USHGA Hang Gliding February 1992 by US Hang Gliding & Paragliding Association

MEMBERSHIP APPLICATION

CITY_ _ _ _ _STATE_ __

ZIP_ _ _ _PHONEL) _ __ _

NEW MEMBER

_RENEW/USHGA#_ _ _ _ _SEX (MJF)._ _ _ _ BIRTHDATE._ _....1 _ ____,/_ _

OTHER OPTIONAL MEMBERSHIP PROGRAMS: ALTERNATE MAGAZINE MAILING SERVICE: (Airmail & 1st Class) .....• _ _Send me Information USHGA VISA CARD INFORMATION: . . . • . . . . . . . . . . . . . . . . . . . . . __Send me Information NAA MEMBERSHIP ($24.00 annual dues includes FAI license) . . . . . . . . . . . . . . . . . . . . . . . . . . S_ _ _ __

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INSURANCE INFORMATION The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a C'.ombined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which rovers all recreational flying. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties, Canada, and overseas while on USHGA approved business. •Fomgn paymcnu m111t be in U.S. FUNDS drawn on a U.S. BANK.

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

(01/92)

UP..Petformance at every level! In 1991 UP certified 3 new gliders; the Championship TRX 160 and 140 for the high perfonnance pilot, and the XTR 145 for the serious minded week-end pilot. To start off 1992 we will introduce the XTC for the UP & corning entry level pilot.

Whatever your skill level, UP has a quality glider for you. Don't take our word for it. Test fly the UP glider of your choice, today! Call us at (801) 876-2211 for the dealer nearest you.

International 4054 West 2825 North• Mountain Green, Utah 84050 • (801) 876-2211

1992 USHGA MERCHANDISE ORDER FORM QTY.

TOTAL

1992 USHGA CALENDAR 12" x 12" full pictorial of the sport you love .................................................................................................. $6.00 *'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' SPECIFYTYPE: 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: S(6·8) M (10-12) L(14-16) .................. $9.95 USHGA NEON LOGO T-SHIRT 100% Cotton Our beloved official logo, color revised of the 1990's. HOT! SPECIFY TYPE: WHITE TANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large ............................................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: 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

$ $ $ $

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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 PARAGLIDING FLIGHT-Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FLYING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. ......................... $9.95 HANG GLIDING TECHNIQUES by Dennis Pagen Continues where FLYING SKILLS left off. For intermediate to advanced ............... $7.50 FL YING CONDITIONS by Dennis Pagen Micrometeorology for the hang gliding pilot. Over 90 illustrations ........................................ $7.50 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalities ................................. $8.95 FEDERAL AVIATION REGULATIONS 1992 Federal Regulations covering ALL types of aviation ......................................................... $8.95 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X-C LOG BOOK 64 pages. Very clean! For those who like to document their flight. ............................................................... $3.95 USHGA FLIGHT LOG BOOK 40 pages. The Official USHGA Flight Log Book ...................................................................................... $2.95

$ $ $ $ $ $ $ $ $ $ $

Official USHGA Windsokrn Pink/yellow or pink/white .......................................................................................................................... $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your !lights ....................... $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 DRINKING MUG w/HANDLE Unbreakable 14 oz. frosted plastic mug. Mtn. glider screened in blue ....................................... $1.95 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Min. Glider shaped. Screened 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 HG .................................... $9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 ASL over the Sierra Nevada Range ................................ $5.95 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard rogallo flying into the golden sunset. (Circa 1977) .............. $3.95 'Posters are NOT AVAILABLE on International Orders-SORRY!

$ $ $

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

CHARGE MY CREDIT CARD ($2.00 handling fee-cash, check, M.0. excluded)) VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _exp. _ __ Signature_ _ _ _ _ _ _ _ _ __

SHIPPING .01 -4.99 ADD $1.25 5.00 - 9.99 ADD $2.50 10. -19.99 $3.50 ADD 20. - 34.99 ADD $4.00 35. - 49.99 ADD $5.00 ADD $7.00 50. + Canada & Mexico add $1.50 extra lnt'I surface add $4.00 extra lnt'I air add $10.00 extra

SUBTOTAL

COLORADO RESIDENTS add 3% TAX

SHIPPING (see chart)

CHARGE CARD ($2 if app.)

TOTAL ENCLOSED

SHIP TO: (Street address if possible) NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

USHGA#

CITY/STATE/ZIP _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300

COLORADO SPRINGS, CO

80933-8300 (719) 632-8300

FAX (719) 632-6417

(USPS O17-970-20)

Features

Columns 12 USHGA Reports

18 The Ball M50 & M22 Flight Computers

Questionnaire demographics and issues. USHGA Planning Committee update, by Russ Locke.

39 Competition Corner 22 Parachute On A Stick by Mike Sandlin A keel-stabilized drogue chute, or, how to reduce your glider's performance.

Page 18

51 Hang Gliding

26 The 270° Correction

by Paul Dou1;las A thermal-centering technique.

The 1991 East Coast Challenge, by Jim Rowan. El Condor Paso-Seventh Annual International Hang Gliding Championships, by Larry Tudor.

62 Product Lines

Gravity Is The Engine, Weight Is Fuel

by Dan Johnson New entry-level glider from UP, a 25/1 rigid wing, Smartow winch.

by Davis Straub A discussion or glider size, ballast and performance.

Departments

Looking Back The Women's World Meet by C.J. Sturtevant Sarah Bowman, Kari Castle, Alice Engelhardt and C.J. Sturtevant represent the U.S. in Austria.

Page 44 COVER: Larry Schuermann soaring the north shore or Lake Tahoe. Photo by Larry Schuermann. CENTER.SPREAD: Will Lanier balloon dropping from 8,000 feet AGL near Bozeman, Montana. Photo by John Kiffe.

7 9 10 II 29 53 61 61

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

DISCLAIMER OF WARRANTIES IN PUBL1CATI0"1S: The material presented here is published as part or an inrormation dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright© 1992 United States Hang Gliding Association, Inc. All rights reserved to Han/!, Glidin/!, and individual contributors.

FEBRUi\RY 1992

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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

APA

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

f11/I Color Mt1/t1ZJ'!t1

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 D. Dean Leyerle, Merchandise Services USHGA Officers and Executive Committee:

Gregg Lawless, President Paul Voight, Vice President Russ Locke, Secretary Dan Johnson, Treasurer REGION 1: Gene Matthews. REGION 2: Lynda Nelson, Russ Locke, Connie Bowen. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Glen Nicolet. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Rod Hauser. REGION 8: Randy Adams. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Matt Taber, Rick Jacob. REGION11: Jeff Hunt. REGION 12: Paul Voight, Paul Riker!. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Lisa Tate, Jim Zeise!, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Terry Reynolds. The United States Hang Gliding Association Inc. is a division of the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI). of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLID· ING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm offlight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. FEBRUARY 1992

Volume 22, Issue No. 2

AIRMAIL RECOGNIZING JOHN DICKENSON

DANGEROUS ESCAPADES

Dear Editor, The sport hasn't done enough to recognize the man who built the first modern hang glider ever. and flew it, towed behind a boat, in September of I 963, and a few months after freeflew it. Three and a half years later he taught the trade to Bill Bennett and Bill Moyes. How many pilots even know his name? I would bet not one percent. And yet this man is still alive and well, living on the Pacific coast a few miles north of Sydney. Australia. He is a bit bitter, too, because he never received any appreciation or recognition. His name is John Dickenson. As Bill Bennett puts it (I interviewed him in January '91 for \lo/ Libre): "Rogallo invented the wheel, but it's Dickenson who built the first car." Maybe it's not too late to pay this man the tribute he deserves by letting American pilots know the part he played in our sport. Maybe, just like Francis Rogallo was the guest of honor of the '88 World Championships in Australia, John Dickenson could be invited to the '93 World Championships in the Owens Valley. I know he would greatly appreciate it.

Dear Editor, Once again I am struck by the journalistic skills of Briggs Christie. You have to know Briggs and his wife Sue to know what positively exuberant personalities they have. I've heard Briggs make a cold, blowin' like stink (out of the south, mind you). steeple-chase kind of day at Marina, CA seem like it was the place to be. Briggs' series on the early clays of hang gliding captured the "go for it, fly by the seat of your pants" style that was prevalent in those clays, not only in hang gliding, but in life in general. I am thankful that the loonies featured in the series have survived, learning from their mistakes along the way, and then contributing so much to this sport (or as some feel, way of life). I also feel a sense of loss for those who did not live through escapades similar to those described by Briggs and his cronies. Just something to think about the next time you recount a tale that begins with, "There I was ... I thought I was gonna die!"

Stephane Malbos France

LOST RECORDS Dear Editor, On November 25, 199 I I received three records from the N AA: Distance in a Straight Line, 214.01 miles, Wills Wing HP 170; Distance to a Declared Goal/lVlulti Place, 28.31 miles, Comet II 185; Out and Return Distance/Multi Place, 46.92 miles, Comet II 185. If the distance for these records surprises you, it is because they were set in July of' 86. The open distance record eclipsed John Penclry's and the tandem records were the first in each category. The tandem flights were flown with Carter Coleman who published an article in Life magazine about the tlights. The original records were lost by the USHGA office in Pearblossom, CA and will not be homologated by the FA! as World Records. I would like to thank P.J. More for her personal attention to processing these records. It was because of her hard work and follow-up that these flights were recognized. Thank you for going the distance P.J. Larry Tudor Santa Ana, CA

Mike Badley Sacramento, CA

ALLIGATOR ROCK SITE Dear Editor. We just became USHGA Chapter #I 89 and are working hard at Sauratown Mountain, NC to make our site the best place to fly in the area (25 miles north of Winston-Salem, NC). We now have the road paved lo launch. The concrete slope takeoff is on a 20° angle with a 45° mountain terrain of trees to the landing field only a 4: I glide away. A single surface trainer will make the LZ in no lift with 400' altitude. Launch is 2, JOO' MSL and 925' AGL. The LZ is located al the base of the ridge just east of launch and it is very easy to soar the 500' Tuttle Mountain all the way clown to land. The grassy field is 2,000' long and easy to get into because it is open with no trees to clear. Club members have already cleared the brush below launch and we plan windsocks and an emergency phone in the LZ next. We presently have 20 members and will have trash pickup detail four times annually since we have been posted as a NC Department of Transportation Adopt A Highway Program road cleanup group. This season we will also host several fly-ins to raise funds for the local rescue squad and some club cookouts. Our main goal is to have a lot of fun and fly safely. Anyone interested in joining our group may contact me for details. We get our club name from the enormous alligator-shaped rock in my yard next

AIRMAIL to launch. The Soartown Flyer News is our quarterly newsletter summarizing events at our site. Tommy Thompson Rt. 1, Box 274-Cl Sauratown Mtn. Rd. Westfield, NC 27053 (919) 983-9064

VIRGIN FLYING SITE Dear Editor, A recent visitor to my inn was a hang gliding enthusiast. He was very excited about this particular site above Clear Lake, CA as a launch area. He said that he would like to keep it a secret. Well, I don't mind if you let the secret out. From a public street 1,000 feet above the lake, an easy takeoff is always assured. We get a breeze off the lake every afternoon, but thermals are always active, according to the young man. There is a wide beach for landing, and sometimes you can soar for hours, he said. The view is breathtaking! If you would be interested in sending someone here to check it out, I' 11 be happy to donate a "night on the house" at my inn. Mervin Myers P.0. Box 1629 Lucerne, CA 95458 (707) 274-8009

coupling at the end of the clowntube so that when correctly attached the red cannot be seen. I'm writing this in hopes that someone else will not make the same mistake. And I want to thanks Rob Kells for making a damn good glider. Ron Anten Elsinore, CA

Regional Director Pete Lehmann was injured as a result of this exact same oversight.-&/.

Warwick Duncan Australia

NO JURISDICTION FAILED WIRE Dear Editor, In response to the December 1991 Update article for all pilots wishing to fly Point Sal or Guadalupe Sand Dunes, which stated that pilots must be current USHGA and/or APA members: Chapter #0159 Hang Gliding Club and Achim Hagemann have 110 jurisdiction over these sites. Due to extreme conditions and cost to get medical attention to an injured pilot, these sites are 1101 suitable for students. Mobile Life Unit from Santa Maria to Pt. Sal costs $700-$800. Grover City to Guadalupe Sand Dunes four-wheel drive vehicle service has a minimum base price of $575. All pilots should use exceptional care when flying these sites. Don Underwood

ASSE!VIBL Y GOOF

HOOK-IN ADVICE

Dear Editor, I should be dead. How or why I'm still alive is amazing to me and my friends. Arriving at lannch I hurriedly set up my new Super Sport 153. The wind had died so I waited on launch, hooked in and finally took off in a light cycle. Aniving at 400' over the LZ I executed two tight 360's to the left and two to the right. Still high, I stalled, pnllecl in, and dove to the ground at about 40 mph. Slowing for a flare the basetube gently touched mother earth and in a heartbeat DISASSEMBLED. Holding the downtube about five feet apart I noticed the wing nut assembled in the basetube but not the coupling at the end of the clowntube. I unhooked, got on my knees and thanked Goel that I had survived. A half-inch of bar pressure was all that held me together in the air. Rob Kells and crew landed 30 minutes later. After chastising me for being in a huny, inattentive and not doing a thorough pre-flight, Rob Kells personally took me by the hand and showed me how to do a thorough pre-flight procedure. He stated that the same situation has occurred on other makes of gliders with disastrous results. The only solution, I have been told, is to #3 red dye the

Dear Editor, In regards to hooking in there was a letter in the magazine before the present one which suggested that just before launching to say "HOOKED IN, CLEARI" instead of"Clear!" I thought that was an excellent suggestion. l am using it. I suggested it to my instructors, and also suggested it to other pilots. If it only takes one word to save a life I think we MUST do something like this.

into the harness while it is still connected to the glider and then approaches launch. Here another hang check is clone, though, as can be seen, it is redundant. In this way it is impossible not to be hooked in. I firmly believe that our aircraft, both glider and harness, should be considered a single entity, and that separating them after the pre-flight is inherently risky.

AgimComa San Pedro, CA Dear Editor, It is with concern that I read about the continuing problem of failure to hook in accidents in your magazine over the years. In Australia this type of problem is virtually unheard of, though we use no mechanical reminder of any kind. When we assemble our gliders, the harness is clipped into the hang loops as part of the normal setup procedure. During pre-flight the glider, harness and the connection between the two are checked. Before moving to launch, the pilot gets

Dear Editor, Look at page 14 of the December issue, editor's note: "The failed (side) wire was a replacement that had only seen I 00 hours of duty, hardly enough time to give Bolles concern over failure potential." Hardly enough? More than, Gil, more than. I figure this was a typo and you probably meant IO hours, but side wires are something I' cl hate for a new pilot to assume can be ignored for 100 hours! If you don't believe me, I have some rusty strands that broke at 75, fortunately on the ground. John Davis San Francisco, CA

Point well taken. By the way, the comments were supplied by BRS and not written by me. My comments are always terminated with the infamous "Ed."-Ed.

FATALITY ODDS Dear Editor, If there are, for example, 10,000 hang glider pilots and 10 get killed every year, does that mean that each year we enjoy 1,000/1 odds? And does that mean that a pilot who flies for 10 years has 100/1 odds of surviving that time span? Tom Levine Orlando, FL

Yes. I've seen fatality statistics e.\pressed in this way. !five were biologically immortal, the average American would die in a car accident eve1)' 4,000 years, and, based 011 your assumptions, the avernge hang glider pilot would die in a hang gliding accident every 1,000 years.-Ed.

HANG GLIDING

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. Feb. 1-Dec.1: 1992 Region 9 Year-Long X-C Contest. Fly from any site on any day. Winner will be the pilot with the single longest flight of the year. Open and Rookie Classes. March 14-24: 1992 Region 9 Championship. Weekend cross-country from any site in the Region. Three best flights totalled to determine winner. Flights limited to max 60 miles each. Rookie and Open Classes. For entry forms and rules contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 P,1) FAX -3436. Feb. 7-8: Towing Clinic, Seattle, WA. Contact: Cascade Soaring (206) 454-1989. Feb. 7-9: Para/hang glider tow clinics, Phoenix, AZ. Just bring harness/vario or paraglider. Intro to SMARTOW winch, circuit towing. $350 includes transportation to site and lunch. Contact: Reel Altitude (602) 863-9909. Feb. 9: FAA Northwest Aviation Tracie Show and Conference, Tacoma, WA. Contact: Cascade Soaring (206) 454-1989. Feb. 9-15: New Zealand Paragliding Championships, Canterbury in the South Island. Contact: NZ Paragliding Championships, Warren Trethewey, Old Tai Tapu Road, RD2, Christchurch, New Zealand tel. 03-296-848 FAX 03-296-786. Feb.15: Glider Tuning clinic. Feb.22: Glider Maintenance clinic. Feb. 29: Parachute clinic. March 14-15: Aero Towing clinic (to receive your AT Special Skills checkoffJ. lVIarch 21-22: Instructor Certification Program (including Red Cross, March 20). March 28: Assisted Windy Cliff Launch clinic (to receive your A WCL Special Skills checkoff). April 4-10: The Great Race. April 4-10: LMFP Demo Says (Ball varios, Pacific Airwave, UP, Wills Wing and more). April 18-20: Easter weekend fun fly-in. April 25: Assisted Windy Cliff Launch clinic (to receive your AWCL Special Skills checkoff). May 2-3: Aero Towing clinic (to receive your AT Special Skills checkoff). May 9: Spring Thermaling clinic. May 16-17: Tandem clinic. 1\fay 23: Parachute clinic. May 23-25: Memorial Day weekend fun fly-in. May 30: Glider Tuning clinic. June 6: Assisted Windy Cliff Launch clinic (to receive your A WCL Special Skills checkoff). June 13-14: Aero Towing clinic (to receive your AT Special Skills checkoff). June 20-21: Glider maintenance clinic. June 27: Summer Thermaling clinic. Contact: Lookout Mountain Flight Park, near Chattanooga, Tennessee (404) 398-3541. Feb. 16: 5th annual Glider Maintenance & Tune-up Session, Hangar# I, NAS Glenview, IL from 9:306:00. Sponsored by the Reel Hang Glider Pilots Assn. Hangar space large enough for 25 gliders. Contact: Peter Birren (708) 640-0193. Feb. 21-23: Tandem boat towing clinic with Paul Voight and Miami Hang Gliding. Contact: James Tindle (305 J 573-8978. FEBRUARY 1992

Feb. 28-March 1: Tandem Clinic, $150. March 6-7: Basic ICP, $150. March 8-9: Advanced ICP, $150. June 19-21: Wild, Wild West Regionals, $90. Contact: Adventure Sports (702) 883-7070. March5-7: National convention of the Soaring Society of America. Charlotte, NC. Seminars, glider exhibits, socializing. Contact: SSA (505) 3921177.

, Technology • Pe1fo1111arice • ~

11 /

like it! Great handling! Great perfom' nee and excellent hardware, 11 \ Dave Ledfotd \ 11 /J I close my eyes with the V([ojf;-feaniJ! he difference from my AT. With/the VG on, it,iM nitely has better ha11dli11gllia11 my AT. 11 ,' Rob McKen~e-,.

March 6-8: 1992 spring USHGA Board of Directors meeting. Miami, Florida at the Travel Lodge Hotel, 5301 NW 36th Street, Miami, FL 33166 (305) 871-6000. March 19-22: (23 rain elate) TmTey Pines Winclsprints, Torrey Pines Flight Park, La Jolla, CA. Contact: Joe Bill Henry (619) 452-3202. March 22-29: Venezuela '92 International Hang Gliding Championship (March 14-21 paragliclers), celebrating the 500th anniversary of the discovery of America. Sites: La Victoria near Caracas and Platillon Peak in Guarico state. Entry $150 U.S. includes transportation and retrieval. $2,000 first place prize. Contact: Luis Aulestia, Final calle 3B, Eclif. Cantabria, piso 2, La Urbina, Caracas I 070, Venezuela. tel. (58)-2-2420644/24263 l l FAX (58)-2-2427374. March 29: Parachute clinic. includes deployment techniques, practice throw, chute care, basic packing info and repack, $30. RSVP. Basic & Advanced lCP, $150. Contact: Airtime of San Francisco (415) 759-1177. April 13-19: (April 20rain date) Torrey Pines World Paragliding Race, To1Tey Pines Flight Park, La Jolla, CA. Contact: Joe Bill Henry (619) 452-3202. April 24-May 3: International Mexican Open, Guanajuato. Contact: Aero Dinamica, Reforma 30 piso 3, Col. Centro G.P. 06040, Mexico D.F. tel. (525) 379-2140 FAX (525) 370-6243. April 25-26: i'v!ountain Wings Glider Showcase at Ellenville, NY flying site. Interested manufacturers and distributors invited. Camping, towing. Contact: Mtn. Wings, 150 Canal St., Ellenville, NY 12428 (914) 647-3377. May 27-June 11: 8th European Hang Gliding Championships, Vaga, Norway. U.S. team and pilots welcomed. Preliminary entries before March I, 1992, final entries before April 15. Contact: Norwegian Aero Club, HG-EM 1992, P.O. Box 3869, Ullrn'il Hageby, N-0805 Oslo 8 NORWAY. June 22-July 7: Cross Country Classic International (pre-Worlds). Bishop, CA. Preparatory contest for 1993 World Hang Gliding Championships. Contact: Tom Kreyche, Cross Country Classic, P.O. Box 873, Mtn. View, CA 94042 USA. tel. (415) 965-8608 FAX (415) 965-1361 Telex 49610244 Cross Country. AUG. 1-3: Western Canadian Championships, Golden, BC. Canada. Hosted by the Rocky Mtn. HG League. Entry $30 (includes $5 national team levy). Contact: Ken Shackleton (403) 295-1575.

UP: From a lower to higher position. Above the surface. Into a state of excitement. Higher. To advance, increase and improve. At UP we're devoted to the sporl of hang gliding. This devotion has driven us to new heights in technology and petfonnance. The graphite frame, custom hardware. sail design and high-aspect truncated planform of the TRX are adl'ancing the sport of hang gliding throughout the world. At UP we don't want to just sell you a glider. We want to be a part of the continuing education and enjoyment for experienced pilots as well as helping newer pilots get more involved in the sport. Flying a UP glider will convince you that UP has performance at every level. Don't take our word for it. Test fly a UP glider of your choice, TODAY'

UP International

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UPDATE USHGA BOARD OF DIRECTORS SPRING 1992 MEETING The Spring USHGA Board of Directors meeting will be held in Miami, Florida on March 6th-8th, 1992. The site of the meeting will be the Travel Lodge Hotel, 5301 NW 36th Street, Miami, FL 33166, phone (305) 871-6000. The hotel is located two miles from the Miami International Airport terminal and ten minutes from downtown Miami. A list of scheduled BOD agenda topics will be published in March Hang Gliding for informational purposes.

1992 SANDIA CLASSIC I SANDIA PARAGLIDING BAN The organizers are pleased to announce the second annual Sandia Classic, which has once again been awarded 450 WTSS points by the USHGA sanctioning committee. The number of entrants will be limited to 60. The first 30 positions will be held for the top 30 WTSS ranked pilots until April 1, 1992; the remaining positions will be filled on a firstcome first-served basis. Eligible pilots must have a Hang IV rating and extensive mountain experience. There will be a free flier guide program that will use a separate launch 1.5 miles from the contest launch site. To obtain an entry package, contact Jeff Wolford at (505) 275-1406 or Mike Gregg at (505) 889-2823 . The Sandia Soaring Association has decided that there will be no paragliding from the Sandia Soaring Associations' two launches. The main concern is the lack of performance of cmTent paragliders. The SSA realizes that the performance capabilities of paragliders will continue to improve, so they will open the Sandias to paragliding as soon as they feel it would be safe.

NEW GLIDER COVER BAGS Sail Wings Hang Gliding announces a way to cut clown on UV damage and extend the life of your glider. The company is now producing metallic-coated ripstop nylon UV covers for gliders, harnesses, parachutes and bridles. As a limited introductory offer, glider covers are selling for $125 and glider X-C storage bags are priced at $80. Price includes shipping and handling. For a measurement

sheet and cloth sample, contact: Sail Wings, 1812 Reservoir Rel. #231, Little Rock, AR 72207 (50 l) 227-4920.

SNYHGPA THIRD ANNUAL FUN MEET RESULTS Hang III-Master first place: Stephen Makrinos, Moyes XS 155. Second: Brnce Guderian, Sensor 510C. Novice first place: Chee/ Hudson. Second: Dimitri Walkoff. Teams. Buzzards, first; Fly High 1, second; Sensor, third; Fly High 2, fourth. Best spot landing: Marse/a Zanneti. Golden Hammer: Marvin Galloway.

FUN FLYING AT THE GREAT RACE Lookout Mountain Flight Park's 16th Annual The Great Race is scheduled for Saturday through Friday, April 4-10 at the Flight Park near Chattanooga, Tennessee, with the Great Race Dinner catered on Friday night. Last year's winners split $1,325 in prize money, plus a Ball M-20 vario, dinner for two for 15 winning couples at some of the Chattanooga area's finest restaurants, and more than 30 gallons of free gasoline. Each of the top 17 pilots received at least one prize, and all competitors got a special edition Great Race T-shirt. This year's prizes are expected to be the same or more, including $100 spotlanding prizes each day when the winds aren't Great Raceable. The Great Race takes place the week before the East Coast Championships (at nearby Sequatchie Valley), giving competition pilots two chances to win prize money from one hang gliding trip to Chattanooga. Lookout's spring Demo Days will also be held every clay during The Great Race, so attendees will have a chance to fly the latest from all the major manufacturers. Pacific Airwave, UP and Wills Wing will attend, as well as Ball Variometers and others. In-air starts and restarts allow competitors a flying start to begin with, and a chance to start again if needed. Pilots can compete on any day or days they wish, or all week. The course may be flown as many times as you like each clay, without having to land between flights. Only your single fastest time for the week counts. Many competitors made three or more official flights to the Point and back without landing-more than 50 miles of fun

flying in a single flight! For more information, contact: Lookout Mountain Flight Park, Route 2 Box 2 l 5-H, Rising Fawn, GA 30738 (404) 398-3541, FAX (404) 398-2906.

NEW ALTIMETER IV ARIO METER

The Flytec 3020 is a new flight deck for hang gliders and paragliders, packaged in an aerodynamic nylon housing with a large liquid crystal display window. Easilyoperated dome switches give positive tactile feedback, even when using gloves. Dual digital altimeters display absolute or relative altitude; the latter can be zeroed in flight by the push of a button in order to view short-term gains. The variometer shows the acute climb or fall rate on a large analog LC display, supplemented by digital information about the rate averaged over time. The pitch of the vario tones is rate-dependent, and their onset can be preselected. A sensitive wind speed sensor, running in sapphire bemings, plugs into the side of the instrument and may be set to provide stall warnings. A real-time clock and a JO-hour stopwatch complete the display functions. The memory bank of the instrument stores, for later display, data of each of the last 20 flights: maximum absolute altitude, maximum climb rate, flight duration, and flight date. The Flytec 3020 is powered by two alkaline cells, operating the instrument for 60 HANG GLIDING

UPDATE hours each. Initial display of battery voltage at turn-on and an automatic power turn-off, when not in use, assure hassle-free operation. Contact: Karl D. Myrenne, DODECA, P.O. Box 1383, Fremont, CA 94538 (510) 490-4385.

AERO TOWING CLINICS IN CHATTANOOGA Lookout Mountain Flight Park has scheduled three Aero Towing Clinics at the Flight Park, near Chattanooga, Tennessee, for the spring of this year. Using Lookout's brand-new Dragonfly ultralight aerotug, pilots can learn to aero tow and earn their USHGA aero tow (AT) Special Skills checkoff. Dates of the clinics are: SaturdaySunday, March 14-15; May 2-3; and June 13-14. After last fall's successful aero towing demonstration at LMFP, more than 50 local and regional hang glider pilots signed up for the Lookout Mountain Aero Tow Club, and a Moyes/Bailey Dragonfly aerotug was purchased. A hangar for the tug, spare engine and parts, and tandem hang glider will be built in Lookout's landing field. Members of the club receive 28 aerotows to 3,000 feet above the LZ. Until April 1, pilots can join the Club and get 28 tows for $225 (about $8 a tow). After 28 tows (there's no time limit on when the tows have to be made), they can buy another 28 tows for $225. On April I, membership in the Aero Tow Club will be $280 (for 28 tows). Regular price for a single tow is expected to be $15. Pilots in last fall's clinic found aerotowing to be easy and lots of fun. The Dragonfly tows a hang glider at about 25 mph, at a greater than 800 foot-per-minute climb rate. More than half the pilots towed were Novice-rated with limited mountain flying experience, and most found it easy to fly under tow (in a variety of gliders) and maintain the proper position behind the aerotug. The aerotug is expected to double or triple the available airtime at Lookout. "Take me to that cloud over there" may become the most commonly heard phrase this spring and summer! For more information, contact: Lookout Mountain Flight Park, Route 2 Box 215-H, Rising Fawn, GA 30738 (404) 398-3541. FAX (404) 398-2906.

FEBRUARY 1992

MOYES COMPETITION SPONSORSHIP Last year Moyes Gliders adopted a new policy toward competition pilot sponsorship. The new policy is to pay pilots who fly Moyes Gliders and win meets. The amounts offered vary from $200 to $6,000 depending on the contest. They also offer $250 for X-C state records and $2,500 for the X-C world record. Contact Gayle Schutte at (805) 5632864 for details.

INTERNATIONALLY RECOGNIZED AIRCRAFT ENGINEER SEEKS OPPORTUNITY IN HANG GLIDING Arkady Auerbach, graduate of Noldavian Polytechnique, has 13 years experience in innovative design and production of gliders, motors and parachutes. He is the designer and builder of the recordbreaking 15-meter Wanderer. Interested firms may contact: Arkacly Auerbach, 7250 Lowell Ave., Lincolnwood, IL 60646.

Accident Reports by Doug Hildreth/ USHGA Accident Review Chairman Pilot: Rating: Experience: Glider: Date: Location: Injuries:

John Powell Advanced 3 years Pacific Airwave K2 12/6/91 Waikiki, HI Head, face, neck and chest

cessful. The glider hit a tree, side slipped 60 feet. Novice-passenger was killed on impact, the tandem pilot seriously injured. THIS MAKES NINE FOR 1991 ! --------

The Only Ultralight •Good Enough for Hang Glider Pilots 1

Event: On a good, smooth-air clay the pilot was performing wingovers past 90 degrees at about 200 feet altitude. Side-slipped into vertical dive. Pilot removed safety cover and pulled firing handle; the rocket fired 20 feet before impact. Comment: Past 90 degree wingovers at 200 feet!? Pilot is reported to have "never" removed ballistic firing handle safety cover before flying. Observing pilots felt that the time spent removing safety cover could have made the difference between unsuccessful and successful deployment. The double maneuver of removing safety cover and pulling firing handle would have taken between three and five seconds.

Passenger: Rating: Experience: Date: Location:

Michael Elliott Novice About to take first altitude flight 12/91 Lookout Mtn. Flight Park

Event: Novice pilot went tandem with experienced tandem pilot in preparation for first, solo altitude flight. On base leg of approach over tree line, the attempt to turn onto final was unsuc-

Glide: 15 to 1 Sink: 250 fpm Span: 40 ft Empty Wt: 254 lbs Built: Ready-To-Fly

~ )

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

USHGA REPORTS USHGA DEMOGRAPHICS AND ISSUES The results of the USHGA survey questionnaire, which was attached to the Regional Director ballot, have been tabulated. Several notable changes occurred in our USHGA demographics:

1990

1991

Income: $40,932 Female: 6.7% Married: 51.9% Single: 48.5% # of Flights: 51.2 Hours of Airtime: 37.1 Total Airtime Hours: 357.0 Repacked Chute: 56.4% Ballistic Chute: 10.6% Tried Paragliding: ***

$42,682 8.4% 55.0% 45.0% 58.8 39.8 411.5 64.3% 23.4% 19.4%

Towing responses varied from last year's, however, we believe the question format of this survey has provided a better response and breakdown of towing activity and equipment use. A total of 8.7% of the survey respondents indicated they were involved in an accident in 1991; 32.4% responded that medical treatment was required, however, 85% of those respondents who have had an accident did not complete a formal USHGA accident report. The lack/lag in accident reporting is a concern that needs to be addressed. USHGA DEMOGRAPHICS We wish to thank all of you who took the time to complete and return the survey to USHGA Headquarters. We received 1,431 responses which equals approximately to 17 .8% of the membership. The demographic profile of those who returned surveys are as follows: Average Age: 37.9 years Sex: Male: 91.6% Female: 8.4% A vernge Income: $42,682 Avernge Education: College Graduates Some College Trade School High School Graduates Some High School

55.5% 28.7% 6.4% 8.3% 1.1%

Married vs Single: 51.5% Ma1Tied 48.5% Single Years Flying: 8.9 Ratings: H1 8.3% H2 17.9% H3 24.3% H4 43.4% HS 6.2% Tried Parnglidi11g: 19.4% Yes Most popular glider manufactllrer: 1. Wills Wing 2. Pacific Airwave 3. UP Plan to Buy Glider: New 17.9% Used 27.5% Undecided 4.3% No 50.3% Repacked chute in 1991: 64.3% yes Chute type: 76.6% hand deployed 23.4% ballistic Competed in Regionals: 3.1 % yes Towing: 23.0% yes Ta11de111 Towing: 22.6% Type of Towing: 74.7% truck/auto 9.4% aero 8.5% boat 7.4% foot Tow Device: 95.3% pay-out winch 4.4% static line 3% stationary winch

Issues, identified as major concerns from members' responses to the question, "Which items should be addressed in 1992?" were: 1. Paragliding The dominant input is a desire to let the membership vote on including or excluding paragliders in the USHGA as associate members and to settle the issue once and for all. The membership, as a voting group, should be allowed to address this issue.

2. Site Insurance Provide site insurance coverage which permits hang gliders and paragliders to fly the same site. This would serve to help avoid the loss of a site location because of "bandito" flying activities. This does not mean that all sites are suitable for paragliding.

3. Site List/Directory Numerous requests for a Regional Site List and pilot rating requirements to fly each site were received. This continues to be a high interest area. 4. Site Procurement Assistance The suggestion to establish a central point to obtain assistance on site procurement, i.e., contact person, committee, support letters and hand-out material etc., had popular support for priority action. 5. Professional Attitude/Image The continuing need for all USHGA members to work toward improving the professionalism and public image of hang gliding was supported as a major organizational goal. A positive image is viewed as necessary to site development and retention. 6. Safety Guidelines Numerous requests were received for the development of specific guidelines, similar to aerotowing guidelines, as a step to improve the overall safety of towing and paragliding activities. 7. Competition All Regional Directors should be directed to take action to insure each region has at least one sanctioned competition each year. 8. Board Members Restructure the Board of Directors in order to control the total number of elected members who have specified commercial interests. 9. Communication Encourage better and more frequent communications from Regional Directors to their constituents. 10. Training To develop more and better training sites and facilities in regional areas as a possible way to increase our membership.

These comments will be distributed to all Board Members for their use/discussion at the March, 1992 Board of Directors meeting. •

HANG GLIDING

USHGA REPORTS

USHGA Planning Committee Update by Russ Locke In the Spring of 1991, we held our first meeting of the Planning Committee whose charter it was to create an action plan for the organization in order for us to meet the future needs of the sport. The report of that committee was broken up into four parts: 1) a series of statements that currently reflect the state of hang gliding; 2) a list of anticipated trends both inside and outside the sport that we will probably have to deal with; 3) a list of desired trends that we would like to see; and 4) some specific action items for some of the USHGA Committees to start immediate work OIL The plan was for the Committee to meet yearly before the spring Board of Directors meeting, update the five-year plan to be presented at that spring meeting and then for the Committee Chairperson to do an update report before the fall BOD meeting. Because our kickoff got underway late (after last year's spring BOD meeting), and since there is some financial cost to the Association for the planning session, we decided not to have a meeting this spring. Instead I was going to file an early report documenting what progress has and has not been made toward our original objectives. I decided to expand that report into this article so that the entire membership has the opportunity to voice their opinions to their regional representatives before the next Board meeting in early March. Following is a list of some of the desired trends and action items along with my comments. For more background information, see the August, 1991 issue of this magazine for the entire committee report. For purposes of discussion I have grouped some of the desired trends (DT) and action items together. DT: The USHGA will be the best provider of services for all pilots operating under unpowered regulations and will seek to administer those services so as to minimize the potential alienation of any sub-group within the organization. FEBRUARY 1992

DT: We should reduce the cost of basic services per member (insurance, magazine and rating system) by 10% per year. Action item for the Publications Committee to work with the Executive Director in using standard statistical quality improvement processes to streamline the rating system and magazine processes. Action item for President to appoint committee to evaluate other potential sources of revenue outside of membership. The gist of these statements is that we will get better at administering the affairs of the Association, which is a pretty generic statement. However, there are a couple of specific things we are going after. In addition to making the administrative process more efficient it would be nice to find other ways to generate revenue so that we keep the cost of membership in this organization as low as possible. We've been doing some of that, such as making a little money from merchandise. While the Visa card program doesn't generate a lot of money for us, neither does it take any ongoing effort. However, also buried in one statement is a comment that we minimize the potential alienation of any subgroup. This is a significant point and refers to everything from the old traditional East Coast/West Coast differences to the more recent emergence of paragliding. We're making some progress as we continue to examine our relationship with the American Paragliding Association. As we've already seen, this is not going to be a painless adjustment and the end isn't in sight. The heart of the matter is that we haven't reached an agreement on what a hang glider is even though we made attempts to reach a definition at the last several Board meetings. As a sport we've developed a "wait and see" attitude, and since the growth of paragliding has been slow, so has the need for us to make any decisions. It was the Planning Committee's intent to provide a better definition and structure by creating a Mission Statement that ties to our

Bylaws. But the Mission Statement was buried in Committee minutes at the last BOD meeting, which had the effect of reinforcing our "wait and see" attitude. Again, the real issue is, What is a hang glider? If you have some thoughts, let your Regional Director know. DT: We need to increase ownership at the local level. DT: We need to establish a higher minimum level of instruction capabilities. Action item for all Regional Directors to refer as many problems as possible back to local levels and support their efforts to manage the situation. Action item for the Safety and Training Committee to upgrade the Instructor Certification process and find a way to increase consistency of instructors in this country. The real strength of our organization is the chapters and schools, because that's where site management takes place. Everything the Association sets in place is designed to be used as tools by the local pilots to keep their flying sites open. We need to reinforce that center of power and make sure that the tools are appropriate to the tasks at hand. Similar to the previous set of statements about the office processes, we need to clean up the administration of the rating program. The Pilot Proficiency Program has served us well, but it needs to move with the times. Even more obvious is the Instructor Ce1tification Program, which hasn't had any continuity in many years. The Observer system is working okay, but maybe we need to redefine what "okay" means. There is some work being clone in the Tandem and Towing Committees that may force the rating system to follow. The Tandem Committee has done something revolutionary by suggesting that tandem pilots need to have some activity in order to keep their rating current. In the past, all ratings have been issued once, and they're good forever. There are a variety of opinions about whether or not we should rethink that philosophy, and it's sure to be an ongoing topic at the next few Board meetings. OT: We should develop the Association's capability to successfully manage public relations, site procurement and sponsorship. Action item for the Site Procurement Committee to find a way to expand our contact points with the public lands manage-

USHGA REPORTS ment structure. Action items for the National Coordinating Committee: 1) to communicate clearly to our membership, without overstating the cmTent situation, that every single FAA violation is potentially a cumulative event that can work against us; and 2) to create a focus group to work with the NAA on defining a process to acquire influential people as members of our board. Action item for National Fly-In Committee to create a central information exchange process and actively disseminate information on fly-ins around the country. The above statements are pretty obvious, since we've all recognized the need for good public relations to acquire and maintain flying sites. The National Fly-In Committee did their work at the last BOD meeting by defining the National Fly-In as a public event, not just a gathering of pilots. They even went so far as convincing the BOD to delegate some funds for the Fly-In organizers to use in advertising the event to both pilots and the public. Action item for the National Coordinating Committee and Executive Director to write up designated revisions to FAR 103 and propose a means to present to the FAA. Have draft done by October BOD meeting and to notify the FAA immediately of our intent to submit a change request to FAR 103 listing our points of concern. The ultralight community has been pushing the FAA for some time to revise FAR 103 and has finally convinced them to do so. Since the FAA is considering changes, we have formally requested that our towing and tandem exemptions be put into FAR 103 permanently, and the prospect looks good for that. We are also hoping to get a better definition of "flying over congested areas and right-of-way rules," but we're being careful not to upset the apple cart here. We'll keep you posted. DT: We need to increase the number of flying sites by l 00% over the next five years. DT: USHGA membership will increase by 10-15% per year over the next five years. DT: We should host an FAI Women's World Championship. Action item for Membership and Development Committee to recommend development of a plan to fund a promotional budget for the purpose of creating member-

ship. Plan to be funded by commercial interests and not general membership. Action items for the Membership and Development Committee to: 1) recommend development of plan to require a minimum number of new students to join USHGA to maintain instructor certification; and 2) create a plan to identify fundamental changes needed to increase the percentage of women pilots in the spmt. Use tools such as surveying existing women pilots and all instructors. Action item for Site Procurement Committee to finish Site Procurement manual, ASAP. Action item for Competition Committee to determine the steps necessary and seek responsible individuals to put together a package to host a Women's World Championships. We need to grow at some rate; the fact is that everything in our society that stagnates eventually dies. We set 15% as an aggressive goal although we're currently growing at a 3%-5% rate. Similarly, we need new flying sites, and again we set an aggressive goal. The more we grow the stronger we become, and the more resources we have to work with as issues arise. As you can see, there are several statements relative to encouraging more women into the sport. The reason is simple: with women representing 5% of the sport in a society where they make up more than 50% of the population, they are the most obvious group for us to attract. I've had enough conversations with pilots on this subject to know that the feelings about women in hang gliding are just as varied as the feelings about paragliding. I have no interest in getting into any discussion on whether their arms break more easily, whether their spatial perception capabilities are poorer than men's, whether their eyes sparkle when you shine a flashlight into their ears (or is it only blonds), or any of the other issues I've heard over the last couple of years. I just want to point out one indisputable fact-there are plenty of successful women pilots in every area of this country and they represent the same crosssection of society as men. If there are some, there can be more. We have made excellent progress on one of the above action items. Tom Kreyche is having so much fun putting on major competitions in the Owens Valley that he volunteered to organize a Women's World

Championships at the last BOD meeting. With Tom's experience and his reputation internationally, it looks as though the I 995 Women's meet will be in the Owens. If your interested in helping, I'm sure Tom would like to hear from you. He can be contacted through the office. DT: We need to reduce our fatality rate by 90% over the next five years. Action items for the Safety and Training Committee to: 1) create a tighter communication link on safety issues between the Safety and Training Committee and local chapters; and 2) study fatality information and make recommendations to appropriate committees on fundamental changes necessary to effect a 90% fatality rate decrease. Action item for the Competition Committee to recommend a more active approach toward not supporting unsafe flying practices in competition. And last, the item that is most important in my mind, not just because I don't like to lose friends, but because the safety of the sport affects everything else. We've set some aggressive goals, but we need ways to bring them about. It's been particularly distressing recently because we lost five people late in 1991 after the main part of the flying season was over. Typically we look at what goes wrong and attempt to put processes in place to prevent their reoccurrence, but that's really a band-aid approach. We need to take a more preventive approach to this whole subject. A pilot in Northern California, Roger Barker, wrote in with a suggestion that we start collecting data from schools and chapters that have low accident rates to see what they're doing right. Pretty good idea. If there's something in your area that's working to reduce accidents, make sure your local Regional Director brings this information to the next Board meeting. Even better, do what Roger did, jot your good ideas down on paper and send them in to the office-we'll see that they get to the appropriate committee. Lastly, our entire planet is going through some significant changes, and some of those changes will affect our flying privileges. As both financial and governmental pressures come to bear on the aviation industry we will see more changes in the next few years. Patience, vigilance and good communication will be critical to us in the future. •

HANG GLIDING

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ve to zero- llne

The Company: Founded in 1973 on a simple idea: Build the highest quality equipment for personal soaring flight, and back those products with an unmatched level of customer service. Wills Wing has provided continuous service to the hang gliding community for nineteen years. The People: At Wills Wing we love flying. All four of Wills Wing's corporate officers are active pilots, and we fly everything from paragliders and hang gliders to sailplanes and multi-engine airplanes. Our production personnel and test pilots are the most highly trained and most experienced in the industry. The Means: Product design at Wills Wing is a synthesis of basic engineering fundamentals, advanced computer analysis, and nearly two decades of practical experience. Product development involves extensive and painstaking vehicle

and flight testing, to insure that our own personal standards for flight characteristics, performance and safety are met. The Products: Wills Wing offers the most complete and highest quality product line in the industry. All Wills Wing glider models are HGMA certified before the first customer unit is delivered, and every Wills Wing glider is factory and dealer test flown prior to being personally delivered by the dealer to the customer.

THP AT- In 1984, Wills Wing pioneered a revolutionary new configuration in competition class hang gliders with the introduction of the first of the HP series of gliders. By early 1990, continued innovation had given rise to the HP AT 158 and HP AT 145, the most highly refined and most often imitated competition class gliders on the market. In 1991 HP AT pilots won 1O major domestic and international

championships. Through the '91 season, HP pilots had logged 20 cross country flights of over 200 miles, nearly twice as many as all other glider models combined. In 1990, Larry Tudor flying an HP AT 158, picked up two FAI world records by recording the first ever three hundred mile flight in a hang glider. In 1991 , Jim Lee set the world triangle distance record on an HP AT 158, and Kari Castle, on an HP AT 145, made the first flight over 200 miles by a woman pilot, setting a world record in the process. Through 1991 , fifteen out of the last twenty U.S. World Team pilots had selected Wills Wing gliders as their glider of choice for world championship competition.

TSpectrum - In 1990, with the introduction of the Spectrum, Wills Wing changed the nature of entry level hang gliding. For the first time, the new pilot was given access to true high performance, along with the type of advanced technology normally

Pilots Choice of Gliders

______ Others

--------

1991 --::....... ",.

1987

1980~

10 Wills Wing Test Capability

G 8

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Industry Minimum Test Standards

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~-~--

from USHGA member SUNeys 1980 data from Who~ Art MogOUle reader suNey

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associated with top of the line competition class gliders. Available in two sizes for pilots from 11 Olbs. to 240 lbs. , the Wills Wing Spectrum offers the advancing novice and casual recreational pilot an unmatched value in quality, performance, and soaring enjoyment.

..-super Sport - Brand new in 1991 , the performance and flight characteristics of the Super Sport lie directly between those of the Spectrum and the HP AT. Designed for the intermediate and advanced soaring and cross country pilot, the Super Sport features technology derived from the HP AT, including the HP AT airfoil, airframe technology, and general sail planform. At the same time, the Super Sport's handling qualities and landing characteristics are more reminiscent of those of the Spectrum, yielding a glider of extraordinarily accessible soaring and cross country performance.

The Result: A true dedication to quality in products and services results in a high level of customer loyalty and support. In every year since 1984, more U.S. pilots have chosen Wills Wing gliders than any other, and the percentage continues to grow year by year. In 1991 , more pilots owned Willis Wing gliders than the next three most popular brands combined, and ninety-six per cent of the pilots who purchased new Wills Wing gliders rated the service they received from Wills Wing to be good to excellent. As a member of the international family of Wills Wing pilots, you

can enjoy the benefits of Wills Wing quality service from more than 200 professional dealers in 35 countries all over the world.

The Future: We're working every day to provide all of our customers with better products and better services. If you're already a Wills Wing pilot, we'd like to thank you for your support, and ask you to let us know how we can serve you better. If you've never owned a Wills Wing glider, we cordially invite you to talk to your Wills Wing dealer, and take a demo flight on a new Spectrum, Super Sport or HP AT. We're looking forward to building your next glider.

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

1 ·""-""""'" Alva Edison was one of my early heroes. This was clue, no doubt, to my great familiarity with his history since he grew up in my home town--Vort Huron, Michigan- and had his l'irst laboratory on the same railroad linc-----the Grand Trunk Wcstcrn---for which my grandfather worked. l knew many Edison stories and have often tried to picture what his reaction would be to today's high-tech toys, components and compulers. l suspect that he would merely nod his snowy head and mutter, "Of course, or course." One thing is certain: he knew about vari-

by Dennis Fagen

omctcrs. We can inl'cr this from several facts. I le was foscinatcd with aviation and instrumentation. Variorncters were invented in Germany in the late 1920's. Mr. Edison died in 1931. So he knew about varios, but would he be ready ror the latest devices off the block? I doubt it. Arc you ready? Listen. These new instruments arc so versatile they aren't even cal led variomcters; they arc flight computers, thank you. Specifically, they arc the new Ball M50 and M22 Clight computers. You're going to like what we have to say.

THE HALLMSO FORM

Take a look at the M50 photo and you' II sec a familiar form. The vario looks like some or the older Ball varios for a good reason: Why mess with success? The streamlined pod is ideal for a base bar mount or a downtubc mount (left or right) and the airspeed probes can be pointed in any direction. The classic Ball clamp allows quick, convenient altachmcnt to a round or faired tuht,. This clamp is so well engineered that it is used by other manuracturcrs. HANC GJ.ID]N(;

LEFT: The Ball M22. ABOVU: End view of the M50.

The polycarbonate pod is tough, reason. ably sized (7 '.l/4 x J .. 3/4 x I /8 inches) and comes in colors. You can select green, pink, black, blue, orange, yellow, white, red or mclal .. lie grey. Imagine being the first one in your club with a pink vario. T'hl: face or the rtight deck is well laid out with vertical airspc:cd (vario) on thL, left, hori zontal airspeed on the right, and the altimeter and function switches in thL: middle. The air·· speeds arc analog and the altirm:ter is digitaL Bui you can tell this from the photo. The real magic is inside.

Adjustable audio threshold (up and down) Choice of audio soL111cl: beep or variable pitch • Vivc·stage lift avcragcr Ball clamp 1\1rs1>cco indicator Jo I Two-gain vario sensitivity Joi Earphone jack Io I Total em,rgy probe lol ring lo! Speaker Joi Barograph with night linker and Barolog software lo!

F/JNC1'/0N The features on the M50 n:ad like lhe ultimate pilot's Christmas wish lisL We'll catalog them, then comment where appropriate. (Note: Io I means optional.)

The vario has a divider switch that lets you halve the scale for those light days. J<or ex· ample, if you cl1oosc 1l1G 1,500 fpm sciile you can drop it down 10 600 fprn with the flick of a ringer. The onc-·foot indicating altimeter can be ordered in ten.foot increments if you so desire,

1,000, 1,500 rpm or five meters per second variometer Onc··foot or one.meter altimeter increments Radio shielding Barometric pressure Choice or color 1·•111c .. s1r1Ec vario damping

situations since it is a beHer indicator than a vario in the light up and down stuff. The barometric pressure readout allows you to set accurate altitudes given night scrvin: reports, but more importantly leis you figure out your density altitude. The altimeter i1sclf allows you to read MSL (absolute altitude above stall··

FFBRUI\RY 'J 992

dard sea level) or height above a point such as launch (rein· tivc altitude) by turning a switch. The variometer can be ad· justed in damping which changes its response time. /\lso, it can be sci up to read rcal 1imc lift or sink or to aver· age the reading over 10, 20, rtO or 60 seconds. These rcaturcs, along with the selection of audio thresholds, allows you to dial in the sensitivity yon seek. Couple this with the op t ions of an earphone or a speaker and you have all 1hc vario capabilities you can handle. Nole tlrnt the piczo sound clemen1 Iha! is standard is plenty loud and can he sc1 from no sound to boom box. The optional speaker drains the battery faster and its added volume should only he required aging metal rockers. The airspeed indicator is driven by a plas· tic.shrouded irnpcllor that is 111rncd to face into the airstrcam. The dial states "true airspeed" hut this is only true if thc impcllor is J'rictionlcss and mounted ou1 or tht, disturbed airstrcam well away rrom the glider. We won't quibble abou1 this matter, however, for what is important is sensitivity and repcatablcrclativcairspecd. With the optional speed ring you can 1hcn use your v:iriomctcr in conjunction with the airspeed indicator to detcnninc the proper speed to fly in any given sink condition. The total energy (TE) probe is ano1hcr sensitive airspeed detector that automa1ically cancels oul "stick thermals'' created when you slow down. This is a valuable aid when you arc cruising bclwee;n thermals and hit lif'L Your vario reads only the amount of climb due to the thermal, 1101 your speed change or zoom. I recommend this feature highly lo pilots han· dling high pcrJ'ormancc gliders with their rcla· tivcly good energy retention. An even more valuable benefit from a total energy probe is during gusty conditions when a brief headwind increase can foci like lil'l. A total energy system will keep you from turning in this "fool's lif1." We should mention that this new unit has a lkxibk TF probe which eliminates the previ· ous problem of excessive bending.

8:04

THEBAROLOG This is the exciting stuff, for not only can you tell what you're doing with the Ball M50, but you can tell what you did. The flight computer doubles as a barograph and a flight log. A barograph is a recording of your flight altitudes against time. You can witness all your ups and downs, reliving those moments of near free-fall sink and skyrocket lift. All data points, which consist of altitude samples every 15 seconds, are stored in the unit's memory. You can print the barograph tracing out after every flight or take multiple flights for a total airtime limit of 16 hours 55 minutes. In addition to the barograph tracing the unit prints out the barometer reading, the flight duration, the maximum climb rate, average climb rate, maximum sink rate, and minimum, maximum and average altitude. Furthermore, the program allows you to input pilot name, glider, conditions, temperature, date, launch and landing point as well as additional comments (such as how well you like the instrument system). Thus, the flight computer doubles as a true fiight log. You can stack the printout sheets in a notebook and have a lifelong file of your aerial adventures. One point we should note is that Ball intends to get the flight computer certified for FAI world records so you can save hundreds of dollars by not having to buy a separate barograph if you wish to attempt a record. The M50 Barolog feature must be used in conjunction with an IBM: Apple or equivalent computer with at least 512K of memory. There are also disk drive, graphics and printer requirements. The option package comes with a software program disk and a connector from the flight computer to your desktop computer.

THEBALLM22 FORM The M22 flight computer is similar to the M50, but is smaller (4-1/4 x 2-1/2 x 1-1/2 inches) and lighter (two pounds compared to 12 ounces with all accessories, mounting hardware and batteries). It does not have an airspeed indicator, but does have a vario, digital altimeter and loads of other features. The M22 also comes in a polycarbonate case, but this one is limited to the great color black. The box is boxy, bu tits small size doesn't wan-ant streamlining. One thing you'll notice on the M22 is that there are no protruding

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Flight barograph printout from the MSO on an Apple Macintosh computer.

switches, dials or knobs. This is because the function and calibration switches are below a flexible shield that you merely push to activate. The M22 was originally developed for paragliding, as can be told by the "ears" on the side that accept a velcro strap for leg mounting. However, it is this writer's opinion that the M22 is an excellent instrnment for hang gliding. FUNCTION The M22 does not include an airspeed indicator, as mentioned. However, an optional total energy probe allows the important TE feature. Also, a speed ring is not available, but speeds to fly are printed on the face. The vario itself has a two-scale option and can be selected for damping, audio volume (including full quiet), audio thresholds (up and down) and averaging just like the M50. Audio thresholds are particularly important because determining where the sound turns on can be a great aid to your scratching style. Setting the sink audio makes it work like a wake-up call (usually one you don't relish getting). The M22 displays altitude above sea level, the barometric pressure and altitude above a selected point (launch or landing, for example). At any time you can call up your maximum altitude gained above sea level or your maximum climb rate. Note that this data is only printed out on the flight log with the M50. Both units allow you to readily adjust altitudes. A timer is also a standard feature on the M22 which allows you to time your flight so

you don't have to wear your watch. Both the M22 and M50 also have a low battery sign that flashes when the nine-volt battery drops below 7.4 volts (getting weak). The "Lo Bat" sign remains on when the battery is below 6.8 volts (permanently crippled). The M22 takes one battery that is loaded through a very convenient door. The M50 also uses one battery but has a connection and a separate power switch position for an additional battery as a backup for the serious competitor. A full Barolog is an option with the M22 despite the instrument's diminutive size. I recommend this option highly.

THE BALL COMPANY We should take a moment to see where these instruments are coming from to understand their heritage. Richard Ball essentially invented the "hot-wire" variometer back in 1951. This was the system used most frequently in hang gliding varios until the 1980' s. In 1967 Mr. Ball patented the capillary leak variometer which some pilots still use, and in 1975 he again improved our instruments by patenting the altitude derivative pressure transducer design. This lead to the miniaturization of variometers that we see today. Based on Mr. Ball's innovations and clever designs, the Ball company has been making variometers since 1968 on a regular basis. His hang gliding varios were designed at the urging of Larry Tudor in J 975. In 1987Mr. Ball retired and sold the company to his partner, Jim HANG GLIDING

Ferguson. The Ferguson family cUJTently runs the company with Mark as president and chief engineer, Steve as vice president, Paul as treasurer and Mrs. Ferguson in charge of purchasing and shipping. The reason we introduced you to the Fergusons is that such family-owned businesses tend to provide personal service. You'll find this is tme with an 800 trouble-shooting number and a full wananty on all their equipment. The creation of the M50 and M22 make it obvious that the Fergusons intend to keep up the high quality Ball standards.

WHERE TO GET THEM Snatching up one of these classy flight computers is easy, since every hang glider shop seems to stock Ball instruments. However, if you live

in such isolated countries as Djibouti orTuvalu, you can contact the factory direct at: Ball Variometers, Inc., 6595 Odell Place, Suite C, Boulder, Colorado 80301 (303) 530-4940. Now you need to know how much money to bring with you. The M50 retails for $650 with all the standard items. The airspeed feature is an additional $110, the total energy is $25, the dual gain is $25 and the Barolog is $150. That ain't hay, but hey, it will last longer than a glider, and have you priced one of those things lately? The M22 comes in at $525 retail with an additional $25 for the TE probe, $25 for the dual gain and $150 for the Barolog. Which instrnment you buy must be determined by your bank roll and attraction to the various features. A competition pilot would lean toward the M50 with its speed to fly capa-

A Robert Re1ter/Space9 Pmduct1on

TELLURIDE/

....

,I'

'" ~~-~

Ball Variometers, Inc. 6595 Odell Place, Suite C Boulder, CO 8030"1 (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 i -800-729-2602 • Fax (303)530-4836 FEBRUARY 1992

It was over a hundred years ago that Thomas Edison was doing some of his most creative work. His inventive genius has certainly found a kindred spirit in the efforts of Ball and his followers. While Thomas Edison can arguably be called the man who most revolutionized our way oflife, we can't say the same about Richard Ball. But ifwe consider just our time in the air, Ball varios have certainly changed the way we go about our business of earning altitude. •

Airtime in the islands! Hawai"i"an Fly1·n 1 is a professionally 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'II soar tropical jungle ridges at cloudbase, over turquoise waters and white sand beaches, and tow up in the smoothest lift anywhere. All tapes now just $33 ea. (CA res. add state tax) plus $3 shipping. PAL/SECAM $45 U.S. ea. plus $6 overseas shipping.

f T--2 F<-'<-;; Hang gliding in paradise! Makapuu Haleakala The incredible Kaaawa Valley Introducing paragliding to the islands. From the producer of Flatland F{ving, lv!ountains High and

bilities. On the other hand, a recreational pilot who wants the utmost in flight data will also go for this Cadillac of varios. The M22 is sure to please everyone in its own right, with its convenient size and great pe1formance. Perhaps you should flip a coin.

Order from: Robert Reiter 800 Heinz Ave. #9 Berkeley, CA 94710 ({) I (5 IO) 649-8 I I 1

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~ • •. ,.

STANDARD EQUIPMENT • 1,000 ft. or 5 MIS VSI Scale • 1 ff. 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 soltware updates) Submersion In Water Voids Warranty. • Specifications Subject To Change Without Notice

M22 (Standard Model Shown) 21

The author degrades his glide at Torrey Pines, California.

by Mike Sandlin ere's a new angle on an old idea !hat makes it a whole new ball g11me. For years people have been trying to use drogue chutes to do steeper. easiGr landings, but when a clmlc was made big enough to be Gifoctivc and deployed on a bridle, it danced in and out of the glider's wake and interrcred drastically with control or1he wing (a real drng). Bui now, try Lhis: Rig ihe chute close in, with the keel tube actually sticking through the canopy apex hole, so lhc keel lube holds ihc fully inflalccl chnic rirmly in place. Now the clmlc can be packed up around the keel and deployed wlwn needed, but ii can't bounce around and inlcrfcrc with glidcrcomrol when in use. I've flown with this arrangement, and it works. The kc~c] .. s\abilizcd drogue chute provides smooth, steady drag and makes drogue chutes a workable proposition.

REUUCING THE PERI<'ORMANCE OF YOURGUDEI{ So why get cxciied about reducing the performance or your glider? "There I was, thought I was gonna die ... I can usually gel up there, but this time I screwed around and couldn't make the landing area, and the alternate LZ was full or bulldozers and lumber. There was a place that looked okay from the air, but I came in too high and the slope was real bad, so I had to choose between a steel fence and ... " Same old story. The idea is that with a drogue ehule you have a hc1ter chance or telling this story with a happy ending. Over the landing area you pull a cord and hear a sound ("Wop!") accompanied by a slighi nost>·Up tug, and ii feels like you just flew into some sink. You unzip your harness and glance back lo confirm full eanopy deployment around your keel lube. (You have to look baek because al low speeds the clTcct or ihe drogue chute is

not dramatic enough lo allow you toeonfirm the deployment hy feel.) Now you slow down 10 conserve ahitudc, and float into position for a high, steep final approach. Then, aiming ror the targci like a television-guided missile, you dive or float lo stay on the glide path while headed straighi for the landing spot. Hang glider pilots already control glide angle by varying airspeed, but with a drogue chute the effect is greatly ampliried. Any time you speed up ii reels like you just (kw inio big sink and a headwind, and you still Ice! the headwind no matter which way you turn. When you reach the ground, your energy retention is minimal and your glide ratio is terrible, so even if the landing area slopes slightly downhill your ground·-skim is short. The narc is performed normally, as are all the steering and piich maneuvers, because the drogue chute is keel-stabilized and does not interfere with control or the glider.

ADVANTAGES There arc several advantages to the drogue chute landing described above as compared to the usual high-performance hang glider landing. The drogue provides straight-flight glide control over a broad range or approach angles without retention of excessive energy buil1 up in a dive, eliminating much or the low altitude maneuvering now needed to compensate for lift variations on rinal approach. Eliminating this criiical low altiiudc maneuvering greatly in· creases the margin of salcty in turbulence, since it eliminates the low turn situations in which a bad gust at lhc wrong time could mean disaster. ln addition, the steep glide angles on approach reduce the effecis of altitude judgement errors, since a given altitude error will result in less miss-distance on the ground when the approach angle is steep. Finally, the poor energy relent ion of a drogue landing greatly reduces the length or the ground.skim, a big help in small landing areas or on rough terrain. With practice and proper technique, use or a drogue chuic should make hang glider landings safer, easier and more accurate. THEUESIGN /\s a rcsuli or tcsi flights with various canopy sizes and riggings, I've found a size and setup I think is satisfactory. Needless to say, the apex hole in the center or the canopy is of greater diameter than the glider keel tube. The outer edge or the eanopy is 48 inches in diameter lying rial on a table, but with the chute inflated it's something like 38 inches across (the open scoop area is then about eight square lcct). HANC GumNc

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restraint line or the same length which is part of the scheme ror shortening the deflated chute length, and which is also supposed to in-· crease the drag of the chute by about 30%, as compared to an unrestrained, freeapex chute.

DEPLOYMENT

KEEL· ST AB I LI ZED DROGUE PARACHUTE

To deploy the drogue chute in night you <t OllDGUE CHUTE CREATES HIGH DRAG FOil IMPROVED LANDINGS grasp the end of the release cord, located <t KEEL TUBE THROUGH CANOPY STABILIZES CHUTE, PREVENTING INTERFERENCE 1111TH GLIDER CONTROL about halfway up the right hand downtubc, and pull it a few inches to tug Inflatccl size is influenced the length the three pins out of a diaper, which holds the eight shroud lines (currently each is inches packed--up canopy and lines tighily around the keel. A bungee cord attached to the aft end oft he long). ff the shroud lines arc too short, the chute is "recfod," prevented from reaching its rully keel tube pulls the chute apex out and back to its inrlated size and not creating as much drag as it fully deployed position, well clear of the now could. On the other hand, if the shroud lines arc open diaper, and the rest of the canopy quickly too Jong the deflated canopy may he dragged inflates. If an emergency cutaway is needed, a between the ground and the end of the keel tube, longer pull on the release cord, down to the damaging the fabric. (liven these constraints, hasetubc, tugs out the main attachment pin and my chute is now as large as it can he without releases !he chute entirely from the glider. You playing special tricks such as lengthening the only have to pull the release cord about two keel, addiug internal shroud lines, or something inches to get a normal deployment, then an like that. additional foot and a half to cut away. You The forward ends or the shroud lines arc would think that this would he enough margin gathered to a small bungee loop for attachment to the functions separate, but weird things to the keel tube via a singlc--pin emergency happen lo our perceptions when stressed and release. This allows the pilot to totally gel rid of distracted, and I've already managed pull the the deployed chute in flight if he chooses. In rclcnsc rope too far and unintentionally release addit.ion lo the shroud lines, there is an apex the chute in the landing pattern. I thus learned

that you have lo get the chute out and checked before setting up the high final approach. It may be a long walk back to the LZ and to retrieve the chute.

PACKING IT UP Packing up the chulc arter use doesn't seem to require any special technique as long as you fold or wad it up, but don't roll it up! What's rolled up takes a long time to unroll, i r it decides to unroll at all. Also, the canopy must be dry or it will not deploy. Basically youjust gather the lines and wad the canopy up overt hem, then pin the diaper in place to cover it all up. The aftmost the three diaper pull--pins also captures a short retaining line to the chute apex to allow the apex pull-out bungee cord to be tensioned and attached without pulling the canopy out of the diaper prior to chute deployment. When packed up and ready to use the system can he left on the glider and should not interfere with normal breakdown or setup.

FEBRUARY !992

I<'lJRTlmR CONSHlEIUTIONS Almost everyone who secs this keel-stabilized drogue chute says they like the idea, but they want variable drag control in flight. This could probnbly be arranged, either by shroud line reefing or by varying the length oft he apex line, pulling the center or the inflated canopy forward to reduce drag by deflating the canopy as it is turned inside out. I suppose people will get whal they want, but it sounds to me like a solution looking for a problem. I prefer the "all or nothing, one-shot" system for several reasons. First, the one-shot system is simpler (and therefore probably more reliable) than a variable drag system. Second, and more i1nportantly, landing a rlcx-wingliang glider requires both hands on the control bar and full attention to the approach. Nobody plays

with his VG on final because it isn't necessary and would be a distraction, and for the same reasons I doubt that variable drag control would be desirable. After all, using a drogue chute is really just the same as flying a very low-pe1formance glider, and why should any experienced pilot be worried about his ability to fly a landing pattern in a low-pe1formance glider? With regard to the possibility oflosing the drogue chute after an emergency release, I doubt that this will be a substantial penalty since chute cutaways should be rare for the experienced pilot, and they will nearly always be performed near the landing area anyway. On the subject of variable drag, a funny thing happened at the Lakeview Fly-In this year. It was blowing about 30+, and there I was, pinned down in front on the Sugar Hill launch, just holding onto my wing, waiting for a break, while a cast of thousands was assisting an unending launch line of invincible sky wanfors, determined to launch no matter what. Up to launch comes this yellow and white glider with what looks like a conical dive brake on its keel, right where the drogue chute is located on my keel. It seemed to have cable-actuated ribs hinged to swing forward, the way you would open an umbrella in the wind. It looked bulky, and maybe a little small, but did it work? I dunno. There was no time to talk; he launched and was gone, never to be seen by me again. Steep, high-drag landings are addicting, as I found out originally by flying my experimental flapped rigid-wing hang gliders, the Sky Puppy and the Sundog. It was, in fact, my pleasant experiences with these wings which prompted me to dream up a way to land my flexwing the same way. In a rigid-wing , with the flaps down, landings are easy. This is especially true for the latest version of the Sundog, on which spoilerons are now used instead of ailerons for roll control, so the entire trailing edge can be flap. Landing flaps are superior to drogue chutes because they lower the stall speed as well as adding drag, butthe drag provides mostofthe benefit, since smart pilots don't slow down in landing patterns. Another common reaction to the hang gliding drogue chute is the assumption that it could be used as an emergency device, held in reserve for only the worst landing situations. I ask: Why not use it all the time, to make every landing easy, except, perhaps, in high winds or when otherwise inappropriate? Admittedly, continuous use of drogue chutes might erode our unassisted landing skills, but, on the other hand,

GROUNOSKIM

CALM A[R GUDE RATIOS

DISTANCES

800 12

e >--

°'w

700

e ...J l'.l

600

500

400

;;;

300

"'z

:; ...J

200

::,

°'

100 0

AIRSPEED (MPH) CALCULATED GLIDE RATIOS FOR A HIGH PERFORMANCE HANG GLIDER \IIITH ANO \IIITHOUT A DROGUE CHUTE.

do we really want to wait until conditions are downright dangerous before we practice our chute landings? Maybe there's a happy medium, but for now I plan to use my drogue chute on every landing. Some mention has been made of other possible uses of drogue chutes-for example, to escape cloud suck-but I think in this case a drogue would just slow you down rather than get you below or out of the cloud faster. Pilots experienced with thunderstonn escapes tell me that having a fast glider is what gives them confidence around vertical! y-developing clouds, and that sounds more like the right answer to me. Speed limiting for test flights and aerobatics is another possible drogue chute application, and top-landings should benefit greatly.

FURTHER TESTING AND SAFETY CONSIDERATIONS Here we have an add-on item for just about everybody's glider (sorry, Sensors) which is also a magnificent toy with unlimited potential for color coordination! There should be consumer demand, if only from students trying to do their spot landings for new ratings. A commercial development program should result in a higher reliability deployment system and thorough flight testing, and I hope someone will undertake this. (I won't, because I'm busy and I already have a drogue chute.) More testing is needed because this device may be dangerous. Note that the drogue canopy is located almost exactly where the old Soarmaster prop used to be, and that device produced quite a few nasty surprises.

AIRSPEED ( MPH J CALCULATED GROUND SKIM, THE LEVEL FLIGHT DISTANCE REQUIRED TO SL0\11 TO FLARE SPEED (20 MPH) FROM THE INITIAL SPEED INDICATED. (CALM AlR, NOT ACCOUNTING FOR UPRIGHT BODY)

DRAG FORCE VS. AIRSPEED 50

ui CD

•

...J

Cl:'.

u.. l'.l

Cl:'.

•

)0 0

AIR5PEED ( MPH l DROGUE CHUTE DRAG DATA FROM TRUCK TEST (POINTS) WITH FITTED CURVE.

Crnde truck tests, using a spring scale tied to the drogue chute (no glider, just a tube through the center), yielded the expected results. At landing pattern speeds, using a drogue chute roughly doubles hang glider drag, which should reduce glide angle and ground-skim distance by about half. At higher test speeds the drogue chute was observed oscillating from side to side (called "conning" in parachute lingo), too rapidly to influence glider control, but applying bending loads to the keel tube which might eventually break it. I doubt that these oscillations will be a major problem however, since I haven't encountered them in actual flight, and the test chute was an early version with an oversized apex hole, and therefore was not as well stabilized as the current design. Experimental chutes with flattened, shallow canopies do tend to flutter continuously, which HANG GLIDING

is annoying, but they seem to function normally. Properly designed and rigged chutes are usually quiet and relatively stable. The biggest problem recently has been deployment reliability. Once the chute is inflated it stays that way, but getting it out can be hit or miss. I use to frequently get "bag locks," where the diaper would just stay on the chute, or the bundled chute would just sit there on the keel. This was improved by using larger diaper grommets and a bungee cord to pull the canopy apex back into position. Sometimes I get a "streamer," which is a chute that is in place on the keel and waving in the breeze, but not inflated. Stable streamers are rare and usually temporary, and the pilot can take action to open a streamer by diving and swooping if necessary. Cunently my greatest need is to find a way to prevent the diaper pins, which are whipping around in the wind after deployment, from tangling on nearby hardware, preventing the release line from being pulled further for an emergency cutaway. This hasn't been a flying problem yet, but it could be, so this item will get more attention soon.

LANDING TECHNIQUE The proper techniques for landing with a drogue chute are still being developed. Coming in high and getting the chute out early (to make sure it's going to open before commitment to a steep final) are still basic, but the rest is up in the air. I originally fa vorecl long. high approaches in the upright position, one hand on a clowntube and the other on the base tu be for enhanced dive speed, but lately I've been staying prone longer clown to final approach, because I can dive more steeply and steer better in that position. Of course, for safety reasons, the transition to upright body position must be performed well before reaching the ground, and the longer this transition is delayed the trickier it becomes, but with experience it can be clone smoothly even while diving. In other words, the more I use my drogue the more conventional my landings become. The glider roll control becomes a little sluggish when a drogue chute is used, as if you were suddenly flying with a larger wing area, but tight turns to a landing have been no problem as long as altitude has been adequate. Flare technique shou lei be conservative for drogue chute use, since airspeed may be lower than normal by the time the flare is completed. I once landed stepping backwards in moderate winds after a long, full flare, and I don't think this would have happened without the drogue.• FEBRUARY 1992

Sarne Technical Notes l) Drag measurements indicated that my eight-square-foot drogue parachute produced 26 pounds of drag force at 32 miles per hour, which is 47 feet per second (32*88/60 = 47 ). This data can be used to characterize the aerodynamic performance of the chute by calculating the "coefficient of drag" (Cd) as follows: Force (lbs.)= Area (square feet)* Cd * 0.5 * Air Density (use .002378 slugs per cubic foot) * Velocity squared (feet per second, squared) Using this, we get F =A* Cd* .5 * .002378 * V * V, and we know that A is always eight square feet, and that Fis 26 when Vis 47, so: 26 = 8 * Cd * .5 * .002378 * 47 * 47 , then 26 = 21 * Cd, so Cd= 26121 = l.24 This value of Cd= l .24 is close to what other tests have yielded for parachutes, indicating that our test data is not too faroff (the average big parachute has a Cd ofabout 1.26). The Cclcan be used to directly compare the performance of various parachutes of different shapes and sizes, and to predict the force that will be generated by the chute atdifferent speeds, altitudes and temperatures. (I assumed my test was done at sea level standard conditions, which is where the air density of .002378 came from.) 2) Glide ratio calculations can be adjusted to show the effects of using a drogue chute. Glide ratio is the same as the ratio of the lift of the wing to the total drag of the glider, and the steady state lift force must be equal to the gross weight of the glider, so a 250-Ib. glider flying at a speed producing a 12 to I glide ratio has a drag force of 250 lbs. divided by 12, or about 21 lbs. of drag. Assuming that this 12 to I glide is achieved at 32 mph, we now add on the drogue chute, which produces 26 lbs. of drag at 32 mph, so the total drag is now 45 lbs. The lift is still 250 lbs. (the weight of the glider and pilot) so the new glide ratio is 250 divided by 45, or 5.6 to l. 3) Ground-skim distance depends on the glider's weight, performance, and the initial speed at which it reaches the ground (assuming flat ground, sea level, no wind, etc). The idea is to calculate the amount of kinetic energy that must be dissipated by the drag force to enable the glider to slow down to flare speed, assumed to be 20 mph. The drag force multiplied by the airspeed (in proper units) is power, the time rate at which energy is being dissipated, but the airspeed is constantly changing, so we divide the ground-skim deceleration up into IO mile per hour increments and work with averages. (The alternative would be to integrate the continuous equations to get an exact analytical solution, but this is the age of spreadsheet engineering, where computers can chew up calculus and spit out algebra, so we' II do it that way.) Using the polar provided by Chris Arai (Hang Gliding, December l 990), we start with a 250-lb. glider that reaches the ground at 40 mph, which is 59 ft./sec. Its kinetic energy is 0.5 '' mass * velocity squared, where the mass is the weight in pounds divided by 32.2. So, the kinetic energy at 59 feet per second is 0.5 * (250/ 32.2) * 59 * 59, which is 13,500 foot-pounds of energy. This means that if you could suddenly generate 13,500 pounds of drag (using a really big drogue chute, or maybe a brick wall) you could come to a complete stop after a ground-skim of one foot. Anyway, when you slow down during your ground-skim to 30 mph, the remaining kinetic energy comes out to be 7,500 foot-pounds, so the energy dissipated between 40 and 30 mph is 13,500 minus 7,500, which is 6,000 foot-pounds. Now declare that the average speed in that interval is 35 mph (51 ft/sec.), where the polar says the drag of the glider is 21 lbs., so the time rate of energy loss (the power) is 21 * 51, which is 1,070 foot-pounds per second. How long does it take to lose 6,000 foot-pounds at a rate of l ,070 foot-pounds per second? 6,000/ 1,070 = 5.6 seconds, while traveling at an average speed of 51 ft./sec, so the distance covered is 51 * 5.6, which is 286 feet. This means that a 250-lb. glider that slows clown from 40 to 30 mph. without losing altitude (i.e., in ground-skim) must travel about 286 feet in no-wind conditions. Add a drogue chute, which provides an additional 31 lbs. of drag, for a total of 52 lbs. of drag at 35 mph, and the distance will come out to be 116 feet. To get the total ground-skim (for each initial speed) you have to calculate these skim distances for each speed interval down to 20 mph and then add them up. Now you know why computers have taken over engineering, especially when you consider how easily they can break up the ground-skim into even smaller speed intervals (10 mph intervals are pretty crude) to produce more accurate results.•

How to Get High and Go Far or, How to Look Down on Your Friends Wasting Time At Horseshoe Ranch The 270° correction is the recognized method used by sailplane pilots to learn to center in thermals, but it works for slowerflying sailplanes too (us). Last summer I made the mistake of revealing this trick to two of my flying buddies-the "Israeli Air Force." They were hard to catch before; now they're just specks, way off in the distance-drats! We had just anivecl in the Owens Valley on a flying trip-Ofer Bruhis (ace helicopter engineer), Ramy Yanetz (Silicon Valley programmer) and I-and it was blowing clown at Walt's Point launch near Horseshoe Meadows, so we went up to the park at Mt. Whitney. This is a very beautiful area-forests with big trees, crisp mountain air and a great waterfall (bigger than any I remember in Hawaii)-and basically a great place to go when the Owens Valley mountains aren't flyable. While we were relaxing that day I tried to explain how the 270° correction is used by sailplane pilots to center in thermals. My sailplane instructor used this trick; it was his main method of teaching thermaling. After a bit of

practice, this technique eventually helped me learn to find the best core in thermals. When I first explained the technique to Rami, he said, "Hey, I already do that!" He was right. Rami (who has lots of flights over 100 miles and who flew in the world meet) and many other experienced pilots use the 270° correction, though he had never thought of it in a systematic way that could be repeated, practiced and refined. As you already know, the first thermaling technique is to turn in lift! The next refinement is to flatten out your bank angle as the lift becomes stronger and to turn more steeply as it weakens. If you practice these two basic, simple ways to start thcnnaling, you may develop a "sixth sense" about where the core of the thermal is, where the best lift can be found within the bubble you are working. Most great cross-country pilots have developed this sixth sense about where the thermal core is, but how do regular pilots like you and I learn to thermal like the pros? Try this: Look at the first diagram. The glider is flying in an invisible l thermal. Halfof the circle

is in good lift and half is in weaker lift or even sink.

The 270° Correction Step 1 - First do a couple of turns in the lift and see at which point in the circle the lift is consistently best. Step 2 - At the moment when the lift is best, look off your outboard wing (to the outside of the turn) and pick out a point on the horizon (example: a tree). Step 3 - When the nose of the glider comes around to the point you picked out, roll level for a second, pointing at the spot, then roll right back in and continue turning. That's it, you made a 270° correction in~o better lift. (If it didn't work, continue to the next section.) It doesn't encl here; you must keep repeating this procedure over and over, gradually edging closer to the core. It maybe simple, but it works. Look at the following figures and see how the technique I Except in the Owens, where you may find dust, uprooted trees and/or small autos sharing your lift.

HANG GLIDING

encounter lift - start turning toward wing which is rising maintain constant bank for a couple of 360's

visually "mark" place in thermal where lift is stronger (spot object off outboard wing)

keep turning until nose of glider is pointing at " spot" level wings for a second - then continue turning

you're now in better lift, for more of your circle, you have to do the same procedure over and over, each time edging closer to the core and better lift

FEBRUARY 1992

gradually takes you into the core where the best lift is to be found.

Aren't You Oversimplifying This? Right you are. This method is designed as a platform for learning to thermal. Quite a few vatiables have been ignored for the sake of simplicity, including: Which way do I start turning? When you encounter lift, wait a second or two, then turn toward the wing that is rising. How fast should I fly? While thermaling, fly fast enough for good control. This seems to work better than flying too slowly. Many modern gliders will fly more slowly than their best sink-rate speed, and you may get improved sink rate performance just by flying a little faster.

Bank Angle - How Much Should I Use? In strong lift - Generally you can use a healthy bank angle, 45° or so, and lessen your bank later (for better sink rate) as you climb. The main thing is to get into the strong lift and start climbing, and worry about finesse (the perfect bank angle for best climb) as you get higher. In large areas of weak lift - you can't crank and bank here.You should try a moderate bank angle (30° or so), and go steeper if you hit a "hot" core with stronger lift. If the lift is very weak and quite large, you can try shallower bank angles. In small, weak, spotty thermals - Good luck. We're all still learning to scratch in light

lift. Just remember: every control input creates some additional drag. Try for smoothness. Experiment with various bank angles and discover what works best for your glider in different conditions-weak and strong, in big and small thermals.

Problems After trying the l-2-3's of the 270° correction once, don't expect things to stay the same. After you c01Tect, you will find that your "best lift" spot often moves relative to your position in the thermal, and you must visually mark a new "spot" toward which you 'II make your next 270° conection turn.

Multiple Cores You may find a few gaggles of pilots in different cores within the same thermal area. Sailplane pilots caution: "Don't leave good lift for better lift." This means, don't trade a bird in the hand for two in the bush.

are flying TRX's.)

Tips Never2 reverse your 360 (almost never). Just keep using the 270° conection. Even if you feel that the lift is much better on one side and you can reverse into it, usually you're better off to keep correcting into it. Many times pilots sink out and lose their thermal when they try reversing directions. Clear all your turns; always look before cranking. Keep looking around for other gliders while you are in the thermal. Don't be a maverick pilot turning in the opposite direction of the other pilots. Follow the circling direction of the pilot who got to the thermal first, or the gliders above you.

Remember The Recipe For 270° Correcting Repeat as necessary, stirring continuously, until topped out.

Meanwhile, Back At The Ranch If This Happens, Try This "I hit a strong bump in the same place eve,y circle, and find much less lift during the rest ofthe circle. " Keep 270° conecting and try a steeper bank angle; the thermal may be smaller than you think. "Eve1ybody is climbing faster than I am, even though !'111 in good lift for most of my circle." Keep 270° correcting and try a slightly shallower bank angle; the thermal may be bigger than you think. (Also, check to see if they

The next day at Horseshoe Meadows after a late start (a couple of hours after the locals launched), Rami flew 140+ miles out into the Nevada desert with his Santana SRC 155 (Apco Aviation, Israel). The local pilots landed after 40 miles. I really regret telling Rami about this trick. I'll never catch him now. • 2Ignore this if your buddy is in a hot core a little farther away and is climbing like a rocket.

HANG GLIDING

RATINGS I

SAFE PILOT AW ARDS BRONZE JAMES CROSLEY JIMGOEBL SCOTT KURTH LORI LAWSON STEVEN LEWIS CHRISTOPHER MCGUINESS GOLD TOM JOHNS

LILIENTHAL AW ARDS BRONZE LA WREN CE CHAMBLEE LOUIS DESROSIERS DUTCHER STERLING SILVER LA WREN CE CHAMBLEE KIT ERSKINE G. KA VALLIERATOS DUTCHER STERLING GOLD TAD EARECKSON DIAMOND TAD EARECKSON

KASSELA, STAN: Oakland, CA; R. Frey/Airtime of San Francisco KRAUSS, MICHAEL: Chico, CA; P. Williams MACIAS, MARK: San Francisco, CA; R. Frey/Airtime of SF STOECKER, BOB: Portula Valley, CA; J. Woodward/Natural Flying Region 3 COLLINS, JUDITH: Coronado, CA; J. Ryan/HG Ctr of San Diego DEWAR, THOMAS: Pasadena, CA; T. Lyons GALLAGHER, VINCENT: Van Nuys, CA; J. Greblo/Windsports Int'! HANSEN, DOUGLAS: Granada Hills, CA; B. Scott/True Flight Concepts HANSSEN, PETER: Canoga Park, CA; K. DeRussy/Hang Glider Emporium JAIN, RAJKUMAR: Santa Barbara, CA; J. Hagemann LEE, JULIANA: Sylmar, CA; G. Reeves/Windsports Int'! MERCADANTE, JIM: Sylmar, CA; B. Scott/True Flight Concepts POLLARD, SANDRA: Escondido, CA; S. Kurth/SRO HG REGEHR, MARTIN: Pasadena, CA; T. Lyons RIST, PETER: Los Angeles, CA; G. Reeves/Windsports Int'! RUDY, DON: Granada Hills, CA; T. Lyons UYEDA, CRAIG: Los Angeles, CA; R. McKenzie/High Adventure VIZCARRA, CESAR: Mission Hills, CA; G. Reeves/Windsports Int'! WIENENGA, BRUCE: Palm Springs, CA; J. Ryan/HG Center of SD Region 4 ALEXANDER, MARC: Scottsdale, AZ; B. Holmes/Sky Sails of AZ GRAHAM, ROGER: Westminster, CO; D. Sharp/NM Soaring Academy HAMBLIN, AMI: Flagstaff, AZ; S. Mish/Bandito Action Sports MUEHLFELT, TOM: Mesa, AZ; S. Mish/Bandito Action Sports SALTAS, GEORGE: Salt Lake City, UT; M. Knowlden/Rebel Wings Region 6 VAN ROYEN: Kansas City, MO; G. Bitikofer

PILOT: City, State; Instructor/School

Region 7 BARAD, ADI: Skokie, IL; B. Kushner/Raven Sky Sports BELL, TODD: South Bend, IN; J. Mitchell/JJ Mitchell HG BRADY, MICKEY: Columbus, MS; J. Reynolds/Lookout Mountain FP CRUMM, AARON: Flushing, MI; P. Hall/Purdue Hang Gliding Club WEST, JEFFREY: Indianapolis, IN; J. Mitchell/JJ Mitchell HG

Region 1 COLBERT, PHIL: Gig Harbor, WA; B. Holmes/Sky Sails of AZ WILLIAMS, JOHN: Arlington, WA; T. Johns/Cascade Soaring

Region 8 DUKACH, SEMYON: Cambridge, MA: B. Umstattd/Mountain Wings SLIWINSKI, WILLIAM: Manchester. NH; J. Nicolay/Morningside FP

Region 2 ANDRONGER, GREGORY: El Cerrito, CA; R. Patterson/Berkeley HGC BRATTON, GEORGE: Pleasanton, CA; J. Fritsche/Mission Soaring BUCK, PHILIP: Napa, CA; R. Frey/Airtime of San Francisco CHON, PYIAH: Emeryville, CA; B. Ream/Mission Soaring Ctr DEWEY, JERRY: Santa Rosa, CA; J. Fritsche/Mission Soaring GILMARTIN, KEVIN: Woodside, CA; J. Fritsche/Mission Soaring GORRINGE, RANDY: Stockton, CA; J. Fritsche/Mission Soaring HARRIS, DAVID: San Jose, CA; P. Denevan/Mission Soaring HARRIS, PAUL: San Jose, CA; P. Denevan/Mission Soaring HILDE, JANET: Quincy, CA; D. Thomason

Region 9 BARKER, DONNA: Annandale, VA; E. Logan/Penn-Aerie CAMPBELL, SCOTT: Virginia Bch, VA; R. Coxon/Kitty Hawk Kites COLEMAN, JOHN: Faitfax, VA; R. Coxon/Kitty Hawk Kites DRUKIN, STEPHANIE: Glen Mills, PA; R. Coxon/Kitty Hawk Kites DRUKIN, JEFFREY: Glen Mills, PA; R. Coxon/Kitty Hawk Kites HALTENHOFF, KEN: Bluemont, VA; E. Logan HERBERT, TONI: Burtonsville, MD; J. Middleton/Silver Wings KEFFERT, RICHARD: Pittsburgh, PA; J. Hostler/Nlountain Top Rec. RASPEN, ROGER: Trevose, PA; B. Umstattd/Sky High SMITH, KEVIN: Haqiers Ferry. WV; R. Coxon/Kitty Hawk Kites

BEGINNER RATINGS

FEBRUARY 1992

RATINGS

TRATNIK, MELANIE: Arlington, VA; J. Middleton/Silver Wings TREPPER, FRED: Bensalem, PA; R. Coxon/Kitty Hawk Kites Region 10 ALFORD, RON: Stone Mountain, GA; C. Thoreson/Lookout Mtn FP ANDERSON, STEPHEN: Hollywood, FL; F. Foti/Miami Hang Gliding CHINCHILLA, TITO: Nags Head, NC; R. Coxon/Kitty Hawk Kites CROFT, ADRIAN: Miami, FL; B. Hagewood/Lookout Mtn FP MAUTNER, BEYERLY: Pembroke Pines, FL; B. Chalmers/Lookout Mtn FP MEIER, RICHARD: Soddy Daisy, TN; J. Reynolds/Lookout Mtn FP PACKARD, JOHN: Davidson, NC; R. Jacob/Sequatchie Valley Soaring SEMEN ACH, MICHAEL: Stone Mountain, GA; J. Reynolds/Lookout Mtn FP WALKER, SCOTT: Catrnllton, GA; M. Taber/Lookout Mountain FP WASKAR, DOUGLAS: Acw01th, GA; C. Thoreson/Lookout Mountain FP Region 11 POARCH, JOHN: Lake Charles, LA; D. Glover/Kitty Hawk Kites Region 12 BRACKE, DEREK: Crompound, NY; R. Hyary/Aeolus BUCKINGHAM, RICHARD: APO, AE; G. Elhart/Nova Air OLDWEILER, JOHN: Rochester, NY; M. Hedden/Rochester Area Flyers OTTO, KEN: Reel Bank, NJ; B. Hagewood/Lookout Mountain FP OUDYK, KAREN: Woodbury, NJ; S. Wise/Fly High Hang Gliding SCALLEY, DAVID: Egg Harbor, NJ; M. Taber/Lookout Mountain FP

GALLAGHER, VINCENT: Van Nuys, CA; J. Greblo/Winclsports Int'! LEE, JULIANA: Sylmar, CA; G. Reeves/Winclsports Int'! PEARCE, LEON: San Diego, CA; T. Hall RIST, PETER: Los Angeles, CA; G. Reeves/Winclsports Int'! TUTTLE, TOM: Mammoth Lakes, CA; K. Castle/Awesome Air UYEDA, CRAIG: Los Angeles, CA; R. McKenzie/High Adventure VIZCARRA, CESAR: Mission Hills, CA; G. Reeves/Winclsports Int'! WIENENGA, BRUCE: Palm Springs, CA; J. Ryan/HG Center of SD Region 6 SCROGGINS, WILLIAM: Little Rock, AR; D. Dunning VAN ROYEN: Kansas City, MO; G. Bitikofer Region 7 BARNHART, GREGG: Lowell, IN; J. Mitchell/JJ Mitchell HG MILLER, SHERRI: Terre Haute, IN; C. Thoreson/Lookout Mtn FP MONTGOMERY, JON: Minneapolis, MN; B. Kushner/Raven Sky Sports Region 9 BANICKY, DENNIS: Fountain Inn, SC; R. Jacob/Sequatchie Valley BLACKABY, DANIEL: Cleves, OH; M. Manzo BLACKABY, MARK: Cleves, OH; M. Manzo CARROLL, JAMES: King of Prussia, PA; S. Wise/ Fly High HG CRANOR, CHRISTOPHER: Washington, DC; J. Middleton/Silver Wings MARCY, MICHAEL: Virginia Bch, VA; G. Keoho/Kitty Hawk Kites NICHOLS, TRENT: Canton, OH; R. Coxon/Kitty Hawk Kites VINNER, STEVEN: Silver Spring, MD; J. Middleton/Silver Wings

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 BECKER, STEPHEN: Tacoma, WA; D. Chadwick/Airplay'n BRIGGS, RICHARD: Fairbanks, AK; A. Chuculate/Adventure Wings Region 2 ANDRONACO, GREGORY: El Cerrito, CA; R. Patterson/BHGC BERNARD, BRUCE: Sparks, NV; R. Leonard/Adventure Sports BRESSLER, DOUGLAS: Hayward, CA; W. Ostiguy DAMREL, JON: San Jose, CA; P. Denevan/Mission Soaring FENSKE, CLIFFORD: San Martin, CA; J. Woodward/Natural Flying FROESS, STEVE: San Jose, CA; R. Patterson/BHGC HARKER, KENT: San Jose, CA; P. Denevan/Mission Soaring LAMAR, PHILIP: San Jose, CA; D. Yount/Mission Soaring LAUER, MARK: Pacifica, CA; A. Whitehill/Chandelle PARK, RUSSELL: San Carlos, CA; A. Whitehill/Chandelle PARSO, SIAVASH: Salinas, CA; W. Ostiguy ROGERS, COLIN: Gilroy, CA; J. Woodward/Natural Flying SILVA, MARK: Palo Alto, CA; J. Woodward/Natural Air

Region 10 ALFORD, RON: Stone Mountain, GA; C. Thoreson/Lookout Mtn FP CROFT, ADRIAN: Miami, FL; B. Hagewood/Lookout Mountain FP DELBRIDGE, DAVID: Reston, VA; R. Coxon/Kitty Hawk Kites DOERING, JOHN: Fort Lauclerclale, FL; J. Tindle/Miami Hang Gliding EDELSON, KENNETH: Delray, Bch, FL; B. Chalmers/Lookout Mtn FP HARLOW, JERRY: Cape Canaveral, FL; C. Harlow/TAMH HOWE, GARY: Goodlettsville, TN; J. Reynolds/Lookout Mtn FP MAUTNER, MARK: Pembroke Pines, FL; B. Chalmers/Lookout Mtn FP MEIER, RICHARD: Soddy Daisy, TN; J. Reynolds/Lookout Mtn FP PACKARD, JOHN: Davidson, NC; R. Jacob/Sequatchie Valley Soaring POLLARI, KENN: Marietta, GA; M. Taber/Lookout Mountain FP SEMENACH, MICHAEL: Stone Mountain, GA; B. Chalmers/Lookout Mtn FP THOMSON, PHILLIP: Atlanta, GA; M. Taber/Lookout Mountain FP WASKAR, DOUGLAS: Acw01th, GA; C. Thoreson/Lookout Mountain FP Region 11 NEWBURGER, BRONSON: New Orleans, LA; R. Coxon/Kitty Hawk Kites Region 12 SUN, KIM: Greenwich, CT; F. Valenza/Mountain Wings YANAKOS, JOHN: Bronx, NY; G. Black/Mountain Wings

Region 3 COMA, AGIM: San Pedro, CA; M. McGunigle/Southlancl HG DEVORAK, JAY: Tarzana, CA; B. Scott/True Flight Concepts DOUGLAS, ERIK: Carlsbad, CA; R. Mitchell/Eagles Wings

HANG GLIDING

RATINGS PILOT: City, State; Instructor/School

WILLIAMS, PARIS: Chico, CA; A. Whitehill/Chandelle SF YOUNG, GEORGE: Santa Cruz, Ca; R. Engorn/Jvionterey Bay HG ZMIRZEL, DAVID: Loomis, CA; R. Leonard/Adventure Sports

Region 1 DEPTULA, BENJAMIN: Fairbanks, AK; A. Chuculate/Adventure Wings LIDGARD, DAN: Seattle, WA; T. Johns/Cascade Soaring

Region 3 IDONI, JOE: Pasadena, CA; L. Bynum MANATT, KEN: Glendale, CA; J. Greblo/Windsports Int'l

Region 2 DUGAN, MARK: Palo Alto, CA; A. Whitehill/Chandelle KNEPP, GREG: San Jose, CA; J. Newland/Wings of Rogallo

Region 4 BYRNE, STEVE: Flagstaff, AZ; S. Mish/Bandito Action Sports

INTERMEDIATE RATINGS

Region 3 BEACH, RICHARD: Honolulu, HI; J. Forburger/ATOL BLAKESLEY, JOHN: Sierra Madre, CA; L. Bynum CLURE, ROD: La Canada, CA; A. Beem/Windsports Int'! NETTLESHIP, NICHOLAS: Kihei, HI; D. Darling/Maui Soaring SANDMAN, JULIE: Victorville, CA; R. Mc Kenzie/High Adventure VAN TIEGHEM, CHARLES: Lakeside, CA; M. Fleming/Torrey Right Park VELIKOFF, JOHN: Lake Elsinore, CA; P. Burns/Windgypsy YODIS, MATTHEW: Los Angeles, CA; !VI. Spinelli/True Flight Concepts Region 5 DURSTINE, KEN: Idaho Falls, ID; K. Cavanaugh Region 6 HADLEY, SHELLY: Russelville, AR; D. Dunning Region 8 GRAVES, LARRY: New Britain, CT; D. Williams/CHGA MACFARLAND, WILLARD: Goshen, CT; P. Voight/Fly High HG Region 9 DEY, GARY: North Lima, OH; M. Delsignore/North Coast HG MALNAR, MARK: Cleveland Hts, OH; M. Delsignore/North Coast HG Region IO ALEXANDER, JAMIE: Rising Fawn, GA; C. Thoreson/Lookout Mtn FP MC CARTER, BRENT: Charlotte, NC; B. Burri I/Ultralight Flying ROGERS, SCOTT: Memphis, TN; J. Reynolds/Lookout Mountain FP

Region 6 POUSTINCHIAN, MARK: Russellville, AR; D. Dunning Region 7 LESNET, SCOTT: Muscatine, IA; R. Hauser/WOW Region 8 DEWEY, STEPHEN: Chester, CT; T. Aguero/Thermal Up Region 9 EARECKSON, TAD: Annapolis, MD; S. Mendoza/HG School of N VA GEARHART, DARL: Shickshinny, PA; T. Johnson Region IO BELLER, DAVE: Hickory, NC; R. Goodman/Blue Ridge HG COLE, JIM: Lake City, TN; R. Jacob Region 12 ZANETTI, MARCELO: Rochester, NY; G. Balck, Mountain Wings

MASTER RATINGS JERRY FORBURGER COLIN PERRY SCOTT WISE

FOREIGN RA TINGS

Region 11 GARCIA, JUAN: Houston, TX; J. Hunt/Red River Aircraft MAGERSTADT, DAVID: Austin, TX; J. Hunt/Red River Aircraft

BEGINNER: MILES, EDWARD: Mexico; J. Reynolds/Lookout Mtn FP RIZO-SALOM, CARLOS: Bogota, Columbia; J. Nicolay/Morningside

Rcgion 12 BAER, RICHARD: Northport. NY; P. Voight/Fly High HG SKLAR, DA VE: Berkeley Heights, NJ; P. Voight/Fly High HG

INTERMEDIATE: BARRADAS, LUIS: North York, Toronto, Ontaiio; M. Gates/OHGA/FLAP CLARK, DON: Toronto, Ontario; M. Gates/OHGA/FLAP/RAF JACINTO, VICTOR: Toronto, Ontario; M. Gates/OHGA/FLAP/RAF

ADVAN CED RA TINGS PILOT: City, State; Instructor/School

ADVANCED: VELASQUEZ, NORMAN: Toronto, Ontai·io; M. Gates/OHGA/FLAP/RAF

Region 2 ELEREA, ERIC: Antioch, CA; D. Kurpanek/Wings of Rogallo LABORDE, CLAUDE: San Francisco, CA; P. Denevan/Mission Soaring FEBRUARY 1992

If Gravity Is The Engine, Weight Is The Fuel by Davis Straub

n this article I am going to answer three questions about weight and hang glider performance. They are as follows. Over the last few years, hang glider manufacturers have steadily reduced the size of their highperformance models. Two wing area size ranges have appeared: the mainline models at around 160 square feet and the smaller models betvveen 144 and 152 square feet. For the pilot in the middle weight range-160 to 200 lbs.-the small gliders seem to be real small. Questio11 #1: How much does pe1forma11ce degrade as 011e moves to the smaller class of gliders? We are told by Helmut Reichmann in Cross Count1}' Soari11g that,

"In a tailwind we should get rid of all ballast at once." He was writing about sailplanes. Question #2: Should hang glider pilots get rid of ballast whe11 in a tailwind? Nelson Howe relates in the January 1991 issue of Hang Glidi11g that

Ted Boyse taught him the value of ballast. "With ballast you can get to the next thermal faster. You top out 'thousand up', then stuff the bar to the next one. You get a better fast glide with ballast." Question 3: How much does ballast improve pe1formance?

Hey, doesn't that last question contradict the first? Well, let's take a look at the pictures. That's right, this is an article that is based on graphs of glider performance. These graphs are full of all kinds of information

and it is my intention to get you to study and think about them closely. I'll do my best to make sure that you have all the information that you need to be able to understand and use these graphs to your advantage.

Straight Line Polars Let's take a look at Figures 1 and 2. What we have here is the familiar "polar," the graph of sink rate (in feet per minute) as it increases with increasing airspeed (in miles per hour)-in this case as it increases with the horizontal part of the glider's airspeed. A polar tells us our minimum sink speed and just how fast our sink rate increases as we pull in the bar and increase our airspeed. When we speak of glider performance what we usually mean is relationship of sink rate to airspeed. The more slowly our sink rate increases as we increase our airspeed, the higher the performance of the glider. While polars for any hang glider/pilot combination (referred to here as a glider) look about the same; the exact values will depend on the HANG GLIDING

......,.,,LU......,.,,,,Nti

Demo Days Slraight Line Polars for Two Wing Areas Pilot Weights - 160,180,200 lbs

-100

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-500 ·

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-600 · -700 · -800 - - - - - - - - - , - - - - -

-• -

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35 Horizontal Spead (mph)

Coming Soon To A Location Near You !

Figure 1. St,aighl Line Polars for Two Wing Areas Pilot Weights - 160,180,200 lbs

-210 ·

-220

Central Florida Flyers Feb 27-Mar 1 904 775-3252 Orange City, FL

eg -230 ·

Miami Hang Gliders Mar 3-8 305 573-8978 Miami, FL

-250

-260 · -270

•

Horizontal Spead (mph)

Figure 2.

particular glider, its wing area, wing span, airfoil design, amount of drag of the wing and the drag of the pilot, the pilot weight and the altitude, among other considerations. It's real nice that we can reduce all those considerations to one curve. You'll notice that Figure 1 actually has six curves, representing six different glider/pilot combinations. I have chosen to look at two gliders, one with 158 square feet (wing span 34') and the other with 148 square feet (wing span 33'- 3" ). I have also chosen three pilot weights~ 160, 180, and 200 lbs.~and assumed that his or her harness, equipment and clothing weigh 20 lbs. Last, I assume that the pilot is flying at 5,000'. If you look out to the right beyond the 33 mph horizontal (air) speed you will see that the six curves form what almost looks like three curves. The top pair of curves represents the 200-pound pilot on the two sizes of gliders, with the slightly lower member of the pair the 148-square-foot glider. The middle pair of curves represents the 180-pound pilot and the bottom pair the 160-pound pilot. What docs this part of Figure I tell us° First, there isn't much difference in performance (in straight flight) between the smaller and the bigger glider. You get a little less performance (a higher sink rate at any given speed) with the smaller glider, but at least from the looks of this graph, it ain't much. Second, it tells us that the heavier pilot is going to have better performance on either glider than his lighter-weight companions when FEBRUARY 1992

Lookout Mtn Flt Park Apr 4-10 404 398-3541 Rising Fawn, GA Sequatchie Vlly Soaring Apr11-18 615 949-2301 Dunlap, TN Fly High Hang Gliding Apr 25-26 914 744-3317 Ellenville, NY Apr 30 - May 4 Morningside Gliders 603 542-4416 Claremont, NH Other Dates and Locations To Be Announced

... If you missed us, please see the dealer in your area about a demo flight on the model of your choice ... (Turn -- the page for a list of dealers with demos in stock!) 35

Time to Goal Thermals· 100' Radius, 1070 fpm Lilt Al Speed to Fly

Time to Goal Thermals 150' Radius, 750 1pm Lift

200---i 158 No Ballast 190- --158801bsBallasl - - - - - - - : - - - - - - - - - - - - - - - - - _, 148 No Ballast // I; 180-· ----- 148801bs Ballas!----- - - - - ---//' ,,.-,-;-

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Tail (minus) or Head (plus) Wind (mph)

Figure 3.

Figure 4. Time to Goar Thermals 200' Radius, 445 fpm Utt

Time to Goal Thermals 80' Radius, 900 fpm Ult

280

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Figure 5.

Figure 6.

the airspeeds get over about 30 miles per hour. While it is true that, for the same angle of attack on the same glider, the heavier pilot will fall faster, he will go forward (horizontally) even faster, and therefore his performance as measured by sink rate vs. airspeed will go up. More on this later. Figure 2 is a blowup of the area in Figure 1 between 20 and 30 miles per hour. You might have noticed I made it difficult, in Figure I, to see what was going on around minimum sink, by showing almost the whole range of possible horizontal airspeeds. If you look at the curves at around 27 to 28 miles per hour you will see there are two groupings. The upper three curves are for all the pilots on the big glider and the lower curves for the small glider. The curves stop on the left at one mile per hour less than their minimum sink. Less airspeed, and the glider is probably stalling. The lightest pilot on the bigger glider has the lowest sink rate and is tied for the lowest minimum sink speed. No surprise there. But the lightest pilot flying on the smaller glider has the same minimum sink speed and only a IO foot per minute greater sink rate. Now look at the heaviest pilot (at a mere 200 lbs.). In going to the smaller glider his sink rate goes up by only 11 feet per minute, and his minimum sink speed from 23 to 24 miles per hour. Not a great difference. After our review of Figures I and 2 we are ready to make our first stab at an answer to our first question. At minimum sink the degradation in

performance from the bigger class of glider to the smaller class is about IO feet per minute and decreases at higher speeds to about 5 feet per minute. I will look more into this matter later in the article. We also have the beginning of an answer to our third question. You can think of a 200-pound pilot as a 160-pound pilot with 40 lbs. of ballast. According to Figure I, at speeds above 30 mph in straight-line flight, the 160-pouncl pilot with 40 lbs. of ballast is going to have higher performance than the 160-pound pilot without ballast. I hope I have been specific enough for you. Our (straight-line flight) polar doesn't describe everything about hang glider performance; in fact, it focuses on just a few issues. We will have to widen our view if we wish to deepen our understanding of our answers so far. The next step is to include the performance of hang gliders while circling. Before we examine circling polars, I want to get right to the results of combining the straight-line polars and the circular polars, to produce the results from complete cross-country flights. Those of you who want to see how I got there can stick around for part two of this article. When we combine circling and straight-line polars to give us the model of a complete flight we are introducing a different measure of hang glider performance than the one stated above. In this new case the measure is the time to goal. He who finishes first is the highest performer. I might

HANG GLIDING

Attention All Pilots ... Contact these dealers:

To demo these models:

Northwest Region Chandelle Hang Gliding Center Pacifica, CA 359-6800

HP AT 158, 145; Spectrum 165, 144 Super Sport 163, 153, 143

Mission Soaring Center Milpitas, CA 262-1055

HP AT 158, 145; Spectrum 165, 144 Super Sport 153

Muller Hang Gliding Cochrane, Alberta, Canada 932-2759

HP AT 145; Super Sport 143

have also chosen ahe who flies furthest," but the results of either choice would be the same.

George Borradaile Surrey, BC Canada 574-7121

HP AT 158; Spectrum 165

Slick Rock Flyers Nampa, ID 465-7151

HP AT 158, 145

Time To Goal

Ultraflight Systems Hang Gliding Waterford, CA 874-1795

HP AT 158; Super Sport 153

Cascade Soaring Bellevue, WA 454-1989

HP AT 145; Spectrum 144

In Figure 3 we look at how long it took to make goal under conditions varying from a tailwind at 15 miles per hour all the way up to a headwind of almost ten miles per hour. In order to obtain this figure I have made a massive number of assumptions, as follows: 1) Pilot weight of 175 lbs. with 40 lbs. of clothing, harness and equipment; 2) Launch at 8,000 feet, all thermals top out at 15,000 feet, landing at 5,000 feet, thermals spaced at IO miles, course distance 60 miles; 3) Two glider sizes-again 148 and 158 squares with the same wing spans as previously detailed; 4) Two cases of ballast-with and without 80 lbs. (quite a bit but enough to give a range that encompasses less weighty ballast); 5) Polars for 10,000 feet; 6) The thermals have a radius of 100 feet (corresponding to five seconds of beeping on your vario when you first encounter them at 30 miles per hour); 7) A lift rate of 1,070 fpm (corresponding to a climb rate of 800 fpm for the pilot without ballast on the bigger glider); 8) Pilots flying at Speed-to-Fly. Enough assumptions for you? Figure 3 shows us how time to goal is affected by wind, glider size and ballast. While with a 15 mile per hour tailwind the differences are small, the smallest glider with the most ballast gets there last. With a nine mph headwind the big glider with the ballast comes in first followed by the smaller glider with the ballast. We can conclude from this figure that under conditions of strong, fairly wide thermals, ballast reduces our time to goal for tailwinds less than five mph and all headwinds. That ballast isn't much of a hindrance as the tailwinds increase. The bigger glider gets the better performance, but that can be overcome with ballast on the smaller glider in tailwinds less than five mph. In Figure4 we look at conditions of moderate lift and wider thermals, with the thermals now assumed to be lifting at 750 fpm (500 fpm climb rate for the big glider without ballast) and having a 150-foot radius. A similar result to Figure 3, but the smaller glider with ballast doesn't prevail over the bigger glider with no ballast until the headwind reaches about three mph. In Figure 5 the picture changes radically when we consider light lift and fat thermals. The thermals are now assumed to be 400' in diameter and lifting at 445 fpm (200 fpm climb rate on the big glider without ballast). Now the times to goal don't bunch up as the tailwind picks up, and the big glider without the ballast has the advantage even in the headwind. Flying the smaller glider with ballast is going to get you last place in all the wind conditions. The smaller glider without ballast isn't going to perform as well as the bigger glider without ballast. Figure 6 gives us the conditions at the other end of the spectrum with tight, better than moderate thermals. The tighter the thermals the harder it is for the gliders with the ballast to stay in them. Again, the bigger glider has the best performance over the whole range of wind speeds. In Figure 7 we look at one last set of conditions, with 200 fpm lift between strong thermals-the conditions one might find under a cloud street. While the times to goal bunch up at 15 mph tailwinds, ballast is helpful at all wind speeds. The big glider with ballast just barely beats out FEBRUARY 1992

Southern Oregon Hang Gliding Grants Pass, OR 479-6345 Pilots Supply Cameron Park, CA 677-4953 Southwest Region Windsports Van Nuys, CA 988-0111

Super Sport 143 Super Sport 163

HP AT 158, 145; Spectrum 165 Super Sport 153

Bolder Flight Boulder, CO 444-5455

HPAT158, 145

Hang Flight Systems Santa Ana, CA 542-7444

HP AT 145; Spectrum 165

Up Over New Mexico Albuquerque, NM 821-8544

HP AT 158, 145

Upward Bound Palm Springs, CA 322-9214

HP AT 158, 145

Hang Gliding Center San Diego, CA 450-9008

HP AT 158

Golden Wings Golden, CO 278-7181

HP AT 158

Owens Valley Soaring Bishop CA 387-2673

HPAT 145

Wasatch Wings Holladay, UT 277-1042

Super Sport 153

Eastern Region Fly High Hang Gliding Pine Bush, NY 744-3317

HP AT 158, 145; Spectrum 165, 144 Super Sport 163, 153, 143

Lookout Mountain Flight Park Rising Fawn, GA 398-3541

HP AT 158; Super Sport 163, 153

Tek Flight Products Winsted, CT 379-1668

HP AT 145; Super Sport 143

Ultralight Flying Equipment Hunterville, NC 392-3765

HP AT 158, 145

Sky Sailing Ontario Etobicoke, Ontario Canada 626-2227

Super Sport 163

Distance Vol Libre Montreal, Quebec, Canada 395-5224

HPAT 158

Raven Sky Sports Waukegan, IL 360-0700

Spectrum 165

Silver Wings Arlington, VA 533-1965

Super Sport 153

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

lime to Goal Thermals· 100' Radius, 1070 1pm Lift Lift between thermals - 200 fpm

LJD Over Ground by Wind Speed At Best LjO Speed

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160 - , = = = = = = , - - - - - - 158 No Balfast

-- 148 No Ballast 1 ·· :- 148 BOlb ~~

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150

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-5 0 Tail (minus) or Head (plus) Wind (mph)

-10

Tall (m!nus) or Head (plus) Wind (mph)

Figure 7.

Figure 9. Time to Goal Thermals. 100' Radius, 1070 fpm Ult At Best LJD Over the Ground Speed

speed-to-fly may be just the answer. The tailwind increases your probability of getting to the next thermal and allows you to take more chances. A tailwind and open flatland flying push you toward best speed-to-fly speeds. If you are flying at best speed-to-fly, then in strong conditions with large enough thermals, ballast gives you a better LID in straight flight. This advantage doesn't help too much in strong tailwinds, but as we can see from Figure 3 it is still an advantage.

90 -15

-10

Tail (minus} or Head (plus) Wind (mph}

Figure 8.

the small glider with ballast. What if we were to take the more conservative approach as advocated in Speed to Get There First from February 1991 Hang Gliding? After all, this speed-to-fly business just might put us on the ground in a headwind even at these exalted altitudes. In Figure 8 we compare times to goal assuming the same conditions as Figure 3, i.e., strong lift and wide enough thermals, and flying at Best LID Over the Ground speed. In this case the pilots with ballast win out and there is hardly any difference between the two sizes of gliders. Before I go on to discuss the physical reasons that underlie these results, let's look at two more figures that address the issue of dropping ballast in tailwinds. Figure 9 shows that in all tailwinds, dropping ballast gives you a better LID if you are flying at best LID Over the Ground speed. If you want to improve your chances of getting the next thermal when you're in a tailwind, drop the ballast. You might notice the contradiction between Figures 9 and 8. Even though you got a better LID by dropping the ballast in a tailwind, you got to the goal more slowly in strong conditions. The ballast gives you a higher speed, and even with the slower climb, you still make it to goal faster with the ballast. If you're flying in a tailwind, and you're trying to get over a course as fast as possible or go as far as possible on a given day, then flying at best

-15

The Conclusions Question #I: The smaller glider performs moderately worse in light conditions but only slightly worse in strong conditions. Question #2: In strong tailwinds with anything less than strong conditions, drop the ballast. In light conditions drop it. In moderate tailwinds with strong to moderate conditions, it's a slight advantage to keep it. Question #3: First, under strong conditions with 200' wide thermals (five seconds across), flying with ballast is a benefit except under conditions of a strong tailwind where it is only a slight detriment. Second, in conditions of light lift, drop all ballast. Third, if the thermals are less then 200' (five seconds across) drop all ballast.• More next month.-Ed.

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

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HANG GLIDING

The author's wife Kim goes tandem with Clark Harlow al Whitwell. flew for two hours, which was more airtime !han many of the competitors saw that day. Photo by Jim Rowan.

by Jim first "real" competition, a week's vacation in Tennessee, and a forecast for nice weather -all I he necessary ingredients for a mighty fine time. We traveled to the Sequatchie Valley as part of' team Mountaineer. Our mission: lo explore strange new sites, lo seek out fun and new friends, lo bravely go where many pilots have gone before. Besides Kim and l, there was l .arry Ball, and Susan Smolder, and several other Mountaineers who weren't competing or were competing on ollH:r teams, including Danny, Donna and Shawn I .oudcrmi II, Kate Spoon!, Pat Brooks, l .arry Huffman, Steve Bland, and Dave Kinclu:loc. Our team l .:irry B., Ron consisted or myscll', (a Pi\ pilot), and Kcoho (an F1mRLJJ\I<Y 1992

instructor from Kitty llawk). There were five teams, including the Daedalus Divers from Pittsburgh and the Clinchers from the Knoxville area (the home learn) with four to five pilots per team. They counted the three best flights l'rom each team toward the "name" pilot each round. The was Tony Barton, winner ol' the 1991 Nationals in the Owens Valley who was on a demo tour l'or UP. ROUND I Winds were cross and strong from the northnorthcast. !\ !ask was called f'rom Henson's miles south lo a tower lurnpoint on and back to llcnson's LZ. It was marginally soarnblc on pmts of' the ridge and there were some thermals through,

but most of' the competitors chose to wait until the free rlycrs were able to stay up consistently. Then it was like lemmings to the sea. I launched toward the middle of the pack and by the Lime I got airborne, a death had formed to the right of' launch where the ridge faces more northerly. There were 20 to 30 gliders at various levels, turning in different direct.ions, and trying to gel enough allitudc to start south down the ridge on course. /\f'ter climbing 300 reel, I chose to take my chances cruising down the ridgl\ ralher !han bumping heads with my worthy opponents. I was the f'irsl one to start on course and initially it seemed like a good decision as l was able to maintain between 300-500 f'cct over launch to the J'irst gap. Several others including Tony weren't far behind once they saw the ridge was working. I began plurnmcling rrom the once I started across the first gap. As I sank below ridge-top level l started angling out toward the valley and its numerous l .Z's. /\t 500 f'cct below and al the edge of the first landablc field, providence provided a saving thermal which drifted me southerly back in toward the ridge and directly toward the turnpoint, circumventing a crossing of the second gap. J<:vcntually I climbed lo 700 f'ccl over the turnpoint. where lhc airspace was rife with other gliders and sailplanes circling. /\!ways a good sign! I took several tumpoint photos before starting north hack toward goal. A handl'ul of gliders had started out ahead of' rnc and I could see them on the far side of the near gap, just maintaining al ridge-lop level. The significantly crossing headwind was making life difficult and I went into plummet mode before l could reach their position on the north side of' the gap. This time providence wasn't around to hear my picas and 1 landed in the valley directly in front of' where the'. gliders were still maintaining at ridge level. /\s l packed up, l watched them hob up and down on a small piece of' the ridge which was angled more into the wind. Finally, one glider seemed to get marginally higher than the others and he made his move, continuing north toward goal. This turned out lo be Wojnowski (pronounced Wa-now·ski) on a Sensor I 0. He was able lo maintain 011 the ridge, more or Jess, by f'lying the contours, pushing out where the ridge faces more

'.l9

northerly and diving across the more westel'iy and northwesterly faces. The pilots he lcfl still hobbing on the included Barton and Pete I .chrnann. One one tried following, hut they all ended up gliding out and landing short of goal. was the only pilot to make goal this day and went on to win the meet making goal during every valid rom1d. [ !is flight put the Clinchers in first place with the Daedalus Divers in second and the Mountain· ccrs in third. Ball also got tlw tmnpoinl photo and landed just slightly behind me on course. ROUND South-southeasl winds f'ound us al Whitwell a st might-line rJight north with the task 24 miles to goal at Yellow Cliffs- basically a ridge nm with gaps to cross. The was working and thermals were weak but prcscnt. I launched after several other pilots showcd the conditions had become consistent enough to soar. up proved to be no problem and I got to 1,200 f'cet on my way to the l'irsl gap. l could sec gliders ahead shooting to the other side and some soaring the ringer of ridge which sits in the middle of' the gap. J\s I reached the end of' the ridge I'd Jost several lmndrcd f(;ct, and was reluctant to start across the gap wilhoul gaining some or it hack, so I hung out and watched. Several on thcir way Iowan! passed me hut they all seemed to have of altitude and just kept getting lower Down to lhc lop and !hen hack to 800 feet cost me what little pat.il,ncc I had in reserve, and Tony start across with just a after couple hundred feet 011 Ille\ I threw caution lo the wind and f'ollowcd suit. We made the middle and worked some lift there to 500 J'ect hut this turned out to be not enough when we cruised the rest of the way across, reaching the far side below ridge-top level. We clawed and scratclwd to 110 avail and finally had to head out to land. Ilight pilots made goal including the ubiquitous Wojnowski. Larry Ball and Kcoho were close to making goal f'or

to their team, the Daednlus Divers to keep Iheir hold placed three pilots at on sccond, while Sieve Lee's goal rlight 40

Clinchers in first place. ROUND Another task from Whitwell wilh southsouthcasl winds and weak thermals. Yellow Cliffs was chosen as goal but a mid-valley turnpoint over !he f'llncral home south of' Dunlap narrowed the field of' finishers to Turnpoint photo. Note the micrnwave lower, which served as the one, Wojnowski. below, Photo pi Jots got their !urn point on the first day, and the by .Jim Rowan. turnpoint photo and then lost it to gel back lo ihe Conditions had weakened even on !he and the few pilots who got their ROUND4 The f'inal round and we're hack at Whitwell. photos and made it hack were soon f'lushcd from the ridge short of' goal. Conditions appear more consistent than any we've scl:n thus f'ar. A repeat of Round with l took a re-night afkr launching early goal being Yellow Cliffs sans the turnpoint. and sinking out. Re-launches were allowed as Since this w,1s supposed to be a "fun" 111cct, as you landed in the primary I Z. On my the wanied as many pilots as second night conditions had improved on the hut l wasn't abk to get more than son possible to make goal on the last With 13 finishers, over half 1hc l'icld, the feet above in the patchy and inconsistent could he seen in the crs made !heir goal l'or the day. thermals. Several My f'light fol lowed the same pattern as toward and while most weren't very higli, most wnc higher than I. previous l'lights: launch, soar the Aflcr boating mi the ridge for about 45 without very high, watch scvcral gliders get higher and start on course, become that it was getting late and any al the antsy and commit to a gap miles toward goal were better than none. So rcl.itivcly low altitude of 750 feet, make it at 500 f'cct I dove oil the end of' the ridge lo across but 100 low to stay up on the other start across the first g,ip and immediately side, scratch without success to a to I musl landing Jess than entered plummet mode all the way to the admit to being discouraged ,lfkr this deck. Ron Dively had the best Mountaineer day's flight, especially nftcr driving on lo scon,, tile turnpoinl photo and making goal and so many finishers. it rn1 down the ridge to land north of' Dunlap Tony Smolder and Ron Dively both still some miles short or goal. The Clinchers made goal appearances for the Mountaineers. Keoho could have mnde it but chose to had the ihree longest flights including land in a field just short of goal, thinking it solo finish. J\fter three rounds the Clinchers was the goal field. The Clinchers, Daedalus had tightened their grasp on first place, and Divers, and First In Fright all got three pilots the Daedalus Divers were also more firmly to goal. The No Name Brand gol two pilots to cnlrenched in second. Thc Mountaineers, on !he other hand, had been caught from behind goal including Barton, and thus assured us an ignominious f'ourlh--place finish. First In by the No Name Brand which included Jirighl finished firth, hut af'ter a poor slart Nationals champ, Tony Barton. We'd been were coming on strong at the finish. edged oul of' third place with one day left lo l finished 19th. C,rcg Kcoho was the improve our standings, although f'irst and even second place were probably beyond our highest placing Mountaineer in 8th place with Ron DivG!y in 9th, Tony Smolder in 14th and reach. ! ,arry Ball in 20th place. (l ,arry l<ol't and l lJ\N(; CIJJ)INC

COMPETITION CORNER zeroed the last round.) Greg Wojnowski dominated but all the Clinchers did well, saying something for their obvious flying skills and home field advantage. The Daedalus Divers flew consistently well and the late appearance of Dennis Pagen on their team helped their cause. No Name Brand had Tony Bm1on, but their other pilots were coming on strong toward the latter part of the meet as the Mountaineers (me in particular) were fading. While First In Fright finished last, they too were flying well by the end of the meet and maxed their score (3,000 points) in the last round by getting three pilots to goal. In some respects, I made goal every day, as my primary goal was to have fun. It would have been more fun winning every round but you have to take your fun where you find it. My lack of patience really cost me points in the weak conditions which characterized this meet. None of the rounds were timed. Just making goal was the key and there was no need to race. So perhaps I learned something of value in addition to having all that fun. In

this respect I was a winner, and next year I'll be going back to put my education to the test. I would encourage anyone wanting a low-stress and relatively inexpensive taste of competition to take a week and go to Tennessee next fall. Bring your flying buddies and call yourself a team or come alone, they'll find you a team to call your own.•

The Final Standings Team I) Clinchers 2) Daedalus Divers 3) No Name Brand 4) Mountaineers 5) First In Fright Individual l) Greg Wojnowski - Clinchers 2) Steve Lee - Clinchers 3) Pete Lehmann - Daedalus Divers 4) Tony Barton - No Name Brand 5) Doug Affoiter - Daedalus Divers

El Condor Paso The seventh annual Compeonato Internacional De Aladeltismo by Larry Tudor

",.....,

.l.hey're shooting at us," Amy said as they drove toward goal at La Rioja. The windshield had just shattered with a resounding blast. "Where's the bullet hole," shouted JZ (Jim Zeise!) after a cursory glance. When your world has suddenly fractured into a thousand pieces it's hard to think logically. The safety glass in Argentina is just not very resistant to temperature changes or light impacts. Like a scene from Terminator 2, JZ pounded out the now crystalline window with an airfoil downtube and zoomed back to goal. Quebradas (ravine) goal is located at the base of Ceno de la Crnz mountain outside the historic town of La Rioja, Argentina. Steep, rugged, treeless mountains rise quickly above FEBRUARY 1992

the arid plains on the eastern side of the Andes. The long ranges of mountains with dry, flat basins between them are reminiscent of Nevada. The latitude south of the equator is about equal to Northern Mexico so the flora is similar to that of the Sonoran Desert. Much of the tenain is covered by a mixture of thick manzanita and saguaro cactus. Good incentive for staying airborne. The seventh annual Compeonato Internacional De Aladeltismo (International Hang Gliding Championships) began in midNovember, and for one week we.had superb cross-country soaring. The meet was hosted by the La Rioja hang gliding club with suppot1 from the city and state officials.

Everything was provided for a $100 entry fee: rides up the mountain, retrieval along a route, standby medical and rescue crew, and a te1Tific awards ceremony including a banquet at the governor's mansion. I'm not entirely sure how I found myself as a member of the Green Team but it was definitely memorable. When I arrived after hours at Wills Wing to rendezvous with the team I was greeted by the how ling of the factory alarm which had been set off by one ofZoardog's (Je1Ty Braswell's) "light duty firecrackers." Things went smoothly on the way to BIA (Buenos Aires). Gliders were checked through for a small charge with no questions. Once in Argentina we were whisked through customs as the official watched p2•s (pronounced "P squared"-Pat Page) impersonation of a hang glider and laughed about "locos Americanos." When the transportation JZ had arranged to take us to La Rioja broke down halfway to BIA the adventure began. After a day in BIA we decided the best alternative would be to rent a Renault Traffic van and drive the 700 miles to La Rioja. That way we would have our own driver (Amy Hatcher) and vehicle for retrieval, and could ride back from the open distance flights quickly and in reasonable comfort. Pilot Roberto Moriones explained that rental companies don't like to rent vehicles to groups can-ying lots of heavy baggage (gliders) all the way across the country to the rough roads of the Andes, so we suddenly became windsurfers going to enjoy the winds and beaches of nearby Mar de! Plata. We loaded up the six HP AT's, tossed our bags in the back, and with a handwritten map from Roberto and a warning to act stupid if we got stopped by police, we left the chaos of Bl A. After several wrong turns and many near accidents we were on the road and heading west. Verdant ranches and farms lined the way. Tall green grass and grazing cattle were abundant. Groves of every type of deciduous tree shown brilliant green in the spring sunshine. It was my turn for driving duty when we got stopped at a police roadblock. "Documentos." Hello. "Documentos," he said more firmly. p2 handed the rental papers from the glove box and the officer examined them. "Motofuego?" "What?" "MOTOFUEGO, MOTOFUEGO!" he commanded. We quickly located the fire

extinguisher. "Valisn?" l Jc had us on that one, The rental vehicle had no rcf'leclm kiL Arter a protracted discussion over by his cruiser, where he made sure I saw his carbine and 45-calibcr sidearm, the San Juan Provincial Police Officer made it clear. A propio (tip) would be preferable to the: grande multa (large fine), JZ walked up sporting his Minolta 7000i and offered 60,000 Astralcs ($6) and a Green Team sticker and we were on our way again, When we arrived in La Rioja the next morning we were too tired to unpack so we slapped the leading edges back in our gliders and went flyi11g, JZ was delivering gliders lo a pair of local gums so we did a prc-,delivcry f'light test on a couple of' 145 Hi' AT' s, Soon I was launching off the cliff and climbing in smooth lil't, Remembering the condors from my last trip to Argentina with Eric Raymond and Pete Brock in 1984, l went north to the higher mountains, Once on the spine the ridge lift was plentiful and it was cruisin' time, The condors were still there: magnif'iccnl soaring creatures, black with a WW II Zero-like white clot on each huge wing, They seemed unconcerned about my presence, 1:Jying a high-performance glider in smooth air, 7,000 foci over absolutely pristine mountains, with Andean condors, provides an experience that gets no better, I got back lo the LZ in time to sec JZ (245-pounds hookin) smoking in for a pcrfocl flare with twin tornados spinning off his tips in the !'inc dust. On the way up for the second night with Sebastian and Adolfo, JZ asked Adolfo about Sebastian's flying capabilities and cxpcri· encc, (Good thing to do before you sr,nd

someone off on a new glider,) Adolfo translated, Sebastian was astonished, Who was this lo question his flying ability? Little did we know that Sebastian held the South American distance record. He would later vindicate himself and garner second in the meet La Rioja is the home of the new President of Argentina and appears lo he prospering even in this time or recession, Opening ceremonies were at the governor's office and he pledged his support for the competition, The road was graded up to launch and a military contingent was on standby lo rescue anyone who could manage to survive a blown launch, The tasks for the contest were a mixture of triangular speed tasks and open distance with a system similar to the world mccL Tasks were designed lo encourage the pilots to fly within reach of !he highway, the official retrieval route, The highway also became the official out-landing location as no one was cager to tangle with the cactus, During the ope1HJistance days we would f'ly south to a turn point al a town called Patquia, where Lhc road splits west and then continues toward the high ground, Within 30 miles of launch is the 20,000-l'oot-high mountain Famatina---we'rc talking mountains, Zoardog and I shared the longest flight or the meet as we chased the setting sun towmd the Andes and landed in a valley higher than launch, When we reached the last mountain range before the highway curved north it was blowing so hard we had to fly 35 to hover, We took one thermal back toward the spine and I couldn't find the courage to

cross the knifo edge ridge in high wind with a few hundred feel, so I turned back, When I looked around Zoardog had disappeared and would not answer my begging transmissions, I stair-stepped up to a thousand foel or so and bailed over lhc hack with a light thermal, There was Zoar clcvatoring down and landing about four miles downwind, a mere twenty-" to-one glide, With a 35 mph tailwind I arrived over Zoar with a couple hundred feet Amy kept us informed; everyone else had landed, If I landed with Zoar we would both gel 1,000 points, and hey, we're on the same team, Unlike the Owen's Valley where all the good restaurants arc closed at 9:00 PM, the restaurants in Argentina don't even open until 9:00 and the action downtown slarts at 2:00 AM, This allows you time to return, get civilized and have a decent mcaL Zonrdog was out late his first night as he chose to nap on arrival from B/ A, and thanks to his trusty talking electronic translator met the girl or his dreams, ! le says the translator has five major categories and it was set on the "making friends and meeting people" position, All he had to do was turn it on, The third day of the meet was called off because or strange weather, It is heartening lo sec jmlgment at work in a major rncel, Later that day the third thunderstorm to hit was so violent that p2 and Zoar were sure it was a tornado, "Equipo Verde" was caught in town in the van, JZ parked under a tree lo save the roof from the haiL With the wind 60 mph plus, Zoardog convinced Amy to make a run for a nearby house, Amy opened the door and wind did the resL So much for the

f IANC: GI.TJ)[N(;

COMPETITION CORNER passenger door and the right front quarter panel. They raced into an unfamiliar house and were greeted with "Welcome to La Rioja" by the mother of the household. The storm left six inches of hail in town. Trees were uprooted and the streets were rivers. The following clay saw dust devils by I :00 PM.

The last clay of the contest was called off for official flying because it appeared there was "soncla" (downslope wind over the Andes, similar to Foehn or Santa Ana winds in the LA basin). Everyone flew later under an ominous sky of broken wave clouds and found glassy smooth conditions. JZ, Zoar and Eduardo Rodas (hot Argentine pilot from Tucaman and fifth Green Team member)

soared up the high peaks to the north and toplanded several thousand feet higher than launch. They played around up there taking photos and collecting wild flowers for their driver, Amy, until dusk. By the time they flew out it was pitch dark and we were treated to a light show as they launched their emergency flares high over the LZ. In addition to the "Green Goes" or "Gang Green" there were pilots from Brazil, Uruguay, Chile, Colombia, Paraguay and Argentina. The locals flew well. The officials were hoping for a new national or world record during the contest, but the weather was unseasonably mild. Even so, there were occasional 2,000 fpm thermals and 120-mile flights. Team Green, comprised of Jim Zeiset, Zoarclog, Pat Page, Eduardo Rodas and El Tu'clor placed first in the team category. There were some rumors about this site being named in a bid for the '95 Worlds. The Green Team could endorse that one.

After the contest I drove back to Bl A in the van with Roberto and Benjamin. Sometime after Cordoba, motoring along at about 70, into our world came the exploding second winclshielcl. I'm not impressed by Argentinian safety glass. Reuniting with Team Green in B/A, after a 20-hour drive, we retired to a hotel. The next morning the first thing to take care of was getting the police boot off the front wheel of the van. Another grancle multa (200,000 Astrales). Then, on our way back from Roberto's house, the van quit on the highway with a failed fuel pump. We loaded everything in a cab and went to the rental agency to tell them where to find their van. They were dubious, as they had seen the van that morning under the boot with the fender removed for repair. I can still hear JZ in the agency office as he turned to me and said, "I really thought this was going to be the first time we didn't toast the rental vehicle."•

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THE ADVENTURE BEGINS WHEN YOU LAND! FEBRUARY 1992

Left lo right: U.S. team members Sarah Bowman, Kari Castle, CJ. Sturlevaol and Alice Engelhardt their medals of presented during the awards ceremony. l'hn!o George Sturlevanl.

IL\NC GurnNc

map by George Sturtevant

To Chi'"'"

To "uni ch

GERMANY

,,.--.,,./ ,,-----"" \_,,,-

AUSTRIA

!\'\I\'\

Unt,rberghorn

Salzburg

!ah,er Kai s,r Strub Erpfendorf Lofer,r Steingebirg,

Wilder Kaiser

Innsbruck

18 10

o Hohe Salve

Hochfilm~

KITZBUHEL 0

Sixty women hang glider pilots, from 19 nations, gathered in Kossen, Austria last summer for the second Women's World Hang Gliding Championships. The four of us who composed this article were privileged to be among those 60. We'd like to encourage all women who fly cross-country to include competition in their plans for the summer of '92, and to set a goal of being part of the action in Japan at the next Women's World Championships in April of '93. "I was goi11g to wi11, I just k11ew it. I went to the Women's World Meet feeli11g good. I had just finished i11 10th place i11 the Sa11dia Classic. I was ready to kick butt and all my friends expected me to kick blltt. Little did I knoll' I had a lot to learn! Without a doubt there were a lot of really good pilots i11 this meet to learn a few thi11gsji·o111."

FEBRUARY 1992

SC ALE

Kari, with her background of successes in competition flying, had good reason to expect to come out on top. Alice, the only other woman currently ranked, also "personally wanted to do well, but more imp011antly I wanted our team to do well. I like the idea of team flying and I wanted to be involved with that aspect." C.J., the least experienced in competition flying, had more modest expectations: "I just wanted to hold my own flying my 'toy' glider (Profil I 2). I' cl be happy to encl up someplace not too near the bottom." Each ofus had very different expectations, and when we compared notes at the encl of each clay we were often amazed at our varied impressions of how the clay went. Some things, however, we agreed on: • The competition rules were inconsistent, unclear, and often misinterpreted by many of the pilots. On the first clay of the meet, the start point was right below launch, but many pilots did not take a photo clue to misunclerstancling of the photo rules. On the second clay, in very light

KM.

To Sul ftld,n

conditions, we had to fly eight km and cross a lake (Walchsee)just to get the start point (#2 on the map). • The weather, which had been excellent during the four clays just prior to the meet, deteriorated steadily once the competition began. (Isn't that Murphy's Law of Hang Gliding Competitions?) And the weather forecasting was not very accurate. On clay four the prediction was for very unstable conditions, with light winds and high cloud base, so a 7 5 km (#3 to 13 to I 8 to goal) t1iangle (quadrilateral?) was called. That was the most stable clay of the entire competition, with the longest flight being only 13 km and half the field sinking out before getting the start photo at the summit of the Unterberghorn. Apparently the European weather guessers, even with their aclclitional centuries of experience, don't do much better than their New World counterparts. • The scenery was AWESOME, and sometimes intimidating. All of us incluclecl in our flight logs some mention of "incredible jagged peaks in an area called the Zammer Kaiser"

ABOVE: Looking cast from west of Wakhsce. The

Sturtevant. RIGHT: Sarah launch

(!\lice), or"scratching for an hour at the base of a spectacular rock face in the Lofcrer (C.J.). Sarah pointed out that "flying very close to granite rock on the leeward sides oft he mountains is something that bothers the subconscious." Indeed 1 J ,aunch conditions were miserable. The upper launch races west, and is quite steep but very uneven and rocky. Mid launch, a smooth grassy slope that is quite flat, faces north. The winds were consistently northeast, so we were launching in lcc-siclc thermals on the top, or in the occasional "in" cycle on the mid-launch. Even long-legged Kari had some difficult runs; tiny women with (relatively) huge gliders regularly had real "heart-·stoppcrs." Amazingly, there were few stuffed launches, and only one injury on launch, when I leidi from Britain dislocated her elbow on the final day. K(issen is an ideal location for a world mcel ! The towu opened its heart and homes to us. Our gasthaus was homey and comfortable

(once Kari and /\lice moved clown from their low--hcamcd attic room); breakfasts were deli-cious and so plentiful that we ate the leftovers for lunch; Frau and Herr Stitz, our hosts, made us feel like family; and after the first few days it seemed like everyone in Lown knew the competitors and stopped us to ask how the meet was going. J\nd the opening and closing ceremonies were pageantry to the max. We couldn't under-stand much or what was being said, hut when

the dirndl-clad women offered each ofus a tiny goblet of schnapps during the opening speeches, the "Welcome!" message was clear. W c each i rn proved our compel ition ski I ls tremendously during this opportunity to Dy with these 60 very talented women! Reigning world champion Judy Lcden sought oul Kari one evening to talk strategy: "Judy knew exactly what I had been doing wrong. She sensed how frustrated and hummed I was inside. Then HANG GurnNc

• The U.S team was al a disadvantage for a number or reasons. Most or the teams con·· sisted ofladics who flew togethcrrcgularly, and several teams were able to arrive in K/issen two or three weeks early to learn the site and pm ct ice together as a team. Some or us U.S. pilots had never met before we arrived in Kiisscn, and the three practice days before the competition were insufficient for us to learn each other's needs, skills, strengths and weaknesses. We also suf.. fcred from lack ofan experienced coach to help us plan strategy and interpret the weather re .. ports. • Life would have been much more diffj .. cult without our trusty "packhorse" spouses and friends. Many thanks to George Sturtevant, Jim Bowman and Mike Benson for hauling our gliders from lift to setup area, helping us thread our way through the tangle of gliders on launch, chasing tis along the course, and keeping our spirits up when our wings came down short of our goals. I\ women's meet has a different "feel" than other competitions we've flown in. Sarah sums it np well: "The Europeans take their flying very seriously and arc extremely corn .. pctitivc, but all the women were friendly and helpful with an amazing lack ofovcrblown egos that arc found al other meets." /\lice adds that the support or these 60 women pilots "was always there cilher to cheer you on or to a consoling hug, and it was inspirational. I felt that with that kind or backnp I could do any .. thing, and the boost to my confidence was immeasurable." And Kari points out that the time she spent discussing winning strategy with Judy I ,cdcn-.......who acknowledged Kari as a sc .. rious contender for .Judy's world charnpion tit\c .......was a unique experience, and the high .. light of the meet for Kari.

C.J. With some of that awesome scenery, below the Loferer Stcingebirge. Photo by George Sturtevant. she took lhc time lo talk with me, and share some or her secrets with me. Now I understand why she has been my hero all along, even though I hadn't known her That's true sportswomanship! She said .firmly, you must think about the here and now, concentrate on what you arc doing at the moment and do it the

best you can. If you make a inistakc it's okay; move on and don't think about it. Do not think about the end result such as crossing the finish line when you st.ill have two more turnpoints to get to." Kari shared this information and a hook called "Winning Ways" that Judy lent her, and we all benefited.

And the things we disagreed on'/ little, actually. We all had our good days and our disappointments; only Kari managed to score every day, and she was also the only one of us lo make goal. Our team flying improved steadily, and we got better and better at helping each other get just a little hit farther along the course. Our flying styles were quite different: Owens Valley trained Kari thrived on killer thermals, while C..J. tended to look elsewhere when the thermals treated her like a "leaf in the wind." Kari, on the gronnd before the turnpoint on day three, turned her radio on when she saw C.J. scratching low above the field, and told C..J. to hang in there on a little hump: "Every so often (continues ... )

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Last Call! The 1992 USHGA Hang Gliding Calendar

--------------------------------------------Please rush me _ _ _ 1992 USHGA Hang Gliding Calendar(s) at $6.00 each. Calendar Subtotal- - - - - Colorado residents add 3% sales tax- - - - - Shipping Charges Quantity Shipping Shipping_ _ _ __ 1-3 4-6 7-10

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

C.J. with "Packhorses"

Sturtevant and Jim Bowman. Photo by Alice Engelhardt.

something comes along and people have been getting up there." Sure enough, 15 minutes later, a little something was enough to get C.J. above the bump and four km farther along the comsc·--for Kari a disappointing day, for CJ. the satisfaction of getting within two km of the turnpoint on a marginal day. Those were trivial points for dbagrecment. Before we left Kiissen, we sat down together and tried to extract exactly what we'd gained from thiscxpericnccofbcingthe"CJuinca team in women's world class com pct it ion. /\lice put it best: "The potential and benefit of team flying became morn apparent as we neared the end of the competition. I felt that Kari, Sarah and our adopted team member C..l. worked well together. Each of our experiences ultimately helped the others. If we arc fortunate enough to be able to fly together in Japan I think we will be a team to he reckoned with." For each oJ'us, that is our dream and om goal: to represent the U.S. in Japan in 1993, to fly once again with the world's best women pilots. The rest of this mticle is for those or you who'd like to look at the maps and the facts and figures to get a picture of what went on at this meet. There were 60 pilots representing 19 na· tions. Most of'thc gl iclcrs were about 145 squares; the 142 Moyes XS was the choice of 15 pi lots, several of whom stated that the small control frame determined their choice (manufacturers,

takcnotc!). Nine pilots flew HP AT 145's,cight the/\irwave 145 K2, seven the Enterprise Wings Foil Combat 139. In the top IO there were three XS's, two K2's, two Cornbats, one HP /\T, one Rumour, and one Boomerang. Judy Lcdcn, the defending world champion from Great Britain, again took first place with 105 points, flying a K2. Annelise Muller, from Switzerland, was second with4,705 points, flying an /\T. Third place was also a Swiss lady, Bruna Lanfranchi, with 4,380 points. The /\mcri·can ladies came in 13th (Kari), 38th (Sarah), 45th (CJ.), and 47th (/\lice). The French team look first place; i1s members placed fourth, sixth, and 32nd overall. Switzerland was second and Germany third. The U.S. placed seventh out of 10. The tasks varied greatly depending on the prcclictccl conditions. On several days the weather was too stable 10 get above the mountain and cross into another valley. The tasks were decided each day by a committee of pilots selected by vote of the competitors on the first day of the meet. Using the numbered turnpoin1s on the map, here's what we attempted to fly: July 4th, l?ound I: Scheibenwald (#17 start point) to Walchscc (2) to Pcternhof (l) to Walchscc to goal. Length: 33.75 km. No one made goal. Sarah was among the many who misinterpreted the photo rules, so her six km didn'1 earn her any points. The longest flight was 15.5 km. Round 2: Walchsee (startpoint) lo

Peternhof to Brcnnkopf (5) to No one made goal. !\ frustrating day for all of us: CJ. and Sarnh flew nearly eight km but didn't quite get lo the startpoint. Kari sank out immediately after taking her start photo, and because or the distant startpoint only five or /\lice's 13 km earned her any points. Round 3: Untcrhcrghorn (3 ·· startpoint) to Hochfilzcn ( I 0) to goal. Distance: 49 km. Nine pilots made goal, none of the U.S. team among them. Round 4: Unlcrbcrghorn (startpoint) lo /\lpcnrosc 1-lutte ( 13) lo Buchcnstcinwand ( 18) lo goal. Distance: 74.95 km. No one made goal. Kari scratched 3- J/2 hours at launch level, finally getting up enough 10 dive over the back for five km. The longest night was 13.5 km. July 8th was called as a rest day, much lo the distress of the pilots. This looked to be the best day of flying, with conditions similar to what had been predicted (but not produced) the previous day. Those of us who opted for windsurfing at Walehscc were distressed lo sec gliders skycd out at cloudbasc above us. July 9th: Rain clay. Steady drizzle all day, leaving only two more days of competition. Ro1111d 5: Unterberghorn (startpoinl) to Brcnnkopf (5) to Peternhof (I) to Nicdcrndorf ( 12) to Straubingcr Ilaus (7) to goal. No one made goal, but all four of us scored (a first!). Round 6: Scheibcnwald ( 17 start point) to Grubhcirn (8) to l-lochfilzcn ( I 0) to goal. Distance: 59 km. Ten pilots made goal, including Kari. Unfortunately, her camera did not print the start time, so she clicl 1101 get speed points for the day. /\gain, all four of us scored. Final Round: Un1crbcrghorn (starlpoinl) to Buchenstcinwand ( 18) to goal. Dis1ancc: 40 km. Thirty·1wo made goal, including Kari. This was Sarah's bcs1 fligh1; she landed just three km short of the goal. July 13th: Recreational flying in drizzle and low clouds, followed by the closing ceremony between tlmndcrshowcrs. Umbrellas were protection against champagne squalls as well as rain and hail. One of the speakers touched the already-charged emotions of each of us when he said, "You hnvc flown with the best, and you are the best." That one statement made it all-·all the frustrations, all the sweating and the scratching, all the 1riumphs and the personal milestones-worthwhile. Sixty women left Kiisscn that weekend feeling proud and satisfied, with hugs and smiles and waves and the hope to "Sec you all in Japan in '93 1" Ill

HANC: CurnNc:

W. Meadows

photo hy Meredith Conqucsl/Mary Wr1terhott8(\

ow many or you do an excellent landing approach--graccrul and smooth--only to be thumped upon the actual landing? I've seen quite a few pilots who look pretty cool coming into the landing field, but who turn out to be quite geeky by the time all rorward motion has ceased. What do you think the problem is? How could such a debonair approach artist turn into such a Pee Wee Herman narc botcher? Mc thinks the focus is all wrong (or nonexistent). Could it he that the pilot in question focusing 011 groundspeecl? Perhaps he was thinking about landing on a lmll's-cyc. Maybe he was trying to look good for his friends. While obviously important to most us, these are the wrong things to be on during landing. This installment of Hang Gliding JOI will deal only with J'larc timing. We will assume for now that you did that pictureperfect approach into the field, and that you are relatively straight into the wind no real obtrusive or unsightly obstacles in your path.

TRIMMING THE GLIDER Before we cover the aclual act or landing glider, let's back up lo a crucial part or timing: glider trim. No, we' re not going lo Frnl!i.UJ\RY l 992

take the hot-knife and cut a few pieces off the glider, l' m referring to the altitude and speed at which the glider lfa,s hands ofT. The trim speed of the glider is deter" mined by the location of the hang strap along the keel. Many modern gliders have the hang strap attached to the kingpost instead of the keel, but adjusting it still works in the same basic manner. It's pretty simple actually. Ir you want the glider to fly faster "hands oJT' (trim speed), you simply move the hang point forward. If you want the glider to rly more slowly at trim speed, you move the hang point rearward. NOTE: ALL ADJUSTMENTS TO YOUR GLIDER'S TRIM SHOULD BE MADE IN 1/2-!NCH INCREMENTS. You definitely don't want to f'ly a glider that is way out of trim. What is "desired trim," you ask? Good

question! Most pilots like their gliders to trim (hands ofl) a couple of miles an hour above (faster than) stall speed. This relates pretty simply to bar position. On a properly trimmed glider, the control bar has to be pushed forward about two or three inches to make the glider "mush," or begin to cn!er a stall. This assures you of a good, solid reference point from which you can do all your flying. In smooth air you'll be able to fly the glider at this point during most or your flight. In more rowdy air, you'll know that flying a little faster than this will produce a little bar pressure. You'll also be able to tell when you're getting close to a stall, because the bar will push back on you if you're slowing down too much. The best thing about having a properlytrimmed glider is that you will be able to land it with more confidence, time after time. The key to making all or this work for you is: a light touch on the control bar! We've talked at length in the past about the importance of a light grip on the control bar while rlying, and especially while landing. Without this light touch you can't feel what the glider is trying to say lo you. This is the primary key to good landings. lfyou haven't been flying with a light grip, start practicing now!

HANG GLIDING 101 WARNING: The Instructor General has determined that using the information contained in this article without the assistance of a USHGA-certified instructor can break or kill you. Seek professional help! PUTTING THINGS INTO FOCUS Okay, once again you're on final coming into the landing field. All systems are go: relatively straight into the wind, wings level and no obstacles to be concerned about. As you near the ground (30 to 40 feet), you fly with an extra three to five mph of airspeed to help you through the wind gradient. At this point your hands should form a "C" shape, with the opening of the "C" facing back toward you (like you're grabbing your own breasts, if you have any). With this open grip you'll be able to feel the forward control bar pressure against your palms as you fly a little faster than trim. You'll want to keep this extra speed as you get closer to the ground. Once you 're within three feet of the ground (measured from the base of the control bar), or as your feet are just about to drag on the ground, you gradually slow the glider down by LETTING (not pushing) the bar slowly out toward trim, to maintain the same height above the ground. As the glider reaches trim speed you'll gently rotate the "C" shape of your hands until the opening is facing forward (like you're grabbing someone else's breasts). At this point, and for a brief period of time, the glider is flying at "trim," which means that you are not exerting any force on the control bar. At this point, with a properly trimmed glider, flying with a light grip, and hands located around ear level on the downtubes, you' 11 feel the glider as it tries to "settle" or begin to mush. At the very moment you feel this slight back-pressure from the control bar, flare the glider aggressively by pushing outward and up. The aggressiveness of the flare is determined by the strength of the headwind in which you're landing. The more wind, the less aggressive your flare must be. In light winds, the flare should be fairly aggressive, culminating with your hands straight over your head. It is important that

"When you find yourself climbing out upon flaring the glider too early, IT IS IMPERATIVE THAT YOU CONTINUE TO HOLD THE CONTROL BAR ALL THE WAY OUT AND UP. This action will result in the parachuting of the glider to earth. This is a very difficult thing to make yourself do." your body be relaxed and that you not try to put your feet out in front of you, as that only moves your center of gravity forward which negates much of your beautiful flare. Try to let your feet just hang down toward the ground with your body relaxed. If you flare too late you'll have to run out the landing (because the glider didn't have enough energy to flare), or you may end up on your belly, knees or any combination thereof. If you flare too early the glider will climb skyward as a result of the extra energy it contains. If you find yourself in this situation, what you do next can make the difference between pulling off what will still pass for a graceful landing, or possibly breaking your arm. When you find yourself climbing out upon flaring the glider too early, IT IS IMPERATIVE THAT YOU CONTINUE TO HOLD THE CONTROL BAR ALL THE WAY OUT AND UP. This action will result in the parachuting of the glider to earth. This is a very difficult thing to make yourself do. The natural tendency is to pull

back on the control bar. This is very wrong, and parts of the glider will end up contacting the ground in a less-than-graceful manner. During my first couple of years of hang gliding I found that I had to talk to myself out loud in this situation. "HOLD IT, HOLD IT, HOLD IT!" was an often verbalized selfcommand that always proved to work. Other pilots say that when they find themselves in this situation they try to touch the keel with their feet. I have tried this method and it works well. Whichever method you decide to use, make it a habit when this situation occurs. By the way, I no longer have to talk to myself out loud to produce the desired effect. Now, when I find myself climbing a little upon flaring, holding the control bar out and up is my natural reaction. It will become natural for you too as you gain experience in this situation.

FOCUS SUMMARY So, these are the things on which you need to focus upon landing: • Good approach. • Wings level. • Into the wind. • A little extra speed (control bar pressure). • Open grip. • Slowly LET the control bar out to trim. • Feel the glider settle. • Flare the glider aggressively (out and up). • Hold the flare if performed too early. • Practice, practice, practice! One important thing to keep in mind: Do not use groundspeed as an indicator of when to flare! This will vary greatly depending on an endless number of factors. Use your properly-set trim speed to make your landings pleasurable time after time. •

HANG GLIDING

CLASSIFIEDS ADVISORY Used hang gliders should always be disas" scmbled before llying for the fir:-.t lime and inspected care~ fully for fatigued, bent or dented downtubcs, ruined bushings. bent bolls (especially the hcan bolt), re-used Nyloc nuh. loose thimbles. frayed or rusted cables. tangs with 11011...:-ircular holes, and on Rogallos, sails badly torn or torn loose

from their anchor point:::. front and back on the keel and leading edges. If in doubt, many hang gliding busines:-.c~ \\ ill be happy to gi,·e an objccti\'C 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. ROGALLOS ATTACK DUCK 160 - Rlue/white. <5 hours. Extra. extra great condition. S600 (803/ 383--+318. AXIS 15 - Full race. excellent condition SI.300. Eric Raymond custom harness. excellent condition $300. Bell helmet S30. (818) 353-7161 CA. AXIS 15 -

SI ,250. excellent condition. t205) 25-1-3288.

BRAND NEW - I 991 I 65 Spectrum Plus. Includes 2 extra faired downtubcs . ..,afety wheels, pans kit. owners manual, W.W. hat, tax and shipping tube-Only S2.900. Sa,e S883.85 The Hang Gliding Connection (916) 24 I -697-1. C2 185 - Good condition, rainbow double surface. Under I 50 hours. S-150. Paul Robinson (7 I..\) 391-28 I 2. DOVES WANTED - Electra Flyer. Do,·es A. 8 or C. wanted by instructor for school use. Any condition. RaYcn Sky Sports (708) 360-0700.

HANG GLIDER SAIL REPAIR & REBUILDING BY DENNIS VAN DAl\l/AEROSAIL - Serving the hang gliding communily for O\'er a decade. ··integrating aesthelics with the highest order of structural integrity.·· Aerosail, 1617 W -10th St. Challanooga TN 37-109. (615) 821-59-15 . HP AT 158-Excellcntcondition. SO hours. Thermal trained and ridge broken eastern glider S2.500. Sequatchie Valle) Soaring (615J 9-19-2301. HP AT I 58-Pro white, red. Excellent shape. S2.700 080. (619) -150- 9008. K2 155 - ~lint ,hape. competition ready. Call for specifics S2.700 will not last. (619) -150-9008. KISS '89- Blue and rainboll'. Upgraded sail. SI .700 080. 16 I 9) -150- 9008. LITE DREAM 165 - Excellent condition, low hours. Sacrifice $9-17 OBO. (2 I .1) -133-..\..\..\3. MAGIC Ill 166 - <100 hours T.T .. nice. $625 freight collect. Specdrail. unused $40. (501 J 922-528-1. ;-..JAGIC KISS - I 990. full race, good condition. SI ,800. (616)-169- -1332 e\'es., (219) 255-3169 days. MOYES XS 155 - Clean. low hours. all new wires & speedbar. Mu~t ~c11 52,200 (\v/fins & carrying case). Norm. (310)-151-2016. NEW GLIDERS - Best prices' Pacific Airwave. Wills Wing. Seedwings. Delta. Silver Wings (703) 533-324-1. NEW -

DREAMS IN STOCK - All sizes, including 1-IS's. Man) other used gliders available. Raven Sky Sports (708) 3600700. ENTERPRISE WING FOIL COMBAT I 52-C- Very good condition. $2,-100. Sensor 5 I 0-8, 3/-1 race.SI ,000. (9 I 9) 3859075. FIREFLY II 149 - Like new condition. yellow/white. Good trainer glider. A~king S:200. Dan Armstrong. T chachapi CA. (805) 822-8852. FOIL C -

Super Sport 153. S2.900. (209) 87-1-1795 CA.

OLDER. RUT WELL CARED FOR - UP firefly 17-1, mellow trainer S 175. UP knee hanger harness, w/Flight Designs chute SI 00. Cloudbase harness w/Odyssey chute S150. (303) 2-15- 6771 Grand Junction. CO. RA VEN 1-19 - Good. clean first glider for the small pilot. Training wire set. wheels and extradowntube included. S700. svs (615) 9-19-2301. SENSOR 5 I 08 - I 60 standard. brand new and I mean new, for only 51,800. !612)-176-2026.

Good condition. ne\'er wrecked. extras. SI .200

(3 !OJ 820- 3548.

FORMULA I-I-I-New in stock. We need to sell this glider .. bad". Make us an offer. (619) -150-9008. FORMULA 1-1-1 - 20 hours. excellent condition. S2.200 (30-l) 572-3276 eYenings. FORMULA J 5-1-Exccllcnt condi1ion. Custom cloth w/-lA trailing edge. 52,200 (805) 772- 1-141. GARAGE SALE! - BROTHERS FIND GARAGES OVERFLOWING with gliders' Must sell! Two Sensor 5IOC'sSJ,JOOeach.152Foi1CombatS2.JOO. 139Combat $2.600. Chris Arni, 1510) 531-2"6 I. GE;-..·IINI 16..\ ... ,ery good condition .............. S650 080 HP I .5 ... <30 hours. exceptional condition ... S700 ORO Roberlson cocoon harncss ... perlon lines w/pullc) \ .. S 175 Call Joe (208) -167-3277 Idaho.

SENSOR 510 13-C - All mylar, fast. great sink rate, excelJeni condition. For a paltry S900. (619) 575--1939. SENSOR C - Low hours. excellent condition. i\rlust sellcheap! (612) 735-9130. SENSOR 5 I OE - FR. never wackcd. loaded. low time. belier than new S3.000. Also. 5 I OB. compensated FR, sweet handler. still performs great $1.(lOO. (208) 788-3891. SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 450-1894 OR (619) 450-9008.

SPORT 150 -Excellent shape, race cloth, 63" cit' s. Only I 0 hours airtime. A steal al $1.600. Call (619) -150-9008 no"·· SPORT l67 - Excellent condition. low tirnL"\ crisp sail SI .JOO. Harness & chute anrilable. ( 703 J 885-2523. SPORT 167 EURO - Great riying glider with \'ery low hours. in exccllenl condition. SI.700. Sequatchie Valley Soaring (615) 9-19-2301. SPORT 167 (USA) - Red, white, blue. Flies nice. $900. High Energy cocoon w/chute $200. (916) 2-16-5642. TEXAS - Trades, new. used, locator service. Call RRA (512)-167- 2529. VISION MK IV I 7 - Dark blue/light blue, clean condition. spare downtubcs. $ I ,500/offer (9 I 6) 6-1-1-28 I 8.

VISION MK IV l 7 - Low airtime. good condition. only $950. (501) 967-7057. VISION MK IV 17 773-923..\.

Very good condition SI,-100. (619/

VISION MK IV 19 - I 990, full race sail, comfort bar, ne\\· storage bag, camera zippers. Lime green & black, 60 hours. one owner. SI ,250 (6 I 9) 67-1- I 865. VISION ECLIPSE I 9--10 hours. Purple. lavender & white. Kellar pod and chute. SI.350 (..\06) 837-535-1. Leave name. number & address an<l I'll send a picture. WANTED-ISO SPORT AMERICAN -PO Box 23. Baker City, OR 9781-1. WANTED-HPAT 158, K2-Low hours, low money. Don (205) 254-3288. COLORADO HANG GLIDING 1303) 278-9566 2-1 hours Region !V's oldest. largest. full time shop. Paragliclers ... Demos, all brands ........ $ I ,500-$3.000 D.0.T. helmets (colors!) ..................... S58-SI29 Used harnesses.. . . ... $75-$500 Varios (demo·s. all brands) ................ $75-$500 Never used chutes (alJ .,;izes}, ~,1ch inspected repacked, w/new bridle and bag. . .. .. $265 Equipment I 00<7,, Guaranteed/Major Credit Cards \Ve trade/buy used equipment. Magic Kiss . . ........ <5 hrs ......... 52,200 Vision MK IV 19 ............... <3 hrs ... $2,000 Vision MK IV I 7 ............... <2 hrs ........ 52,000 Lt. Dream 205 . . ... <60 Im ....... $800 Harrier I 77 . . ..... <IO hrs ....... S800 ..... <40 hrs ....... $650 Vision Esprit I 7 . ..... <20 hrs ....... $600 Cornet I 1/2 I 65 . All equipment l OOSf guarantee, inspected and shipped anywhere. Colorado Hang Gliding ( 30.l) 278-9566 24 hrs.

SPECTRUM 165-Almost new, flared downtubes. speedbar. great color scheme. S2.300 ( 7 1-1) 355-5 I 05. SPORT 150 - White with fuchsia. (619) -173-97-13 home. (619)-1-11- 0707 work. SPORT I 50 - Excellent condition. S 1.650 or best offer. (209) -13 I - 9698.

FEBRUARY 1992

SPORT EURO 150-$1.575 .. Vision MK IV 17 SI.325 .. Magic IV I 66 S725., Camel II I 35 S575 .. Comet I I 85 $-175 .. Oly l 60 $250 ... small CG I 000 harness S200. 180 I) 254-61-11.

Sell your unused equipment with the help of a Hang Gliding classified ad. 53

CLASSIFIEDS GOLDEN WINGS 1103 Washington A venue, Golden, CO 8040 I TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG Exe. cond .................. $1,300 Vision 19 (used) (Exe. cond.) ............. $1,800 Several Sport 167 ............................... $1800 - $2,200 HP AT, Demo ..................................... $2,800 Many other good used gliders ........... $450-$1000 HANG GLIDING ADVENTURES/REEL ALTITUDE PURGE THE SHOP, PAY FOR CHRISTMAS GLIDER EXTRAVAGANZA Glider '92 TRX 160 & 140 '91 TRX 160 demo '91 Moyes XT 165 5 '88-'90 Axis 15s

Condition Price You pay shipping, we pay tube .............. $4300.00 Never thrashed low hours ................. $2999.95 Very nice, easy flying ship ................. $1999.95 Thrashed, clean, & customs, from ....... $849.95 to .............................. $2595.95

PARAGLIDERS STELLARS/KATANAS New/harness, shipping, from ... $2595.95 STELLARS/KATANAS Usecl/harness, shipping, from .... $2195.95 Low hrs., primo EXCALIBUR 27 CELL trainer, harness .... $1295.95 UP J AZZJharness Some lines newer than other ............ $499.95 HANG GLIDING ADVENTURES/REEL ALTITUDE, 954 E. Paradise Ln., Phoenix, AZ 85022. Call evenings at 602863-9909. Call about our winter para/hang tow clinics in sunny Arizona!!!

THE HANG GLIDING CENTER Sport 150 ................................................. $1,500 150 Sport AT .................. excel I. shape ... $2,400 167 Sport AT ........................................... $2,400 Magic Formula 144 ........ in stock ............ New Magic Kiss ..................... good shape ...... $1,950 & $1,800 HP AT 158 ..................... like new .......... $2,500 Vision MK IV, ............... in stock ............ New Vision MK IV 17/19 ...... used ................ $1,400 4206-K Sorrento Valley Blvd., San Diego, CA 92121. We have instruments and parachutes in stock. (619) 450-9008. *Special travel incentives on some glider purchases. TORREY FLIGHT PARK (619) 452-3202 Lite Dreams New & Used 220 ............. Brand New .................... $3,080 220 ............. Toney Demo .................. $1,875 205 ............. Brand New ..................... $2,860 205 ............. Torrey Demo .................. $1,700 185 ............. New, Nice Colors ........... $2,640 165 ............. New, Nice Colors ........... $2,495 145 ............. New, Ladies Choice ....... $2,495 All Dream parts available. Call for prices. WINTER CLEARANCE These gliders are priced so a school can use them for training. Raven 209 ...................... S l DO UP Gemini 134 .............. $75 UP Gemini 164 (5) ......... $ l 00-$300 UP Comet 135 ................ $500 basically new Pacific Windcraft Vl8 ... $100 for training hill Pro Air Breeze ................ $ l OD Wills Wings HPI 1/2 ..... $500 OBO, very good shape Contact The Hang Gliding Center at (619) 450-9008.

PARA GLIDERS PARAGLIDING IN PARADISE - Alpine paragliding in Crested Butte, CO, 24 flying sites. LZ@ 9,000+ MSL I No Wimps!, Videos $32.50, shipping included. Peak Performance Paragliders, P.O. Box 213, Crested Butte, CO 81224, Steve (303) 349-596 I, Rusty (303) 349-6384. WILLS, UP'S, ETC - $795 + up. Instruction, equipment, southern California and European tours (714) 654-8559. TORREY PINES FLIGHT PARK (619) 452-3202 Paragliders for sale. Corvette 22 ................ Demo ................... $1,750 Corvette 22 ................ New ...................... $2,350 Corvette 25 ................ Very Good ........... $1,900 Corvette 25 ................ New ...................... $2,450 Alien 25 .................... New ...................... S 1,900 ITV Meteor l OD ........ Perfect .................. $1,950 ITV Meteor97 .......... As New ................ $1,900 Cirrns 25 ................... Very Good ........... $1,950 Mustang 22 ............... Brand new ............ $2,300 Mustang 25 ............... Excellent .............. $2,300 Manta 21 ................... Good Learner ....... $700 Airman 22 ................. Good Learner ....... $675 Airman R.C. 9 ........... Good Learner ....... $650 RIGID WINGS FLEDGE 2B -

Sail needed. Call collect (501) 643-2272.

FLEDGE Ill 0509.

Excellent condition, $875 OBO. (713) 358-

MITCHELL WING - with power cage. Reinforced main spar. Engine needs rebuilt. $1,800 (619) 575-4939.

EMERGENCY PARACHUTES ULTRALIGHTS ALL BRANDS - Bought, sold, and repacked. Inspection and repack $20.00 - Parachutes, bridles, inspected and replaced. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

CUSTOM TRIKE (713) 358-0509.

for rigid or flex wing, extras. $950.

SKYWORLD PARAPLANES - Orlando. Solo in a powered parachute after one hour instruction. Sales, service. (407) 351-4510.

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

Number of words: Number of words:

Number of Months: Section (please circle) Rogallos Emergency Chutes Parts & Accessories Business & Employment Miscellaneous

Towing Wanted 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

$_ _ _ _ __

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

L--------------------------------------~ 54

HANG GLIDING

CLASSIFIEDS TRIKE ENGINE - Brand new Fuji Robbins 340, 35 H.P., twin Mikuni carbs, C.D.l. etc. Steal at $495 each. (619) 4523202. WANTED WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (4 I 5) SKY-1177. SCHOOLS & DEALERS ALABA\-IA Li\ lFP - Two hours from Birmingham (see our ad under Tennessee.) (404) 398-3541.

HANG GLIDER EMPORIUM- The best training hill in the west is in Santa Barbara, a hang gliding V ACATIONPARADISE. High quality PERSONALIZED instmction 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. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instrnction, equipment rentals, local flying tours. Spend your winter vacation flying with us. \Ve proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd .. San Diego, CA 92121 (619) 450-9008.

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

~~i~~1 ,\

SAIL WINGS HANG GLIDING - Sales, service, instruction. Pacific Airwave, Enterprise Wings, Moyes, UP. P.O. Box 5593, Little Rock, AR 72215. (501) 227-4920. CALIFORNIA ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instrnction, sales and service. Emphasis on special skills, techniques, launching & landing. Demo's. Ask about tow clinic. 1689 Armstrong Road, Lodi, CA 95242 (209) 368-9665. AIRTIME OF SAN FRANCISCO - Hang Gliding & Paragliding. USHGA & APA Certified Instrnction, Sales, Service, Rental. - Pac. Air, UP, Wills, Sensor, High Energy, Mantis, Second Chantz, B.R.S., Pro Design, Apco Hilite, LT. V., Edel, Skywalker and MORE! Large selection of 2nd hand gear(buy & sell). Next to Fort Funston. 3620 \Vawona, San Francisco, CA 94116. (415) SKY-1177. AIRTIME UNLIMITED-Southland Hang Gliding School. Pacific Airwave gliders in stock. Tandem instruction, ATOL towing. 12120 Severn Way, Riverside, CA 92503 (714) 7340622 CHANDELLE SAN FRANCISCO, INC. - Since 1973, complete hang gliding and paragliding sales service and instruction. Dealers for \Vills \Ving, Pacific Airwave, Delta Wing, Seed wings. UP, High energy, Center of Gravity, Ball, BRS, Second Chantz, ITV, Firebird, Edel and more! Northern California's most complete repair facility, including 7th class rigger's machine. New and used equipment, spare parls, and demos. Complete training, including introductory lessons, packages, clinics, ground school and tandem. Five minutes from Ft. Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359- 6800. COIVIPACT WINGS PARAGLIDING - Wills Wings. UP and others. APA & USHGA Class ll instruction. Great flying year-round. Southern California and European tours. Located at best paragliding site (Soboba). (7 I 4) 654-8559

FEBRUARY 1992

WINDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come l1y with us' 16145 Yict01y Blvd., Van Nuys CA 91406. (818) 988- Ol I I, fax (818) 988-1862. COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042. PO Box I 6934, Colorado Springs CO 80935. COLORADO HANG GLIDING/PARAGLIDING - 1st USHGA certified school in U.S.A. Region's largest and oldest. Operating full Lime since I 972. (303) 278-9566. EAGLE'S NEST SCHOOL OF HANG GLIDING/ PARAGLIDING - USHGA & APA certified instruction. Sales and service. P.O. Box 25985, Colorado Springs. CO 80936 (7 I 9) 594-0498.

DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 43 I 9 \V. Larkspur, Glendale, AZ 85304. (602) 938- 9550. ARKANSAS

of new & used gliders & flight accessories in stock. Paul Burns, 33041 Walls St., Lake Elsinore, CA 92530 Phone (714) 678-5418; FAX (714) 678- 5425.

HIGH ADVENTURE-Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our20 tandem accelerated training program is quick and thorough. Instructor Rob .Wk Kenzie. Dozens of new and used gliders for sale or rent. Other services include, weather information, mmTntain shuttle, towing seminars, XC trips, repairs, ratings (7 l 4) 883-8488. MISSION SOARING CEKTER -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. 1116 \Vrigley \Vay, i\,filpitas, CA 95035. (408) 262-1055. PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instrnctors. \Vorld wide tours, accessories. Call for free catalog. (714) 697-4466. TORREY FLIGHT PARK, INC. - At the launch of the world famous Tonc:y Pines Glider Port, one of San Diego·s highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Clifflianger Cafe. Certified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE FLIGHT CONCEPTS - USHGA Certified lnstruclion, Sales & Service. Become a beuer pilot in less time with our small personalized classes & tandem instruction. Our head instruclor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050. UL TRAFLIGHT HANG GLIDING - Wills Wing, Secdwings, Nloyes. High Energy and more. Servicing Lake McClure area. (209) 874-1795 Waterford, CA. WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range

GOLDEN WINGS - Sales, service. USHGA certified instruction. Dealers for Wills Wing, PacAir. 1103 Washington Avenue, Golden, CO 8040 I. (303) 278-7181.

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

Look under New York.

FLORIDA

WE CAN TEACH YOU FASTER AND SAFER, MIAMI HANG GLIDING, INC. has the most advanced training program known to hang gliding today. USHGA certified school specializing in personalized flight training. Full service shop hand Iing all makes and models of gliders. For more info call (305) 573-8978. LOOKOUT MOUNTAIN FLIGHT PARK Tennessee. (404) 398- 3541.

Sec ad under

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

See our ad

SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee

See

CLASSIFIEDS IDAHO TREASURE VALLEY HANG GLIDING - USHGA CF!, service/sales, Pacific Airwave, UP, American \Vindwright, La Mouette, ll7l6 Fairview, Boise, ID 83704. (208) 3767914. ILLINOIS RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, tandem by Brad Kushner. Sales/service/accessories for all major brands. 300N. Green Bay Rd., Waukegan, IL60085 (708) 360-0700. INDIANA JJ MITCHEL - USHGA certified instrnctor. PacAir and UP dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856 (219) 762- 5365. KENTUCKIANA SOARING - Mike Kelley, 3023 McArthur Dr., Jeffersonville, IN 47130 (812) 288-7111 (eves.) See ad under parts & accessories. LOUISIANA RED RIVER AIRCRAFT -

see ad under Texas.

MICHIGAN GREAT LAKES HANG GLIDING, INC. - USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859. PRO HANG GLIDERS - USHGA instruction since 1978, advanced instructor, examiner, observer, safety is #1. Towing specialists since 1978. 1v1aintain and enhance your basic skills. We still foot launch. All brands sold and serviced. Contact Norman Lesnow, 569 W. Annabelle, Hazel Park, MI 48030. (313) 399-9433 Home of the Stormin' Norman windsock, $39.95. MINNESOTA SPORT SOARING CENTER/MJNNEAPOLIS - lnstruction, equipment dealers for Pacific Airwave, UP & Wills Wing. (612) 557-0044.

instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hills. Area's only dealer for Pacific Airwave, UP, Seedwings and Delta Wing with demos in stock. We are the largest, most complete H.G. accessory and repair shop of its kind in the countty. Many new and used gliders in stock. RIC supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. 150 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 Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instrnction. 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, (914) 744-3317. SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40acre park, 5 traininghills,jeep rides, bunkhouse, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 866- 6153.

MOUNTAIN WINGS -

Look under New York.

TENNESSEE HAWK AIRSPORTS - New and improved hang gliding! Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! ClinchMtn. -111e longest ridge, two launches. The popular light wind indicator Windsok. Brochurcs available.Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056, Knoxville, TN 37940-0056, (615) 453-1035. LOOKOUT MOUNTAIN FLIGHT PARK - Since 1978, Southeast's largest USHGA-certified mountain flight school. Complete training, from grassy, gently-sloping training hills to soaring high above Lookout Mountain. Our specialty getting you your first mountain flights. Lesson packages, USHGA ratings, glider and mountain bike rentals, camping, local site information. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instrumcnts, T-shirts. Repair services. We buy used gliders, equipment! Send S l.00 for brochure, rates, directions, accommodations information. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433

THERMAL UP, INC. -Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expeL1 sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Crngsmoor, NY 12420. (914) 647-3489.

SEQUATCHIE VALLEY SOARING SUPPLY - Certifled, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealcrs forall major brands. Located in the "Hang Gliding Capital of the East". For personal, professional service you can trust, call SYS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301

NORTH CAROLINA

STAY WHERE THE FLIERS STAY - Crystal Air Sport Motel. Private rooms, bunkhouse, jacuzzi, pool. (615) 8212546 Chattanooga, TN.

COROLLA FLIGHT - America's most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Call or w1itc for information Greg DeWolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166 KITTY HAWK KJTES, INC. -P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the cast coast, just south of where the Wright Brothers' first flight took place. Beginner and ad\·anccd lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts.

NEVADA

TEXAS AIRTIME! - Red River Aircraft, based in central Texas, service ranges far and wide. Turning students into pilots. USHGA certified tandem instruction, trading new and preowned wings and things, towing supplies, full service repair. Hip and cool Jeff Hunt, 4811 Red River, Austin TX 78751. (512) 467-2529, FAX (512) 467-8260. AUSTIN AIR SPORTS - Still the one in central Texas, quality service since 1978. Instruction, sales, rental, and a complete airframe & sail repair facility. 1712 Waterston, Austin, TX 78703 (512) 474- 1669.

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

Look under New York.

MARIO MANZO-SKYWARD ENTERPRISES-Certified instruction, inspection, repair, CG-1000, Dayton and Chillicothe, OH (513) 256- 3888 (wkd. eves.) NOR TH COAST HANG GLIDING-Certified lnstrnction. New & used gliders. Specializing in Pacific Ainvave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144.

NEW MEXICO

OREGON

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

SOUTHERN OREGON HANG GLIDING - Certified instrnction, ATV retrieval. Pacific Airwave, Wills Wing. (503) 479-6345, eves (503) 479-6733.

NEW YORK

PENNSYLVANIA

AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offeting PAR4.GLIDING

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

KITE ENTERPRISES-Instruction, sales, repairs, platform towing, Dallas, North Texas area. 211 Ellis.Allen, TX 75002 (214) 996- 7706 daytime, (214) 727-3588 nights and weekends. Dealer Pacific Airwavc. UTAH WASATCH WINGS - USHGA cettified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (801) 277-1042. VIRGINIA KITTY HAWK KITES -

See North Carolina.

SlLVER WINGS, Inc. Certified instruction and equipment sales. (703) 533-1965.

HANG GLIDING

CLASSIFIEDS PARTS & ACCESSORIES

f~""1. ~ """

AFFORDABLE FULL FACE PROTECTION' Great visibility! Strength, quality construction, comfort! Lightweight carbon/Kevlar mix! Scalp/chin bar ventilation. Visor/side padding removable to increase wind sound! D.O.T. and Snell approved! i'vluch greater impact strength than D.O.T. standard! Does your helmet carry an approved strength rating? Send measurement around the largest pmt of your head. Only $207 (white). White, red, blue graphics-add $!3. CA orders add .0825 sales tax. Promotions Unlimited, 8 !8 [ Mission Gorge Road, Suite!, San Diego CA 92!20-!600.

MAXON RADIOS - $349. VHF FM 5 watt crystal. includes 3 USHGA channels, charger, case, clip, antenna and l year warranty. Maxon 1 watt, $175. NOHYPOXYGEN III OXYGEN SYSTEM-5 l/4 lb., only $350. ARAMID FULL FACE-Supcrlite helmet. Excellent vision, yet cold weatherprotection,$325. VisorsS25. XCSMOKEBOMBSS5. Large signal minm, S8. Jack the Ripper cutaway knife, $15. Silva compass, SI 00. Pendulum Sports, Inc. 1-800-WE FLYX-C

MINI VARIO - World's smallest, simplest vario' Clips to helmet or chinstrap. 250 hours on batteries, 0- I 8,000 ft., fast response and 2 year warrantee. Great for paragliding too. ONLY $169. lvlallettec, PO Box 15756, Santa Ana CA, 92705. (714) 250-3100, 1-800-334-3101 Mark Ma!!ett. PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment and accessories available. \Vhatever 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.

BELL SOARING HELMETS - White, blue, red. $!32 plus. For nearest dealer. (303) 278-9566. CAN'TTOUCHTH!S-SavcS mail order-weekly specials. 1\-IAXON SP50006 ch. programmed $309., VOX $69. HAJ\-1 RADIOS, YAESU FT 41 lE $319., MOD S30., ICOM 2SAT S3 ! 9. MOD $40. Dealer for Ball, BRS, High Energy, Safewheels, V Mitts, Raymond, Second Chantz, tow rope I/ 4" poly $25 per I000'. Send S.A.S.E. for sale Oyer or call Kentuckiana Soaring, 3023 McArthur Dr, Jeffersonl'illc !N 47 ! 30 (8 I 2) 288-7 ! ! I CaHs returned co!!ect.

HIGH QUALITY HELMET-at an affordable price. D.0.T. Brushed nylon liner with high strength polycarbonate shell. OKL Y $55.00 + $4.00 S/H. Great for schools. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401. (303) 278-718 I or TOLL FREE 1-800-677-4449.

PARA-SWIVEL - Don't !eave the ground without one! $84.00 + $4.00 S/H. Dealer inquiries welcome. GOLDEN W!i\"GS, 1103 Washington Avenue, Golden, CO 80401 (303) 278-7181, 1-800-677-4449. Get fast response and the Litek sound, in the most rugged va1iometer available. The E model is now ONLY $189 direct (V!SA, MC, AMEX) Ba!! clamp not incl. Free brochure. LITEK (503) 479- 6633, 4326 Fish Hatchery Road, Grants Pass OR 97527. GLIDER MARKING INTERNATIONAL - Creates a state-of-the-mt advertising medium by applying names and logos on hang gliders, parachutes, paragliders, sails, etc. P.O. Box 45 l, Glen Cove, NY I 1542 (5 I 6) 676-7599.

FEBRUARY 1992

THE FAMOUS ··LAMBIE LID" - Aerodynamic hang glider helmet, S85 postpaid. Fu!! face version, SI 20. State size and three choices o[ color. 8160 \Voodsboro, Anaheim, CA, 92807 (714) 779-1877.

Due to production schedules, we work two months in advance. Please place your ad early to avoid missing a particular issue. 57

CLASSIFIEDS

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.

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

ULTRAPOD CAMERAS - Infrared remote $179., Thermitts, designed for comfort bar $39. (714) 654-8559.

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 $474.95, and the XCR 480 is $494.95. ($15 S/H). OXYMIZER- TheOxymizercannula's unique reservoir design accumulates the continuous flow of oxygen normally wasted during exhalation, saving up to 66% over the standard cannula (in most cases). The Oxymizcr

works with many other supplemental oxygen systems. Only $16.95 (S3 S/H). Mountain High Equipment & Supply Co., 516 12th Ave., Salt Lake city, UT 84103. (801) 364-4171 Major credit cards accepted. Ask about our Spm1s0xygen systems.

BUSINESS AND EMPLOYMENT OPPORTUNITIES

FOR SALE - Hang gliding business. Includes retail store, USHGA ce11ified school and workshop all located at Marina State Beach near i\1ontcrey, CA. Inventory training equipment, fixtures, tools, office equipment, established dealerships and customer base. This school has been in operation teaching hang gliding for 11 years. The concession contract allows paragliding as well as surfing and windsurfing sales and instruction. Serious and qualified buyers only please. Jim Johns, Western Hang Gliders, Inc., P.O. Box 828, Marina, CA 93933 (408) 384-2622.

RADIO POUCHES-Two sizes, medium 7.5 x 3 x 1.25" and large 8 x 3.5 x 2". Tough black nylon, pack-cloth construction with velcro retaining straps for your radio's protection. Installs on any harness in seconds. $20 each, includes S/H. Satisfaction guaranteed. Mail check or money order to: G.W. Cooper & Co., PO Box 982, Simsbury CT 06070.

HG & PG INSTRUCTORS WANTED - Will train. $65$100/day. Send experience. PO Box 1423, Golden CO, 80402.

SKY-TALKER II The Sky-Talker II, 2 meter FM antenna, will boost the transmitted and recci vcd signal by 3 times, and will not interfere with your vario. Internally installs in 5 minutes and automatically sets up and breaks down with the glider. This antenna is pre-tuned and ready to go. When ordering, please specify radio mount location. Send $30 + $3 shipping and handling to: Sky-Com Products, PO Box 530268, San Diego CA 92153.

DON'T GET CAUGHT LANDING DOWNWIND! Perfect that no-step landing by watching our Windsok. Constructed with l.5 oz. ripstop nylon. UV treated to maintain its brilliant color. 5' 4" long with an 11" throat. Available colors are fluorescent pink/yellow or lluorescent pink/white. $39.95 (plus $4.00 shipping/handling) Colorado residents add 3% tax. Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

KITTY HA WK KITES JS HIRING - Certified tandem, basic hang gliding, paragliding instmctors. Send resume to: John Harris, Kitty Hawk Kites, PO Box 1839, Nags Head NC 27959. MOUNTAIN WINGS - Is looking for advanced hang gliding and paragliding instructors. Salaries negotiable. Full and part-time positions available. Manager position available-requires knowledge of computer systems. Call Greg or Judy at (914) 647-3377. Send resume to 150 Canal St., Ellenville, NY 12428.

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

Need help writing your ad? Call Jeff (719) 632-8300. HA.t'\JG GLIDING

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AV-LCD VI/VII U.S. Distributor: Advanced Air Technology 29 State Street Santa Barbara, CA 93101 (805) 962-8999 FAX (805) 964-3337

Made in Germany

Would you pay 35¢ for a magazine you didn t receive? 1

CLOUDBASE 3

-----

HANG GLIDING~

FLY CROSS COUNTRY, DO BALLOON DROPS, COMPETE, PARAGLIDE, TRUCK TOW AND HEAR FROM THE PROFESSIONALS WHO BREAK WORLD RECORDS. GO TO YOSEMITE, OWENS VALLEY, AND TORREYPINES, CALIFORNIA; LAKEVIEW, OREGON; TELLURIDE / PARIDOX, COLORADO. CLOUDBASE 315 INFORMATIONAL AND ENTERTAINING FOR EVERYONE. VHS - 50 MINUTES.

Your USHGA now pays 35c for every member who moves and doesn't report his or her address to us in time to make the change on the mailing list for the next issue of Hang Gliding magazine. The Post Office returns undeliverable magazines to us and charges us 35c;t . In the final analysis we are all paying for magazines that never get read. Please remember to let the USHGA know immediately when you move . Thank you for your cooperation .

SE~RRA ClbOUDIAS~ I:

PUTS YOU IN THE AIR WITH LOTS OF AERIAL FOOTAGE. • TAHOE/RENOAREA SITEGUIDE • MONTEREYSTEEPLECHASERACE& GUIDE • TELLURIDE: HIGH ALTITUDE SITE GUIDE, AEROBATIC FESTIVAL FOR BEGINNER THROUGH EXPERT PILOTS WITH HANG GLIDING ANO SOME PARAGLAOING VHS - 90 MINS.

THe~m1K -

THE ART oF FLYING

EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PARAGLIDING FLIGHT: FROM THE FIRST STEP TO PROFESSIONAL COMPETITION FLYING, AND FROM SAFETY ASPECTS TO METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON-PILOTS. VHS - 40 MINS. Adventure Video SEND CHECK OR MONEY ORDER

Pau l Hamilton 10950 Silver Knolls Blvd . Reno, NV 89506 702-972-3518 CALL OR WRITE FOR OTHER ACTION VIDEOS

CLOUOBASE 3 _ EXTREM E . . 34.9 5 SI ERRA CLOUDBASE 11 . . 29 .95 TH ERMIK . . . 49.95 POSTAGE & HANDLI NG 4 00

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

CLASSIFIEDS PUBLICATIONS & ORGANIZATIONS

TLS PLATFORM LA UNCH SYSTEM-$ I ,800 complete. Raven Sky Sp011s (708) 360-0700.

MISCELLANEOUS

ULTRALINEIN STOCK-3/16" X3000' delivered $105.00 3/16" X4000' delivered $140.00 From the original Ultraline source-Cajun Hang Gliding Club, 110 Kent Circle, Layafelte LA 70508, (318) 981- 8372.

This is the one I I

Un~Sartu By Golden Wings HANG GLIDING FOR BEGINNER PILOTS - by Pete Cheney. The Official USHGA Training Manual. Learn to fly with the world's finest hang gliding manual. Complete flying instructions from the training hill to soaring techniques. Over 260 pages, with more than 160 easy- to-understand illustrations and photos. Guaranteed to satisfy the most inquisitive pilot. NOW AVAILABLE FOR $29.95 (plus $4.00 shipping/handling) Colorado residents add 3% tax. SEND/FAX/ PHONE TO USHGA, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (7 l 9) 632-6417, PHONE(7 I 9) 632-8300. VISA/MC accepted. PARAGLIDING-A Pilot's Training Manual. Produced by Wills Wing and written by Mike Meier, in its revised 3rd edition. From an overview of the sport, to equipment, to flying and micrometeorology. Beginner through advanced skills covered, and much, much more. NOW AVAILABLE THROUGHUSHGA. Send$19.95 (plus$3S/H)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 $25. 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.

Tow line recovery System Nothing attached to pilot or bridle. UNLIKE OTHER SYSTEMS, no deployment mechanism is required. Fully self actuating when tow line is released. Reduces wear on line & rewind motor. Reduces tum around time. Two sizes. $125/Sl35 incl. shipping. Check or money order. Also available, 3/l 6" braided Kevaler GOLDLINE towline, $99 per 1,000 feel. Golden Wings, 1103 Washington Ave., Golden CO. 1-800-677-4449 YOUR UMBILICAL CORD - would you buy the cheapest? Make the move to quality that lasts. High performance Spectra & Dacron ropes. Light, strong, cost effective, easy to splice. Call David F. Bradley (215) 723-1719. FAX (215) 453-1515. Call for references. VIDEOS & FILMS

SOARING-Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 8824 l. (505) 392-1177.

DON'T FORGET YOUR HANG DRIVER - Buy them an I'd Rather Be Hang Gliding license plate frame for their retrieval vehicle, $5.50 for a plastic frame, $6.50 for a metal (zinc) frame. Please add $2 S/H (CO residents add 3% tax) SEND TO USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO, 80933. FREE LANCAIR 320- built by A&P Aerotech students to create scholarship fund. Tax free donation registers you for drawing. Fly at 300 mph or snap roll for fun. 24 hr. recorded message for details (303) 696-9 l Ol. HANG GLIDERS ANONYMOUS - Are you, or do you know someone addicted to hang gliding? Is it affecting your home life? Do you crave a flight daily? Do you keep one eye on the sky? Would you rather fly than have sex? Become a charter member of"Hang Gliders Anonymous", a down-toearth organization. Receive your certificate of membership (suitable for framing). The perfect gift for the addicted pilot whose head is always in the clouds! Our motto is "ONE FLIGHT AT A TIME". $9.95 postpaid to Rome (DeadEye) Dodson, 8520 Burnet Ave., Sepulveda CA 9 I 343. Order now and receive free a Bob Lafay cartoon! (Editor's note: This IS a legit ad.)

TOWING ANNOUNCING IN TEXAS - Towing supplies from Red River Aircraft. Bridles, releases, recovery chutes, platforms and more. (512) 467- 2529, FAX (512) 467-8260. ATOL TOWING SYSTEM - Complete, has had little use $2,950. Bennett Mountain Tow System, pressure controlled unit $1,500. Torrey Flight Park (619) 452-3202. SMARTOW WINCH by REEL ALTITUDE-• Handsoff rewinding • Adjustable tension spring • Roller bearing base swivel• Remote access controls• quick disconnect (60 sec)• 5,000' tow line capacity• Nylon Powder coated frame • Line tension indicator • 112 sec. pressure dump • Mount on car. truck, boat • 2-minute setup time • LaserFab cutting process• Proven retrieval system• Stainless steel hubs. THE WORLD'S SAFEST PARA/HANG GLIDING TOWING SYSTEM. NOT THE FIRST, JUST THE BEST! Call (eve) 602-863-9909 for free brochure or info. Call about our winter para/hang tow clinics in sunny Arizona!!!!

DAREDEVILFLYERSIII-THEPARAGLIDERS-by Tatum Communications. Paraglide with the Wills Wing team & friends, in scenic Telluride, Colorado. Breath-taking footage, flying paragliders in this beautiful setting. Witness Class II maneuvers by the pros. This is a MUST HA VE for any video collection. (-50 min.) Available for $24.95 (plus $3 S/H) through USHGA, PO Box 8300, Colorado Springs, CO 80933. Colo. residents add 3% tax. (7 l 9) 632-8300, FAX (719) 632-6417.

USHGA LONG SLEEVE T-SHIRT- Our long sleeve tshirts arcco]orfully screened with a "simplistic" hang gliding design across the chest and down the left sleeve, 100% cotton! Now in GRAY or WHITE. $18.95 (plus $3 S/H) Please specify color and size (S,lv!,L,XL) when ordering. Colorado residents add 3% sales tax. SEND TO USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO 80933.

STATIC LINE TOW SYSTEMS - Releases & bridles. l/4" poly $25 per !000 ft. Kentuckiana Soaring, 3023 McArthur Dr., Jeffersonville, IN 47130, (812) 288-7111 (eves.)

HANG GLIDING

CLASSIFIEDS 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 han1ess, green with a "Finstuwalder label; white parachute mounted in red pocket. Reiner Kaiser, 7848 Manchester #l, Playa Del Rey, CA 90293 (213) 823-7383 WW Z-2 HARNESS - Navy blue with red/white/blue striped. BRS & hand deployed parachute, Roberts vario. Taken at Owens Valley (Janies) May 25th, 1991. $100 Reward (714) 677-6065 leave message

USHGA POSTER! - Full color, 24" X 37" poster of Eric Raymond doing oxygen at 17,000' MSL over the Sien-a Nevada Range, $7.95 USHGA Poster, (CO Residents add 3% tax) P.O. Box 8300, Colorado Springs, CO 80933 (719) 6328300. HA VE YOU CHECKED OUT THE NEW USHGA SWEATSHIRTS YET? A MUST FOR WINTER THERMALING! DON'TBELEFTOUTINTHECOLD WITHOUT ONE! CLASSIFIED ADVERTISING RA TES The rate for classified advertising is S.50 per word (or group of characters) and$ l .00 per word for bold or all caps. Minimum ad charge, $5.00. A fee of$15,00 is charged for each line artlogo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing l 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417. STOLEN WINGS LOST - Blue High Energy Pod, PDA parachute, fullface carbon fiber helmet, at Ed Levin Park, Milpitas CA. Please call Alan Kenny (408) 942-1773, FOUND - Alti-Val'io, at Ed Levin during the Silent Airshow. Must identify! (916) 452-0787 work & home. (CA) WW Z-3 HARNESS - SANTA ANA CA Stolen from car in Grand Ave area. Wills Wings Z-3 gray & red cordoba harness bag with the following contents: Z-3 harness, elec. blue w/ plain gray side panels, serial # 170; Kenwood TH27 A ham radio (w/broken antenna) serial# 21100746; Litek V-12 vario & Cloudbase 1350 altimeter; white Bell helmet; pink & white 22 gore parachute w/ red bridle and power swivel, attached to Applied Air Research ELAPS rocket deployment system. Also taken was b1iefcase containing log books (and other items). Mike Heilman (213) 439-4132. STOLEN - Pac Air Formula. Pink LE, black to pink to gray undersurface. UP cocoon harness, black w/pink stripes. Ball Vario. Scott Meehleib (619) 295-1261. LOST -Battens on June 8th, 199 l, near White Cliffs Beach, Plymouth MA. Call Donald Saccone (617) 857-1031 wk. DREAM 220 - Blue LE, wavy rainbow pallern. Front to back red, blue, green, white, red, purple white. Dark green

FEBRUARY 1992

MAXON 6 CHANNEL 5 WATT PROGRAMMABLE FM RADIO- Picked up/stolen from Oceanside, OR on April 6, 1991, 500 P.M. Taken from meet director while meet was in progress! Serial NO. 01009862 SI00.00 REWARD - NO QUESTIONS/GAMES. Jas. Asher, OHGA FLT. DIR. (503) 245- 6939 or 828 S.W. Chestnut St, Pot1land OR 97219. FROM DOWNTOWN CHA TTANOOGA TN - February 1991 Brand ne\v magenta spaghetti strap harness and white bike helmet. Call eves. (615) 267-7908 ONE OF A KJND - camouflage A VSAC harness. Second Chanlz rocket- deployed chute mounted on left side of harness. Two helmets. One full face with ·'Cpt. Laytex" painted on the front. One ·'\Vhite Stag" one-piece ski suit. Call Richard (916) 577-3504. STOLEN WINGS are listed as a service to USHGA members. Newest entries arc in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

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 INDEX TO ADVERTISERS Adventure Video .............................. 59 AirWorks .......................................... 43 Applied Air Research ....................... 63 Ball Varios .................................... 6,21 Brauniger .......................................... 59 BRS .................................................... 9 Cross Country Magazine .................. 63 Hall Bros .......................................... 38 High Energy Sp01ts .......................... 15 Lookout Mt. Flight Park ................... 28 Morningside Hang Gliders ............... 63 Pacific Airwave ................. Back Cover Paragliding Magazine ......................... 6 Robert Reiter Video ......................... 21 Safari Sky Tours ............................... 43 Sport Aviation Publications ............. 15 UP International .............................. 3,9 U.S. Aviation .................................... 11 USHGA ................................. 2,4,48,49 Wills Wing ........................ 16,17,35,37 Windsong Productions ..................... 15

THESE

PILOTS

7 I 89 Geoff Loyns Owens, California (BRS#36) 6/90Jersey Rossignol Elsinore, California (BRS#40) 8/90Carl Shortt Kualoa, Hawaii (BRS#44) Theyll each attest to BRS quality and performance in actual uses! BRS has recorded 50 total saves

BRS offers several models to choose from, including our very popular Quick Draw CORDLESS rocket model that can snatch out your chest-mount parachute in about 0. 75 seconds, for only $499. No one offers faster or more reliable high-performance safety

...

MAKING FLIGHT SAFER

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

ST. PAUL, MINN -- Continuing to ride the crest of a wave of popularity begun by the positive reaction to their TRX high performance model, UP is now preparing to introduce yet another new variation on the TRX planform. Last month it was reported here that UP announced their XTR intermediate glider. Now the Salt Lake City area-based company is in the final stages of R&D on their XTC, an entry level glider. When completed, UP will have introduced three new gliders in a year! ••• The XTR, UP confirmed, is for Hang III pilots. Certification was underway as this was written. Price has been set at $3,795, or $3,495 without a VG system. The company says production began in December and that response has been satisfying. ••• The XTC is uan aluminum glider with a truncated planform, like the TRX and XTR, which has been designed to meet the needs of the entry level pilot. 11 UP dealers will soon have a full line from the newly re-emerged glider builder. If interested, contact them at 800/COME-2UP (another manufacturer using a toll-free telephone). •••Anew rigid wing is causing some excitement in California's Bay Area, and it's another Swift. Different from the nowdefunct Owens Composites Swift, this one emerges from Bright Star Gliders and principal, Eric Beck.man. Another allcomposite design, Swift #4 is flying with molded spars and skins mated to a chrome-moly hang cage, cutting the weight to 100 pounds. Bright Star claims L/D max on the 39 foot span glider should be 25: 1 with the optional pilot fairing (a front and rear streamlining effort with open underbelly area to allow foot launching and landing) . The company says u initial performance polars have revealed an L/D of over 20 il even without the pilot fairing attached." With a lean 11.5 aspect ratio, inboard flaps are employed to allow heavier pilots to launch the 135 ft 2 Swift in light conditions. The flaps can be deployed to 40°, useful for landing approaches. Fullflying wing lets do not have movable surfaces; instead the Swift relies on elevons and the flaps for controls. The pilot flies supine and uses a sidearm control stick to move the

elevens while a rope & camcleat arrangement operates the flaps. No weight shift is involved. Though the stall characteristics are described as udocile," and the design spin-reluctant, the Swift uses "extended 'training' landing gear for transitioning pilots. 11 The $9,500 ready-to-fly price tag includes a standard Second Chantz rocket parachute. Options include the pilot fairing ($300) and a carpeted cartop transport box ($500). Will this be the combination that finally ignites widespread interest in rigid wings? The company hopes so, planning on 23 gliders a month after HGMA certification. ••• Tellurider, Nick Kennedy, has announced the 1992 Nationals in his mountainous city, site of the country's highest-drawing pilot gathering each year. In a communique sent in late December, Kennedy claims Telluride will have a upermanent soaring box that extends all the way to 25,000 feet." He continues, saying, "Negotiation with the FAA went very smoothly, 11 and adds that the unrestricted airspace surrounding the area was valuable as was the lack of conflicts arising from two previous Manufacturer League Meets. If interested in preliminary info, contact Meet Director Kennedy at P.O. Box 1026, Telluride, CO 81435. ••• To conclude this month, Arizonan, Brad Lindsay, has introduced his Smartow winch system. The arrangement differs from the typical truck-based winch in that the whole system is mounted on a pivot arm which pulls against an adjustable spring so line tension is displayed (in addition to hydraulic pressure). The feature is said to be useful in crosswind conditions, allowing the reel to follow the glider. A thin profile hub (1.25 in) needs uno rewind mechanism... making the unit very reliable as there is only one moving part," reports Lindsay. The 23 inch reel can hold 5,000 feet of 900 pound Kevlar or Spectra line. It can be bumper mounted on autos or placed in a truck bed or on a trailer. Base price is $2,850 with 3,000 feet of Kevlar Fine line. For more info, call 602/863-9909. ••• Outta room! So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Phone/fax: 612/450-0930. THANKS!

HANG GLIDING

,ii!f::\~,,;,;,>A~T.':,:::-;~?:~0,~:· ..

if"<'.?::>:,,,, ~}-- QUICK SAFE WHEELS

?i?ff'f tC'

NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

' .

r1 A ~ Extt·emely Low Altitude f;Ulr~ Parach.ute System Applied Air Research introduces its line of Rocket Deployed Recovery Systems for hang gliding, paragliding and ultralight pilots. ELAPS delivers the fastest deployment with the highest reliability.

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

1 YEAR GUARANTEE • SNAP ON/SNAP OFF ANYTIME, ANYWHERE • AFFORDABLE/HIGH QUALITY • RUGGED & DEPENDABLE • 7" DIA x 21h'' WIDTH EXTREMELY LIGHTWEIGHT STORE IN GLIDER BAG OR HARNESS

$4500 PER PAIR (specify 1" or 11/a" base bar)

For information write or call Applied Air Research.

ELA PS Mk 18 - $7 50/ HAPS Mk 22 - S900 HAPS Mk 20-S810 HAPS RDS-30 Rocket- S475

A2R

SEND CHECK OR MONEY ORDER TO:

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

CANADIAN ORDERS ADD $3.00

DEALERS WELCOME

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.6.vmax-drag PDA canopies or convert your current chest mounted hand-deployed 'chute with the ELAPS add-on kit.

APPUED AIR RESEARCH #I International

720 Olive Dr., Suite Y PO Box 366 Davis, CA 95616 Phone 916, 753,4850 Fax 916, 753,4830

752 Casiano Drive #B, Santa Barbara, CA 93105

Phone 805-687-4663, Fax 805-968-0059

INTERNATIONAL MAGAZINE OF HANG GLIDING & PAR~\,IDING INTRODUCTORY SUBSCRIPTION 1 year subscription I 6 issues $30, issues: February, April, June, August, October, December Experience the world of Hang Gliding in your own home ... Europe's most comprehensive, full color magazine.

Payment: CHECK or MONEY ORDER to: "Schutte Sails"

THE BEST SERVICE IN THE WORLD

Sure that's a bold claim, but at Pacific Airwave we've made it a way oflife to be the leaders in service and the rest of the industry is struggling to catch up. No other manufacturer can offer you: • One-day parts service on all models. • The hang gliding industry's only one-year warranty.

Pacific AJRWAVE P.O. BOX 4384 SALINAS. CA 93912

• Pacific Airwave's Technician Training Program, where authorized Service Centers are encouraged to send their staff to our Salinas factory for intensive hands-on training in glider inspection, construction and repair. • ... and the latest effort in service, the Worldwide Service System The new K3 is being produced at both Airwave factories (US and UK) to the same specifications, allowing any Airwave customer to buy any K3 part from any Airwave dealer anywhere. Our goal: to offer this unique service for every new design from the Airwave team. Imagine buying your glider in California and being able to buy a leading edge in Austria... Pacific Airwave, the best gliders in the air, the best service on the ground. Contact your authorized Pacific Airwave dealer today.

PHONE (408) 422-2299

FAX (408) 758-3270