyes XS HPAT 158 HP AT 158 TecmaFZR Foil Combat XS 155 TRX TRX 160 TRX TRX 160 Foil Combat

Enterprise Brit Bulldogs WillsRevengers Moyes 1 WillsAvengers WillsRevengers WillsRevengers Moyes 2 France l Foil Foil Brit Bulldogs Team Flash Goalies Moyes 3 Canada 2 France 2 Goalies Brit Bulldogs RacingSnakes RacingSnakes Swiss Canada 2 Goalies France 2 Moyes 2 Airwave 1 Green Team RacingSnakes Moyes 2 Team Flash Canada 2 Canada l France l Goalies Moyes 2 UP Team B UP Team B UP Team A Canada I

HANG GLIDING

61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87

88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105

106 107 108 109 l lO lll

112 113 114 115 116 117 118 119 120 121 122 123 124 125

Ognian Woody Michael Angelo Willi Mike Rick Michael Ted Peter Mark Markus Monte Sepp Larry Jonathan Paulo Jersey Walter Peter Ed Mick Gib Scott Davis Jon Keith Hernando Jean Francoi Glenn Steve Yves Tony Colan Kevin Tony John Hans Bob David Jim Ed David Freddy Mark Reuven Rod Toni Chris Mike Jody Gus David Patricia Russ Ben Monica Ralph Jerry Lionel Rob Don Reto Phil Mark

NOVEMBER 1991

Ougrinov Woodruff Storz Crapanzano Muller Haley Culbertson Haddis Hasenfus Aitken Mallett Suremann Bell Singhammer Schuermann Szarek Coelho Rossignol Schneebeli Bolton Goss O'Dowd Eggen Kurth Straub Lindburg Lamb Arna! Palmarini Dagenais Moyes Saddier Peralaz McGree O'Brien Kane Woiwode Bausenwein Newbrook Bobrowski Zeiset Raney Whitehall Yazbek Grubbs Av-ta! Williams Naud Jones Heilman Lazaro Johnson Wellington Elste Locke Reese Cejudo Hyde Dodgen Space Howe Lepinsky Schaerli Harper Stump

K2 Kiss HPAT Rumour HPAT 158 TRX HPAT 158 Foil Combat HPAT Foil 139 HPAT 145 XS 155 TRX XS K2 Foil XS 155 TRX XS 155 Foil Combat J 52C HP AT 158 XS 155 Sensor 510E K2 145 HPAT 145 HPAT 158 TRX K2155 La Mouette Rumour XS Tecma FZ HPAT Blitz 155 TRX XS 155 K2 145 K3 TRX TRX TRX XS 155 K2 154 XS K2

Team Aero RacingSnakes Canada 1 UP Team B Corn Dogs Enterprise Swiss UPTeamB Airwave 1 Moyes 1 UPTeamB Swiss Moyes2 Team Aero Airwave 1 Team Aero UP Team A France I Moyes 1 France 2 UPTearnC Moyes 3 Airwave l Green Team Green Team Moyes 3 Corn Dogs

XS XS 142 Kiss 154 HP2 TRX TRX Foil 152C HP AT 145 HPAT HPAT 145 Airwave K2 Sensor E UPTRX HPAT 158 XS 142 AXIS 15 TRX UPTRX Fledge III ET

Moyes 3 UP Team C UPTeamC

Team Aero UPTeamC

ComDogs UPTeamC

Eagles. A top-of-the-line pair of German binoculars was awarded to Manfred Aumer for winning the Balding Eagles contest. Contest pilots were sent a contest wrap-up with comments on various issues and scores. If anyone else would like a copy please write Tom Kreyche, Cross Country Classic, P.O. Box 873, Mountain View, CA 94042 and include $2.00 to cover postage. There's a very long list of sponsors and people who helped make the contest possible. I managed to list most them in the wrap-up; I apologize for a couple of people I forgot. The next contest in the Owens Valley World Championships Series is the Cross Country Classic International, to be held in June 1992. This will primarily be a team event with entries endorsed by national hang gliding organizations. Class 1 gliders (rigid wings) are encouraged to enter in their own class as non-team entries. The O V World Championships Series continues with the World Championships in 1993, and may possibly be extended with a bid for the Women's World Championships in 1995. Interested pilots should write to the above address to offer suggestions or for further information. •

Team Results Place

Team

l) 2) 3) 4) 5) 6)

Wills Avengers Wills Revengers Foil Brit Bulldogs Team Flash Enterpirse UP Team A Goalies Canada 2 Racing Snakes Moyes I Moyes2 France l Canada l France 2 Swiss UP Team B Airwave 1 Green Team Team Aero Moyes 3 Corn Dogs UP Team C

7) 8) 9) 10) l I) 12) 13) 14) 15) 16) 17) 18) 19) 20) 21) 22)

23)

48,

'91 I-fang Gliding)

by Brad Lindsay following answers to last month's questions arc not absolute. Many of the answers will depend on the situation as il occurs. The answers I chose as correct may not he correcl in your situation and are opinions formed from the experience or several pilots. l)

The key here is "smooth conditions." Since lhc line is under tension, it will be difficult to pull the release if not within reach. As long as the pilot is aware of the situation, buy some lime and gain altitmle. When the truck stops and line tension decreases, reach down, pull up the line, and release by hand. Answer: 13

f am aware many systems that have winch controls for the the driver, climi

nating the tow technician. This is dangerous and compromises safety for convenience. Answer: B

You will find a glider rolls with much less input while under tow. This is why most "rirst tow" pilots oscillate. False

Get away from the tow vehicle, one side or the other.You must expect the driver/ wu fTo to stop abruptly if he/she thinks it would help. Think about this scenario and where the "bail-out" zones are berore launching. Answer: B

H the weak link has not been abused, there is no need to change it every flight. However, checking the weak link before every flight is a good practice. False

Although pilot skill level and a rated tow team arc a major benefit, a properly sized weak link is the single most importanl safety feature while towing. Answer: C

This actually happened. It was a mi scorn-· munication between the tow technician and driver. The pilol flew into sink slacking the line, at which point the driver was

After you launch and stabilize, I have found a lighl pressure out on the bar offers a better climb rate. Answer: D

The potential ror human or mechanical error is present while towing. This makes il more dangerous. False

flANC GI.IDINC

NOTE: The views expressed in this article are not necessarily endorsed by the USHGA, the towing committee or this publication, but are presented to further discussion on towing safety. told to stop. The pilot had a release failure and passed the truck pulling the line behind him. Having a front-mounted winch, the tow technician was unable to hook knife the line as it began to tension off the spool. Instinctively the experienced tow pilot "stuffed" the bar and the weak link broke when the line got tight. He landed without incident. Very Important: If the weak link is oversized, chances are it would not break. This would cause a severe nose-down attitude. The pilot would not have a chance to deploy at 100 feet AGL. A11slt'er: C Editor's note: More comments on this one next month! l 0)

By pulling in on the basetube at launch speed, you will find the glider stabilizes at a neutral angle of attack and will not generate lift, which would cause a problem in this situation. (At the next opportunity, mount glider, restrain basetube and with no pilot accelerate to launch speed and release nose line and backup.) Answer: D

11)

A11.1wer: C

12)

A11s1rer: B

13)

This is one of the most important questions in the study guide. lf for any reason you are not comfortable with the tow, release' Unlike mountain flying, the next tow is only a few minutes away. A11s\\"er: C

14)

This is a common occurrence in foot launching, especially in a crosswind situation. Again, the next tow is only a few minutes away. Don't risk injury trying to "pull it off." Amwer: D

NOVEMBER 1991

"If you do not feel comfortable with towing, don't do it. Being cautious is a benefit, however, being paranoid can be detrimental." 1SJ

16)

17)

The first ten seconds is the key here. During this time the pilot must stabilize, acclimate to the pressure, speed and nose angle, and is below effective deployment altitude. This is the most critical time of any tow. It is my opinion that there must be someone watching every second of every tow, and located in such a position as to have the ability to cut the tow line or nose line, and operate the winch control pressure and nose release. AnsiFer: D The answer to this one depends on several considerations not addressed in the question: altitude, pilot skill, etc. The correct answer cannot be listed here as it depends on the situation. I would bank the glider higher if I had the altitude, as a release in this situation could further complicate the condition if the line got caught on the glider's frame ahead of the weak link. As a last resort I would deploy my chute. Step towing is an advanced form of towing and is not recommended for inexperienced tow pilots. As the driver or tow technician, watching the line angle is the best method of evaluating a tow. Winch pay-out speed, glider

climb rate and airspeed at the front of the lluck are not as accurate. Answer: D 18)

This is a very dangerous situation for the ATC riders. One does not expect rope to be falling out of the sky. Adding tension to the system will "clothesline" the rope and worsen the situation. The correct answer must be decided at the scene. Be prepared to do A, B, or D.

19)

No danger to the pilot, however, rope traveling at 25 to 35 mph (rewind speed), will cut through skin with ease. Keep wuffos' children and pets away from the incoming line. Never use a gloved hand or a hand-held fixture to guide the line onto a spinning winch. Many winches do not employ an automatic rewinder. A broken Llpright with an aluminum carabiner clamped to the encl makes an effective rewinding tool. Use a retrieval system: ram-air kite, drogue, small chute, etc. False

20)

This is a hot issue. From experience, good and bad, I do not recommend ex ceeding 200 lbs. breaking strength for a weak link. The lower the better. If you are not breaking weak links on a regular basis, they are too strong. Pilots who are training should be forced to break several weak links as a part of their training. We have used a #4 solid braided polyester line with good results for many years. Answer: D

21)

l have witnessed this on several different systems. This is a very dangerous situation and it happens too often. It is caused by a high nose angle which is fixed by the nose restraint line before launching. Pulling the bar in will keep you from fiying. However, the glider at this point is usu-

ally oscil!ating, making an attempt to stay on the truck difficult. I would recommend releasing if possible and try to pull off a landing. I recommend not exceeding a 5-degree positive nose angle prior to launching. Answer: B or A 22)

23)

This is a common and very dangerous situation, especially on a trailer system. If you push out you will surely stall since there is not enough airspeed to launch. If you pull in your wing tip will be forced into the ground. If you release you may cartwheel since your left tip is lower and would probably hit the ground first. Answer: C If you feel the glider has enough airspeed to fly and is not oscillating, release the nose line. If airspeed is questionable, assist the pilot in holding onto the truck while telling the driver to abort. An.1wer: A, B or C

24)

25)

26)

27)

Glider oscillations alarm many pilots during a tow. The problem is easily remedied by two methods: Tow with a Hewitt bridle or stay in the center of the bar and steer with rear portion of your harness. Answer: A or C depending on pilot experience. With a partially deflated canopy and three feet of altitude I recommend releasing. Answer: D This is a very critical moment while towing paragliders, and the tow technician should be ready to dump all pressure or cut the line. Answer: C or D

28)

Mountain launching a paraglider is safer. Any type of towing is inherently more dangerous since there are human and equipment factors to consider. False

29)

Although the pilot must run faster, towing paragliders in a no-wind condition is not a problem. True

30)

Probably one of the most important statements in the article. If you do not feel comfortable with towing, don't do it. Being cautious is a benefit, however, being paranoid can be detrimental.

I would like to thank Bruce Adams, Dan McManus, Andy Rockhold and Greg Smith for their contributions to this article. Any questions or complaints can be forwarded to: Brad Lindsay, 54 E. Paradise Lane, Phoenix, Arizona 85022 (602) 992-7243. All letters and phone calls will get a response. •

Applying both brakes moderately will reinflate the canopy faster than pumping them. Answer: A

Hang Gliding Lesson #1

The

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r~' It 1

Airspeed Indicator with Long Bracket

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Control Bar Protectors

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this episode of FM Limits I will auempt to clarify some or the previous information, and comment on some inquiries regarding PTT (push to talk), YOX (voice-operated transmit) and other associated topics. I will ask you to take a second glance al the.January'() I issue article for reference. Even though Lhc material gets a hit thick, there arc good chunks of info to review.

CORRECTIONS 4C) of the January '() I issue mentions "18.5'' for hoth bands." This should be 18.75. illustration shows a radio mounting Page position. Thc dottGd line shows an alternative coax routing path under the chute, c11ding up al the upper storage compartment. The hand in the is years old, for scale. photo on page Finally, on page the i15 note reads brass rod, which should he tubing. VOX REVISITED !com has an optional VOX/PTTheadsct, model /I !IS-51. This seems to be a very well··dcsigncd option with a $60 price tag, but a simple modi ficalion is needed. Ou! of the box they arc too sensitive for our use, so Figure I shows how adding one resistor can change the sensitivity range. Even though this VOX-box has an ad just1m:nt on the bo!lorn, it tends to make Lile voice too weak (trust me). Caution is advised when soldering to surfacc··mounl circuitry. I suggest a low wattage, rinc-t.ip soldering iron be used. The PTT button is localt,d on one side or the VOX housing and the other side has a transmit mode select switch. (Sec Fig. I.) This NovEMmm 1991

Douglas

will allow the pilot lo turn off the VOX whenever there is a need to speak without intcrfcr. cncc to others on the same frequency. This unit can also have a PTT switch wired into it. I\ small coax can be nm out of the bottom of the unit, with a rnini·plug mounted on one end (in order to add external PTT to existing headsets). This will connect in parallel to the PTT switch inside the YOX/PTT device. Of course you may add such a switch to any system that uses a singlG contact (momentary on /off) for transmit control. Consult a technical person for further clarification.

PTT A RA I STYI ,E Push To Talk systems can reduce the engineering time that a YOX may require. Herc you will finds a few ideas. Inspired by Chris Arai, Figure shows a simple-to-construct, finger-mounted PTT sys tern detailed in Figure 3. Engineering of the actual parts is a mall.er or personal preference, but I will suggest a few considerations. On Chris' system, a momentary rocker switch was used. If bar mitts arc used, a micro switch may allow more room lo reduce accidental transmissions. Radio Shack has a tiny switch: P/N 275·0 l 7, for $1.79. With 112 screws, this will mount nicely to a piece ofvclcro cut lo the size of the switch. (The switch can be mounted directly to vclcro with 1/4" washers. The hook and fuzz part of the vclcro arc pressed togcthl:r, the width of the micro switch, and two small holes arc melted or punched through the vclcro overlap area. Sec Figure 6.) Flexible wiring may he permanently mounted inside the sleeve of a frequently used Clight coat. Conncctors may also be used, but keep in mind: 1hl: more plugs the more that can go wrong. I suggest one near the headset. I think the wire should be RCJ-174 coax. This stuff is very tough and l'Jcxihle. lfnonc is available, use any strand type wire. The actual PTT connections to your particular headset will vary, so I'll list those I'm ramiliar wi1h. The Kenwood TJ-1.26, 25 series

Jan Douglas shows dad where to test for VOX adjustments.

ICOM HS-51 VOX MOD ADD A - 1.0 Q Resistor

~ This side is ground

PTT Switch Transmit Mode

TOT

S __ el_e_ct_S_w_i_tc_h~~~~---<) PTT

2vox Chip Resistor

•

VOX INTERNAL VIEW NOTE: 1K will provide less sensitivity than 1.5K or 2K, etc. Solder with low wattage.

necessary for successful operation. Recently I was asked if a BNC-type connector could be added to a Maxon radio. The answer is yes. The screw-in duck antenna can replaced with aBNC plug, however, a simple solution is to use the special adapter found at most business radio shops. As far as backup battery systems go, a plug can be wired into the radio, but extreme caution is advised before proceeding. External power CANNOT survive a mistake. REVERSING POLARITY ON BATTERY-OPERATED DEVICES CAN FATALLY DAMAGE INTERNAL CIRCUITRY! I stress the importance of this here based on experience. The VOX/PTT accessory may easily be fitted with a remote PTT switch. A quick internal view will let you see if the circuit connections to the PTT switch can be accessed. Pendulum Sports (Jim and company) will probably have supplies and the latest info on these types of radios, or know where to send you .

SINGLE SUSPENSION ANTENNA CONVENTION There are a few tricks to review when installing a permanent antenna system in a CG harnesses. If you are, as Dennis Pagen puts it, "One of those projectile replicas or sleek missile types," you probably have a CG pocl. To generalize, I will refer to the Wills-Zipperman I (Z-1) and the Raymond Equalizer. The Z-1 has two aluminum poles running along the top sides. These will affect the "SWR" or "balance" of the coax-antenna when installed. In FM Limits (Jan. '91 ), I stressed keeping the shield and the center lead one inch or more from

To plugs and headset Figure 1

enable transmit (TX) by shorting the outer rings of the mic and speaker jacks together with a switch. The Yaesu 209, 23R, and 411 series enable TX by shorting a 4,000-ohm resistor across the mic lead center AND outer wire (Figure 5). Jcom will work with the Yaesu headset (YH-2), but only with the PTT switch constructed as shown in Figure 3. (Figure 5 shows the transmit enable methods for the more popular radios available. If you need any specifics on your radio, don't hesitate to call.)

ADDITIONAL PTT SYSTEMS Speaker-mies seem to be costly for what you get. A way to cut cost on these could be to buy an after-market version. A place called EEB in Vienna, VI\ stocks these for approximately 40

Thumb-Activated PTT Switch (velcro mounted)

$20-$30. Their order # is: 1-800-368-3270. The model number is: DMC5371, Kor Y depending on manufacturer (i.e., DMC537Y for Yaesu).

IMPROVING THE BUSINESS

Figure 2 PTT Wire

Business radios can have almost any system adapted to them, however an understanding of the radio's specific connection requirements will be HANG GLIDING

TRANSMIT ENABLE FOR ICOM, KENWOOD, AND YAESU/MAXON

Figure 3

YAESU/MAXON & ICOM PTT

YH-2 (Yaesu) Mic Common /

Mic

~ Mic Center (hot) ~Speaker+

Speaker ICOM~

"'Speaker Common

Male* A-A~ ---rr--..1~--- B -· B Mesh

Separated mesh between plug & mic

······························· Center Conductor From Speaker ·· ·.=-Shield _ Mesh

==iJ

Speaker ' YAESU ~ l3900D res. i

Mic Center

From Mic

}

Mic Element

[J Mic

To Radio

Switch is PTT Lever

R1 = 3.9K or 3900D or 1/8 watt resistor

Radio Shack Switch

(not used) '-normally closed

Common/ Normally Open

NOTE: Using RG-174 coax for the PTT switch will increase durability. *Miniature plugs can be added for better mobility before flying.

~:~j

Female!* Mini-jack /

KENWCODi[r momentary, · normally Mic Speaker open · any type. ·

Figure 5 Figure 6

Hook Side Up

- - -

Bungee Coax Attachment Antenna \/ Points '--

/~/

CG Shift

Coax~ BNC Connector -

NOTE: The actual test of the coax antenna has proven to be the most functional with the least trouble of all evaluated. 50-100 miles air-to-mobile have been common using low power on the glider radio.

#2 nut & screw

Velcro: Any Needed Length

Fuzz On Other Side

Figure 4 any body part or metal framing. A good plan would be to route the shield, or outer mesh, in between the two support poles. This should be far enough away so as not to affect the antenna balance. Since the main suspension straps attach at the edge of the harness, a slight jog in both the antenna center and mesh will be acceptable (I" or 2"). If you have a Z-2 or Z-3, the short aluminum poles should not be a problem. On CG types, you may want to look at using a bungie retracting system. The concept here is to allow the full function of the CG shift, while keeping the shield mesh fairly snug (see Figure 4). If there is too much bending on one leg of the dipole, a mismatch can develop and cause some loss of performance. An appropriate bungie may be found at a fabric supply store. The kind I used was 1/16" diameter, and a oneNOVEMBER 1991

foot piece would stretch to more than two feet. Attached near the rear of the harness, and the other end on the horizontal leg of the dipole (shield), a slight bit of tension can keep the leg straight throughout the CG range. This will work on the Moyes Xact, CG 1000, and similar designs. A second choice would be to go to Radio Shack and purchase a six-foot piece of BNC coax. With two male connectors at each end, you'll need to buy a double female BNC adapter. This will allow you to use your existing rubber duck which can then be routed up the same path previously mentioned. Here is where the long duck would serve best. All of this material has been field tested and seems to represent the preferences of the pilots I assisted. I'm sure that in the near future harness manufacturers will

install this as an option, since it is a simple and rugged design.

NO CODE LICENSE The FCC has changed the rules and now offers a NO CODE Tech license! This was effective 2/ 14/91 and from what I understand, the study guides for the Novice and Tech are all that are needed. Now there is no excuse for those procrastinators. For further information call (415) 545-3043, 7:00-4:00, M-F, pst. •

In Mike McCluskey's letter to the editor on page 9 of the last issue, reference was made to the Icom 25AT. This should have read 2SAT. Strangely enough, there is another radio from another company with the designation 25A T.-

Ed. 41

Steve Brockman launching a standard Rogallo from High Drive near Spokane, Washington in mid 1973.

by Briggs Christie h, yes, we 're !JC1clwgain. Our interview has slowly turned itself" into II story-telling session mu!, as is often the case in aviation, the "thought I was gonna die" stories arc beginning to surface. l.ct's listen in: Larry: I'll tell you a story about a first mountain night. first one. Lee had already nown at Pacific Valley, fairly high, and I was down there with Alan Patterson and a couple of other guys. I was nervous; we got up to launch and I was really, really nervous at Plaskett. I launched off... I'd always been low to the ground and it didn't look like I was moving and I looked down and thought, "I must be hilting a

headwind." I looked out on the ocean and the water was glassy and l thought, "I must be hitting a strong headwind. f"m not going anywhere." l pulled the bar in and still felt like l really wasn't penetrating and pretty soon l' d pulled al I the way in to my belly, my eyes were streaming tears, l could hardly sec where I was going. This is Pacific Valley at Plaskett, 3,000' and real steep and I was below the ridge top all the way clown, not going to make the landing area, which is probably at a 45° angle from launch ... Nriggs: It's abolll a two--to-one glide! Larry: I thought I was gonna die, man' I was just freaked out and I went between the fIANC CurnNc

house up on the hill behind the school and the trees and down this driveway! I was scared! Lee (remembering how funny it had all been): He had that thing stuffed. We're standing up on top of the hill, and he just zooms off! Larry: I didn't even make the landing area, I landed in the corral where the school is, didn't even make it across the highway! That freaked me out. So the first time I was nervous and l went up for a second flight and was paranoid I l was trembling! I remember Alan Patterson saying that I just suffered a little "dive syndrome" and he was real calm. He had a very calming affect on me, talking to me real calm and I said, "Man, I'm scared!" shaking, and I launched anyway! I could hear him in the background yelling "Looks good!" and I just relaxed and it was a great flight! Lee: I'd forgotten about that. Jean-Michel (recognizing the story as familiar): God, for the first two years of hang gliding I didn't even know there was another hang glider pilot in France. I thought I was the only one. I wasn't, but I had never met any of them. I never had anybody to pat me on the back and tell me what I was doing right or wrong, and the guys I was hanging around with couldn't care less about aviation. The concept of speed was how fast the ground was going by below your feet. Well, at a thousand feet above the ground, that ground's not moving anymore. That's the only reference you'd gotten used to ... It's the wrong one, but it's the one that made sense so far. You' cl take off, look clown and think, "Okay, I'm going about the right speed," and you'd fly away. The noise of the sail would tell you how slow you could fly. If the sail stopped fluttering, you stalled. Jim: I used the same thing. Jean-Michel: Yeah, if the sail flutters that means you're gaining speed and as far as top speed is concerned, well, the ground's gotta move! A thousand feet off the ground, it's not moving anymore ... Jim: I used to get a crick in my neck looking over my right shoulder at the trailing edge fluttering and as soon as it stopped I knew I had to pull in! Jean-Michel: I remember going off that gap I was talking about and pulling in like crazy ... I must have copped about a one-to-one glide and landed right at the foot of the mountain. I remember landing and going, ··rvry god'" I had just wanted to keep that grmmd going by NOVEMBER 1991

and just buried the bar following the ground! L£my: I found out later that it's real common for first high flights. (It's interesting to note that this is still the single most common phenomenon you find on first high altitude flights. We may enjoy the benefits of newer designs and professional instruction, but some things just never change.) Steve: I've got a first thermaling story, but there's a little bit that leads up to it because of the situation l was in. First, I was teaching survival in the Air Force, an E3, and all the officers around the training squadron had to be pilots-that was part of it. Well, the squadron commander I had used to be a fighter pilot and he also flew sailplanes. I'd be out working on the glider, set up on the lawn outside the barracks, and he walked by one day and saw this thing and was amazed. Well, I was at High Drive one clay with the intention to fly, but I bad no driver. This guy pulls up and says, '·Don't I know ymt?" I said, ''Yeah, 1 work for you." He asked ifI was going to fly-this is a full bird Colonel, one step below a General-and he was kind of interested in hang gliding. I mean, he was smart enough to realize that only stupid people flew them back then, but... (This one gets yet another giggling session started as everyone remembers the "that looks great but I' cl never do it" attitude that they were met with in the early days.) Anyway, he asked ifI was going to fly and I said I would if I could get somebody to drive my car down. So my squadron commander drives my car down so I can get back. This is how I got introduced to this particular person. About a year later I got a Seagull IV, which was the glider I really learned how to fly on. We'd been flying off Tekoe and some other places and doing some ridge soaring. I'd seen this one place going out to our training hill that looked like a really neat rock cliff, so me and three other guys went out and hiked out an hour to this cliff edge. Well, here's this rock face and we get out there and it blows 20 and then goes calm, and there's big puffy clouds with flat bottoms everywhere and we were thinking it was really weird. You know, a little bit of ridge lift and then wham, it would blow like stink 1 So I took off and it was, like, where's the ridge lift'? I was on a steep spot but it was all going down ancl then the places tlrnt shouldn't be good were lifting. I got over to the other side where there should be ridge lift and I'm going

down again. I flew back and went back up in the wrong place again and it was like everything I' cl learned up to that point about ridge lift wasn't working! I was going up where I shouldn't have been and I wasn't going up where I should have been. I was really confused and flew around for close to an hour in the stuff,just flying back and forth up and clown this ridge and there was enough thermal activity that it kept me up. I landed and went back to the base and was working on my glider that night, and the colonel walked by and said, "Must have been a good day to go flying today, huh?" I said, "Yeah, it was kine! of neat, but it was really weird." He says, "There were cu's all over the place and it looked like a great day for thermal soaring," and I said, "Thermal soaring? What's that?" Well, he went back to his office and gave me a copy of "The Joy of Soaring" and he said, ''Read this." I read the chapter on thermals and thought, "Wow, that's what was happening! Big puffy clouds with flat bottoms, you know?" The next day we went to Mount Spokane and there were little thermals. I went out and hung out and kept circling in this one spot and stayed up for about 30 minutes until it died, and went in and landed. It was like the little light came on over my head ... it was just so strange flying back and forth wondering, "Why am I going up here?" Briggs: You'd look back on that clay now and think, "Yup, 100 miles." Steve: Yeah, exactly. Lany: I remember flying at Pacific Valley out of Pruitt in standards, before we knew what thermals were. We would fly out and think it was just turbulence ... Briggs: Well, it was. Lany: Well I got through it! I realize now, you know, you'd go down and you'd go up and I just thought, "Must be some hellacious rotor there and I'm so glad I survived that one!" (The memory of that first intense thermal passes quickly through the group and the laughter, though sincere, carries just a hint of the fear and respect for the power of the air we fly in.) I'm serious! We'd talk and say, "Did you see how bumpy that was? What the hell was that?" We didn't even know what thermals were. Jean-Michel: I must have evolved slowly or something, because there were two or three of us flying and we' cl hang around and fly

LEFT: Steve Brockman flying from Steptoe Bulle in Washington state. ABOVE: First "high performance" glider in J 974--a Seagull IIL

logclhcnmd the same lhing occurred. This poor bugger lakes off and goes shooting straight up and we're yelling, "Pull in! Pull in! Turn' Come Back!" Everybody had different advice for the guy and he finally gets dumped out and we get lo the landing area and we'd all be talking at once, "Man you went shooting up ... " Sieve: You know, when l moved here I was flying an Oly and I was flying Funston and wen! to Waddell where I met a guy with an hasy Riser and some other guys. I was talking with them and asked if there were any places to thermal. They said they were going to have a fly-in at Anderson Reservoir. I.arry (pointing an accusing finger at Steve): I was there, you dog! You went up and I was losin' it! Steve: I'm there with this Oly and we all meet down at the bottom and I walk in kinda like, "Y cah ! This guy told me I should talk lo you guys," and I me! Jim Shumaker and all the people I fly with now and .. f£c (unable to resist a quick shot at an old friend): That's when Steve looked like .Timi Hendrix with his afro.

Jrnn-Michcl (stirring the pol jusl a litllc): That's right, you looked the part... U1rry (ye! another stir to the now very warm pot): And he was 70 pounds lighter! Steve (putting up a feeble defensive front): Not quite, but... Je1111 Michel (finishing the stew that Steve is cooking in): Okay, 681 Steve (admitting defeat gracefully): Any way, we go to the top and there's all these dust devils breaking through and birds Lhcrmaling, ancl I 'rn going, "This is gonna be great!" and everybody's saying, "We don't gel thermals this close to the coast." They kept telling me that, "We don't get thermals," and I'm going, "Well, okay, that's fine, there's som.eihing going on!" There were these guys sitting on launch. I.any: That was Steve Espinosa and he was jazzed because he was so new. He went up and you went up ... Steve (nodding): lie was talking to me and he was really jazzed to f'ly, and I was just going, "Let's go, let's go, let's go'" and there's these guys siuing there on launch ... l'm going, "Whal arc you waiting for? Let's go!" And they're

saying they're waiting for it lo gel good. "Whal do you mean, waiting? Get ou1 of the way!" Herc I am a visitor and l'mjust being rude to everybody. I took off and went right up to a thousand over and then Steve Espinosa secs this. He's new, doesn't know any better, so he takes off and starts following me around and starts circling. We watch everybody fly down! l.arry: Espinosa goes up, he goes straight up, and I had thermaled just recently at Mount Bullion, knew what was going on, ran out there in my Phoenix 8, rolled it over and was in the hottom of the thermal watching !hose guys, zero sink and they' re just climbing out and l was so sick ... Sieve: I flew for a while thinking, "This is great!" and still all I heard was, "You don't gel thermals ... " Well, I don'1 know what they were, but they were g real I Larry: That was a great day, man. Steve: Ycah, it was. l.arry (with a mischievous gleam in his eyes): There's a story---this is years ago---·l .cc Gardner has this 17' rrcc Flight yellow glider and we're out at Sand City, just me and him.

r lANc G1.m1Nc

This was one of our first soaring things and it was a real light day and he launched off, flying back and forth below the hilltop, right? The kingpost was just zooming by about a foot above the hill. He was zoomin' back and forth and he caught his wingtip on tlie clump, and it turned him into the hill and stuck him to the side of the hill;just pasted him to the hill. (He's gesturing with his hands, showing a pancaked glider on a steep face with little kicking kegs underneath it.) So I had to go over and climb clown. He's stuck in his glider and we get him clown and he says, '"Larry, let's not tell anybody about this," because he wanted his ego to be protected. l said, "Sure Lee," and I've told everybody I can ... I want you to print it! This was 19 years ago and I have told el'ervbody' Lee (wounded, but he'll live): I'll have to tell ·em, I hit the dump another time and I nosed in and it was light enough that I didn't get pasted to the side of the hill, I was stuck with the nose in the side of the hill. .. Briggs: A lawn dart! Lee: I couldn't touch the ground' Jean-Michel: Talking about Aetna, I've got a story about Raccoon Mountain, one ofmy most embarrassing flights. Briggs: Larry's definitely stat1ed something good here! (The mood has once again shifted as the stories come flooding into the pilots' minds and the scope of the conversation has grown. Rather than a conversation limited to the living room, they're now telling stories to the readership of Hang Gliding magazine and, well, you're really going to enjoy this ... ) Jean-lvlichel: I was coming in to land, it was late in the day, really dark, I had flown all day and thought I had the place wired. I was just on approach and there was this good-looking girl who was in the campground there-really nice, nice bikini-and she was looking at me. I looked at her and came gliding on in, waving, and forgot about the volleyball net! I swear, they don't even make cartoons that good! I just went "Boing" and back, yelling, "Whoa!" Just like a rubber band! (The place is rolling at this point.) I went back. still waving, like, "Bye-bye'" (His hand motions describe it perfectly, with his arms outstretched, a big smile, and fear in his eyes.) Jim: Mike Pleskovich was flying a Seagull VII at Lookout and he had this bad target fixation thing, and would always get fences. One day he'd hit a fence, the next day he'd hit NOVEMBER 1991

a fence ... One clay, he's aiming right at this fence and he's doing everything he can to get over it and just diving at this fence. He starts to push out to get over it. On the old Seagulls they used to drop the tail wire bolt down from the top and it had a wingnut on it. The wingnut caught on the top line of a barbed-wire fence and it just stopped him like a boomerang! He just went "Bwang!" Briggs: I remember you saying something about tandem flying with Matt Taber. .. Jim: Matt Taber and I used to fly tandem. That was before either one of us real! y knew that only one pilot should be doing the flying! We have conflicting flying styles, so we' cl get down near the end of the ridge and I'd be flying along all relaxed when all of a sudden the bar would go ''Wham!" (he jerks his arm to the side) and I'd look at him like, "What the hell are you doing?" He 'cl say something like, "Don't get so close over there 1" It was bad. When it was blown out, we used to take the Eaglets out. The harder it blew, the smaller an Eaglet we' cl get out, breakaways and all. Jim McKee and I set the first tandem record on Jockey's Ridge in a 19 l Eaglet complete with breakaways on it. It was only, like, two and a half minutes ... Briggs: That's plenty! Larn·: How about one of your most embanassing flights, Steve? Briggs: Yeah, come on, Steve. Steve: I've never been embarrassed ... (A chorus of groans pervades the room) Jim: The cables, what about the cables at Marina? Stel'e: No, I don't remember that one! Jim: I remember it. You tried to go under the cables! Stel'e (once again admitting defeat): Well, there was one before that. I totalled a Seahawk at Marina. You know, I' cl come to Marina from the mountains; started on a 600' hill. I got to Funston and just about died laughing the first time I saw it. The first time I got to Marina it was, like, "You've got to be kidding!" (All of the pilots, Marina regulars, get a good chuckle out of that, remembering the countless times they've seen mountain pilots humbled and confused by the little ridge on the Monterey Bay.) Marina is truly a unique place. I mean, how many sites do you know where first-day students and 20-year veterans launch from the same spot'J Jean-Michel: Like John LaTorre says, the

beach is a place where you can land on top and take off from the bottom! Steve: Right! So anyway, I went to work for Pat Denevan, well, I put an Oly in the ocean at Funston, soaring on a marginal day with no beach, and to get it fixed I had to work! I went to work for Pat at Super Fly Sky Sails. We wore red jumpsuits out at the beach. We had to walk the beach before each class picking up the broken glass because it wasn't a State Beach yet. Larry: There used to be a lot of glass there. Steve: It was awful. Like I said, you'd line your students up and walk clown the beach and pick up garbage before you could teach. Jean-Michel: It was really bad wasn't it'l Steve: So anyway, I' cl been soaring all clay long and made my first ttip to Sand City (12 miles round trip), flying a Seahawk and flying a Nova, and all these neat things, right? I'm llying the Seahawk at the parking lot and Pat was standing on top going, '"Land here, land here," so I decided to land there. I turned to set up and stalled the wingtip, stalled something, and I was headed for the parking lot realizing, "Cars are hard. If I try to pull out of this, I'm gonna hit the cars. If I just let it go around, I'm gonna hit the sand dune, which is probably softer." You know, these things are going through my mind, so I just let it go and I see my students and other people and they see that I'm crashing. They think I'm gonna hit the building. I was hoping that J wouldn't and I look back and see these people running toward me, one of them with a camera. I remember this thing going through my head, "This is great, they're gonna have me dying on film!" The wingtip hit and I broke everything but the control bar. Both deflexors, both leading edges, both crossbars, the keel and the kingpost. The downtubes and basetube were fine! It just wrapped up and, I mean, I wasn't even sore the next day! Lany: Because of the energy absorption. Stei'e: Well, yeah. J get up and I'm sitting there, unhook from this mass of mangled dacron and aluminum and I look at Pat and I say, ·'Here it is!" Jean-Michel: I saw a guy on a Seahawk at Marina, on a stinking honking day a long time ago. I remember this guy was just struggling, we're talking about blown out. We'd all packed up and he still tried to fly and somebody forgot to tell him that it was a bit much. He was struggling and struggling and sud-

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Now Available to USHGA Members denlythe nose got up and wecouldn'tget to him in time. He flipped over and became a tumbleweed. I mean, here's a guy going "baboom, baboom, baboom" downwind (he's making a gesture with his hands that reminds us of a basketball bouncing down a court) ancl every time he went "baboom" he would break another piece of the glider! The glider was getting smaller and smaller... We tried to run and help the guy out but he just kept going "baboom, baboom, baboom!" It became increasingly spherical, you know, and it was just like you could add up the dollars every revolution. Barn, another 200 bucks! Jim: Back then it was like ten dollars! Lee: What about you, Jean-Michel? Jean-Michel: Well, I had a couple of embarrassing ones. I've got a stupid one, really. I was on my second or third "design," and I couldn't find nicosleeves in Chamonix-not in the right size-so I would use u-bolt clamps. Unfortunately, the hardware store that I went to didn't have the right size so I got one size larger and remember I had my side cables made with these clamps. There was a pigtail hanging because I was still playing with anhedral and such, so I had this extra cable hanging. I tightened these u-bolts down. Well, I thought they were tight enough, and I was flying pretty high, 7,000' vertical and 500' or so off the ground. In Chamonix, it's quite steep, kind of like Yosemite. You clicln't have glide angles along the trees. You' re very quickly high over the ground. I'm flying and hitting some turbulence and I remember looking over at the extra pigtail of cable and it's getting shorter! Control bars were really small then, flying seated, so I was wrapping the remaining pigtail around the cable and holding them in my hands real tight, as if it would make a difference. It was really turbulent and I could feel it slipping in my hand! I get an inversion and "Bang." By then I didn't want to open my hand and check it out! I started flying real close to the trees, I mean real close to the trees just in case I was going to crash ... I remember landing and there was about two inches left! Steve: Hell, you had another thousand feet of flying left! Jean-Michel: I've never felt so stupid for so long in my life. You can't do a thing about it, yelling at yourself all the way. LanJ: I've got a story about stupidity, again with Lee Gardner. Lee: Do you have these saved up or some-

thing? Larry: Hey, you've got a picture of this one! Me and him and Shumaker-a bunch of us-we all go down to Pacific Valley. We're at the lower launch and it's nothing but a wall of fog, solid fog. You can't see anything and I'm sitting there thinking we can't fly. Shumaker says, "Why not? You drive your car in the fog, don't yon? You're going 60 miles an hour and it's no problem, so it shouldn't be any problem." (Steve puts his head in his hands at that, not believing the words he's hearing.) Well, it sounclecl logical so we all set up and launched into this fog, man, and as soon as you were enveloped you knew, "This is a mistake! Oh Christ!" That scared the hell out of me and we all did that. It was so stupid I can't believe it! Steve: I was on a Fledge down there and the fog's going in and coming out and we decided to launch anyway. We figured if it came in we could land out on that point down below the rock pile. Well,just as I went past the last point of land the fog went "zip," right in under me. I could still kind of see the highway, so I set up on that and kine! of guessed at where things were and sank into ... well, it was like flying into the twilight zone. You'clget clown to this cloud with your shadow and the glory around it and you're getting closer and closer, and then all of a suclclen you're in it and you're listening for the surf! I saw the ground and then it went away, and I realized I'd gone over the cliff! I made a quick turn, saw the ground again and flared. I lanclecl and just missed two people who were walking out to the edge! They were kine! oflike, "Where'd you come from?" and I'm sitting there kissing the ground! Larry: You know that circle of rocks out there in the landing area? I've tried to come close to that so many times and I'm always 15 feet away or something. One clay I came in with about 300' of fog overthe landing area. I could've lanclecl at the Ranger Station-it was clear over there-but decide I'd just go right into this fog. I could see the mountains and see where I was set up. I couldn't see the ground, went right into that fog and flared and I was dead center in that circle of rocks! I swear to god. •

Next month: car landings, tree landings, the early days of Flight Designs, flying in Moab and some tho11ghts on theft1t11re of the sport as we wrap up our series.

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HANG GLIDING

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$ _ _ _ _ __

$_ _ _ _ _ _ $24.50 (Must reside with full member) . **************************************************************************************************************** FAMil..,Y MEMBER:

OTHER OPTIONAL MEMBERSHIP PROGRAMS: Send me Information ALTERNATE MAGAZINE MAILING SERVICE: (Airmail & 1st Class) Send me Information VISA CARD INFORMATION: . . . . . . . . . . . . . . . . . . . . . . . Send me Information PARTICIPANT ACCIDENT{TI-IEFf OF GLIDER INSURANCE: .. . $_ _ _ _ __ NAA MEMBERSHIP ($22.00 annual dues includes FAI license) .... . **************************************************************************************************************** CHARGE MY:· MasterCard __ VISA ($2.00 handling fee - cash/check/M.O. payments excluded)$ _ _ _ __ Credit Card# Exp Date /_ _ __ 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

O n May 19, Rob Millman of Baltimore, Maryland, launched his Delta Wing 220 Dream from the Pulpit and flew for an hour and 45 minutes. The Pulpit is a 1,000-foot AGL site located on Tuscarora Mountain overlooking McConnellsburg, Pennsylvania. It is owned jointly by the Capitol Hang Glider Association and the Maryland Hang Gliding Association. (For the details of how two neighboring hang gliding clubs came to buy a site, see "The PULPIT: The History of a Dream Realized" by Skip Rifkin, with Bill Chambers, Hang Gliding, May 1988.) The remarkable thing about his flight was his passenger, Miss Sherry Gordon, age 12, of Fort Loudon, PA. Sherry is an unusually self-possessed young lady. She is a straight A honor roll student at the James Buchanan

Flying •

err

ISS by Sherry Gordon/ Debra Gordon Dorothy Gordon Art Barrick Rob Millman and Keith Ford 1

as told to Frank Sauber

Middle School in Mercersburg, PA. Her family includes her grandmother, Mrs. Dorothy Gordon; her parents, Debra and Roger; and her brothers and sisters, Roger Jr., 15, Kenny, 14, Kathy, 10, Matthew, 9, and Jennifer, 2-1/2. Sherry and her grandmother have an especially close relationship. They regularly attend the Clayton Memorial Church of God near Mercersburg, where they sing in the choir. They also visit and sing at nursing homes and at the homes of people who are sick or injured. There's one more thing about Sherry: she has a bone disorder. The ball portion of one of her hip joints is deteriorating. Sure, she has her bad clays, but most of them are good. And May 19 was one of the best. Early in the year during one of their visits to the church, Sherry and Grandma Dorothy chatted with a group of friends that incluclecl Keith Ford, a hang glider pilot who lives in Greencastle, PA. Keith frequently mounts a camera on the control bar of his glider and takes pictures while flying. On this particular occasion, he had a number of pictures he had taken during a flight from the Pulpit which he was showing to his friends at the church. Sherry took one look and was hooked. She just had to fly a hang glider, that's all there was to it. Now, Grandma Dorothy has been around long enough to know that a spirit of adventure is something to be cherished and encouraged. Her enthusiasm surpassed even Sherry's and infected all the other friends in the group. She immediately asked Keith to arrange to get Sherry into the air. As a Pulpit pilot, naturally the first person Keith approached was Art Barrick. Art is an Advanced-rated hang glider pilot and also a USHGAcertified Instructor and Observer. He and his wife, Jean, Ii vein Fort Loudon. He has been active in hang gliding, particularly at the Pulpit, for years. He has almost adopted the place, and has spent many hours maintaining and improving it. But, no, Art could not fly Sherry or anyone else, because he does not hold a USHGA Tandem Instructor rating. However, he promised Keith that he would make the arrangements if it were at all possible. It took several months of dedicated cletecti ve work and many telephone HANG GLIDING

Sherry gets a hang check jusl prior lo the flight. Photo by Ari Barrick.

the next hour and minutes, Rob worked ridge and thermal lift. They got up to 3,300 feet above launch, 4,300 feet Sherry's delight, that was a thousand feet above any of the other gliders the sky ... Sherry's facesplitting grin never faded throughout the whole flight." calls, hut J\rt rinally connected with Roh Millman. Roh has a Tandem Instructor rating and owns a tw1dern glider. Moreover, he was delighted with the prospect or teaching Sherry. Now that the flight appeared to he a real possibility, Art proceeded with the rest ol' the arrangements. He proposed to the Fort Loudon

NOVEMBER 1991

and the Merecrshurg American I .egion Posts that they support the projeet with the necessary funding. Art is well known among, and has a great deal or inrluence with, the Legionnaires. He is a past Commander and is currently the First Vice Cmrn nander of' the Fort I"011don Post.

The two Posts pledged their support, Sherry became a US! !GA member, and the night became something that was certain to happc:n. The only question was when. Meanwhik, Sherry had her own arrangements to make. Grandma Dorothy was solidly on her side, but her parc:nts had thc:ir reservations. Both of them thought she: would back out at the: last minute:. But Sherry pc:rsisted. She: insisted that making that flight was something she rc:ally wantc:d to do, and in time they came around. People who arc: l'orlunate enough to share and eontribute to the warmth or a loving family take each other seriously, even if one is only 12 years old. There never really was any doubt about the outcome, nor would thc:re have hcen evc:n if Debra and Roger had not bec:n mindful that there: might come a time whc:n physical ac:tivity would be: difficult for Sherry. In May the weather and wind conditions appeared promising. But thc:y had appeared c:qually promising on previous days only to change or fail to develop. Several limes, Art's telephone: calls had turnc:d the Gordon household upside down with excitement. This time, he trkd lo sound casual to uvoid raising Shc:rry' s hopes. Maybe, he said, there: was a chance. Would she: come up to the Pulpit in ease conditions continued to look good') You bet she would. Grandma Dorothy, Kathy and Sherry's friend, Mandy, came loo. Debra couldn't make

Sherry and Rob upward bound over The Pulpit in Pennsylvania. Photo by Art Barrick.

it. Little Jennifer had just come home from the hospital after a bout with the flu, and Debra couldn't leave her. Art's hopes about the wind and weather conditions were shared by about 30 other pilots, including Rob Millman. The setup area was filled with gliders. Rob arrived, consulted with Art, and setup his glider. The wind was blowing straight in at a steady l 8-20 mph~perfect conditions for a tandem flight. Art set up his own glider so he could follow Rob off the ramp. Rob took Sheffy aside and coached her on what to expect and what she should do during the launch and afterward. Sherry paid close attention to Rob's instruction as they practiced the two or three steps they would take on the ramp. Word of the impending tandem flight spread through the setup area. Dozens of pilots and drivers gathered around as the preparations were completed. Never in the history of flying at the Pulpit has a glider been so thoroughly inspected by so many pilots.

Launch appeared effortless to the onlookers. One minute they were on the ramp; the next minute they were in the air going straight up. For the next hour and 45 minutes, Rob worked ridge and thermal lift. They got up to 3,300 feet above launch, 4,300' AGL. To Sherry's delight, that was a thousand feet above any of the other gliders in the sky. Once, Rob came clown and flew in formation with Art so that he and Sherry could wave at each other. They flew over the ramp and Sherry waved at her grandmother, her sister, and her friend. Sherry's face-splitting grin never faded throughout the whole flight. She marveled at how small familiarobjects and buildings seemed. She loved it when they got bounced around in the strong, thermally air. Once, Rob asked her if she wanted to do some tricks. Sure! How many 12-yearolds have done 60° wangs and spirals and want to do more? The only thing she didn't like about the flight was when Rob decided to head out and land. It was a text-book perfect landing, despite

thermally midday conditions in the landing field. Everyone who played a role in making this flight a reality deserves our collective gratitude: Keith Ford for the pictures that put the idea into Shen-y' s head and for getting Art Barrick involved, Sherry's grandmother and her and Sherry's friends at the church for their enthusiastic support, her parents for granting their permission, Art Banick for doggedly making all the arrangements, Rob Millman for his exceptional piloting skill and his willingness to take on such a precious passenger, and the Fort Loudon and Mercersburg American Legion Posts for their financial support. Most of all we thank Sherry Gordon for demonstrating, in the delightfully direct way children have, a fundamental truth we adults forget all too often: If it's something you want to do and there's no good reason not to, just do it.•

THE PERFECT CHRISTMAS GIFT

AIR SPEED INDICATOR SIMPLE

ACCURATE INEXPENSIVE

$24.95 plus $2.00 S & H

Send check or money order to: MCLAREN PRODUCTS 3519 Mt Ariane Dr San Diego, CA 92111 54

HANG GLIDING

CLASSIFIEDS ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, mined bushings. bent bolts (especially the heart bolt), re-used Nyloc nuts. loose thimbles. frayed or ruslcd cables, tangs with noncirct1lar holes, ,md on RogaJJos. sails badly Iorn or torn loo.-~c

K2 -Custom sail. ----1-0 hours, excellent condition. $3,200. HP II. l 988 full race. beautiful custom sail, 75 hour, excellent condition, S 1.300 ( 5051 293-5165. LT DREAM 165 - Blue/orange/white. Excellent condition. \Vith training wheels. cocoon harness & helmel. S 1.----1-00 080 (714) 867-2195.

from their anchor points front and back on the keel and leading edges. If in doubt. many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGA-certified school.

MAGJC FORMULA 144 1308.

20 hours. 52,100 HIS) 994-

anywhere. MOYES XS 155 - ·91 full race. Excellent Condition, <20 hours. S2.595 (303 i 879-6284. MOYES XS 155 -Brand ne\\ Sacrifice. Overweight piloL S2.700 t303J 728-3905. MYSTIC 177 VG - Excellent condition, low hours, rainbow. references. S850Joflcr, Call (916) 344-2900, anytime.

ASG 23 - Spare parts & spare sail, sail pattern. $500 Eel (714) 962-0606, AXIS 15 - Excellenl condition, 3 hours, options. cus1om sail, harness, chute, helmet, Litek ,·ario. S2.200 OBO Ed (7 J 4 I 962- 0606.

PAC!rlC AIRWAVEMK IV !9-4hours,rainbowpattern, speed bar, SI .599. CG 1000 harness, with all options $.\00. Ball 652 with clamp S395. E\·erything like new condition. Day (2131 887-779 L e,·ening (213) 498-3596.

Vision MK IV I7/19, used ,,S!,200 Equalizers, used s/m, ,,,,,,,,,,,,,, S425 4206-K Sorrento Valley Blvd,, San Diego, CA 9212 L \Ve have instruments and parachutes in stock. ( 6 I 9 )450-9008. *Special travel incentives on some glider purchases.

SKYHA WK 168 3733.

Excellent condition, S 1,300 (805) 965-

SOUTHER/\ CALIFORNIA USED GLIDER RI<:FERIUL - BUY-SELL-CONSIGN, ALL MAKES, i\lODELS. CALL TODAY (619) 450-1894 OR (619) 450-9008.

CO\lllAT 152-Like new. extras. S2.100 (805) 682-3483.

COivIET III I 85 - Custom. new. less than 10 hours airtime. S 1,800 (714) 674-121 L DUCK 160- Red/yellow, speedbar, S600 (6191569-0870 San Diego. DUCK 180 - With Attack Duck tip, and extra cross ba1 tube. Good condition. q50 t719J 488-3091. GEMINI 13.\-Low airtime, almost new. \V,\\'. harne", 11/ parachute. Bell helmet. SSOO Sharon (213 J 7M-635 I da, time. (2131 548-0683 e,·enings. GENESIS 138 - Purple and pink. excellent condition, lm1 hour,, S800 080, DaYe (71.\J 858-9773. HARRIER 147 - Speedbar, spare tubes, S800. Cocoon harness (medium) S125. (415) 621-5108.

SPORT 150 AT - Short control bar. 3/.\ race. White LE, magenta & dayglo yellow custom sailwork. Great for the smaller pilot' Excellent condition. S2,250 (619) 444-8956 Sandy.

......... in stock ......... New

GOLDEN WI'IGS 1103 Washington Al'enue. Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG Exe. cont!. ,,,,Sl.300 Vision 19 (used) (Exe. cond,) Sl,800 Several Sport 167,, ,,,,,,,,,,,, S1800 - $2,200 HP AT, Demo, ,,, $2.800 Many other good used gliders S450-SIOOO EMERGENCY PARACHUTES ALL BRANDS -

SPORT 167 - 1989. ,·erv eood condition. 30 hours. S 1,200 work (406) 252-9218. ho·m~ (.\06) 245-6090.

Bought, sold. and repacked. Inspection

and repack S20.00 - Parachutes, bridles, inspected and replaced. Airtime of San Francisco, 3620 Wawona, San Francisco. CA 94116. (415) SKY- 1177.

STREAK UO-Great condition. S300 or make offer. (415) 750-0697. STREAK 160 - Excellent condilion. Harness. parachute. ,·aria. Musi selL all S800. (71.\J 974-598[ So. CaL

NEVER USED CHUTES -100'7c satisfaction guaranteccL S265 each. All sizes. new bridle, deployment bag, repacked/ inspected. (303 i 278- 9566. 1

BRAND NEW-22 Gore. HE S295 (7141654-8559. SUPER SPORT 153 - New. 10 hours. 52,995. Sa\'e S900 plus immediate delivery. (714) 492-8192 e,·enings, TRX -

New in April. low hours. S2. 750 ( 717) 476-6645.

LP AXIS IS-Custom. 25 hours. $1,650 Scott (602) 4828993 Phoenix.

HP AT 145-6 mos. old. 52,500 (805) 682-3483.

LY TRX 160- The ultimate flex wing, S3.200. HI' AT 158, S2,l00. 12081522-2423.

HP AT 158 - Excellent condition. low ainimt:. Extra dow111ubes. 1ip fairings. S1.580John Elliott t106J 78.l-5J85

VlSION MK IV - 1988. excellent condition, SUOO. Day (209, 58.\- 921 I. night (209) 252-6127.

home, (206, 5.\3-1294 \\ork. HP AT 158 -BcautifuL New condition, IO tliehts. S3.500. HP II- 2:ood comlitinn, ne\·er damaged. SJ.JOO (919) 7682507, ~

. ..... New ,,,,,,,,,,,, like new ,,,,,Sl,950 & Sl.800 ,,,,,,,,,,,, io stock , ,, New

Magic Kiss, HP AT. ,

faired downtubes, safety wheel".>. pa11s kit. O\\'lll:Ts manual.

COMET 185 - Good performance. great handling. super price, S350 (619) 575-4939.

_Magk Formula, . ivlagic K2 145 .

,,,,,,,,,,,,,good shape ,,,S1200 OBO . ,,,,,, excclLshape ,, S2.400 ,,,,,,,,,,,,,,,,$2.400 ............ in stock ......... New

NEW GLIDERS - Best prices' Pacific Airwave. Wills Wing, Scedwings. Della. Silver Wings (703) 533-3244.

SENSOR 510 B-C - ALL i\·IYLAR. fast, stiff. superior sink rate SI 150 (619) 575-.\939.

BRAND NEW - Pacific Airwa\'c MK IV l 9. nel'er flown. S2.400 OBO. (615) 675-5360 Ask for Jim LaBorclc.

\V.W, hat. tax and shipping tube-Only S2,900. S,wc S883.85 The Hang Gliding Connection (916) 241-6974.

Axis 15 rR '89, I 50 Sport AT,, 167 Sport AT,

Vision lv1K IV, .

AXIS 15 - Awesome Team Green model aerobatic, X-C qlleen. Excellent condition. SJ,500 (303) 728-3905.

1991 165 Spectrum Plus, Includes 2 extra

Colorado Hang Gliding (303) 278-9566 2.\ hrs. THE HANG GLIDING CENTER

ROGALLOS A NEW GLIDER - S900 Sharp custom colors. Not ilown due to weight range (up to 170 lbs. hooked-in), Pro-Air 140 (similar to Mark l V design) (7 J 4) 680-4033 So. CaL

BRAND NEW -

i'vfaglc Formula. .... <15 hrs . ... $2,550 :vragic Kiss . .. <5 hrs . . ... $2,575 Vision Esprit 17, ,,.S550 LL Dream 185, 205 ,,, .,, S800 ea. Mystic 177 VG. ,,.<l2hrs, ,,,,,,.Sl,100 Harrier 177 , ,, <25 hrs , . ,, ,, S800 Comet lI 165, 185 , ,, S500 ca. Excel 160,, ,, <7 hrs , ,, SI ,400 Seagull 140. 170,. ,,,,,,,,,,,,,,,,,$300 ea. 1001k guarantee on all equipment. jnspected and shjpped

VISION MK IV 19 - 1988. elc, yellow/white. Speedbar, knee hanger optionaL S 1.500 offer, (916) 452-0787 Sacramento. CA.

PARAGLIDERS FUN fUN FUN - Kahana 25, 3 months old. Perfect condition. UP harness. For sale 52,700 + free back up chute. Skiing season coming. will take a break froin paragliding. Call Jais (213) 859- 9780. JUSTRA STRATOS - 25. 27 m2 Class land Class II-Ill parngliders. Glic.lcr & harness & reserve SI .950. Dealer inquires inl'ited. Call JOE BOSTIK (714) 432-8636 or 2855 Pinecreek Dr, #F304, Costa l>ksa CA 92626. PARAGLIDING IN PARADISE - Alpine paragliding in Crested Butte, CO, 24 tlvin2 sites. LZ@ 9.000+ MSL I No \Vimps!, Videos S32.50, shipping included. Peak Performance Parnglidcr,. P.O. Box 213. Crested Butte. CO 81224, Ste1·e (,103) 349-5961. Rusty (303) 349- 6384,

COLORADO HANG GLIDl'iG t303) 278-9566 24 hour,

HP 11 -

Good condition, unbeatable performance". Red.

white & blue. S750. Cocoon t,5'8"-6' l"J Si 75. Chute S175 Litek vario SI 00. S 1.000 for alL tratle for winch. I 3171 6346248,

HP II - 88 race, custom sail. low hour..,, extras. Ckan. excellent condition guaranteed, will ship. S 1.---HJO. Ball \·ario. model 620H S 150, Thom men altimeter, S75. ( 51,1 I 9612817,

NOVEMBER 1991

Region rv· s oldest. largest. full time shop. '.\cn:r used chute~ tall sizes) ... S265 D.OT helmets (colors') . ,, S58-S 129 '<AS ,aria/Alt (intro price). ,,$388 l,;scd harnesses . ,,,,,,,,,,,,,,,,, . ,, S75-S300 Steel bincrs (2 min.),. ,,,,S14.80 Varios (demo's, all brands). ,, S75-S500 1001;~ girnrnnlec all cql1ipmenl. MC/VISA/AMEX/DISCOVER ACCEPTED

WILLS. UP'S, ETC - S795 + up, Instruction. equipment. southern California and European tours ( 71----1-) 654-8559. UL TRALlGHTS SKYWORLD PARAPLANES -

Orlando. Solo in a pow-

ered parachute after one hour instruction. Sales. senicc. (-!07) 35 l--l5 JO,

CLASSIFIEDS WANTED CASH PAID - We buy used equipment. Paid immediately. (303 J 278- 9566. WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

AIRT1ME UNLIMITED-Southland Hang Gliding School. Pacific Airwave gliders in stock. Tandem instruction, ATOL towing. 12120 Severn Way, Riverside, CA 92503 (714) 7340622

SCHOOLS AND DEALERS ALABAMA ROCKET CITY AIR SPORTS - Certified instruction, sales, service, glider rentals. Great thermal site with plenty of ridge for soaring and a 30 acre flat LZ for beginner pilots. Send S 1.00 for brochure, directions, accommodations, etc. to 106 South Side Square, Huntsville AL 35801. (205) 5336605 or (205) 776-9995. LMFP - Two hours from Birmingham (see our ad under Tennessee.) (404) 398-3541. ARIZONA ADVENTURE SPORTS TOURS -

AIRTli\-IE OF SAN FRANCISCO - Hang Gliding & Paragliding. USHGA & APA Certified Instruction, Sales, Service, Rental. - Pac. Air, UP, Wills, Sensor, High Energy, Mantis. Second Chantz, B.R.S., Pro Design, Apco Hilite, I.T.V., Edel. Skywalker and MORE! Large selection of 2nd hand gear (buy & sell). Next Lo fort Funston. 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

Certified instruction

utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-712 l. DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 938- 9550. ARKANSAS SAIL WINGS HANG GLIDING - Specializing in towing lessons, sales and service. Pacific Airwave, Enterprise \Vings. P.O. Box 321, Atkins, AR 72823. (501) 227-4920. LET'S GO TOWING! CALIFORNIA ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instruction, sales and service. Emphasis on special skills and techniques, T.O. and L. Call to demo XS, EZ, WB. Ask about tow clinic. 1689 Armstrong Road, Lodi, CA 95242 (209) 368- 9665.

CHANDELLE SAN FRANCISCO, INC. - Since 1973, complete hang gliding and paragliding sales service and inst1 uction. Dealers for \Vills \Ving, Pacific Airwave, Delta \Ving, Seedwings, UP. High energy, Center of Gravity. Ball, BRS, Second Chanlz, ITV, Fircbird, Edel and more' Northern California's most complete repair facility, including 7th class rigger's machine. New and used equipment, spare parts, and demos. Complete training, including introductory lessons, packages, clinics, ground school and tandem. Five minutes from Ft. Funston. 488 ivlanor Plaza, Pacifica, CA 94044. (415) 359- 6800. COMPACT WINGS PARAGLIDING - Wills Wings, UP and others. APA & USHGA Class II instruction. Great Hying year-round. Southern California and European tours. Located at best paragliding site (Soboba). (714) 654-8559 HANG FLIGHT SYSTEMS - DIRECTLY across the street from WILLS WING. DEMOS and rentals available to qualified pilots. HP-AT small, medium & large Sport-AT's, Kiss, Mark IV, Genesis, Dreams and Axis. FLY 'EI\-1 ALL and decide what you like. \Ve sell and service all major brands of gliders and accessotics. USHGA certified XC clinics and training program. 1202 E. Walnut, Unit M, Santa Ana, CA 92701 (714) 542-7444 Near Disneyland. HANG GLIDER EMPORIUM- The best training hill in the west is in Santa Barbara, a hang gliding VACA TIONPARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tues.- Fri. 10-5, Sat. 10-4. 613 N. Milpas. Santa Barbara, California 93103 (805) 965-3733.

HIGH ADVENTURE- Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thennal flying, our20 tandem accelerated training program is quick and thorough. Instructor Rob 1\llcKenzic. Dozens of new and used gliders for sale or rent. Other services include, weather information, mountain shuttle. towing seminars, XC trips, repairs, ratings (714) 883-8488. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your \Vinter vacation flying with us. \Ve proudly offer Wills Wing, Pacific Ai1wave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008. ivlISSION SOARING CENTER- Serving the flying community since 1973. Complete lesson program with special attention to quality takeoff and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 11 I 6 \Vrigley \Vay, Milpitas, CA 95035. (408) 262-1055. PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. World wide tours, accessories. Call for free catalog. (714) 687-4466. SILENT FLIGHT - Extend your flying season and come tow the Shasta Valley! Full instructional lessons, tandems, sales and service. (916) 938-206 l.

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

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 0, money order 0, is enclosed in the amount of $. _ _ _ _ __ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ Number of words: Number of words:

@ .50 = _ _ _ _ __ @ 1.00

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

L--------------------------------------~ 56

HANG GLIDING

CLASSIFIEDS TORREY fLIGHT PARK. INC. - At the launch of the world famous Torrey Pines Glider Pon, one of San Diego· s

GEORGIA

highlights! Unmatched con\'eniencc for pilots 1rnd specta-

LOOKOUT MOUNTAIN FLIGHT PARK under Tennessee. (404) 398-35-l l.

tors. Refreshments and souvenirs at the Cliftlrnnger Cafe. Certified Training program featuring tandem soaring kssons. New, used. rental and demo equipment by Delta \\ling and UP. 2800 Torrey Pines Scenic Drive, La Jolla. CA 92037 (619) 452-3202.

See our ad

SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee

See

IDAHO TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become <1 better pilot in Jess time with our small personalized classes & tandem instruction. Our head instructor has over 12 years teaching experience. Only

TREASURE VALLEY HANG GLIDING - USHGA CFI, service/sales. Pacific Airwave. UP, American \Vindwright. La Monette, 11716 fainiew. Boise, ID 83704. (208) 376791-l.

minutes from our local Kagel t':1ountain llying site. 13185 Gladstone Ave., Sylrnar. CA 913-\2. (8181 367-6050.

ILLINOIS W!NDGYPSY -

USHGA Certified school specializing in

personalized tandem l1ighl training. full service sales &

RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge _-;oaring, mountain clin~ ics, tandem by Brad Kushner. Sales/service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700.

repair facility in Lake Elsinore - call for sire info. \Viele range new & used gliders & flight accessories in stock. Paul Burns. 33041 Walls St.. Lake Elsinore, CA 92530 Phone (7!4) 678-54!8; FAX (7!4J 678- 5425.

WINDSPORTS SOARING CENTER - Los Angeles' largest aml most complete schOL)I since 197-t-. \Ve specialize in personalized tandem instmction, sales and repair. Spend your winter vacmion flying with us! 16145 Victory Bini., Van Nuys, CA 91-\06 (8!8) 988-01 l l.

INDIANA

JJ MITCHEL -

USHGA certified instructor. PacAir and UP dealer. 67-l l Columbia A,'e .. Hammond. IN 46324 ('.'.!9) 8-\5-2856 (219) 762- 5365.

"'Professionals\' ou Can Trust!"

KENTUCK!ANA SOARING Mike Kelley. 3023 ivlcArthur Dr.. Jeffersonville. IN 47130 (812) '.'.88-71!! (eves.) See ad under parts & accessories.

COLORADO COLORADO HANG GLIDING/PARAGLIDING Isl USHGA certified school in U.S.A. Region·, largest and oldest. Operating full time since !972. (303) 278-9566.

MICHIGAN

EAGLE'S NEST SCHOOL OF HANG GLIDING/ PARAGLIDING - l'SHGA & APA certified instruction. Sales and service. P.O. Box 25985. Colorado Springs, CO 80936 (719 J 594-0498.

GREAT LAKES HANG GLIDING, !NC. - USHGA certified instructors. Dealers for ivloyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859. PRO !-!ANG GLIDERS - USHGA instrnction since I 978, advanced instructor, examiner, observer, safety is# 1. Towing specialists since 1978. i\faintain and enhance yot1r basic skills. We still foot launch. All brands sold and serviced. Contact Norman Lesnow. 569 W. Annabelle, Hazel Park, Ml -\8030. 1313) 399-9-\33 Horne of the Storn,in' Norman windsock, $39.95,

GOLDEN WINGS - Sales. service. USHGA certified instruction. Tandem Towin~ Instruction. Dealers for \Vills \Ying, Pacific Airwavc, U,_,P. 1103 \Vashington Avenue, Golden, CO 80401. (303) 278-7181. LID ENTERPRISES -Sail and harness repair - Equipment manufacturing - Towing supplies - 5000 Huue # 183. Boulder, CO 80301 (303) -140- 3579.

1\IINNESOTA SPORT SOARING CENTER/MINNEAPOLIS - lnstn1ction, equipment dealcVi for Pacific AirwaYe. UP & \Vills Wing.1612) 557-00-l-l

PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruction/equipment sales. \'ideos S32.50, ship~ ping included. PO Bo, 213. Crested Butte. CO 8122-l, 1303) 349-5961

NEVADA CONNECTICUT MOUNTAli\ WJNGS -

ADVENTURE SPORTS - Sierra tours our specialty USHGA & APA certified school and ratings. Dealers for Pacific Airw<.ne. \Vills \Ving. UP, Enterp1ise \Vings. Flythe Sierras with a full-sen·ice shop. 3680-6 Research Way. Carson City. NV 89706 (702) 883-7070.

Look under New York.

FLORIDA

NEW JERSEY e!OlJNTA!N WINGS -

Look under New York.

NEW MEXICO

MIAMI HANG GLIDING, INC. - has the most ad,·,mced training program known to hang gliding today. Certified instructors specialized in personalized tandem ilight training. Full service and sales of parts for all gliders. makes and models. For more information call /305) 573-8978 or 1305) 962-6968. LOOKOUT ivlOUNTAlN FLIGHT PARK- See ad under Tennessee. (-\0-\J 398- 35-ll.

NOVEMBER 1991

UP OVER NEW MEXJCO, INC. - Instruction, sales. ser\'ice. Sandia :'v1ountain guides. \\'ills, Seedwings, Pacific Airwaw. Delta. Moyes. Albuquerque, NM (505) 82!-854-l.

stock. RIC supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your !light pass and gate combo. !50 Canal St., 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 Jv1tn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Cenified school/instruction.Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction .. .if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pine Bush. NY 12566, (9l4J 744-3317. SUSQUEHANNA FLIGHT PARK - Cooperstown. NY. Certified lnstrnction, Sales and Service for all major manufacturers. -lO acre park, 5 training hills.jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to lly. RD 2., Box 348A, Cooperstown, NY !3326, (315) 866- 6153. THERMAL UP. INC.-l\,!ost complete hang gliding shop in area. Located on top of Ellenville Mountain. US!-!GA Cenified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering ex pen sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Cragsmoor. >IY !2420. (914) 647-3489. NORTH CAROLINA COROLLA FLIGHT- America·s most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Call or write for information: Greg De\Volf, Corolla Flight. PO Box 102!. Kitty Hawk NC 27949. (919) '.'.6 l-6166 KJTTY HA WKK!TES. l'iC.-P.O. Box 1839.Nags Head. NC 27959 (919) 4-ll-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the \Vright Brolhcrs' first flight took place. Beginner and advanced lesson pack.ages and camps offered. Advanced rnndem tow instruction. 1500 ft. plus up. Dealer for all major brand gliders. complete inventory of new and used gliders. accessories and parts. OHIO I\IARIO MANZO-SKYWARD ENTERPRISES-Certified instruction. inspection, repair, CG-1000, Dayton and Chillicothe, OH 1513) 256- 3888 (wkd. eves.) NORTH COAST HANG GLIDING-Certified Instruction. New & used gliders. Specializing in Pacific Airwm·e gliders. Mike Del Signore, 1916 \\I. 75th St., Cleveland, OH. -\4!02 (216) 631-114-l. OREGON SOUTHERN OREGON HANG GLIDING - Best training siLes with camping. Gliders and students retricYed \\'ith ATV. Tandem instrnction with Pacific Ai1wnve Doubk Vision (503 J 862-2922. PENNSYLVANIA MOUNTAIN TOP RECREATION -Certilled instruction, Pittsburgh. t-l 121 697-4-\77. C',\ION OUT AND PLAY! MOUi\TAJN WINGS -

Look under New York.

TENNESSEE NE\\ YORK 1

AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and !)a}cs. Base of ELLENVILLE J\·ITN. four exclusiH· training hills. Area's only dealer for Pacific Air\\'!ffe. UP. Seed\\·ings and Delta \Ving with demos in stock. \Ve are the larg~.;;t. 1110.\t complete H.G. accessory and repair slwp ur its kind in the country. ivlany new and used gliders in

CRYSTAL AIR SPORT MOTEL - at Raccoon Mountain. Pri\'ate, regular. \\'aterbed~ & jacuzzi rooms. w/carpons. Fliers bunkhouse & work program. Pool, gift shop, video. Nearby. hang gliding simulator & flight training & tourist attractions. l'FI, Send S 1.00. -\328 Cun11ni11Qs Hwv .. Chattanooga, TN 37-\19.1615) 821-2546 ~ ·

CLASSIFIEDS HA WK AIRSPORTS - New and improved hang gliding' Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently

located. Fun! Fun! Fun! Clinch Mtn. - The longest ridge, two launches. The popular light wind indicator \Vindsok. Brochures available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056. Knoxville, TN 37940-0056, (615J 453-1035.

GLIDER lvIARKING INTERNATIONAL - Creates a state-of-the-art advertising medium by applying names and logos on hang gliders, parachutes. paraglidcrs. sails, etc. P.O. Box 451, Glen Cove, NY I I 542 (516) 676-7599. HIGH QUALITY HELMETS-At lower prices. Exceeds 1988 DOT s1andards. $58, colors S8.00extra. Nearestdealer"1 (303 J 278-9566.

LOOKOUT MOUNTAIN FLIGHT PARK -Since 1978, Southeast's largest USHGA-cenified mountain flight school. Complete training, from grassy, gently-sloping training hills to soaring high above Lookout Mountain. Our specialty getting you your first mountain flights. Lesson packages, USHGA ratings, glider and mountain bike rentals. camping, local site information. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instruments, T-shirts. Repair services. \Ve buy used gliders, equipment! Send $1.00 for brochure, rates, dircclions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433 SEQUATCHIE VALLEY SOARING SUPPLY -Certified, two place flight instruction and first mountain flights arc our specialties. Rentals, storage and ratings available. Dealers for all major brands. Located in the "Hang Gliding Capilal of the East". For personal, professional service you can trnst, call SVS, RT 2 Box 80, Dunlap, TN 37327. (615J 949-2301 TEXAS AUSTIN AIR SPORTS - Still the one in central Texas, quality service since 1978. Instruction, sales, rental, and a complete airframe & sail repair facility. 1712 \Vatcrston. Austin, TX 78703 (512) 474- 1669.

LINDSAY RUDDOCK VARIO- Prices around $800. (US price vary slightly depending on current exchange rate) VISA/MC Call or write Russ Douglas, 2060 Gosser Street, Milpitas CA 95035 (408) 263-1548 msg. (415) 545-3043 days. 2SWMOBILERADI0S-Yaesu l2ch.crystal, Wilson20 ch. programmable. Both have I 51.625. S 150 each. (805) 6823483. PARAGLIDING EQUIPI\IENT FOR SALE -

A com-

plete line of equipment and accessories available. \Vhatever GRADE A SHEEPSKIN HAND FAIRINGS- Warm hands in all conditions. Endorsed by Kevin Christopherson, ··1 wouldn·t Ily without them." Special orders and dealer inquiries welcome. Send $47.00 10 Wyoming Aerolites, P.0 Box 880, Casper, Wyoming 82602 (307 J 235-3367.

your needs. from Alpine descents to ocean, thermal, and ridge soaring, we have it. Videos, $32.50, shipping included. PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO, 81224. Tel/Fax (303) 3495961.

HILL COUNTRY PARAGLIDING INC. - Try this safe form of personal aviation. Soar the hill country or tow-up in the flatlands. \Ve're the only paragliding center in central Texas! APA certified instruction. sales, servke rind fun. Austin, TX. (512) 832-0516 KITE ENTERPRISES -Instruction, sales, repairs. platform towing, Dallas. North Texas area. 2 l I Ellis, Allen, TX 75002 (214) 996- 7706 daytime, (214J 727-3588 nights and weekends. Dealer Pacific Airwave. RRA=RED RIVER AIRCRAFT We specialize in turning students into pilots. Dealer Wills Wing and Pacific Air wave. (512)467-2529 Jeff Hunt, 481 I Red River, Austin TX 78751. UTAH WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (80 I J 277-1042.

HIGH QUALITY HELI\IET - at an affordable price. D.O.T. Well finished brushed nylon liner with high strength polycarbonate shell. ONLY S55.00 + S4.00 S/H. Great for schools. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401. (303) 278 7181 or TOLL FREE 1-800-677-4449.

PARA-SWIVEL - DON'T LEA VE THE GROUND WITHOUT ONE! $84.00 + $4.00 S/H. Available as an option by Free Flight, High Energy. BRS, Second Chantz. Dealer inquiries welcome. GOLDEN WINGS, I I 03 Washinglon Avenue, Golden. CO 80401 (303) 278-7181 I-800677-4449,

VIRGINIA SILVER WINGS, Inc. Certified instruction and equipment sales. (703) 533-1965. PARTS & ACCESSORIES BELL SOARING HELMETS - White, blue, red. S129 plus. Nearest dealer9 (303) 278-9566. CAN'TTOUCH THIS -Save Smail order-weekly specials. MAXON SP5000 6ch. programmed $309., VOX S69. HAM RADIOS, YAESl' FT 4l!E S319., MOD $30., ICOM 2SAT $319. MOD S40. Dealer for Ball, BRS, High Energy, Safewheels, V Mitts, Raymond, Second Chantz, tow rope l/ 4" poly S25 per 1000'. Send S.A.S.E. for sale flyer or call Kentuckiana Soaring, 3023 McArthur Dr. Jeffersonville IN 47 I 30 (812) 288-7111 Calls returned collect. DYER SUPRONE POD HARNESS - With Adapters. One year old, good condition. S300 (209) 522-40-!3

THE FAMOUS ··LAMBIE LIO-' - Aerodynamic hang glider helmet, S85 postpaid. Full face version, S 105. State size and three choices of color. 8160 Woodsboro, Anaheim, CA, 92807 (714 J 779-1877. QUICK RELEASECARABINER-$49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983. HANG GLIDING

r1 JI~ Extremely Low Altitude

~Mir~ Parachute System Applied Air R esearch 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.

NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

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

For information write or call Applied Air Research.

HAPS Mk 18-$750/ HAPS Mk 20-S 810

Jl2R RESEARCH._

APPLIED AIR International

ONLY

HAPS Mk 22-S 900 ELAPS RDS-30 Rocket-$ 475 720 Olive Dr., Suite Y PO Box 366 Davis, CA 95616 Phone 916-753-4850 Fax 916-753-4830

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

$4500 PER PA IR (specify 1" or 1 /a" base bar) 1

SEND CH ECK OR MONEY ORDER TO:

MORNINGSIDE HANG GLIDERS ~

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

CANAD IAN ORDERS ADD $3.00

DEALERS WELCOME

Be /f!/brmetl I

8t1ck /ggl(eg AVtJ/ltJP!el 3314 w. 11400 s.

Subscriptions: $24/year U.S. $36 Canada - $44 overseas Back Issues: $5.00 each- all back issues (4) $14 (both include postage)

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

• Techniques • Safety • New Products • Glider Reviews • Competition News • European Undate •Who's Who • Facts & Figures

f11// Color Mt1/t1Z1ite

CLASSIFIEDS ing hang gliding for I I years. 1l1c concession contract allows paragliding as well as surfing and windsurfing sales and instruction. Serious and qualified buyers only p]ease. Jim Johns, Western Hang Gliders, Inc., P.O. Box 828, Marina, CA 93933 (408) 384-2622.

SKY-TALKER II

,v!OUNTAIN WINGS - Is looking for advanced hang gliding and paragliding instructors. Salaries negotiable. Full and part-time positions available. Manager position a, ailable-requires knowledge of computer systems. Call Greg or Judy at (914) 647-3377. Send resume to 150 Canal St., El!cnvil\e, NY l 2428.

The Sky-Talker JI is a high pe1iOrmance 2 meter fivf antenna designed to be mounted inside your glider! Once installed, it automatically sets up and breaks down with the glider, you do nothing. This antenna is shipped pre-tuned and ready to instal!. It will definitely out perform any rubber duck or telescoping type antenna, period. Send S30 + S3 shipping and handling to: Sky-Com Products, PO Box 530268, San Diego CA 92153.

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

PUBLICATIONS & ORGANIZATIONS

DON'T GET CAUGHT LANDlNG DOWNWIND! Perfect that no-step landing by watching our \Vindsok. Constrncted with 1.5 oz. ripstopnylon. UV treated to maintain its brBliant color. 5' 4" long with an 11" throat. Avnilable colors are fluorescent pink/yellow or fluorescent pink/white. S39. 95 (plus S4.00 shipping/handling) Colorado residents add 6.5'7' tax. Send to USHGA Windsok. P.O. Box 8300, Colorado Springs. CO 80933-8300. FAX (719J 632-6417, PHONE (719) 632-8300. VISA/JvIC accepted. ULTRAPOD CAMERAS - Infrared remote S 179., Thermitts, designed for comfort bar S39. (714) 654-8559.

Get fast response and the Litek sound, in the most rugged variot11eteravailable. The Emodel is now ONLY $189 direct (VISA, MC, AMEX) Bal! clamp not incl. Free brochure. LITEK (503) 479- 6633, 4326 Fish Hatchery Road, Grants Pass OR 97527.

FINGER FAIRINGS

Ii:)'

• Always there when you need them • Warm, comfortable, 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

XCR - Possibly the simplest and lightest composite fiber oxygen system on the market. Available in 240 and 480 liter refillable cylinders. Systems come complete, including Oxymizer. The XCR 240 is just S4 74.95, and the XCR 480 is S494.95. (S 15 S/1--I). OXYMIZER- The Oxymizercannula 's unique reservoir design accumulates the continuous flow of oxygen normally wasted during exhalation, saving up to 66'7covcr the standard cannula (in most cases). The Oxymizer works with many other supplemental oxygen systems. Only $16.95 ($3 S/1--I). Mountain High Equipment & Supply Co., 516 12th A1e., Sall Lake city, UT 84103. (801) 364-4171 Major credit cards accepted. Ask about our SportsOxygen systems. BUSINESS AND EMPLOYMENT OPPORTUNITIES

$32.50 dealer inquiries invited

THE AIRWORKS

3900 Van Buren NE Albuquerque, NM 87110 (505)

884-6851

HANG GLIDING CARTOONS - by Bob Lafay Hundred and something far out pages of Hang Gliding and them that do it. Be the first kid on your block to get stuck with one. A measly S9.95 plus S2 S/H (CA residents add 8.25'7c tax). Bob Lafay, 11431 Cacrn Ave., Tujunga CA 91042.

FOR SALE - Hang gliding business. Includes: retail store, USHGA cenified school and workshop all located at Marina State Beach near ivlontercy, CA. Inventory: training equipment. fixtures, tools. office equipment, established dealerships and customer base. This school has been in operation teach-

HANG GLIDlNG FOR BEGINNER PILOTS - by Pete Cheney. The Official USHGA Training Manual. Learn to fly with the world's finesthangglidingmanual.Complcte flying instructions from the training hill to soaring techniques. Over 260 pages, with more than 160 easy- to- understand illustrations and photos. Guaranteed to satisfy the most inquisitive pilot. NOW AVAILABLE FOR $29.95 (plus $4.00 shippingnrnndlingJ Colorado residents add 6.5'7c tax. SEND/ FAX/PHONE TO USHGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 6328300. V!SNMC accepted. PARAGLIDING-A Pilot's Training Manual. Produced by Wills Wing and written by :,.like Meier, in its revised 3rd edition. From an overview of the sport, to equipment, to flying and micromcteorology. Beginner through advanced skills covered, and much, much more. NOW AVAILABLE THROUGH USHGA. Send S 19.95 (plus $3 S/1-!J to USHGA, PO Box 8300. Colorado Springs, CO 80933-8300 PARAGLIDE USA - Subscribe to North America's most widely read paragliding magazine. 12 issues just S25. Send check or money order to 425 Rider St., Ste. B7, Perris CA 92571 or call (714) 657-2664 or FAX (714) 657-4062 with your credit card information. SOAR{NG - Nlonthly magazine of The Soaring Society of America, fnc. Covers all aspects of soaring flighl. Full membership S45. Info. kit with sample copy $3. SSA, P.O. Box E. Hobbs. NM 88241. (505) 392-1177.

HANG GumNc

CLASSIFIEDS TOWING STATIC LINE TOW SYSTEMS -Releases & bridles. l/-l" poly S25 per l 000 ft. Kenluckiana Soaring. 3023 McArthur Dr.. Jeffersonville. [N -l7 l JO. (812) 283-71 I I (eves.) YOUR UMBTL!CAL CORD -

would you buy the cheap-

e~t'? ivfaki..> the more lo qt1ality th,it lasts. High performance Spectra & Dacron ropes. Lighl, strong. cosl cffecti\'e, easy to splice. Call David F. Hradlcy (215) 723-1719. fAX (215) -153-15 I 5. Call for references. VIDEOS & FILMS !99! TELLURIDE AEROBATIC HANG GLIDING 1-'ESTlVAL - Edited VHS mLwie of week·:,. c\·ents/ori~in;:il soundtrack. Send $32 & S-l S/H. (Colorado residents add 3'/c tax). Mountain Video. PO Box 515, Telluride CO 81-\35.

Satisfaction Guaran(ced. VIDEOS - ··Toney Pilots ... ··wind Sprints 199 ! ". ··Toney Tandem··.·· AirRaces 1990"" by W.A. ··Pork"' Roecker. S29.95 pp(2 forS50), from Flyin' Pig Procluctions. l'O Box 5861-\9. Oceanside. CA 92058.

DON'T FORGET YOUR HANG DRIVER- Buy them nn J'd Ralhcr Be Han2: Glidin2: license plate frame for lheir retrie,·aJ Ychiclc, $5.50 for a plastic frame. $6.50 for a metal I tine) frame. Please add $2 S/f-l (CO residents add 6.5'7c tax) SEND TO USHGA. P.O. BOX 8300. COLORADO SPRINGS. CO. 80933.

PERSONAL PILOT/ROOl\IMA TE WANTED - To share 3 bedroom, 2 bath house in San Antonio. Texas. Excellent local economy with a low cost of Ii ,·ing. Can a~sist in locating employment in Aerospace Industry. if desiri:d. Jw,a think~nn snow, no earthquakes, no smog, lots of single girls and yea, round thermal llying. Call Chris (512) 82-l- 1803.

USHGA FALL T SHIRT BLOWOUT SALE - Our original official logo T Shirt. Original three color logo on tan, (blue T available in small onlyJ-$6.00 /+ .52 S/HJ, a1·ailable in Small & lv!edium . ALSO, our ··Bars" design T shin, with multi-colored horizontal bars across the ches( $7.00 (+S2 SI H). Available in white and yellow {T .shirt color may be substituted depending on inventory J. Specify color & size S, lvl & XL. Sorry-no larges available in either l-shirt. USHG A. PO Box 8300. Colorado Springs CO 80933-8300.

i\llSCELLANEOUS FLY JDAHO T-SHTRTS -Lone Slee\e T-shirts, size L & XL. Send SI 5.95 & S 1.50 S/H to~ A. Streib. 805 Shoshone, Boise ID 83 705

HAWK RING -Sil,·er S90.00. l-lK "old S-150.00. Please include ring siLc and check or money o;der. Hawk, P .0. Box 255. Woodacre, CA 9-1973 (-\15 J-188-9383. Allow4-6 weeks.

,I 1;

HANG GLIDING CHRISTMAS CARDS - Unique black and white. S10.00 for an assortment of I 5. or S30.00 for 50 (please add SI 0'7c for shipping). Call Alegra !203 J379- I 668 or send a SASE for assortrn12nt selection shecl to: Tek flight Products. Colebrook Stage. Winsted CT 06098. "I'D RATHER EAT WORMS~ than lly a Wills Wing"'. T-shirts S12.95 + S2.00 shipping. Nancy Landes. PO Box 105-L Medford OR 97501. {503J 66-1-3055.

Sell your unused equipment with the help of a Hang Gliding classified ad. For more details call Jeff (719) 632-8300. NOVEMBER 1991

Pendant SI 19.00 Pendant S 32.0ll $3.00 shipping and handling S5.00 for C.O.D. Other glider je\\'CirJ available in 1-.\.K and sterling silver. To on.kror inquin~. call AntcroJewclers 1-800-5-l-7-7627 ext 88. Satisfacrion guaranteed.

Need help writing your ad? Call Jeff (719) 632-8300.

USHGA POSTER! -Full color. 2-l" X 37" poster of Eric Raymond doing oxygen at 17.000' MSL over the Sierra Nevada Range. $7.95 USHGA Poster, P.O. Box 8300, Colorado Springs. CO 80933 1719 J 632-8300.

ST. PAUL, MINN -- The story within a story for the '91 U.S. Nationals involves the gliders that 125 registered pilots flew. Of these, approximately 15% were foreign pilots, some of whom used American brands. While the selection of competing pilots may not mirror the choices of recreational pilots, the survey is of significant size and timely enough to warrant a recap. ••• Wills Wing was predictably the dominant brand, with a 29% share of the 123 flyers whose glider was identified inTomKreyche's final results package. In the no. 2 slot with their hot new glider is UP, thermaling up to a 19% share. One of the international Big Four, Moyes came in third with 18%, fruits of their effort in North American sales. S~1owing a rather soft fourth place finish for the likely world leader of glider building, we find Airwave (UK & CA represented) at 14% of the field. Continuing to show surprising strength, Enterprise's Foil made up 11% of the field. The other Down Under outfit is the first serious challenger to the Moyes monarchy. • • • These five companies held a stunning 91% of the total field. Far below were the "other British company," Solar Wings with their popular Rumour (3%); a three-way tie for seventh place with La Mouette, another French builder, Tecma, and the USA's own Sensor at 2% of the field; trailed by two single entries for the Fledge III and something called the Blitz. ••• In my three analyses of glider brands this year (East Coast Champs, Brazilian World Meet, and Owens Nats), Seedwings has counted low, a distinct change from earlier years. The company is preparing its Sensor .§.10, but no ne,·1s has been released on the model. Owner Bob Trampenau is an old veteran; the quietness is surely just a phase. But when news is sparse people begin to speculate (often incorrectly). "Rumors are rampant," says General Manager, Mike Haley, about three instances of a rear leading edge breaking on TRXs . "Al 1 were Team Green aircraft, an0 were early production gliders." All events happened on landings. Seems that hard whacks can have a detrimental effect (oh really, Dan?!) on either aluminum or graphite. Haley explains, "Graphite can bend further out of column than aluminum without problems. Witl-:i simultaneous multiple loads suc:i as compression, twist, and column,

graphite can be less colerant of ground impacts." By implementing slight changes in the production process, UP has improved "whack resistance" without loss of graphite's inherent advantages of light weight, strength, and flexibility. After the early incidents, UP retired the questionable RLEs. Newer spars "appear to have resolved these problems," says the company. "Over the last several months, no more reports have been received, even though I've seen some incredible 'whacks' during demo days," Haley indicated. Inspections per the owners manual are recommended after whacks or transport stresses. ••• The TRX continues to wow hang gliding experts for its reportedly superb , handling and landing characteristics. Performance has also received kudos and the ' recent glide angle contest at New Hampshire's Morningside air park added to the momentum. Center of Gravity harness maker Jay Gianforte ' won the event while flying a Mountain Wingssponsored TRX. MW owner, Greg Black says, "Jay flew a completely stock TRX ! " • • • Seems worth observing the reorganization of Pacific Airwave. Since founding the company in '82 and after accepting a majority partner (Airwave UI<:), Jean-Michel Bernasconi has managed the firm in concert with his wife, Natalie. Now JMB will step aside yielding the reins to Ken Brown, the new prez, backed up by Briggs Christie, each longtime members of the PacAir team. Brown will have more time to stay in the factory. His road tour duties have been freed up, " ... thanks in part to the fantastic success of John Olson's skills on the demo trail," reports PacAir. Jean-Michel will have more time to design, they say. We wonder what this can bring: More glider designs? Or pursuit of other disciplines, such as paragliders? Or will ic lead to things non-aeronautical such as windsurfing sails? ••• To close, Sky Com products has introduced their Sky Talker I I antenna. The installation rolls up inside the sail and need never be removed. Intended to cover the ! entire 2-meter band, their tests have shown it to outperform rubber duck and telescoping antennae. Cost is $33 postpaid. If interested, write Barry Palmatier at PO Box , 530268, San Diego CA 92153. ••• Got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call or fax to 612/450-0930. THANKS! r

HANG GLIDING

CLASSIFIEDS harness. Two helmets. One full face with "Cpt. Laytex" painted on the front. One "White Stag" one-piece ski suit. Cal l Richard (916) 577-3504. STOLEN from Johnson City, TN. 1987 Raven 179. Colors from center out black, white, red, green, black and white tips. Also, Seagull Ill, orange, yellow and red with white duck tape patching on sai l. Leave message day or night (work#) (615) 926-5211. Mitchell Brown, 1743 Skyline Dr., #20, Johnson City, TN, 3760l.

USHGA SEW-ON EMBLEMS -Our original tri-colored logo emblem $1.50 each. The NEW multi-colored Mountain Glider emblem $4.95 each. Please add$ l .25 S/1-l. SEND TO USHGA. P.O. BOX 8300, COLORADO SPRINGS, CO, 80933. HAVE YOU ORDERED YOUR 1992 USHGA CALENDAR? CLASSIFIED ADVERTISING RA TES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Minimum ad charge, $5 .00. A fee of$15.00 is charged for each line artlogoand $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $22.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in wri ting I 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (7 19) 632-6417. STOLEN WINGS DON'TFORGETABOUTUSHGA THEFTOFGLIDER INSURANCE. WILLS WING HP AT 158 - Stolen on Sept. 17, 1991, from Lakeshore Dr., Lake Elsinore CA. Serial # 22004. Faded orange with pink nose cone. "UP AT WILL" logo on undersurface. Bill Soderquist (714) 677-7015. REWARD FOR RECOVERY! LOST -Battens on June 8th, 1991 , near White Cliffs Beach, Plymouth MA . Call Donald Saccone (617) 857-1031 wk. DREAM 220 - Blue LE, wavy rainbow pattern. Front to back red, blue, green, white, red, purple white. Dark green bag. Taken from LZ near San Jacinto College, San Jacinto CA (Soboba flying site) on 8/10/91. Call (800) 734-0622 STOLEN ON 7/19/91 - From a car in Hollywood, CA Knee-hanger harness, green with a "Finstuwalder label; white parachute mounted in red pocket. Reiner Kaiser, 7848 Manchester #1, Playa Del Rey, CA 90293 (2 13) 823-7383 WW Z-2 HARNESS - Navy blue with red/white/blue striped. BRS & hand deployed parachute, Roberts vario. Taken at Owens Val ley (Janies) May 25th, 1991. $100 Reward (714) 677-6065 leave message MAXON 6 CHANNEL 5 WA TT PROGRAMMABLE FM RADIO - Picked up/stolen from Oceanside, OR on Apri l 6, 1991, 500 P.M. Taken from meet director while meet was in progress' Serial NO. 01009862 $100.00 REWARD - NO QUESTIONS/GAMES . Jas. Asher, OHGA FLT. DIR. (503) 245- 6939 or 828 S.W. Chestnut St, Portland OR 97219. ,;.c< FROM DOWNTOWN CHA TTANOOGA TN - February 1991 Brand new magenta spaghetti strap harness and white bike helmet. Call eves. (615) 267-7908 ONE OF A KIND - camouflage A VSAC harness. Second Chantz rocket- deployed chute mounted on left side of

NOVEMBER 1991

MAGIC KISS - Fluor. yellow L.E., white chevron, pink undersurface, airfoil, down tubes pitchy, bar mitts, 2' skull and cross bones on wing tip, over Kiss emblem inlay, man y skull stickers on glider. Serial No. KM 83707. Also HP AT 158, serial no. 22504, with Lt. blue L.E., red chevron on bottom, custom plan. Serial No. 22504. Stolen in L.A. with van 6-26-90. Van recovered without gliders. (619) 274-8254. STOLEN WINGS are listed as a service to USHGA members. Newest entries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Video ................. .. ...... ... .. 49 AirW orks ......... ............. ....... ... .......... 60 Applied Air Research .. ..................... 59 Ball Varios .............. .............. ........ 2,49 Brauniger .................... ...... ................ 50 BRS ............... ..... ...... ... ..................... 63 Cross Country Magazine ................. .49 Hall Bros .................. ...... .............. .. .. 38 High Energy Sports .. ........................ 38 Lookout Mt. Flight Park ............... ...... 2 McClaren ................................. ......... 54 Morningside Hang Gliders ... ...... .... .. 59 NAA ............... .... .... ...... .. ...... ..... ....... 46 Pacific Airwave ................. Back Cover Paragliding Magazine ................. ...... 59 Pendulum Sports .............. .. ....... ... .... 17 Robert Reiter Video ... ....... ............... 15 Roberts Glider Instruments .............. 25 Safari Sky Tours ................................. 2 Sentek ................................... .... ..... ... 38 Sport Aviation Publications .. ... ..... ..... 9 TBT ....... ......... .. ...... .......... .. ... ..... ...... 50 UP International .............. ... .... .. .......... 6 U.S. Aviation ..... ............................... 25 USHGA ............ ..... .... .. 3,4, 18,28,50,51 Wills \.)'.ing ........................ ..... .... .... ..47 Windsong Productions ..................... 54

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 I 90J ersey 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 about O. 7 5 seconds, for only $499. No one offers faster or more reliable high-performance safety

I"'"' "

1.;~~

MAKING FLIGHT SAFER

BR S • 1845-HG Henry Avenue South St. Paul, MN 55075 • USA 818/443-7070 • FAX: 612/457-8651

~-----------':I 63

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

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

The new

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

Refinements on the top end allow the~to exhibit superb tracking characteristics. Cross bars tensioning is easier with new hardware and design. The V.G. system is the finest ever. Indexed line and a clever pulley/cleat allow for finite adjustment with minimal effort. Dynamically load tested in excess of 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