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

MEMBERSHIP APPLICATION

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_RENEW/USHGA# ______SEX (M;F)_ _ _ _BIRTHDAIB_ _...,/_ ___,/._ __

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INSURANCE INFORMATION The oost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a Combined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which covers all recreational flying. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties, Canada, and overseas while on USHGA approved business. *Fordgn payments muat be in U.S. FUNDS drawn on a U.S. BANK.

USHGAt PO BOX 8300, COLORADO SPRINGS, CO 80933 (719) 632-8300

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(01192)

LEARN TO FLY THE RIGHT WAY!

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DON'T LEA VE THE GROUND WITHOUT THE KNOWLEDGE AND EXPERT TECHNIQUES FOUND IN HANG GLIDING FL YING SKILLS BE SURE TO CHECK OUT THESE OTHER BOOKS BY DENNIS PAGEN: •UNDERSTANDING THE SKY-A complete guide to sport aviation weather- $19.95 eHANG GLIDING FLYING TECHNIQUES-Detailed information for intermediate to advanced pilots-$6.95 • PARAGLIDING FLIGHT-Learn to fly from ground zero to thermal flying-$19.95 • POWERED ULTRALIGHT FLYING-A complete guide to the sport-$11.95 •POWERED ULT. TRAINING COURSE-20ground schools and lessons-$9.95

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

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(USPS 017-970-20)

Columns

Features

18 Accident Reports

24 Champions: Ron Young

by Doug Hildreth

199 l year-end accident review.

Larry kicks off a new series with a biography of one of the original aero dudes.

21 USHGA Reports USHGA spring board of directors meeting agenda. Finance report by USHGA Treasurer Dan Johnson.

26 Hook-In Signs, Gadgets & Electronic Alarms article and illustrations by Harry Martin

50 Hang Gliding 101

Harry has designed an inexpensive and reliable electronic hook-in warning device.

31 Development Of The Variable Glide Brake

52 Tow Lines

by Bob Ormiston

by Bud Brown

This seems to be a hot topic. Bob does one better and designs a controllable L/D deteriorator.

Thoughts on circle towing, towing equipment and a response to Larry Keegan.

54 Competition Corner 38 Alternate Instruments

by Bob Thompson

The 1991 Arizona X-C contest.

Turn and bank indicator, thermal director and miniature vario.

71 Product Lines by Dan Johnson Hang gliding videos, Thermal Rider, Cross Country Classic, more.

42 If Gravity Is The Engine, Weight Is The Fuel-Part by Davis Straub More on how weight and glider size affect performance.

46 Hang Gliding In Valle De Bravo, Mexico by Randy Kerchill and Tony Barton photos by Randy Kerchill Hang gliding adventures south of the border.

48 Manbirds Get A Pat On The Back From PAPA by Peter Birren The Manbirds hang gliding exhibition team.

MARCH 1992

Page 48 COVER: Tony "Rocket Man'' Barton launches his LP XTR into orbit over the UP factory in Utah. Photo by Tony Barton. CENTERSPREAD: As winter storms bring soarablc winds, Mark Sawyer and Jacque Neff scratch for lift at Tucson's "A" Mtn. Photo by Mark Sawyer. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an information dissemination service f'or 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© l 992 United States Hang Gliding Association, Inc. All rights reserved to !fang Gliding and individual contributors.

Departments 7 11 14 58 60 68 68

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

THE Tomas Suchanek, the XS King, is the undisputed world champion. His performance with the Moyes XS has been truly outstanding in 1991 and 1992. His achievements are the envy of all: Australian Nationals 1992 1st Flatlands 1992 1st Flatlands 1991 1st Bogong Cup 1992 1st Moyes Delta Gliders Pty Ltd 173 Bronte Rd., Waverley, N.S.W. 2024 Australia Tel: (02) 387 5622 (02) 387 6455 FAX: (02) 387 4472

Moyes California 22021 Covello St., California 91303 . Tel: (818) 887 3361 Fax: (818) 702 0612

KING World Championships-Brazil 1991 1st Czech Nationals 1991 1st French Nationals 1991 1st Ever since Tomas started using the Moyes XS he has never looked back, going from strength to strength. 1992 should continue to be another year of XS domination, so don 't be a knave, prince or queen ... join the XS King and win, win, win.

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 Rikert. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Lisa Tate, Jim Zeiset, 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 sporl, 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, 80933-8300.

The USHGA is a member-controlled educational and scientific organization dedicated to exploring all facets of ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

MARCH 1992

Volume 22, Issue No. 3

VIEWPOINT

Becoming More Professional by Briggs Christie Hang gliding is now 20 years old. We've all had the opportunity to see how far our sport has come-our safety record, parachute systems, Pilot Proficiency Program, the list goes on and on-and to give ourselves a well-deserved collective pat on the back. We've come a long way in a relatively short time and we all deserve to be proud. It's time, however, to look ahead and see where we're going to be 20 years from now. I hate to be a cloomsayer, but the picture may not be as rosy as we'd like to believe. There are some trends that have clevelopecl that are clecicledly unhealthy, and I think it may be time for hang gliding to take another step toward its maturity. What trends, you ask? Take a close look at the demographics of our sport and read between the lines: 43.3% of our population has a Hang IV rating. The average pilot's income continues to climb, now at $42,682. The average age continues to inch its way toward 40, now at 37.9. We have very few Hang Ill's and fewer Hang II's (17.9%? Yow!). If you take the time to compile all of the information from Hang Gliding magazine pertaining to Novice Ratings (the best yardstick I can think of to measure growth) it gets really scary. There were over 140 more new Hang II's in 1990 when compared to I 989, but only 23 more the following year, and every hang gliding school but one showed a decrease in new Hang II's. That's an 84% decrease in the growth rate of the sport' Why are people not jumping at the chance to become hang glider pilots? This has been the subject of many LZ debates, but I think there are two points that should be aclclressecl. First, we need to recognize that, no matter how safe and serene our sport is perceived, there's a huge difference between "l 've always wanted to try that," and "Where do I sign up?" There are just some folks who coulcln 't be dragged to a hang gliding lesson by the proverbial team of wild horses. Second, and most importantly, too many people are unable to find training that inspires

confidence and reassures them that they can learn to fly in a strncturecl, supervised environment. They take one lesson, maybe two or three, find no structure in the program that urges them to get "higher than they want to fall," and leave hang gliding behind in search of stability in their fun. So where do we start with all this? We can't change the first point, but we can put a dent in it with work on the second. (Face it, if somebody cloesn 't want to learn to fly, we can't force it on them!) The people introducing prospective pilots to hang gliding must do so with a level of professionalism that all of us should insist upon. I believe that this, when coupled with a universal training program, can propel hang gliding into the next century as a healthy fonn of sport aviation. It's actually very simple. Manufacturers of hang gliders have the opportunity to insist on minimum standards to permit resale of their products and the ability to train dealers and instructors to achieve these stanclarcls, and pilots can back this by showing their support of the dealers and schools in their area that are promoting the growth of the sport. These minimum standards and the support of the flying public will: I) allow continued advancement of the established professionals who are bringing the majority of new students into the sport, 2) support growth of the number of instructors who would like to become the next generation of schools by giving them a structured set of guidelines to use as a starting point, and 3) eliminate the element of our sport that is hampering growth by continuing to operate below a minimum level of professionalism. It needs to be stressed that this insistence is not meant as anything more than a commitment to the future of the sport of hang gliding. The problem has always stemmed from the early clays of our sport, when anybody with four friends who wanted to buy hang gliders could call a manufacturer and, poof, they became a dealer. This practice made hang gliding available to the general public

A.IRMAIL and aided in the phenomenal growth we have seen in the last 20 years. Now, however, it's time for hang gliding to take the next logical step toward maturity and support the businesses that are bringing new blood to the sport, servicing customers on a professional level and changing the public's perception of hang gliding. You'll find that the "good ol' boy" dealer network will slowly dwindle. Every glider purchased from this kind of network is a blow to our future. I can't speak for the entire industry, but I've tried to listen to as many of the sport's leaders as I can, and can't help but think that all of us are trying to accomplish the same thing and that these changes will become evident in the industry as a whole. Why should the average pilot be concerned about the future of a sport in which he is already paiticipating? Look around you. Look at the sites we're losing and, more impo1tantly, the spectacular support of clubs and schools that are operating on a professional level by communities like Lakeview, Oregon, Dunlap, Tennessee and Ellenville, New York. We're not just talking about the future for new pilots, we're talking about the future for all of us. The proper road is the one that eventually leads to lower insurance costs, support from the communities and stable flying sites. The current structure of hang gliding must change for that road to be taken. A commitment to an established training system, much like what you see in the general aviation community, is the other absolute necessity. (Even though our accident statistics are better, the structured program that people are introduced to when learning to fly airplanes creates a perception of safety that we can't come close to with our far-flung and varied teaching techniques.) The USHGA has an incredible amount of information and talent available to it, and this needs to be integrated into one universal program. If someone were to get Dennis Pagen (Hang Gliding Flying Skills, Micrometeoro!ogy for Pilots, etc.), Michael Robertson (The Robertson Chart of Reliability) and the Taber/Cheney team (Hang Gliding for Beginner Pilots) together with the likes of Joe Greblo, Jim Johns, John HaJTis, Pat Denevan, Ken deRussy (did I mention the abundance of information and talent?), and once-and-for-all create a training program that works for anyone willing to operate on a professional level, I can guarantee that the manufacturers

would back that program to the extent of supporting only the dealerships and instructors who incorporated it into their training program. I think that Pat Denevan's Instructor Newsletter will help develop this training system in a format with enough flexibility to be used throughout the country, but with enough structure to appeal to everyone. It's the only way to take hang gliding to its next level and transform the sport into sport aviation in the public's critical eye. Am I speaking in support of more regulation? Not really. It's more a need for higher standards. Maybe we all need to take a good, hard, honest-with-ourselves look at the turning point that hang gliding is approaching and be absolutely certain we turn in the right direction. If we do, the sport will enter the 21st century its healthiest, making all our lives easier. •

DIFFERENT FL YING STYLES Dear Editor, Almost every recent issue of our magazine seems to contain a few letters addressing the status of ram-air style wings (paragliders) and their place in our national organization. The letters seem fairly evenly split between those of us who wish to include all pilots of ultralight unpowerecl aviation and those who wish to exclude all who do not pa1ticipate in "our style" of flight. In deference to this latter group, and in keeping with the decade's trend of Balkanization, I humbly offer the following Modest Proposal. Why stop with paragliders? After we purge paragliders, next should be rigid wings-those Class 1 wings, which implies that they are somehow superior to our Class 2 superships. They don't look much like "real" hang gliders, and the piloting skills required, and the wing's flying characteristics, are substantially different. Besides, I don't recall any of those things ever getting certified. If there were ever an incident at one of "our" sites caused by a rigid wing, we flex wing pilots could encl up losing access! The tow pilots should be next to go. They already have their own launch rating sign-off on a look-alike USHGA card, and they share none of "our" concerns regarding site access. I can't imagine any selfrespecting foot-launch pilot wanting some tow-launch dude representing him as regional

director. The number of these tow pilots is increasing rapidly, so if we don't act soon, real pilots will become a minority. While we are at it, let's get rid of the coastal pilots. Aren't we tired of them showing up at "our" mountain sites with their yuppie hairstyles and autos, of cringing at their three-step-and-push-out launches, and of plugging our ears in anticipation of the inevitable bonk on landing. That isn't "our style" of flight. They certainly deserve their own rating system and national organization. Any other group I've forgotten? Maybe those northeastern Yankees who talk funny. Or the aerobatic fanatics who routinely exceed the manufacturers' bank angle limitations. Perhaps the tandem dudes, before one of them crashes while taking some lawyer's kin for a ride. I'm sure that if we put our minds to it, we could come up with dozens of different "national" organizations, each restricted to one unique "style," each with its own rating system, insurance and dues. Isn't this so much easier than cooperation? And if some pilots want to enjoy different flying styles, they can just join them all. Colin Perry Sonora, CA

DON'T LEAVE PARAGLIDING ON ITS OWN Dear Editor, Leaving paragliding on its own seems foolish to me. Just this week some paraglider pilots stampeded 2,000 elk in the elk refuge of Jackson Hole and made the local paper. In the last year way too many paragliding deaths and accidents occurred. I have heard several first-hand reports of paragliding instructors injuring their students with bad instruction. The U.S. is too large and the membership in paragliding too small to self-regulate. It is too new and can use all the brain power it can get to stay safe. Ultimately I believe there should be no political problem with "one office, one staff." The two spotts can still be kept separate by management from separate boards. Associations like this exist all over the U.S. The only thing I see that would prevent us from succeeding is the bickering and hard feelings that seem to be occurring. HANG GLIDING

AIRMAIL I applaud the USHGA directors who are keeping us involved in paragliding. In the long run I believe it will be better for my safety and for both sports. David Behr Bozeman, MT

fun to laugh about the potential confrontation later over a beer, than it is to keep quiet and know inside that you could have done something to prevent an accident. Thanks to all those who spoke up when they observed me doing something that was stupid. Nicholas Kennedy Telluride, CO

stayed comfortable and warm (sometimes too warm) in my venerable CG 1000, and I thank Jay Gianfoite and Center of Gravity for making a great harness which has withstood the test of time. Jim Rowan Cumberland, MD

SPECIAL PEOPLE ARTICLE COMMENTS Dear Editor, We would like to thank a unique group of hang glider pilots, pilots of the West Coast. As you read in the Jan. issue, we had a tragedy in our lives. The support we received from pilots was simply incredible. A group of Bay Area pilots set up a trust fund immediately for Dave, pilots sent cards, made phone calls, etc. Dave is recovering each day but he's very groundsick. Again, we thank everyone for all the love and support. Pilots are truly special people. Candice Smith David Thomason Shasta, CA

SPEAK UP Dear Editor, Many times in my hang gliding career other pilots have come up to me and basically said that what I was doing, or about to do, was dumb and not in the best interest of my longevity, or in the best interest of the sport. I've had my skin saved more than once by a concerned fellow pilot or bystander. Once, in 1982, at Hidden Valley, CA, Keith Lamb gave some advice to this then young, wildeyed fledging pilot. In his opinion it was too gusty to launch and I should wait for it to mellow out. Well, I learned an important lesson that day. Fortunately, I walked away with only scrapes and bruises and about $300 in glider repairs. Since then I've figured out that bystanders probably have a better overall view of the situation when a pilot gets that "launch hypnosis"-that superman feeling that he can do anything. During the upcoming summer season keep your eyes open, and don't think twice about voicing your opinion when it comes to conecting an unsafe situation. It's a lot more MARCH 1992

SHAME, SHAME, SHAME Dear Editor, The purpose of this letter is to shame and embanass the non-voting members of Region 6 (98.6%). You know who you are so l don't have to name any names. I would like to know who the other pilot was who sent in his (or her) ballot. My girlfriend and I mailed in ours, so, based on USHGA figures, that's two out of three ballots that were sent in. Hey, Region 6, what seems to be the problem? Is it too hard to check off those boxes on the questionnaire? Is the questionnaire too hard to fold? Do you need a stamp? Call me and I'll mail you one. I know, maybe you think we don't need a Director for Region 6. Well, l'm very glad that Ron Kenney doesn't feel that way. I just thought I'd express another of my many opinions, and I don't think I'll get any rebuttals in the magazine. That would take a whole stamp! Larry Haney Little Rock, AR P.S. I think I know how to increase Region 6 voter turnout. I'll run for Regional Director next year.

VENERABLE HARNESS Dear Editor, In my article, "My First Hundred Miler," which appeared in the January issue of HG, I mentioned I'd gone all out in preparation and then listed "state-of-the-art" equipment for my flight. I should have specified that these items were "recent acquisitions." Notable by its absence from the list was my CG !000 pod harness which I've owned for more than five years, and which is still "state-of-theart." Throughout my seven-hour flight I

Dear Editor, Please allow me to comment on a couple of recent articles. In the Dec. 1991 issue Paul Douglas wrote an excellent piece on handling high performance gliders. I would like to acid a few notes. First, pilot-inclucecl oscillations, in my experience, are not characteristic of gliders that lag in roll but are found on gliders that roll very quickly. One of the best ways to cure the problem is to fly the glider in question with the VG half on during takeoff and landing (if it is so equipped) until a feel for the glider is acquired (10 flights or so), then gradually reduce the VG setting for these critical operations. Paul offers a good review of different turn techniques. It should be mentioned in addition that not all gliders will respond desirably to the punch turn technique. This method was first popularized by HP I and II pilots, but other gliders at the time could not be punch-turned effectively. Here is a list of current gliders in the order of punch turn effectiveness: TRX, HP AT, (Axis), Foil, K2, XS, Sensor. The TRX is most responsive to punch turns but they must be precise to avoid overbanking. I haven't flown the Axis for two years so I'm a bit unsure of its placement in the list. If you try to punch turn an XS or a Sensor you'll end up with a stalled wing and a quick drop to the inside of your intended turn, and it will take some altitude to reestablish your turn. These latter gliders do respond well to yaw turns, however, and are very effective in "flat" turning situations. In sum, each glider has its own unique handling characteristics, which is why it takes most pilots a number of flights before they max out a glider's potential performance. Next I'd like to turn to Davis Straub's article on speed-to-fly (The Tortoise and The Hare) in the Jan. 1992 issue. Davis has a sound background in technical soaring and I 9

~IRMAIL have enjoyed discussing it with him on several occasions. I'd like to continue that discussion here. To begin, we need to clear up a bit of speed-to-fly (STF) theory. There are two different applications of STF. The first can be called "classic STF," as developed by Dr. Paul MacCready and others, and is used for final glide or getting to a place as high as possible with no concern for time. The second application is to reach a goal as soon as possible and can be termed "total STF." The classic STF method involves using a speed ring on your vario and an airspeed indicator to achieve the best glide path over the ground for any given sink, lift, tailwind or headwind condition. Even without the instrumentation pilots should understand the STF concepts to best maximize their flying. The total STF method involves using a movable speed ring on your vario so that you can set it for the next expected lift. This results in a much higher indicated optimum airspeed between thermals and ultimately a much higher average speed over a course. This is what makes winners in modem X-C contests. The problem is that these theories work well for sailplanes for which they were developed several decades ago, but hang gliders have trouble reaching thermals at

times. Thus, in areas of sparse thermals it is necessary to slow down a bit to be sure of reaching the next thermal high enough to exploit it, as Davis advocates. However, where themrnls are abundant-along mountain chains, over desert areas or in streets-faster speeds according to total STF methods are warranted as mentioned by Rich Pfeiffer in an earlier letter to the editor. The successful competition pilot is the one who can recognize conditions and shift gear to fly the appropriate method where necessary. One more comment: Davis states that a speed ring can't take wind speed into consideration. This is e1Toneous, for as Helmut Reichmann indicates in his book, Cross-Country Soaring (page 57), for a headwind component the speed ring is set to the rate of climb equivalent to the tangent to the polar curve that meets the horizontal axis at the same value as the headwind. If this sounds confusing, rest assured that it will all be clearly explained in our fo1thcoming book on pe1formance flying. Dennis Fagen State College, PA

GREAT OKLAHOMA FLYING Dear Editor, In Texas we often rate our flying by the trip rather than the flight, since we often have to travel hundreds of miles to fly. So it was last September when Englishman Bernard Clewer, Karl and Tracy Hermann and I visited Buffalo Mt. in Eastern Oklahoma. Marvelous, fantastic, in the personal top ten flying trips of all time-soaring 50' above the treetops, climbing in the house thermal 4,000' to clondbase, hours of themrnl after thermal, flying across the valley and back, and ending it all with a top landing! But what made it a great trip was the pilots. What a surprise to find the same fellows there with whom I flew 10-15 years ago: Dave Morton, Roy and Bruce Mahoney, Scott Greenawalt to name a few. And I made a few new friends like Bruce Bwrns, Rudy Forshee, Tony Middleton, Don Kreger and "Whataburger." These guys were flying here even before the '77 Nationals were held in Heavener just clown the road. The camaraderie, the joyful spirit, the exuberance I saw made me feel good. These guys love to fly, and their fever is contagious. Thanks a lot, guys! Oklahoma is OK. John Moody Houston, TX

HANG GLIDING

UPDATE to: 115 Woolbright Rd., Ste. 710, Boynton Beach, FL 33435.

<:,

has satisfied the requirements for a

rating i1l accordauce with the USHGA Pilot Proficiency Program

RATING CERTIFICATES If you are like most hang glider pilotswhether a Beginner, Master or somewhere in between-you have worked hard for your USHGA rating and are proud of it! What better way to display this accomplishment than with your very own, official USHGA certificate. Doctors have them, lawyers have them, college graduates have them, NOW YOU CAN HA VE THEM TOO! The USHGA now offers this beautiful, professional rating certificate, suitable for framing, to all USHGA-rated pilots for a charge of

$10.00 per certificate (includes shipping). These certificates are professionally printed on beautiful 60-Ib. "skytone" cover stock, personalized and signed by the USHGA Executive Director, USHGA Safety and Training Committee Chairperson, and USHGA President. Not everyone can achieve a rating in the USHGA Pilot Proficiency Program. Wouldn't a ce11ificate be the perfect symbol of your accomplishment? For more information and order placement call USHGA Headquarters at (719) 632-8300, and ask for Greg Huller.

1993 CALENDAR PHOTOS Already?! Yes, the window is now open for 1993 calendar photo submissions. We were overwhelmed by the incredible response and excellent photography submitted for last year's calendar and hope for the same this year. The deadline is May 31, 1992, so either start going through your slides from last year or START SHOOTIN' NOW. l'm looking for slides (we prefer slides for the absolute best color reproduction) of launching, landing, flaring, setting up-you name it. SEND THEM IN! Don't be shy. Your photography will be treated with the utmost care and properly returned. Just imagine, your photo gracing the pages of the world-famous USHGA eaten-

dar-immortalized for one whole month! But it can't happen if you don't submit one. Please send to: USHGA Calendar, Attn: Jeff Elgart, P.O. Box 8300, Colorado Springs CO 80933-8300. If you should have any questions, please don't hesitate to call at (719) 632-8300.

MARCH 1992

PREFLIGHT CHECKLIST Taking things for granted could cost you your life. A 25-point laminated checklist is now available, including preflight and towing. Small aircraft pilots use a checklist, so why shoulcln 't hang glider pilots? It's a reassuring safety item for all pilots. The simple laminated card can be placed anywhere for ease of use. Send $5 + SASE

G.W. MEADOWS JOINS UP UP America is proud to announce the addition of G.W. Meadows to its marketing staff. G.W.'s name is widely recognized in the sport of hang gliding as a result of his efforts on the USHGA Board, as Tandem Committee chai1man, as meet director of numerous world-class competitions, and as author of Hang Gliding magazine's "Hang Gliding 101" column. G.W. has worked as an instructor and dealer throughout the U.S. From Sequatchie Valley Soaring, to San Diego's Hang Gliding Center, to Kitty Hawk Kites, G.W. has introduced thousands to the sport of hang gliding. G.W. 's role at UP will have him working side-by-side with General Manager Mike Haley to build the most comprehensive dealer network in the country. UP believes that G.W. 's experience as a dealer will enable UP to service the needs of the dealer and customer better than ever before. UP is certain that the extra professionalism that G.W. will bring to the company will help underscore the fact that the "new" UP is here to stay.

INSTRUCTOR CERTIFICATION AT LOOKOUT MOUNTAIN Lookout Mountain Flight Park will hold an Instructor Certification Program at the Flight Park, near Chattanooga, Tennessee, on Saturday-Sunday, March 21-22. Pilots wishing to earn their USHGA Basic Instructor or Advanced Instructor ratings must be at least an Intermediate (Hang III) rated pilot, and hold a cunent Red Cross first-aid card. Pilots needing their first-aid card can earn it at a Friday night (March 20, 6:00 PM) Reel Cross class at Lookout. Candidates must also serve a 20-hour apprenticeship under the supervision of a USHGA-certified instructor to become a Basic Instructor. Tandem pilots who want to charge a fee for a tandem flight must be certified USHGA instructors to earn the Tandem 2 Instructor rating-the only rating which allows a pilot to legally fly for hire. A $25 deposit in advance is required to reserve a space in the certification clinic. Interested pilots should contact: Lookout 11

Mountain Fligh1 Park, Route 2 Box 15-11, Rising Fawn, Gi\ '.l07'.l8 (404) 398-3541, Fi\X (404) 398 2906.

ASSISTED WINDY CUFF LA(JNCII CLINIC AT I .OOKOlJT MOUNTAIN Pilots who want to gel their USHGi\ A WCL Special Skills check-off can get it al Looko111 Mountain Flight Park this spring. Three Assisted Windy Cliff Launch Clinics arc scheduled: Salurday, March 28, April and June 6 at the Fligh1 Park, near Chal!a nooga, Tennessee. The clinics arc designed to teach not only pilots, but non-pilots who want lo participate as crew members in wirelaunching a hang glider (as many spouses and friends do). What's really going on during a wire-launch? Who's in charge? Whal communication between pilot and wire crew is needed? What techniques can be used to make the launch safer? Come rind out! Contact: Lookout Mountain Flight Park, Route 2 Box 15-11, Rising Fawn, Gi\ 30738 (404) '.198-3541, Fi\X (404) 398-2906.

FRANCIS ROGAi.LO CELEBRATES 80TH Brn.THDA Y WITH FUGIITS AT KITTY HA WK KITES

U.S. Ni\TIOJ\AL HANG GLIDING CIIAMPJONSHTPS SEPTEMBER 5-

COLORADO

Nationals arc in keeping with the current trend to host the event in a area that can provide pilots with a world-class I !ere in Telluride we can provide that experience both in the air, with our incredibly high "soaring box," and on the ground with all the amenities the town or Telluride has tn offer. During September 5-7 Telluride also hosts the world renown "Telluride Film Festival," an international affair. The event is a wonderful cultural asset to the town, and fcalurcs f'rcc movies in Elks Park ....... at nigh! of' course! The town gels fully booked during these three days, so pilots planning to altcnd the Nationals arc advised Lo reserve their condos or motel rooms early. The Telluride Hang Gliding Festival is the very next week (September 14 . J9). This is the I 9th consecutive year of hang gliding's premier parly. The combination or the Nationals, the Film Festival, and the Hang Gliding Festival will make ror a memorable time. So please plan on joining us here in Telluride this September. Contact: Nick Kennedy, P.O. Box 1026, Telluride, CO 81435 (303) 728 . 3905.

PARAGLIDING AIR BAG

emergency parachulc is deployed. 11 is fully integrated into the harness and adds very liHlc weight. Contact: i\pco Aviation, P.O. Box 2124, Holon 58121, Israel, tel. 053-334322, FAX 053-619051.

HIGH PERSPECTIVE SAFETY WHEELS

Sport Aviation bas the pleasure of' announc ing distributorship of' High l'crspcc1ivc wheels. Manufactured since 1976, these 12"diamctcr wheels have spared arms, pride and gliders galore. Light, smooth and tough, they arc ideal for training and towing as well as everyday sale flying. The aerodynamic profile of' the I !igh Perspective wheels keeps drag to a minimum and helps avoid bruising body parls on awkward landings. According to the company these wheels arc the only design useful for rough ground and weeds. The wheels l'i1 all gliders and arc sold with mounting instructions. Price $T7.00 + $2.95 shipping per pair. Conlac1: Sport Avialion, P.O. Box 101, Mingovillc, Pi\ 16856. Ask for dealer prices.

HANG GLlDING STAMP

Francis Rogallo, "father or hang gliding," celebrated his 801h birthday on Jan. 27 wilh a couple of' flights from Jockey's Ridge:, Jlcad, NC. Tht) retired NJ\Si\ scientist invcnlcd the Rogallo Wing in 1948. Weather was for the birLhday nights, with a gentle norlhcast breeze. Mr. Rogallo arc Killy Hawk Kites i11slructors nrcg Evans, lcrt, and McBumcy, right. "It was a wonderful birthday," Rogallo said.

Apco Aviation of Holon, lsracl has developed for paragliding what Doug l lildrcth has been advocating for hang gliding J'or some time-~ an emergency prolcctivc air bag. It is a (10lilcr, shell-shaped that blows up in two seconds and covers the neck, back and bottom. The bag provides a protective layer of' comprGsscd air with about 30 cm clear· a11cc. l1 is aclivatcd with a handle on the pilot's chest or au10111a1ically when the

Winged symbots....-famous pilots and aircraft oJ' all dcscriptions- .. havc illustrated the world's postage stamps for many years,

I IANC CJ]l)]NC

. UPDATE reflecting human fascination with flight. In 1982 an ai1mail postcard depicting gliders was released. In 1983 a specially stamped version commemorating the 18th World Soaring Championships was issued at Hobbs, New Mexico. For the 1991 World Hang Gliding Championships, the Brazilians released a beautiful postage stamp with matching envelopes, "first day of circulation" certification and a folder describing the history of the sport. In 1988, the USHGA Public Relations Committee (through the efforts of Lisa Tate) submitted a proposal to the Citizens' Stamp Advisory Committee for a U.S. commemorative stamp featuring hang gliding. This group reviews requests and passes approvals to the Postmaster General, who makes final decisions. The proposal was approved in 1990, but we were advised that implementation of the stamp may take up to five years. The 1993 World Hang Gliding Championships will be held in the U.S. in the Owens Valley. This is an excellent opportunity to complete the hang gliding stamp project, by publicizing our sport and the Championships. Please write to the following organization to show support. Recruit your friends and your children's classmates at school! Help our sport join the long history of flight celebrated on commemorative stamps. Citizens' Stamp Advisory Committee U.S. Postal Service 475 L'Enfant Plaza SW Washington, D.C. 20260

-Tom Kreyche

YOUTH SOARING SCHOLARSHIP A main award of $500 toward sailplane flying lessons and lesser prizes of textbooks and memberships are offered in the fourth annual "Soaring Flight" essay contest. World record holders Tom Knauff and Doris Grove hope to attract young people to aviation through soaring. Anyone interested in flying may apply, if between the ages of 14 and 22 and not an FAA-licensed pilot. A special form and an essay on "some aspect of soaring flight" are clue by May 31, 1992. The forms may be obtained at U.S. soaring sites. For a list of soaring clubs and

MARCH 1992

schools, contact the Soaring Society of America, P.O. Box E, Hobbs, NM 88241 (505) 392-1177.

HANG GLIDING EXTREME

We'll be on the road again this season, come test fly the UP glider ofyour choice! March 13-15 Adventure Video proudly announces the release of its latest hang gliding video Cloudbase 3-Hang Gliding Extreme. The video features many sites, interviews with professional pilots, fast-moving scenes, competition, cross-country, paragliding, towing, tandem, balloon drops and more. The adventure begins at Toney Pines, CA where we meet John Heiney, as he provides us with an unusual aerial tour of the site. After a look at the Sprint Races we are off to the Lakeview, OR fly-in and fly the 30mile X-C route from Sugar into town, tow up from the airport, and climb out over Tauge's Butte. Other sites and scenes include: Yosemite, aerobatics with John Heiney (his 52-loop record), the Owens Valley (including an interview with Kari Castle), and the 1991 Telluride Hang Gliding Festival. Price $34.95 + $4.00 S/H. Contact: Adventure Video, 10950 Silver Knolls Blvd., Reno, NV 89506 (702) 972-3518.

March 19-22 March 28 March 29 April 3-5

April 4-10 April 11-18 April 25-26

May5-10

May 16-17

Miami Hang Gliding Miami.FL. 305-573-8978 Torry Pines San Diego CA 801-876-2211 Airtime of San Francisco Fort Funston CA 415-759-1182 Mission Soaring Ed Levin Park Milpitas CA 408-262-1055 True Flight Concepts Saboba CA Fun Fly-in 818-367-6050 Lookout Mtn Flt Park Rising Fawn GA 404-398-3541 Sequatchie Valley Dunlap TN. 404-398-3541 Mountain Wings Ellenville NY. 914-647-3377 Kitty Hawk Kites Hang Gliding Spectacular Kitty Hawk N.C. 1-800-334-4777 Hyner View Fly-in Hyner View PA 801-876-2211 13

CALENDAR OF EVENTS Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later six weeks prior to the event. We request two months lead time for regional and national meets. Until Dec. 1: 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 fo1ms and rules contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 PM) FAX -3436. Feb. 29-March 1: Tandem Clinic. March 67: Basic & advanced TCP. Contact: Ray Leonard, Adventure Sports, Carson City, NV (702) 883-7070. March 14-15: Aero Towing clinic (to receive your AT Special Skills checkoff). March 21-22: Instructor Certification Program (including Red Cross, March 20). March 28: Assisted Windy Cliff Launch clinic (to receive your AWCL Special Skills checkoff). April 4-10: The Great Race. April 4-10: LMFP Demo Days (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. May 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 AWCL 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. March 14-15, 28-29: Tow Clinic (Hang II-V). Spot landings, rating sign-offs. Call early, limited space. Get ready for "safari" in April. Action Soaring Center, Lodi CA (209) 368-9665. March 6-7: Basic TCP, $150. March 8-9: Advanced ICP, $150. June 19-21: Wild, Wild West Regionals, $90. Contact: Adventure Sports (702) 883-7070. March 5-7: National convention of the Soaring Society of America. Charlotte, NC. Seminars, glider exhibits, socializing. Contact: SSA (505) 392-1177. 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) 8716000. March 12-15: Florida State X-C Competition. Sponsored by Draggin' Flyers, Sumter County. Aero-tow meet featuring Bailey/Moyes tug. Aerotow rating required (obtainable clay of event). Contact: Barbara Flynn (904) 775-3252. March 19-22: (23 rain elate) Torrey Pines Windsprints, Torrey Pines Flight Park, La Jolla, CA. Contact: Joe Bill Henry (619) 452-3202. March 21-22: MT. Rope Challenge, Silver City, NC. X-C, duration and spot landing points. $30 registration, all money goes for prizes. Contact: David Kincheloe (919) 376-9601. March 22-29: Venezuela '92 International Hang Gliding Championship (March 1421 paragliders), 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 transpmiation and retrieval. $2,000 first place prize. Contact: Luis Aulestia, Final calle 3-B, Edif. Cantabria, piso 2, La Urbina, Caracas 1070, Venezuela. tel. (58)-22420644/242631 l FAX (58)-2-2427374.

March 28-29: ICP at Fly High Hang Gliding, Ellenville, NY. Contact: Paul Voight (914) 744-3317. March 29: Parachute clinic, includes deployment techniques, practice throw, chute care, basic packing info and repack, $30. RSVP. April 11-13: Basic & Advanced ICP, $150. Contact: Airtime of San Francisco (415) 7591177. April 3-5: UP International Demo Days/FlyIn, Soboba, CA. $5 barbecue. Contac;_t: G.W. Meadows at UP (801) 876-2211 or Don (818) 367-6050. April 4-5: 7th Oceanside Open, Oceanside, OR. Fun meet open to all. Hotels and camping. Contact: David Raybourn/ Oregon HG Assn., 14185 SW Yearling Court, Beave11on, OR 97005 (503) 5247709. April 4-5: 2nd Southern Jllinois Fly-In, Hanisburg, IL. Platform and aero towing. Fun meet. Contact: (618) 7242328 or (618) 942-5317 or (618) 9323558. April 11-12: Central Texas ICP, enrollment limits. Contact: Red River Aircraft (512) 467-2529. April 11-18: East Coast Championship, 450 WTSS points, sponsored by Sequatchie Valley Soaring Supplies and the Tennessee Tree Toppers, in the beautiful Sequatchie Valley. Limited space available. Contact SVS at (615) 949-2301. April 13-19: (April 20 rain date) Torrey Pines World Paragliding Race, Torrey Pines Flight Park, La Jolla, CA. Contact: Joe Bill Henry (619) 452-3202. April 24-May 3: International Mexican Open, Guanajuato. Contact: Aero Dinamica, Refotma 30 piso 3, Col. Centro G.P. 06040, Mexico D.F. tel. (525) 379-2140 FAX (525) 370-6243.

HANG GLIDING

CALENDAR OF EVENTS April 25-26: Towing Safari (Hang II-V). Clinic available. Rating sign-offs. $150 prepaid. Sign up by April 1 (or you might have to pay more). 100 miles+. It's EZ with the right crew. Action Soaring Center (209) 368-9665.

May 31: "Soari11g flight" essay co11test deadli11e, ages 14-22. First prize $500 in sailplane lessons. Entry forms at any U.S. soaring site. For a list contact: Soaring Society of America, P.O. Box E, Hobbs, NM 88241 (505) 392-1177.

April 25-26: Mountain 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 31: 1993 USHGA calendar photo deadline. Contact: USHGA Calendar, Attn: Jeff Elgart, P.O. Box 8300, Colorado Springs CO 80933-8300 (719) 632-8300.

April 25-26: Not So Great Race, Lumby, BC. Entry $25. Camping. Contact: Randy Willford (604) 547-6190. May 2-3: Stewar1 Smith Memorial Fly-In, Moore Mountain, NC. $40 entry fee, includes dinner, t-shirt and$$$ prize for 1st & 2nd place. Contact Travis Bryant (704) 758-9331 or Ben Burri] (704) 392-3765. May 22-24: Region 6 Towing Championships. Open Regionals, Elkhart, KS. Contact: Ron Kenney (316) 697-2577. May 27-June 11: 8th European Hang Gliding Champio11ships, Yagi\, Norway. U.S. team and pilots welcomed. Preliminary entries before March 1, 1992, final entries before April 15. Contact: Norwegian Aero Club, HG-EM 1992, P.O. Box 3869, Ulleval Hageby. N-0805 Oslo 8 NORWAY.

Hang gliding in paradise! Makapuu Haleakala The incredible Kaaawa Vallev Introducing paragliding • to the islands. From the producer of Flatland Flpi1g; Jlfounta1i1s High and

TELLURIDE! MARCH 1992

June 7-14: Sa11dia Classic, Albuquerque, NM. 450 WTSS points. Contact Mike Gregg (505) 822-8586, or write Jeff Wolford 3100-E205 Jane Place NE, Albuquerque, NM 87111. June 12-15: Regio11 5 Fly-In, Whiskey Peak, WY. Prizes, trophies and !-shirts. Entry fee. Contact: Keith Myhre (406) 2456090 or Kevin Christopherson (307) 473-8655. 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. July 5-12: Ma11ufacturers League Meet, Dinosaur CO. 450 WTSS points, Hang II-IV w/ sign-offs. Entry $250. For more

info send SASE to: Nick Kennedy, P.O. Box 1026, Telluride CO 81435 (303) 728-3905. Aug. 1-3: Western Ca11adia11 Championships, Golden, BC, Canada. Hosted by the Rocky Mtn. HG League. Entry $30 (includes $5 national team levy). Contact: Ken Shackleton (403) 2951575. Aug. 1-7: Oshkosh Airshow, Oshkosh, WI. The largest aviation gathering in the country. If it flies, you can probably see it at Oshkosh. For more infonnation, our USHGA Rep. is Rod Hauser (608) 269-6304. Sept. 5-12: 1992 U.S. Natio11als, Telluride, CO. Triangles, out-and-return, race to goal. Entry $295. For more info send SASE to: Nick Kennedy, P.O. Box 1026, Telluride CO 81435 (303) 728-3905. Sept. 14-19: 19th Telluride Ha11g Gliding Festival. Speakers, dances, clinics, films, swap meet. Coupled with Nationals. Contact: Hugh Sawyer (303) 728-4772 or Joel Parker (303) 728-6070. Oct. 15-18: USHGAfa/1 Board of Directors meeting, San Francisco, CA. Open to the membership; come and bring an opinion. Contact: USHGA Headquarters (719) 632-8300.

Airtime in the islands! Hawaiian Flvin/ is a professionally produced video showing some of th; most fun flying you've seen yet. Exciting aerial footage puts you in the control bar at the infamous box launch at Makapuu and running down the side of a volcano on Maui. You'll soar tropical jungle ridges 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.

Order from: /\ Robe1"t Re ter/Space9 Production

Robert Reiter 800 Heinz Ave. #9 Berkeley, CA 94710 (() 1(510) 649-8111

-=~

1. . . .,

;

Re!atlve to zero-llff line

231260R2 )( r

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 10 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

1991 & 1987 market share data from USHGA member s1..wveys 1980 data from lh'l'lOle Air

10 Wills Win

Test Capability

Mogazne reeder survey

L 0

a d

s 2 O + - ~ ~ t - - ~ - - - - t ~ ~ - +~

~-+-~~~

100

Positive Load - Vehicle Test Speed

// associated with top of the line competition class gliders. Available in two sizes for pilots from 110 lbs. to 240 lbs., the Wills Wing Spectrum offers the advancing novice and casual recreational pilot an unmatched value in quality, performance, and soaring enjoyment.

TSuper 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

ACCIDENT REPORTS

1991 Accident Reviewby Doug Hildreth, USHGA Accident Review Chairman There were nine fatalities in 1991. That's 27 per 100,000 participants. It should have been better, but it wasn't. Unfortunately, two of our fatalities were tandem students. The last tandem student fatality was in 1988. Thanks to you, reporting continues to improve; 160 formal and semiformal reports, and 90 annual questionnaires were returned. The USHGA office says that those 90 should be sending in the info as formal reports, and that's true. But hey, I'm just happy to get the information any way I can. Some of the fatality reports were a little slow to arrive. Please, send us a preliminary report right away and then follow it up with a complete report later. We need to be able to answer some inquiries right away, and we like to get information to the membership as soon as we can, even if it is incomplete. I almost subtitled this report "The Year of the Dumb Mistake." There were 10--yes, TEN-reported failures to hook in. (See Harry Martin's article in this issue.-Ed.) Two of those were fatalities. And in the same vein, there was a fatality because the pilot failed to put his feet through the leg straps of the harness. There were three incomplete assemblies/inadequate preflights, with a very near fatality. There was another fatality from aerobatics at 200 feet. The pilot purposely left the "remove before flight" cover over his rocket deployment handle. A pilot "crashed safely" into a cliff, unhooked and fell to his death. The two towing fatalities were directly related to fundamental errors during the early phase of the towing process. Pilots continue to launch, slow clown and turn back into the hill, or launch, look clown at the harness and turn back into the hill. Ground skimming still results in banging knees and thighs on rocks, logs and bathtubs. We keep flying into things (27). There were three mid-air collisions, one with a para glider. Crashes on landing are still double those on launch. My biggest hope is that the new sure-flies-real-slow-and- Iancls-s ooo-easy

gliders will help the crash on landing problems and reduce the number of broken arms. If so, the manufacturers are to be given a giant reward for their contribution to safety in hang gliding. Let's watch this closely. Parachutes are still saving Ii ves-10 reported deployments. Twenty-three percent (23%) of pilots have a ballistic parachute. Only 5% of pilots do not have parachutes, and vi1tually all of them are still on the training hill. It still appears that early deployment is best. The injuries related to deployment and descent under canopy remain few. I am still not sure about the swivel. Somebody please write something. Be sure to take the cover off the deployment handle before launching, because those extra seconds count! Practice reaching for your chute frequently during your flights. Keep deployment in mind as an option in a tight situation; it may be better than trying to fly the glider from bad to worse.

Towing There were 23 towing accident reports submitted, which is a repo1ting improvement, but not a representative number. Of these 23 incidents, five were after release and not related to the towing process. There were: 4 3 2 2 2 2

lockouts accidental early releases at or just after launch pilot induced oscillations (flying too fast) failures of the release to release weak link problems nose tang releases (different manufacturers) king post wire failure just before launch inexperienced driver spontaneous arm fracture

Other towing concerns include the length of the release line and its location: too short and it may accidentally release, too long and the

pilot must let go of the control bar (perhaps worsening a lockout) to fumble with the release. Also raised were concerns regarding weak links, tow line tension and winch pressures.

ACCIDENT CAUSES 1991 Crash on launch Crash on landing In-flight stall Flew into tree power line ground fence other Flew into rotor Strong weather wind turbulence Aerobatics Midair collision Improper assembly Harness problems Failure to hook in Parachute deployments Successful ballistic hand Unsuccessful ballistic hand

57 102 29 27 13 2 3 4 5 9 25 11 14 2 3 3 4 10 10

Foot launch Tow launch TOTAL

227 23 250

2 8

HANG GLIDING INJURIES 1991 Head Face Neck Chest Shoulder Arm Elbow Foreann Abdomen Back Pelvis Thigh Knee Leg Ankle/foot

28 23 14 20 15 28 19 11 2 15 7 I1 5 3 8 HANG GLIDING

ACCIDENT REPORTS FATALITY RECORDS Year 1970 1971 1972 1973 1974 1975 1976 1977 1978 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991

Foot 0 2 4 9 40 32 38 24 23 22 16 l1 11 4 6 5 17 10 6 5 5

Tow

I 5 1 3 4 1

Tandem

1 2

(2)

3 2

Total 0 2 4 9 40 32 38 24 23 23 21 12 14 8 9 5 18 12 6 8 9

1991 FATALITIES Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

Lynn Smith 37 Novice 70 flights, 11 mountain flights Pacific Airwave Vision, 5/17/91 Lookout Mountain, GA Head, chest, face, aim, multiple

The pilot hooked in and did a hang check. The straps were not straight, so he unhooked, straightened them and re-hooked. Reportedly at least three different hang checks were done, with at least one unhook. The pilot launched, popped the nose slightly, dove to recover, and about half way through the pullout the pilot fell from the glider. Was either not hooked in at all or hooked into something other than hang loop. Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries: MARCH 1992

Harold Austin 37 Advanced 23 years, 400 tows Wills Wing Sport 6/9/91 Mt. Pleasant, Michigan Massive head, neck, chest, leg

Experienced tow pilot truck-tow foot launched with nose angle quite high, as was his habit. Immediately after launch a lockout to the right to 90 degrees occurTed, which the pilot corrected. During this conection process, with the pilot hard on the left side of the control bar, the lower bridle hooked over the left axle stub, which was an extension of the basetube (wheels were absent). The pilot was unable to correct the left turn or release the line. The glider dove in from 75 feet.

Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

Karen Schenk 26 Advanced Extensive foot-launch, 7 tow launches Pacific Airwave Magic IV 155 7/15/91 Big Spring, TX Head, face, pelvis, thigh

The truck tow launch was hurried because others had been able to go cross-country and she was anxious to follow. Immediately after leaving the truck bed, the pilot asked for increased winch pressure (a technique usually reserved for greater than 500 feet of altitude). Then she asked for a second increase in winch pressure, and at 75 feet, she entered a "lockout," released from tow, stalled and dove onto runway.

Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

Mark Kerns 41 Advanced Years Pacific Airwave Magic IV 9/19/91 Wasatch State Park, UT Head, chest, pelvis, leg

Experienced pilot forgot to put legs through leg straps of cocoon harness. Was able to hold on for several seconds, but slipped out of the harness and fell 200 feet.

Pilot: Age Rating: Experience: Glider: Date:

Eddie Hunter 31 Novice Limited Pacific Airwave Vision 19 10/4/91

Location: Injuries:

Marlboro, KY ?

Inexperienced pilot returned to launch after first flight. He had desperately wanted to soar, but agreed with advanced pilots in the LZ that he should not return to the launch alone. But he did, and utilizing an inexperienced wire crew, he attempted to launch into a 20 mph wind, stalled and turned back into the cliff face. Glider impacted the cliff, and hung up firmly. Pilot called up to spectators that he was okay. A short time later pilot yelled "HELP" and then silence. Apparently he had unhooked and started to try to climb the cliff, and fell to his death 200 feet below.

Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

Leonard Rabbitz 55 Intennediate Several years UP Comet I 11/3/91 Elizabethville, PA Severe pelvic fractures

Pilot's hang straps were draped over the keel. To be hooked in, the carabiner had to go through four loops. He only hooked into two (on one side). Right after launch pilot fell to basetube, glider dove into trees, and he was thrown to his death. Passenger: Age: Rating: Experience: Glider: Date: Location: Injuries:

Jan Jefferson 35 student First flight 220 Dream 11/10/91 Montague, CA Multiple

Experienced tandem tow pilot towed and released. Then the pilot dropped a teddy bear with a six-foot diameter parachute. Presumably the pilot lost sight of the bear, turned back to where he thought it should be, and as he leveled out the glider flew into the bear, with bear and parachute catching on the right lower flying wire. The parachute initially deflated. But at 300 feet, as the pilot turned onto final, the parachute reinflated. The glider instantly rolled to 90 degrees and side slipped into the ground. The passenger was killed instantly. Pilot sustained severe injuries. 19

Advanced years Pacific Airwavc K2 12/6/91 Waikcc, Ill Head, face, neck and chest l'ilo! was performing wingovcrs pas! 90 a1 about 200 reel alti!udc, slallecl and side slipped into vertical dive. He had lo remove safety cover before pulling the firing handle. The rocket !'ired 20 fee! before impact

Glider: Date: Location:

Michael Elliott 27 Novice About to lake first altitude flight Pacific Airwavc Double Vision 12/15/91 Lookout Mountain Flight Park, GA

Novice pilot went tandem with experienced tandem pilo! in preparation for first solo altitude flight. The passenger was nervous prior to the flight On the base leg of the landing approach, flying crosswind over the tree line, the altcmpt lo I urn onto final was unsuccessful. The inability 10 turn onto final may have been caused by thermal activity, the passenger interfering with glider control, or both. The glider continued straight, hit a tree, and side slipped 60 feet. The novice passenger died; the tandem pilot was seriously injured.

thHre when you neod them comfortable, durable, slide easily control bar barn hand dexterity for launch, CB, camera construction, % -in. neoprene, and out in md or black S, M, or L only dealor inquiries invited

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!ht, air that caused Hans lo come down under canopy a few years ago) slammed me down at 2:00 PM on a good day, and got Adam too, who was about 10 miles west of me. One of these days I look forward lo telling of an X-C season with 110 weatherrelated stories, but if NASA is Looking down on the Gooscnecks of the San Juan River. right about the Greenhouse, I Photo by Hans Heydrich. may have lo wait a whilc···or a lonfi while. classy Patagonia jackets by Wills Wing for Back in Phoenix everyone gathered at winning their respective contest categories on the January meeting of the Arizona Hang Wills llP AT's. And every contestant picked Gliding Association for the awards, and what up a great contest shirt~not cheap T-shirts, a lime we had. I was harassed royally for nol but quality golf shirts in striking "Zcisct" having my entry form in before my long green. And a big round of thanks goes to Jim flight, and all the winners basked in the Grissom for running this year's meet. I 'II be limelight. Rightly so, on all counts. First, running the '92 contest, and ent rics arc second and third place winners in each class already coming in. Ya'll come! Sec ya al picked up custom trophies, and Hans cloudbasc 350 miles downwind. Ill Hcydrich and Jim Silverman were awarded

UNLIMITED CLASS 1st Hans Heydrich I st 3rd 4th 5th

Jim Grissom Jim Whitelaw Kurt Andy Rockhold

212.90 miles 212.90 miles 110.00 miles 79.00 miles 47.60 miles

HP AT 158 K2 155

127.90 miles 92.30 miles 87.00 miles 67.30 miles 66.90 miles 61.20 miles 26.30 miles 20.20 miles

HP AT 145 HP AT 158 Axis 15 HP AT 158 Axis 15 Formula Sport AT 144 K2

127.90 miles 66.90 miles 36.20 miles :ru () miles 28.60 miles 26.30 miles 24.70 miles 20.20 miles

.HP AT 145 Axis 15 HP AT 158 Sport 167 Formula Sport AT 150 Formula K2

HP II GTR Axis 15

JOO-MILE CLASS I st 2nd 3rd 4th 5th 6th 7th 8th

Jim Silverman Stan Mish Jacque Neff Jim Lernh Dan Schroder Jim Clark Dennis Tubbs Kevin McClure

50··MILE CLASS ] SI

2nd 3rd 4th 5th 6th 7th 8th

Jim Silverman Dan Schroder Adam Trahan Frank Schwab Lee Alley Dennis Tubbs Jim Wagoner Kevin McClure

IIANC GI.IDINC:

USHGA REPORTS

USHGA Spring Board of Directors Meeting Agenda Many

of you took the comment, "YOU CAN MAKE A DIFFERENCE" from the October Hang Gliding article "The Board of Directors' Work Schedule," to heart and forwarded suggested agenda topics to Headquarters for review. Tandem, paragliding, site and safety issues were the hottest topics. Your replies to the I 992 membership survey also served as input for developing the spring BOD agenda. The scheduled active items/discussion topics for USHGA committee meetings on March 6-8, 1992 follows.

AW ARDS COMMITTEE • USHGA Special Award Program. • Establish highlight award page in Ha11g G/idi11g magazine. BY-LAWS COMMITTEE • USHGA disaster guideline SOP review. • By-law and rating program procedure change proposal. • By-law provisi011-do both PG and HG magazine meet rule. • Regional director job description review/ update. • Miscellaneous by-law changes. COMPETITION COMMITTEE • Foreign pilot-three-month membership process. • Competition rule book changes. • Sanction package revisions. • USHGA Foundation financial report. • Competition meet schedules-450 points. • Competition team accounting rules. ELECTION AND ALLOCATION COMMITTEE • Regional director vacancy/appointment/ election process. • Separate USHGA membership survey from ballot. • Honorary director nomination process. • Region realignment proposal. FINANCE COMMITTEE • USHGA's 12/31/92 financial report. • 1992 USHGA budget. • Five-year income/expense projection update. MARCH 1992

• Special Edition II-ad sales/costs. • 501 C4 tax exempt status. • USHGA salary structure update. • Key man/pension plan proposals. • Functional cost accounting analysis reports.

INSURANCE COMMITTEE • I 992 chapter site insurance payment dates. • 1992 membership liability insuranceeffective elate change. • Optional insurance program status. • USHGA liability-litigation case status. • 1992 liability claims record. • Insurance program "shopping" status. • Towing insurance liability coverage need. NATIONAL COORDINATING • NAA dues formula/NAA support efforts. • NAA/air sports organization meeting, May 9, 1992. • FA! sanction fee impact. • International rating card process update. • Discuss joint air sport organization BOD meeting in Chicago '94. MEMBERSHIP AND DEVELOPMENT COMMITTEE • 1992 regional membership survey concerns. • USHGA demographics, growth, lapse rates. • Waive Beginner/Novice rating fee with annual membership. • USHGA chapter membership requirement-70% too high? PARAGLIDING COMMITTEE • Paragliding ratings, test status, instructions, etc. • Tandem paragliding program status. • Parag/idi11g magazine subscription only cost-set rate. • USHGA paragliding membership-dues increase $15 to $20. • Establish time frame for ICC rating stibmissions. • Display/recognize paragliding special skills. • USHGA/paragliding membership patterns/ growth.

PLANNING COMMITTEE • 1992 membership survey concerns/impact. • Prioritize/report on planning action items. • Discuss five-year financial plan update/ trends. • Review USHGA employee retention plans-consider commitment/needs. PUBLICATIONS COMMITTEE • Hang Gliding magazine clistributionresul ts/efforts. • Classified ad rate increase proposal. • Advertising support requests-local PR support. • Editor's I 992 commission reimbursement rate. • Hang G/idi11g magazine bar coding complaints/changes. • House advertising cost tracking procedure. SAFETY AND TOWING COMMITTEE • Re-certification of ratings-pilot "currency" status. • USHGA paragliding examiner/observer program status. • ICP/ICC concerns, cost, locations. • Certified school designation, USHGA liability, re-certification, etc. • Advanced instructor test rewrite status. • Safety and Training actions/problem resolutions. SITE COMMITTEE • Site contact representative, information assistance needed. • Site manual report. • Site development, maintenance, retention-status update. TANDEM COMMITTEE • Pros/cons permanent USHGA Tandem Exemption request~FAR 103. • Appointment/removal of administrators. • Tandem rating requirements-membership concerns. TOWING COMMITTEE • I 992 membership survey response clatause. • Administrative processes-tow launch, foot launch, ratings, upgrades. sign-offs, etc. GENERAL SESSION • Headquarters SOP update process. • USHGA record kit, fees, process. • Spring BOD meeting site. • National Fly-In status. •

USHGA REPORTS However, this way of doing business is no longer be acceptable. The future will be ever more demanding, and present-day realities require the board of directors and USHGA staff do a better job of forecasting than previous leaders. USHGA has no significant funds set aside for that proverbial rainy day. As but one example, protecting flying sites has become increasingly difficult and will eventually translate into a need for greater financial resources. Liability insurance charges may spike upward requiring heavy payments. The cost to produce Hang Gliding can jump in any number of ways and on short notice.

Rainy Day Plans by Dan Johnson, USHGA Treasurer with assistance from Russ Locke, USHGA Secretary How do we avoid your reaction? "HoHum, another b-o-r-i-n-g money article from USHGA." How about this headline? "USHGA to Raise Dues to $59!" Though such a beginning is merely an attention-getting device, the truth is simply that USHGA membership dues will again go up. We all know this as surely as a '98 hang glider will cost more than a '92 model. The only question is when these increases will come and the steepness of each increase. LOOKING AHEAD Our purpose here is to look somewhat into the future and to communicate early and honestly with you as the board of directors plans ahead making decisions that affect your future.

Cl)

Be advised: This articles does not intend to announce a membership dues increase. This is only discussion. Let's look again at the dues pattern for USHGA. History usually holds a lesson or two for modern-day administrators and those who would observe their actions. Philosophically speaking, what USHGA directors have done in the past was spend money on activities that were considered necessary. Then when funds ran short-or were running short-the dues were increased by some arbitrary amount. This was often too late, especially as the dues didn't bring income for some time after an increase was implemented. No one would call this the best example of good business planning. USHGA has survived over 20 years with this type of decision making.

WHAT TO DO? While having dues increases sprung upon the membership has not caused any major upheavals, a certain level of discomfort could be avoided with better communication. Thinking about USHGA's future and its needs, the board of directors, Finance Committee, and USHGA headquaiters staff have set some targets for futures dues increases. The increase to the $49 present rate began to take hold in mid-'91. This first increase in six years should suffice for all of '92 and into '93. Nonetheless, costs increase on a steady basis. Even when the national rate of inflation is low, some costs increase faster

USHGA Dues Increases by Year (* with possible increases in '93 & '95)

40~----J~--t-----J~--t-----J~--t-~~--t-~----t--t~~;;;;;;;;j;;;;;;;;;;;l--...;;;1;;;;;;;;;;±;;;;~

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.9~ 30-t---t---t---t---t---t---t---t---t---:la--.'(l)

Period when dues stayed flat inappropriately long ('85-'91)

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~ 20-+-__jf.---+-~t---+~J.--"

Period of regular dues increases ('77-'82)

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HANG GLIDING

USHGA REPORTS ( Comparing Cost of a State-of-the-Art Hang Glider) $4,000

$3,000

1992: Over $4,000 $2,000

$1,000

about $50,000. This is not a large sum, but it begins some growth in reserves to be used, for example, in fighting to preserve flying sites. As time goes on, if we see a decrease in the cost, per member, to operate the Association, or if funds generated from other programs (adve1tising, merchandising, etc.) increase, then USHGA might be in a position to lower the next dues increase, or further extend its implementation date. Similarly, if costs grow faster than Association revenue does, the plans may have to be implemented earlier. No one knows exactly what the future holds. However, costs of everything from gliders to groceries seem only to go higher. As the Board of Directors watches events and monitors the financial reports, it will their goal to keep the membership fully infonned on the amount, reasons, and effective date of any change in dues. •

1976: Over $1,000 $0

than others. For example, even though the post office raised First Class mail from 25¢ to 29¢ (a 16% increase) in '91, postal administrators are already discussing the need for another increase. Such changes significantly affect the cost of mailing Hang Gliding magazine. Other expense increases will raise the cost for USHGA to conduct business. How will the staff deal with such increases? Member services can be reduced, yes, but only to a point. After that point, further cuts lower the quality of services to an unacceptable degree (the magazine gets smaller ... processing takes longer ... services are delayed or cut). USHGA will consider raising advertising rates, site insurance fees, costs of ratings, and other charges. Yet even a combination of service reductions, fee increases, and greater office efficiency will not preclude the need to raise dues. In 1991, dues income provided 54% of total revenues for the Association. Ad sales are another big source of income, but they rise and fall quickly making them too inconsistent for long-range planning. Other income sources simply cannot make up for dues income which falls behind the national MARCH 1992

rate of inflation. As examples~and that's all they are at this time ... no increases have been set~dues may rise to $55 on January 1, 1993 and again to $59 on January 1, 1995. Remember, a major goal is to generate some reserves for future needs. If these figures are used, can the Association cover its costs and yet build some cash reserve? Assuming the current dues structure is covering our costs, and assuming that we will see a steady inflation rate of 5% for the next five years (about what it's been for the last five), and assuming that USHGA will remain flat at about 8,000 members, here's the net income to the Association: YEAR DOLLARS 1992 $0.00 +28,000 1993 +7,800 1994 1995 +18,200 -4,500 1996 Bold figures represent years when dues increase

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World's Only Ultralight Motorglider • Electric Starter • Spoilerons for roll control; dual use cuts glide (15 to 7) • Cantilevered wings, no cables or struts • Car top to flying by one pilot in 20 min • BRS rocket parachute • Rotax 277 - 28 hp, uses 1 gal/hr • Cruises 65 mph • Includes: Airspeed, Tach, Engine Instruments

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Cumulatively from the above table, USHGA might accumulate cash reserves of

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'lli,w,o 11,,, beginning or mankind, compclilion has been the cornerstone or advancement. The wheel, for example, was improved 1hrough !he ccn!uries to he more efficient wi1h 1hc use or better materials and ever-improving tc:clmol· ogy. Why? Because someone wanted 10 go faster than someone else. l lcncc, competition. Without it life would not be what it is 1oday. We would still be subsisting on bananas and coconuts and living in !recs and caves if it were not for compel it ion Iha! strived for a better lifestyle. Covered wag· ons evolved in1o luxury motor homes, canocs into ocean liners, horsc·draw11 buggies i1110 automobiles, and standard Rogallos into the double-surface, high-performance airships of today. All of this came abo11t as the resuli of compctilion. Of course, not all people have the same drive lo compete, and not all people have thc clcsire lo compete in the same areas. But luckily for us !here arc those men and women who, ror whatever reason, possess the cksirc lo fly faster, higher and farther than their com· raclcs. 11 is their need ror competition, combined with the glider man11faclurcrs' need f'or your business, that has made our sport what it is today. In this series we will talk to some or the champions of our sport. We will try to find out what makes them lick, how they satisfy their appetite for competition, and how il has af· fcctcd the sport of hang gliding over the ycars. Roll Young has been flying hang glidcrs since 1975. Ile was first introduced to thc sport hy his father. Sound a little Well, actually, it was a perfectly normal situation. You sec, Ron's rathcr Bill, and his good friend Dix Erickson, wo11ld go down lo Cantamar, Mexico on the weekends lo ride molorcyc!cs. However, motorcycles were not 1hc only a1trac· 1ion. They were also very heavily into standard hang gliders. One weekend Ron was asked ir he would like to go along. He said yes, so they loaded up the whole family and off LIiey went. In those days Ron's dad was your basic king ol'thc hill, and with his built-in agility Hon was not hard 10 teach. So, hooked in1o 1hc Brock Rcdlail s1an· dard with lillle more than a rcw pieces web· bing, and guided by his father, Ron madc his first J'light down the sand dunes or Cantamar. They took turns f'lying this statc .. ol'-the·art wing until il was broken and could no longer he flown, then i1 was back to tile garage to replace downtubes and a leading edge. This soon he· came normal proccdurc for wcckcnd outings in

by Larry Walsh

the Young family, however, not without a little hesitation and dissatisfaction on the part of Ron's rnothcr, Char. We all know how morns can he when it comes lo our sport. Early inlo !he first year, Ron entered his firs1 competition at Escape Coun1ry in Southern California. Thc competition consisted of a distance and spoHamling contest. Remember that in those days just getting off the hill and hack to earth safely was a major accomplishment in i1sclf. Ron was so in1cnt on hiUing !he spol that upon realizing hc was going to stall, he simply parac.ln1tcd the glider to the ground from 50 l'cl:I. Why'/ Bccausc of that certain something that inspires some people lo push the limits in order to take home the gold. Wcll, all Ron took home was a couple of laughs. But decp down

inside he knew that someday he would take home a trophy. Why docs Ron enjoy com pct it ion? He told me flat out that he likes to be the centcr of aHcntion. He says that he~ gets a rush 0111 of performing in front of a livc audience; having people's total a1tcntion is as much fun as flying upside down. Ron didn 'tcompctc again until 1978 when he entered the regionals al Pinc Flats in San Bernardino, California. In this basic duration and spot landing contest he flew a UP Spyder and claims he did okay, but !hat it was more for fun than anything else. Ron says that acrobatics was his real calling. I le claims that he was turning a Mark Ill Dragonfly upside down with· out a parachute and doing it on a glider that had

l lJ\NC GUD!NC

skinny downtubes and deflexor wires. Because of concern for his safety on the part or Pete Brock and his fellow pilots, Ro11 wcnl 0111 and got a parachute. J ,atcr Ron started lest flying for UP, and now he was flying double-surface gliders. The Comet was the hottcsl thing lo hit the market and Ron could now expand on his aero·· batics. The next logical step was the Telluride World Acrobatic Championships in 1981. The fact that he was flying seven clays a week gave Ron the opportunity 10 practice his guts out. He did alright in the meet, hut it was just the beginning or his real acrobatics career. N inctecn eighty -lwo was to produce Ron's claim to farne. Again he entered the Telluride meet and lhis time he would win. Ron claims that to the bcsl of his knowledge he is the first person to safdy accomplish consceu1ive loops in a flex wing hang glider. On the first practice day of1hc mcc1 he did a few consecutive loops, and much to his surprise, after seeing this, five out of six of the olhcr competitors packed up and went home. The competition went on as scheduled mid Ron won. The prizes consisted of one free week in a condo that he rn:ver saw, a trophy tha1 he never received, and $150 that he did receive. (] think we can safely eliminate money as om\ of the incentives to compete in hang gliding.) What happened as a result of this meet, and others like the Owens Valley Classic, was that Comet sales boomed and soon everyone was building "Comet Clones." Double· surface gliders were the rage, and this marked a new era in glider technology. Ron 'snext competition look him to Beppu, .Japan. This meet also took place in 1982, and it would prove to be a much more sophisticated event than Tell mi de. The Japanese had 1101 been exposed to much in the way of acrobatics so it was really a big treat for them. The reel carpet was rolled oul all the way for Ron and five other American pilots. Transpor1a1 ion, billeting, food and drink were included in the I0-day, all expense paid trip to Japan. But it didn '1 stop then,. Politicians and citizens from miles around showed up lo wit· ness the spectacle. There was a hig parade, and Miss Beppu attended as well. To top it off, Ron MARCIi 1992

Ron gets radical at Elsinore, California. Photos by Ron Young. WOil. Ile received $1.,200 along with a beautiful stained trophy. The other pilots who participated in the meet were Dan Racanelli, Dave Gibson, Rob Kells, Steve Pearson, and another pilot whose name has slipped Ron's mind. Ron says that he is somewhat surprised that even to this day there is not much money in acrobatic competition. In any event, his main goal was to win. lie was dissatisfied with his performance in J 981 and his incentive to win in '82, in his own words, was to "kick some butt." Ron still can '1 understand why there isn 'I more acrobatic competition. "Everyone from pilots to layrncnjust loves to watch acrobatics," Ron says. The answer lo his question probably lies somewhere out there among promoters, advertisers and the general public. Anyone interested in putting on a $ I 00,000 show'/

After anal ionals competition and a CJ'OSS·COUllt ry event' rcsponsi bi Iities started lo creep into Ron's life and his career as a competition pilot ended. With a family to support he didn't have the time to be competition ready. But now that 'sall changed, and Ron's head is hack in the clouds and upside down. We will be much more of Ron Young in the future, and don't he surprised ifhe shows up with a few new tricks up his sleeve. Ron has been competitive in other sports as well, but mostly the competition has been with himself. I le adds that his 01hcr sports, including motocross, surfing and snow skiing have always put him in the air. It seems that no mattl:r what he is doing, somehow Ron incvita· bly ends up in the air. l le has broken seven sets of skis jumping from 60-foot cliffs. His motorcycles and bikes have also taken him into the sky by launching fhim home-built ramps and the like. Ron was also good on the trampoline and in gymnastics when he was in high school. So when it came to hang gliding, it's not hard to sec why the first thing to enter Ron's mind was acrobatics. Ron's hopes arc that, through acrobatic competition, perhaps the general public will sec that our sport is not the dangerous sport that it used to be. "People will realize that hang gliding is a much safer sport than they thought it was. Too many people have the impression that hang gliding is the same as it was 17 years ago," Ron says. "The gliders of today are much stronger and safer than ever before, so it's the pilot who screws up nowadays, just like in any other air sport." Ron figures that when big business people realize the advertising potential, acro-ba1 ic competition may he accepted as a promising spectator sport. Ron and all the other acrobatic competitors have truly made a hig difference in our sport. The contributions and sacrifices they have made arc eo11111lcss, and the time they spend perfecting their routines and their ma-chines is endless. The next time you sec an acrobatic pilot pcrf'onning in the yo11 can truly say that he, or she, is one oflhe Champions of hang gliding. II

SEcoND 10 lAST Ct\MK E 10 flOOK· \N 0

Hook-In Signs, Gadgets And Electronic Alarms by Harry Martin THE HOOK-IN PROBLEM What is it in our brains that allows us to run off launch ramps with full confidence to fly, but oblivious to making that safety link between body and flying machine? What human trait grants us the audacity to fling our bodies into the air like the mindless lemmings of the arctic without first checking our hang straps? Maybe it's nature's way of getting rid of the less fit-the ones that survived childbirth thanks to modern medicine-or the ones saved by a society that enforces laws designed to protect people from themselves. Maybe our sport's collective consciousness is so diluted with ill-thinking, intellectually-deprived pilots that nature is now getting even with the techni-

cally advanced idiots who fail to hook in. I dunno. Isupposeit'swhatlreferto as "Oafism," a disease of the mind, the s011 of thing that happens when you push the wrong button on the vending machine to get a candy bar, and get a bag of stale peanuts instead. You saw the right button, you reached for the right button, and yet you pushed the wrong button. "What a jerk," you think to yourself, and put more money in the machine and try again. In hang gliding you 're lucky to get a second chance when you fail to hook in. We don't fly with air bags, seat belts or protective cushions to protect us against hard impacts. We can't. We wouldn't be able to pick up all the safety equipment we'd have to install on our

foot-launched gliders. Our soft, fleshy bodies fair poorly against lichen-covered basalt, so we rely on our highly developed intellect to prevent such mishaps. Unfortunately, that intellect has failed a few of us. I know some pilots in my club who have failed to hook in. They never dreamt it would happen to them; but despite their best efforts it happened. I believe this is one area of our sport that needs improvement. To help eliminate oafisms, we have some pretty ingenious gadgets and rituals that can make that critical safety check a sure thing every time. I wish to explore some of those hook-in devices, touching on the pro's and cons of each of them, and then proceed with a description of HANG GLIDING

ABOVE: Left-glider on ground prior to setup. Velcro keeps alarm in place. Right-complete setup, demonstrating pulling of arming pin as cover bag is removed. flyers can continue to defy gravity. My thanks to Bob Lafay for his efforts to save my ski11.

GHASTLY GADGETS

Alarm with gasket----arming pin in place.

Close-up of sensor plates. Note that plates arc tacked inside of hang strap with thread. my own personal electronic hook-in alarm. Keep in mind that these arc all good ideas, and all could be used to prevent failures to hook in.

HOOK-IN SIGNS The first item is the visual warning. It is usually located in the vicinity of the launch ramp if nol trampled by a previous pilot or vandal. Pro: The hook-in sign will remind you that the unseen forec of gravity is about to be tested, with YOU being the subject of the next cxpcrirncnl. YOU will sec this sign and think to yourself, "Am I hooked in?" and make that last visual check to verify that the earabiner is in fact locked into the hang strap. YOU will get a MARCH '1992

valuable hang check from your trusted companions, and just prior to launch, to prove to yoursclf tlrnt you arc hooked in, YOU will lift your glider up so high that you can feel the hang straps. Con: The lights arc on but nobody's home. You sec the sign so many times that your mind learns to blank it out. How many times do you read a sign until it is ignored? You didn't sec that yom carahiner wasn't hooked in; what makes you think you 'II see a sign that your brain doesn't read? Your eyes will not believe what your hands have failed to do when it's too late to hook in. !'crsonal Opinion: Hook-in signs work. Cartoonist Bob Lafay, has painted some rather clever signs that catch my attention prior to launch. It seems that there is a new one posted every other time I visit the launch ramp. I can't help but think about safety after seeing one of his signs. I would suggest that each club produce several different and unique signs, and post them on a rotating basis so that frequent

Some pilots use add-on gadgets to "flag" them when they are not hooked in. There is one in particular that scares me. Jack Wathey wrote about a bungee and nylon cord device (sec the October '91 issue, page 26) which I have seen in a previous issue of /lang Gliding. Another one by Henry Bocsscl (sec the January '92 issue, page :i I) is similar to Jack's, but appears to he a belier design. Pro: 11 's cheap and easy to use. No battcr-ies required. Relics on elastic material and gravity. As long as you remember Lo hook into all three loops, you wil I not sec the warning f'lag hanging down. J\s long as you arc not blind, the device will do its job. Con: You now have three loops in which to lock your carabincr. What do you think will happen if you just hook into that one thin nylon loop that pulls the bungee, and forget the pri· mary and backup strap? (It can happen. J\ftcr all, pilots fail to hook in without this gadget.) The design is no better than none at all. Too many straps and cords hanging down can result in added confusion for a new pilot who is suffering from input overload, the same input overload that almost got me on several occasions. I like the idea or a single hang strap myself, though I do use a backup. Suppose the f'lag docs not hang down f'ar enough because it is clinging to some other material? This device relics on the pi lot to make sure it is sci up prior to use, and needs a preflight check. Again, if

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you unhook for some reason and fail to hook in a second time because the flag got caught on something, you are in danger. And one more loop from which to unhook means one more hassle in an emergency. Personal Opinion: The chances of hooking in improperly when using a bungee cord warning device may be greater than not using one at all. I would not want to hassle with more than one or two loops during hook-in. Never underestimate the power of a simple hang check. As Jack Wathey admitted, his instructor gave him a visual hang check that saved his bones and glider from possible destruction. Given the choice between Henry's and Jack's design, I'll take Henry's. HIGH TECH ELECTRONIC HOOK-IN ALARMS So, what other gadgets are there to warn of failure to hook in? Let's look at electronic

devices. To my knowledge, there are presently two ideas festering in the background, my unpatented hook-in alarm and John Gray's patented hook-in alarm. The devices use a sensor to detect the carabiner, a level sensor to detect when the glider is straight and level for launch, and a rather loud buzzer or siren to alert the pilot that a failure to hook in has occurred upon picking up the glider. Pro: The electronic hook-in alarm eliminates a third loop to pull away a visual flag. The carabiner sensor can be attached to the primary or backup hang strap and greatly simplify the hook-in procedure. No additional hookups, wires or gaudy accessories are needed to warn the pilot. A sufficiently loud buzzer will warn the pilot that he is about to launch without hooking in. Due to the unique sensor design, hooking and unhooking are no different than when not using the alarm. The level sensor prevents the alarm from sounding while setting up the glider,

and since the alann would only be active during launch, the battery should last a couple of years. Con: It needs a battery. What if the battery dies the same day you forget to get a hang check? Suppose a switch breaks during a bad landing. Will it work the next time around? Will dirt and dust enter the mechanical parts and muck up the delicate electronic guts? How about false alarms? How long will you be willing to listen to an obnoxious alann before you get feel up with the device, rip it off your glider and stomp it into the ground? Besides, the sensor, wire and little black box look kinda nerdy on a sleek gliding machine. Personal Opinion: The electronic hook-in alarm works. I've seen John's design work, and my "final" design (at some point you have to shoot the engineer and get on with production) is on my glider and has been working for some time now. The electronic guts and switches can be made weather and shock proof. The battery HANG GLIDING

can be replaced before it would ever fail (you fly with a battery in your vario, right?), and developing better preflight habits should minimize false alarms. Quite frankly, I do not believe any of these devices, by themselves, will prevent failures to hook in. There will always be someone, somewhere who will just oaf out. But I believe the chances of making such a mistake can be greatly reduced. All of the above devices, along with the tried-and-true hang check, will minimize the number of accidental failures to hook in. I know there are more pros and cons for each of the above, so where does that leave us? Hopefully, a majority of us will take advantage of some or all of these ideas for safety, and reaffirm good preflight habits. A PERSONAL ELECTRONIC HOOK-IN ALARM Of all the great articles that appear in Hang Gliding magazine, I find Doug Hildreth's accident reports the most illuminating. We can learn from the mistakes of others, and the recent significant increase in the number of pilots who fail to hook in greatly disturbs me. I can't help but wonder when it may happen to me. Knowing my own limitations, and realizing that I could suffer a severe oafism, I decided to design my own hook-in alarm. In 1988 I built a working prototype and tried it out on a pilot friend to see what would happen. It had an obvious design flaw and was laughed out of existence. So I tried all sorts of designs in the privacy of my own harness when no one was looking. I played with magnetic sensors, infrared optical sensors, spring-loaded switches, bungee cords and other crazy schemes. The most difficult thing about the whole project was figuring out how to install an indestructible, nice looking. inexpensive sensor in a soft, mushy hang strap. I wanted something that would detect the fact that you were hooked in through the simple act of hooking in, without the need to pull on a third loop or plug in a connector. The sensor needed to be easily installed on any glider without hassle, and it had to work with any arrangement of the carabiner. The hang strap offers no support for a rigid sensor that must be in close proximity to the device that it is trying to sense. The carabiner flops around and changes position in the strap. This problem was to be a thorn for quite some time.

MARCH 1992

"The hook-in alarm is not meant to replace the hang check, but only to act as a backup should other safety checks fail ... I would encourage glider manufacturers to consider installing such a device as an option." I finally worked out a design which I would like to share with everyone. I can only hope that this idea will spur people to either build the device, or demand that glider manufacturers look into installing such a device as an option on your next new glider. So what is the great solution? It's simple: the carabiner is metal and therefore conducts electricity. It is a very simple matter to install two very small metal plates inside your backup hang strap. The two metal plates are connected to wires that go to an alarm circuit. As soon as you hook in, the carabiner makes contact across the plates and deactivates the ala1m. Thus, your carabiner acts as a switch to close a sensor circuit. Since the carabiner is the switch, there is nothing to wear out, get dirty or replace except for the carabiner itself. But, as with any piece of equipment, it is only as good as the person who uses it. Use it correctly and it could save your life. It only has to work once to prove a point, as did the first pilot who was saved by a backup parachute in the 70's. 1 hope to hear someday that a pilot was saved by either John's design or mine.

CONSTRUCTION AND THEORY OF OPERATION As mentioned, the carabiner is the switch for the sensor in the hang strap. That leaves the alarm circuit. My alarm circuit utilizes two timers and the actual ear-piercing buzzer. One timer delays turning on the alarm for a couple of seconds to help reduce the number of false alarms. The other timer delays turning off the alarm so that after a couple of minutes of a 78-decibel earache it will shut clown to save the battery. I

figure that if you don't take action to hook in during those first two minutes, you 're either deaf or nowhere near the glider. I have included the basic schematic for the overall circuit except for the actual alarm guts. Ninety-nine percent of the parts can be found at Radio Shack. Almost any simple electronic alarm can be used, and it does not have to include delays. Removing the delay circuitry greatly simplifies its construction, but this was a feature that I wanted in the overall design. The buzzer is a piezo electric transducer that screams as loud as a crying infant who wants attention. It was tested to be quite obnoxious from 12 volts DC all the way clown to three volts DC. I used CMOS parts to get a wider operating voltage range. A nine-volt lithium battery should last longer than the hang straps on my glider. When the glider is tail down for setup, breakdown, or standby prior to flight, a mercury (Hg) bulb tilt switch turns all power off and resets both timers. As soon as the glider is lifted and is level for flight, the mercury tilts to the other side of the bulb, powers up the circuit, and starts the timers. If the carabiner contacts the sensor both timers are reset, and the alarm is disabled until you unhook. If you unhook while the alarm is active, both timers restart and will time out all over again. Thus, in my design, much attention was given to preserving battery life, and making sure that the timers would always restart no matter when or how often you unhook or hook in. The carabiner circuit is sensitive enough to detect a finger across the contact plates, so that even the dirtiest carabiner (steel or aluminum) will be detected. The contact plates that mount in the hang strap were constructed from pieces of non-anodized aluminum. Stainless steel would be better, but aluminum is easier to work with, with limited hand tools. The plates where mounted (are you ready for this?) to the wood pieces of a clothes pin. Yep, I discovered that the spring between those two pieces of wood provided the perfect tension to keep the plates against the carabiner. I experimented with bungee cord material, but discovered that with time the bungee weakens and loses its grip (the stuff just gets tired). The plates were then sewn into the backup strap using just a few stitches. The sensor is easily inspected for damage and can be moved to a new strap should the backup ever need replacing. With just a little care, I expect the sensor to last the rest of my natural flying life. I chose to put the plates 29

inside the backup to save wear and tear on the sensor. Should I fail to hook into my primary strap, at the very least, I would be hooked into my backup. The last thing I added to the design was an arming pin. The anning pin is attached to the glider cover bag with a long cord. As long as the pin remains in the alarm it is disarmed and off, to save the battery no matter what position the glider is in. When the cover bag comes off, the pin pulls out to arm the circuit. Thus, the pilot does not need to remember to turn on the alarm. As an alternative, a flag could be attached to the pin instead of the cover bag. The pilot could then remove the pin prior to flight, eliminating possible false alarms while ground handling the glider. If the pilot forgets to put the pin back in after putting the glider away, the second timer will automatically shut down the alarm to save the battery. The arming pin contains a small bar magnet that activates a normally open magnetic reed switch. When the pin is in, the reed switch opens to kill battery power. When the pin is pulled, the switch closes to turn on battery power. A reed switch was used so that it can be sealed from the weather. Everything was neatly tucked inside the plastic housing that I constructed from PVC end caps. The pin can be inserted from either side into a plastic sleeve. Thus, I have a circuit which is fully protected from moisture and dust. All parts are mounted with epoxy adhesives and a little super glue here and there. The

Hg bulb switch is sandwiched between layers of foam tape to provide shock mounting and the plastic housing was cut and shaped so that it will fit flush with the keel. A piece of foam rubber seals the battery compa11ment from the elements and the whole thing is held in place with some of our favorite material, velcro. The photographs of the installed system show that it requires very little room to install. As a matter of fact, I have another design that slips right into a downtube, so if it weren't for the sensor wire you wouldn't even know it was on the glider. Another design could be easily installed into the hollow keel of any glider, since control bar configurations differ. THE FUTURE This is where I put in a pitch for glider manufacturers to consider designing keels to house such a device. How much trouble would it be to incorporate a small compartment to accommodate a battery and alarm? The battery could be slipped into the keel near an endcap, with the rest of the circuit closer to the kingpost. The whole circuit is inexpensive enough to be considered disposable. It could be installed on all gliders as a feature, then it would be up to the pilot to decide whether or not to use it. The most common reaction from seasoned pilots is: "That's a great idea for students." Old salty flying dogs may not go for this, so there may not be a market for an electronic hook-in alann. But I remember when I bought a parachute in 1978 when no one wanted them. A

Ball Variometers, Inc. ~r \

lllaL

-------: 8 8 -:

6595 Odell Place, Suite C Boulder, CO 80301 (303) 530-4940

Ball Proudly Announces The Model M22. The new standard for paragliding. Whether you compete or not, we'll help you be a soar winner.

Comes with our standard 1 year warranty (void if submerged). See your local Ball dealer for details. For inquiries, call 1-800-729-2602 • Fax (303) 530-4836 30

week later I was getting calls from my flying buddies begging me to let them borrow it. Their plea was: 'Tm going to do some heavy duty flying this weekend, can I please borrow your parachute?" What kind of flying were they doing prior to that weekend, sissy flying? I told them to get lost as I hugged by new parachute. So now I've got my hook-in alarm and a parachute that I've never had to use. Will anyone buy it? Does anyone want it? It remains to be seen. The whole argument for having one is easily shot down by the fact that hang checks cost nothing. It is my opinion that hook-in signs, stringy gadgets, alarms and hang checks will all help to prevent failures to hook in. I hope my electronic solution encourages more pilots to experiment with such devices. The hook-in alarm is not meant to replace the hang check, but only to act as a backup should other safety checks fail. Should I ever be the last pilot off the mountain with no launch assist for a hang check, I'm betting that it will prevent a failure to hook in. I would encourage glider manufacturers to consider installing such a device as an option. Maybe someday a doctor will invent a pill to cure oafism, and we will never read about failures to hook in again. •

Inquiries and requests for further information about this alarm can be addressed to: Harry Martin, 706 Tudor Cir., Thousand Oaks, CA 91360.-Ed.

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

M22 (Standard Model Shown) HANG GLIDING

by Bob Ormiston

The pmposc of this article is to discuss the idea of using a drag device to provide effective glide path control and easier landings for high-performance hang gliders following my earlier comments in the Oct. '9 l issue of Hang Gliding. (This seems to he a hot topic. See Mike Sandlin'.1· article in the last issue. - Fd.) In our quest for ever-improved foot-lmmchcd soaring flight, we take the not ion or control for granted. This generally means going where we want (navigating) and maneuvering as we want(lurns, banks and acrobatics). But unlike the airplane pilot who has a throttle for up/down control, we have only indirect up/down eontrol---l'inding lift to go up and flying fast 10 come clown. And since the high speed glide of lhe modern glider has improved so much in recent years, the clown control is now pretty limited. Since we need it MARCJT 1992

only infrequently, we lrnvc been slow to recognize the loss, and nothing has been done to rcctiry it. II makes no sense to design a hang glider to soar efficiently in thermal conditions, hut lose an essential clement of control in those same conditions. The standard Rogallo that launched the modem sport of hang gliding over 20 years ago had very limited soaring capability. A typical 22-foot span, 205 square-foot wing had a minimum sink rate of about 400 lj1m and a maximum L/D of about 4.5. Parasitic drag area (a measure of the lift-imlcpcndcnt drag) was over 20 square feet. Al about 40 mph the sink rate increased to over l ,000 fpm, the L/0 dropped to about two or three, and in steep turns the sink rate could he downright alarming. A typical modem glider has 35% greater span, 35°1<1 less area, and 65% less parasitic drag area than the primitive stan-

dare! Rogallo. Minimum sink rate now approaches 200 lim1 and L/D approaches 12. In a straight glide at Vnc, the maximum sink rate is roughly 500 fpm, not much more than the minimum sink rate of the standard Rogallo. In moderately strong soaring conditions-"--· say, 500-700 fpm lift----thc modern glider has clTectivcly Jost much or its descent capability. Simply put, there arc times when it is very difficult to descend out of strong lift, escape whiteout in clouds, or terminate a flight for whatever reason, simply bceausc the lif't exceeds the glider's sink rate. If the pilot wants down, he has to core sink or resort to extreme dive speeds or acrobatic maneuvers if the lift is persistent (shear, convergence, strong ridge lift or cloud suck). And even that docsn 't always work. II should not he necessary to risk strnctnral failure or upset in turbulent air simply to

lower one's altitllde. Tl1e modern hang glider is in need of some means of direct descent capa· bility, and the most obvious way is to provide the pilot with increased drag when desired. Another night characteristic of hang glicl·· ers that has been compromised in the quest ror high performance is case of landing. During the early s!ages or hang glider evolution some pi· lots used small drogue chutes (roughly three to four square feet) to make landing approaches into restricted areas easier. They never caught on because the problem was not really that serious at the time, hut that's not so true today. Forttlnately, the teclmology is readily available to clTecLivcly mect thc'.se needs, and the purpose of this article is lo explore some of the possihili· tics. Performance The glide polars in Figure l (graphs or sink rate versus flight velocity) illustrate the basic as· pects or glider aerodynamic performance and show what can he achieved with added drag area for a typical high··pcrf'ormance glider or I (i5 wing area and lb. gross weight. These results arc, calculatccl based on rqircscn·· tntivc aerodynamic data. The clean glider has a maximum L/D or about 11 and a minimum sink rate or about 190 fpm; at (46 mph) the sink rntc is 500 rpm at angle or attack (/\OJ\). Of course, the sink rate is greater al higher hut the pitch control limit that occurs when the bar is fully pulled in (near V11 c) prevc:nts the glider from trimming al higher airspeed (lower /\OA). If not for this pitch control limit, our typical glider would reach aterminal velocity or 136 mph in a vertical dive at ,.cro AO/\-- a sink rate of nearly 12,000 fpm ! Even if we could fly faster than Vm:, it is unwise to excccd the I IGMA-placard and risk possible struclmal rail urc induced by turbulence or maneuvers. /\t lhc other end of the speed range, stalling the glider docs 1101 produce high sink rates and docs not permit effect ivc control of the, glider. The only way to substantially increase the glider sink ratl, in straight flight is to increase 1 includes glide polars ror the drag, and our typical glider equipped with 8, l 30, and 50 rt.2 of added drag area. This drag causes a large increase in sink rate compared to the clean glider, espc:cially at high airspeed. In fact, the incremental sink rate produced by the added drag increases with the cub(: of velocity, that is, if velocity is doubled, the additional rate of sink is increased eight times! The added an,a also reduces the terminal velocity. For example,

VGB consln1ction detail. Photo by the author.

/\IRSPEED, mph

120 140 100 0 20 40 60 80 0·-l,.-·--•·-·---1·--~·-··7()L..~~-·--..L.....--~----··J. --,-~.~-....l---·-'""'"~-L-..-,.~~i

Vertical Dive, Sink Rate Terminal Velocity

Airspeed

12 Figure 1. Effect of added drag rm glide polars in straight flight.

with 15 or added drag area the terminal velocity and the terminal sink rate arc reduced to about half those of the clean glider. At V11 e added drag area provides about 1,800 the 15 fpm sink rate, more than three times that of the clean glider! /\nd for 30 the sink rate al V11 e increases to about 3,000 l'pm. It is interesting to compare thL:sc drag areas to an emergency

backup chute. As shown in Figure 2, a 22-·foot backup chute (210 n.2 added drag area) clearly reverses the sink rate trend because the terminal velocity is reduced so much that the terminal sink rate of 2,000 fpm is less than the smaller drag devices provide. The drag polars also include cross-plots to point out some interesting details about how ITANC: CLJDINC

8 AIRSPEED, mph \

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. 150 ::.::' z

Added Drag Area, ft2 Figure 2. Variation of sink rate with added drag area, optimum drag area, and effect of pitch control limit.

glider sink rate varies with added drag area when the AOA is fixed. Each AOA corresponds to a given bar position; the limiting trim dive condition of 5° AOA occurs when the bar is fully pulled in-roughly corresponding to Vne for the clean glider used in these examples. The 5° AOA cross-plot on the drag polars shows how the "bar-stuffed" sink rate and airspeed vary as drag area is added. Note that the airspeed falls below V ne as the drag area is increased, and that the sink rate for a given drag area is less than if the airspeed could be kept at Yne· As the drag area increases beyond a certain size, the sink rate actually begins to decrease, indicating that for each AOA there is an optimum drag area that maximizes the sink rate. To show these effects more clearly I have plotted the sink rate versus the added drag area in Figure 2. For a constant 5° AOA (bar stuffed) the optimum drag area is 70 ft. 2, which provides a maximum sink rate of 2,550 fpm. Figure 3 also shows clearly the reduction in sink rate caused by the 5° AOA pitch control limit reducing the airspeed below V ne· For example, with 30 ft.2 added drag area, the 2,000 fpm sink rate at the 5° AOA pitch control limit would be 2,goo fpm at Vne if the control limit could be ignored. The terminal dive sink rate is also included for comparison. Note that the tenninal sink rate decreases to the V ne sink rate when the added drag area reaches about 50 ft. 2. Effects of Turns Steep turns clearly will provide increased sink rate, but the G forces and turn rates can be disorienting, high bank angles reduce the margin against upset in turbulence, and continuous 360's may not be an option in situations where MARCH 1992

really kicks in and gives much more sink rate capability. For example, at 60° bank angle the airspeed can reach 55 mph before the 5° AOA limit is reached and with 15 ft.2 drag area the sink rate exceeds 3,000 fpm! By comparison, 55 mph in a 60° bank with the clean glider gives just 1,000 fpm. Thus, steep turns can provide significant sink rate capability for the glider, but practical considerations again make added drag a much more preferable solution. In summary, the results in Figures 1-3 show that a reasonably-sized drag device is capable of producing very substantial sink rates at practical airspeeds.

O+-~-'-~-'-~-'-~-'-~'------''--~'-,----''-----'~---'~---'-~-;

Vertical Dive, Sink Rate= Terminal Velocity Airspeed

Figure 3. Effect of banked turns on sink rate.

downwind drift must be avoided. Nevertheless, it is useful to compare the sink rate produced in turns with that by added drag. Figure 3 shows glide polars for steady turning flight at bank angles of 0°, 60° and 75°, both for the clean glider and with 15 ft.2 added drag area. We can see that moderate bank angles have no significant effect on sink rate, but for 60° bank angles and higher the sink rate increases substantially. One beneficial effect of bank angle is that, for a given AOA, a higher airspeed can be attained in steep turns than in straight flight. The banked turn in effect alters the pitch control trim limit to allow airspeeds considerably higher than V ne to be achieved. But at the same time the stall speed increases substantially with bank angle. The maximum sink rate for the clean glider at V 11e is about 2,200 fpm at about goo bank, where the wing reaches stall AOA. However, such extreme bank angles are not really practical since the load factor goes from two G's to over four G's from 60° to goo bank. Some pilots may feel that consecutive wingovers are the fastest way down. I can't easily calculate the sink rate in wingover maneuvers, but most likely the pullouts between successive wingovers greatly reduce the average sink rate so that steep diving turns probably produce tl1e highest sink rate. The effect of adding 15 ft.2 drag area on sink rate in banked turns can be seen in Figure 3. At V ne the sink rate increases from 1,600 fpm at 0° bank angle to 1,800 and 2,250 fpm at bank angles of 60° and 75° respectively. And if the pilot chooses to exceed V ne, the added drag

Evolution Of The VGB Concept The choice of drag area for a particular application depends on the objective. Since continuous strong lift conditions exceeding 1,500 fpm are relatively uncommon, I chose this as a rough sink rate target for my drag device experiments. At a Yne of 46 mph this works out to about 15 ft.2 of drag area. My investigations initially focused on the traditional drogue chute and I chose a deployed chute size of about four to five feet diameter. Since I considered controllable deployment/deflation to be essential, I first began vehicle testing to explore reefing and deployment techniques. An apex line was effective for deflating the chute, but I quickly learned that redeployment was nearly impossible. Upon deflation, the chute simply collapsed into an uncontrollable mass of fabric. I also discovered that large amplitude oscillations are difficult to eliminate. In view of these problems I abandoned my efforts with drogue chutes after a very limited number of test flights, although these tests did confitm that glider handling was not noticeably affected at normal airspeeds or in shallow turns. The oscillations were rather undesirable, however, and I released the chutes before landing. More recently I have learned that Mike Sandlin of San Diego has found an

Figure 4. VGB schematic operation.

ingenious solution for the drogue chute problems by positioning the chute so that the keel extends through the apex hole of the chute itself. After my drogue chute experience I felt that I needed a mechanically controlled device attached to the glider to enable redeployment capability and avoid the oscillations of a chute. I considered the idea of wing-mounted spoilers but I was reluctant to risk altering the basic pitching moment or stall characteristics of the glider without having access to a glider test rig. A keel-mounted device seemed to be most suited for my purposes. The Variable Glide Brake (VGB) is similar to a common umbrella and uses a 1.0-ounce ripstop nylon fabric surface with radial spokes that are hinged to the keel and forced open by struts attached to a ring that slides fore and aft on the keel (Figure 4 and photos). The six 2.5-foot tubular aluminum spokes form a 150° hexagonal cone, apex forward, of roughly 15 ft.2 drag area just behind the wing trailing edge. The pilot pulls the deployment line just like a VG cross bar system, cleating it to hold the variable glide brake open against air pressure. To retract the device, the pilot simply releases the deployment line from the cleat and the drag force collapses the system. A final pull on the return line retracts the spokes and struts snug against the keel. The VGB and deployment lines require no assem-

bly or rigging during setup and the glider stows normally in the bag with the VGB installed. The prototype VGB was constructed as a modular unit that could be quickly installed or removed from the glider and was over-designed for strength and ease of construction. The weight of the cmTent system is 4.5 lbs. and a four-pound counterweight at the nose brings the total weight to nearly nine pounds. For an optimized system, a counterweight would not be required and I would expect that the total weight could probably be kept down to about two pounds or less.

Testing I felt that the VGB concept would lend itself to careful step-by-step testing both on a ground vehicle and in flight so that I could check out all aspects of system operation with minimum risk. My main concerns about the concept were: 1) changes in glider pitch trim, especially due to the high keel angle of my GTR, and 2) buffet induced by the airflow spilling off the sharp edge of the fabric surface. The first concern was largely settled when photos of wool tufts attached to the keel showed that the local airflow direction was almost parallel to the keel due to the induced downwash behind the wing. Initial ground testing involved static load tests of the VGB structure in excess of 100 pounds, and vehicle testing of the deployment/ retraction mechanism, buffet and aerodynamic

loads at speeds in excess of 45 mph. Vehicle testing immediately confirmed that deployment and retraction were simple and straightforward and the fabric smface showed no tendency to buffet or flutter when fully deployed. Of course as the spokes begin to extend, the slack fabric flaps and flutters but it becomes taut and stable at full extension. At this point I was very encouraged and anxious to begin flight testing, and I installed a reduced-size fabric surface to minimize any unfavorable effects on the glider trim or handling. The first flights turned out to be highly successful. The small-size fabric surface was easily deployable, completely flutter- and buffet-free, and did not affect the glider trim or handling at all. I then installed the full-size fabric surface and quickly progressed to about two-thirds of full deployment until the increased deployment force prevented further extension. After rigging a simple pulley assist system and adjusting the placement of the deployment line and cleat, extension and retraction of the VGB became as simple as operating the crossbar VG system on my GTR. Although I proceeded very conservatively, it quickly became clear that the full-size VGB had very little effect on the glider except for the noticeable increase in sink rate. Perhaps the biggest surprise was the complete lack of flutter, buffet or vibration. In fact, it is a little eerie to look back and see a large sheet of fabric right behind your feet, plowing broadside through the air without any flapping or vibration. The speedbrakes on a modern jetliner produce a rough ride by comparison. I can only smmise that the shape of the VGB produces a stable, low turbulence wake region that minimizes the fluctuating forces on the fabric surface. The second pleasant surprise was the lack of any significant effect on glider pitch trim in straight flight. Evidently the resultant drag force is aligned with the keel and imparts negligible pitch moment about the harness suspension point. With the VGB deployed in straight gliding flight at moderate speeds, the glider responds pretty much as it does in the clean condition. Response to small lateral control input is pretty much unchanged, although the effective tail area of the VGB (both vertical and horizontal) increases stability slightly, and the glider seems a little less likely to oscillate in yaw. This difference is not very obvious because the GTR is very docile to start with. The spiral stability seems to be unchanged. The decreased L/D lowers the pitch attitude slightly, but this is HANG GLIDING

barely noticeable at low speed and is only a little more apparent at high speeds when the drag is significantly increased. The VGB seems to have no significant effect on stall behavior. Precise data on VGB sink rate performance is not so easy to come by. The numbers I have were obtained by comparing Litek vario readings in smooth, zero-sink. ridge lift conditions with the VGB alternately deployed and retracted to determine the incremental effect of VGB drag. At minimum airspeed the effect of the VGB is smallest, adding only about I 00 fpm to the 200 fpm (estimated) sink rate of the clean glider. To be really effective, the glide brake needs to operate at higher airspeeds. At the maximum sustained dive speed of my GTR, slightly in excess of 40 mph, I estimate that the VGB adds about 500-700 fpm above the normal sink rate of the glider, for a total of 1,000-1,200 fpm. So far I've had too few altitude flights to be able to directly determine the combined glider/ VGB sink rate in non-lifting conditions. In maneuvering flight the handling characteristics are again quite conventional. When initiating a turn with the VGB deployed, the nose tends to drop a little more than normal because of both the higher drag and the increased pitch damping of the VGB. The latter effect occurs because a banked turn inclines the airflow upward behind the wing so that the VGB produces a nose-down force like a horizontal tail surface. A little more forward push on the bar is needed to compensate, but once the turn is established, this tendency seems to di-

minish and the glider seems to handle 1101mally in 360° turns. The sink rate in turns is definitely increased but so far I have only flown medium speed, moderately banked 360's and I need more flights to get real data. I have not yet attempted steep banked or high speed 360s and I expect relatively high sink rates(> 1500 fpm) in such maneuvers. Moderate turbulence seems to have no significant effect on the VGB/glider response. So far I have not flown in mountain thermal concli tions, so have not yet experienced the effects of strong turbulence on the VGB. Landing Characteristics It has been my observation for a number of years that modem high performance gliders have become substantially more difficult to land, due to both the high L/D and increased wing loading. The higher speed approach, extended float in ground effect, and the criticality of timing the flare pushout, all contribute to a higher proportion of poorly executed landings, especially in difficult conditions~no wind, high, hot, turbulent or downhill. A substantial increase in glider drag would greatly reduce the float distance, and probably simplify timing the flare pushout, not to mention improving the ability to safely maneuver during approach into a small landing area. Spot landing accuracy greatly improves when small airspeed changes provide large glide angle changes. All this is offered by increased drag from the VGB. That's the theory, but so far I have only begun to explore the actual landing characteris-

tics of the VGB. I am a little concerned that the horizontal tail effect may reduce the ability to fully raise the nose during the landing flare. Keeping the VGB lower spokes clear of the ground during flare may also be a possible distraction to c01Tect flare technique. So far, I have not felt any problems in the light to moderate wind conditions at Funston, but on the basis of only a couple of no-wind landings at Eel Levin, I'm not so sure. So far it's too early to tell if these are real problems; more testing is necessary. One thing is obvious, however, and that is that the landing approaches with the VGB are very steep and any annoying floating in ground effect is virtually eliminated. Current Status This account of VGB deployment describes results in progress. Since the prototype hardware is not optimized for weight or simplicity of construction, more work is needed here. By using lightweight flexible spokes made of fiberglass or similar material, and moving the VGB forward on the keel, both the weight and the ground clearance can be substantially improved. Yet to be confirmed are the sink rate pe1formance capabilities at the highest flight speeds and in steep turns. I am also very interested in exploring more fully the landing flare characteristics of the VGB. But I think the results so far are promising enough to suggest that a practical, effective sink rate capability is easily achievable for high pe1formance hang gliders. •

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Thermal Rider

Micro Vario

Cloud Devil

by Dennis Pagen

l-L'\NC GLlD[NC

Last month we covered the versatile instrument decks from Ball Varios. This time we look at some instruments designed for hang gliding that you probably didn't even know existed. Furthermore, you probably didn't even know you needed them. Perhaps by the time you finish this piece you will change your mind.

THE CLOUD DEVIL AirEngineering offers a "tum coordinator" specifically suited to hang gliding. What? You say you can coordinate your turns perfectly well? Not in a cloud you can't. The Cloud Devil is intended to be used for those unexpected whiteout occasions. Anyone flying in the Owens Valley or a host of other areas knows that despite our best efforts to remain 500 feet below cloudbase, episodes oflong-lasting ineluctable lift can leave you wallowing in a white haze. The Cloud Devil is not intended to allow you to fly into clouds at will, but is a safety device that affords you directional control if a cloud devours you against your will. All pilots should know that compasses are useless in clouds once turbulence or turns start them swinging due to anomalies in the earth's magnetic field and compass lag. Furthermore, disorientation is quite possible in a cloud since your vision, middle ear and force senses can deliver conflicting messages to your brain. This author has been inside clouds about ten times (most of them unintentional) in places like Brazil, Greece and Guatemala. Each experience left me wishing I had an instrument I ike the Cloud Devil. Here's how it works. The sensing unit (see photo) mounts on your keel with velcro straps. It sends a signal down a wire to the readout unit mounted on your control bar. When you are in straight-and-level flight the dial reads zero. In a turn the needle points to the tum direction and rate of turn or bank angle. With this device you can maintain level flight and thus a heading, or a constant turn in total zero conditions. The sensing unit is the secret to the Cloud Devil's diabolically precise turn detection. Inside the handsome gray box are two tiny gyroscopes driven by an equally miniature motor. You know those crazy gyros never want to react normally, but resist changing their orientation once they are set spinning. As a result the gyros input a force to pressure sensors when your glider turns. The direction and amount of this force dictates the signal to the readout unit. MARCH 1992

The Cloud Devil's gyros are oriented with their axes parallel to the keel, so they sense yaw which directly relates to tum rate in a hang glider. The beauty of this anangement is that the gyros don't sense roll at all, so the instrument can be turned on in a tum or when bouncing around and it will still read correctly. A simple switch on the readout unit lets you start and stop the system at will to conserve batteries-no sense in sensing your turn sense when you're clear of clouds. The Cloud Devil's batteries are rechargeable with a 110-volt charger or an optional wall and car battery charger. They typically last three hours per charge, which is plenty of cloud time. An optional six-hour battery is available. Security is not cheap, but the high-tech ball bearing-mounted gyros and motor will last a lifetime. The complete Cloud Devil retails for $359. The combination charger sells for $19 and the six-hour battery for $24. For more information or to order contact: AirEngineering, 401 PineSt.,Signa!Mtn., TN37377 (615)8866487. The designer of the Cloud Devil is an aerospace engineer from Germany by the name ofGi.inther Spitzer. I met him last summer in the Owens Valley where he introduced me to his unit. As fate would have it, a particularly virulent cloud sucked me up and I obtained handson experience with the Cloud Devil. The instrument worked perfectly and was very reassuring in a potentially terrorizing situation.

THE THERMAL RIDER Our next instrument is a thermal and sink detection device. Here's the theory: Rising air is warmer, sinking air is colder. Between the two is a temperature gradient that may be detected with a sensitive temperature sampler. Sailplane experimenters have tried to create such an instrument at times in the past, but only recently have sensing components been produced which are up to the task. Thermals may only be a degree or less warmer than their sunounclings, and temperature differences across the span of a glider away from the thermal will be less than that. The Thermal Rider uses the1mistors that register 1/10th of a degree Fahrenheit changes in 11300th of a second. The Thennal Rider consists of two temperature sensing vanes to be mounted below a glider's left and right wing tips (out of the sun).

These are connected by lead wires to the master unit that mounts conveniently on your control bar (see photo). All there is to Thermal Rider operation is to plug it in and go flying. In the air you get two displays. One compares left and right wing sensors. A symbol on the left of the display begins to blink when the left wing is in warmer air than the right and vice versa. As the temperature difference becomes greater, the blinking gets faster. These symbols indicate which way to turn to reach warmer (rising) air. The second display references the current wing tip temperatures to the air you were in five to l 5 seconds ago. These indicators do not blink but are constantly updated to indicated whether you are flying into progressively warmer or cooler air. Let's take a flight with a Thermal Rider. Generally you watch the Themrnl Rider when your vario is giving you nothing but bad news. The reference display will be showing that you are in colder air than previously with the wing tip displays slowly blinking. Suddenly the right wing symbol picks up the pace and you turn in that direction. Soon the reference display shows you are entering wmmer air. In a moment you feel the sink and bump that announces a thermal and your vario sings an uplifting tune. The Thennal Rider has helped you find a thermal you might have missed. Note that the Thermal Rider is not a substitute for good thermaling skills, including a feel for thermal location, efficient centering and observation of other gliders. However, it will give you information about the nature of the air that you can't detect with your crude human senses. In light conditions it can help you maneuver along the path that maintains your altitude as much as possible. In the big air out west it can help you find a thermal that you may have blundered past otherwise, as well as escape avenues of sink. The Thermal Rider is an invention of Dave Green and has undergone several permutations since the first prototype which I tried last summer. To get the latest update on the Thermal Rider contact him at: Computer Doctors, P.O. Box 470, College Park, MD 20740 (301) 4743095. Dave expects the Themial Rider to sell for $175 to $275 depending on features. I expect to see this instrument on many wings in the coming flying season if pilots get a chance to try riding thermals with a Thermal Rider. 39

THE MINI VARIO The semiconductorrevolution has truly wrought miracles. We have televisions the size of a toaster, radios the size of a card deck, and now a vario the size of a healthy pat of butter. That's 1-3/4" x 1-7/16" x 11/16" for those of you who eat margarine. The Mini Vario weighs a mere 1.6 ounces (45 grams) which is barely more than a hawk's left wing. The Mini Vario was designed by Mark Mallet to fulfill a few specific markets. First, it is a very inexpensive instrument for new soaring pilots at $169. Since it clips to your helmet next to your earit won't suffer the damage a bad landing can extend to control bar-mounted instruments. For this reason the Mini Vario is also ideal for tandem applications. Most of the information provided by flight decks is superfluous forroutine tandem operations. Finally, the Mini Vario can be used as a backup for your regular

vario and can save batteries by allowing you to switch off the audio of your big vario. The Mini Vario is not a second-rate toy, however. It is a sensitive, accurate vario with a chopped audio output. As can be seen in the photo, the speaker takes up most of one face. The output isn't loud and the vario is intended to be clipped to your helmet near your ear. Because of the light battery demand, the unit is powered by tiny, common 2032 lithium batteries available in camera stores. These batteries are rated at 200 flight hours. Other specifications include: a response time of .4 seconds, altitude range of zero to 18,000 feet MSL, a temperature range of 30° to 125° F, and a detection rate of zero to l,200fpm climb. The Mini Vario zeros itself when you turn it on with the one and only switch on the instrument. You can change the zero point with a small screw adjustment.

Imagine having Jiminy Cricket on your shoulder telling you when to tum in lift and you'll have an idea of the efficacy of the Mini Vario. Here are some other pilot's comments on the vario: "Hang gliding electronics have finally entered the 21st century. Very responsive. You can even turn it on in flight and it automatically zeros. It's great!" (Spoken with a Carolina accent.)-G.W. Meadows. "I can't believe it hasn't been done before! I fly over 200 hours a year and never change the batteries." -Rob McKenzie. "It's always there when you need it. Just mount it on your helmet and forget it!" -Larry Tudor. To get your Mini Vario so you can add a quote of your own, contact: Malletec, P.O. Box 15756, Santa Ana, CA 92705 (714) 250-3100. •

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If Gravity is the Engine, Weight is the Fuel Part II by Davis Straub

n the first part of this article I gave you the results of my modeling the effects of ballast and glider size on hang glider performance. I chose as an ultimate measure of performance how long it took a glider and pilot combination (referred to here as a glider) to complete a given course. In this second part I will look at the physical basis of the model underlying our results, and try to explain why weight and size affect glider performance. I'll look at the pull of gravity, what happens when we turn our gliders, and why it is that we can only turn them just so tight. I'll also question whether my model is right or only half right. You might recall that in the first patt of this aiticle I stated that at any angle of attack the heavier glider falls faster, that is, has a higher sink rate. The sink rates for four different pairs of gliders for each angle of attack from -1 to 19 degrees are shown in Figure 1. The conclusion from this figure is that the heavier the glider the faster you fall. But, then look at Figure 2. It gives the sink rate versus the horizontal airspeed for our four gliders. What this shows is that for horizontal airspeeds above 35 mph, the gliders with ballast fall more slowly than the gliders without. In addition, there isn't much difference between the smaller glider and the bigger one. To further add to the confusion, some of you might remember the basic physical principal that all objects fall at the same increasing rate regardless of weight. This was certainly not accepted by the academic world when first demonstrated by the Florentine mathematician Galileo

Galilei in 1632, and even today does not meet with broad (meaning among humankind) acceptance. The Force of Gravity To clear this confusion let me start with Galileo. What Galileo actually dete1mined from his long and careful experiments is that "sufficiently" heavy objects fall at the same increasing rate (acceleration). "Sufficiently" heavy means we can ignore the effects of air resistancesomething quite difficult to do with a object, such as a wing, that is designed to maximize air resistance in the ve1tical direction. Galileo was actually not able to get an experimental result that showed this to be true, but rather, he extracted an abstract principal from his experiments. He argued that ifhe could take his experiment to the limit of no resistance, the principal would hold.

HANG GLIDING

~LU~NG

Demo Days

L/D Over Ground by Wind Speed At ees1 Speed lo Fly Lift· 1070 fpm, Thermal Radius · 100'

- 158 No Ballas! - 158 801b Ballast _ -· 148 No Balle.st - - 148 801b Ballast

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Our understanding of Galileo's work today is thattheforceofgravity accelerates all objects equally (that is, without getting into a discussion of whether gravity is a force or part of the structure of space). Since they are accelerated equally all objects will have the same speed after any given time no matter what their weight. While the acceleration of all objects is the same under the force of gravity, the force of gravity is greater for heavier objects. In fact, an object's weight is the force of gravity upon it.

The Aerodynamic Force But gravity is not alone in acting on our gliders. The aerodynamic force created by our wings as we fly through the air directly opposes and equals the force of gravity at any angle of attack, so that the sum of the two forces equals zero. We can change our airspeed, by pulling in or pushing out (or turning) but our airspeed is constant at any given angle of attack. Gliders, and all wings for that matter, are able to fly by deflecting the air they encounter downward. They are in fact designed as great airgathering machines, that ever so slightly deflect large amounts of air downward, while slipping forward through all this air with the least possible resistance. About three quarters of the air is deflected downward by the upper surface and the rest by the lower surface of the wing. Looking at the simple case of the air quietly waiting for us to fly through it, a wing with a higher speed deflects the air downward with a greater acceleration than a slower wing. That is, the increase in downward speed of the air (in this case from nothing to something) increases with the forward speed of the glider. In addition, the amount of air deflected over a period of time increases directly with the airspeed of the glider (at a given angle of attack) because the glider can intercept more air during that time interval MARCH 1992

Coming Soon To A Location Near You I Apr 4-10 Lookout Mtn Flt Park 404 398-3541 Rising Fawn, GA Apr 11-18 Sequatchie Vlly Soaring 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 Distance Vol Libre May 7-11 819 395-5224 Mt Yamaska, Quebec May 16-17 Sport Soaring 612 557-0044 Minneapolis, MN 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!) 43

Clrcura, Polar by Speed No eanast, Wfng Area - 148 sq. ft.

Polars tor High Pelormancs Gliders No Ballast and 80 lbs Ballas! Wing areas - 148 and 158 sq. ft.

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Figure 4. Optimal Circular Polar by Radius for Wing Areas 148 and 158 sq. fl. No Ballast or 80 lbs. Ballast·

C!cular Polars by Radius of Turn No BaJlast, Wing Area - 148 sq, h,

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Figure 6.

if it is going faster. If the glider has a wider wing span and more area it has a better opportunity to gather more of the air to be deflected. What all this argument is leading up to is, of course, that the aerodynamic force is proportional to the area (size) of the glider and the square of its speed. The bigger or faster the glider (for a given angle of attack), the greater its aerodynamic force in opposition to gravity. Remember, I stated earlier that the two forces acting on the glider are gravity (the weight of the glider and pilot combined) and the aerodynamic force. The glider with ballast will be heavier (experience a greater force of gravity) and consequently will fly at a higher airspeed, gathering more air and deflecting it more vigorously in order to counteract its greater weight. Since gliders are efficient at deflecting air downward and slipping through the air forward (as expressed in their L/D ratios), the increased airspeed that comes about with increased weight results in relatively smaller increases in the vertical airspeed (sink rate) than in hmizontal airspeed. Thus the results illustrated in Figure 2. The effect of adding 80 pounds of ballast is to increase the airspeed at any given angle of attack by about 13 percent (the square root of the weight of the glider with ballast (364 lbs.) divided by the weight of the glider without ballast (284 lbs.). This will increase the sink rate by about 30 fpm and the horizontal speed by about 300 fpm (3.4 mph) in the range of 25 to 45 mph, where the L/D ratio is about 10 to 1. By following the left end of the curves you can see that the curves for the gliders with ballast have been moved over to the right and down a little compared to the curves for the gliders without ballast. You get about ten times the increase in horizontal airspeed that you get in sink rate for any increase in weight.

Circling Flight When we initiate a tllrn in our hang gliders, the effect is to turn the direction of the aerodynamic force somewhat to one side (horizontally). As we continue around the circle, the aerodynamic force continually points to our right or left. It is because we have banked our glider up at an angle to the horizon that we are able to maintain the turn. The aerodynamic force is pulling us toward the center of the circle and continually changing our direction. If we didn't bank our gliders, the aerodynamic force would continue to point straight up and we would have no forces to pull us in a circle. Because the aerodynamic force is pointed somewhat horizontally it can no longer fully counteract the force of gravity. Only that component of it which is directly opposite to the downward force of gravity can counteract it. As we bank our glider higher and higher the component of the aerodynamic force that is still pointed upward continues to decrease. The effect is that in higher banks, our airspeed increases to increase the component of the aerodynamic force that opposes the pull of gravity. Figure 3 shows us the polars for our smaller glider with no ballast at increasing bank angles. (These polars are slightly different in their form than the ones in Figure 2, but it is of no consequence for our argument.) You 'II notice in Figure 3 that at a 60° bank angle the speed of minimum sink (the highest point on each curve) has increased to over 50 mph, and that the minimum sink rate is 500 fpm. I'm sure that you are aware of the fact that as you bank it up, you start going real fast. Gets pretty dizzy sometimes. If you want to turn tight, then you have to bank it up. Tight turns require that there be a strong horizontal component of the aerodynamic force to pull you toward the center of the turn. The stronger the center pull the tighter the turn.

HANG GLIDING

Attention All Pilots ... We normally represent circular polars by the curves shown in Figures 4 and 5. In Figure 4 we see the glider sink rates plotted against radius of the turn for each of our bank angles. The higher bank angles get us the tightest turns, but also the highest sink rates. You'll also notice that for each bank angle there is a lowest sink rate. This is the minimum sink rate conesponding to a high angle of attack.You get your minimum sink rate in a turn by pushing out. As you can see this becomes ever more critical as the bank angle increases. If we plot the lowest (or optimum) sink rates for each bank angle for our four different gliders then we get Figure 4. While the curves would have been smoother ifwe had chosen more bank angles, you get the idea. In a tllrn, the largest glider with the least ballast has the lowest sink rate at any angle of attack. The heavier the glider the greater the aerodynamic force required to keep it at a given bank angle and radiusthe faster its speed, the higher its sink rate. We have assumed in constructing these circular polars that the glider does not slip or spin; the air is assumed to be running from the front of the glider to the back. If it starts creeping laterally, then this model fails, underpredicting the glider's sink rate. You could not fly a tighter circle with these gliders without slipping or spinning. The circular polars in Figure 4 represent the performance that you would get under optimal thermaling conditions. I used these circular polars in Part I of this article to calculate the effect of glider size and ballast on glider performance as measured by time to goal. In a given regime of thermals out on the course, the thermals were assumed to have the same lift for each glider, but each glider had its own unique sink rate calculated from the glider's circular polar. The lift and the size of the thermal combined with the glider's circular polar determined the glider's sink rate.

The Model's Deficiencies Of course, what I have been writing about in such excruciating detail is not reality as you experience it when you fly, but rather a highly particular and perhaps distorted model of that reality. If you have made it this far in the discussion, you are to be commended, but you may still wonder if what I have said can be of real use. The model looks at only a few aspects of flying, and I believe that it conectly reflects reality about those aspects. With respect to glider size, it leaves out at least one very important aspect which tends to contradict its findings. That aspect is the rotational inertia of the glider, or how quickly it responds to pilot input. While the smaller glider had poorer performance overall in my model, that may not be true in reality. The smaller glider should be able to respond more quickly to thermals, and perhaps gain a performance advantage that could overcome the disadvantage I have modeled. I have some anecdotal evidence to this effect from the experience of Lany Tudor at the World Meet in Brazil this year. He felt the smaller gliders performed as well as the bigger glider he was flying, and he has decided to go to a smaller glider. Even though I am not able to model gliderresponsiveness, that does not mean the effects I have illustrated can be ignored. It only means they have to be factored in with other aspects of flying. If a smaller glider is more responsive it still has to make up for a higher sink rate. You may also wonder-although it is a bit too late now that you have already gone through the effort-how important any of this analysis and rational thought is. Was it worth the effort required to read it, much less study it? As you know, flying has many mental and emotional aspects. Few are accounted for here. Judgement is developed best through experience; reality is far too complicated to be contained in such as analysis as this. But all good pilots use all their faculties to improve judgement. There is merit in thinking through the various problems presented by flight. By just considering the results and analysis I have presented here, the next time you are up in the air they will be there as a tool for your enjoyment.•

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 932-6760

HP AT 145; Super Sport 143

George Borradai!e Surrey, BC Canada 574-7121

HP AT 158; Spectrum 165

Slick Rock Flyers Nampa, ID 467-5963

HP AT 158, 145

Ultra/light Systems Hang Gliding Waterford, CA 874-1795

HP AT 158; Super Sport 153

Cascade Soaring Bellevue, WA 454-1989

HP AT 145; Spectrum 144

Southern Oregon Hang Gliding Grants Pass, OR 479-6345

Super Sport 143

Pilots Supply Cameron Park, CA 677-4953

Super Sport 163

Southwest Region Windsports Van Nuys, CA 988-0111

HP AT 158, 145; Spectrum 165 Super Sport 153

Bolder Flight Boulder, CO 444-5455

HP AT 158, 145

Hang Flight Systems Santa Ana, CA 542-7444

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

High Adventure Hang Gliding San Bernardino, CA 883-8488

Spectrum 144, 165 Super Sport 153

Up Over New Mexico Albuquerque, NM 821-8544

HP AT 158, 145

Upward Bound Palm Springs, CA 322-9214

HPAT/58,145

Hang Gliding Center San Diego, CA 450-9008

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

Hang Glider Emporium Santa Barbara, CA 965-3733

Super Sport 153

Goiden Wings Golden, CO 278-7181

HPAT 158

Owens Valley Soaring Bishop CA 387-2673

HP AT 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

Sequatchie Valley Soaring Dunlap, TN 949-2301

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

~LLS~NG MARCH 1992

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

Nandy Kerchilf has been a Southern Arizona pilot since !982 and has traveled with National Champion, Tony !for/on, lo several han,~ gliding rnmpelilions in the lastjc'w years. J\nd the adven/urc.1· keep gelling heller.

by 46

December 6 Tony Barton, Bill Cf'ony's dad), and I set out for Valle de Bravo, Mexico, to alt end a hang gliding competition at El l'cnon, tile last of the series of competitions this year in Mexico which would determine the Mexican Nat ion al Champion for 1991. The trip to Valle was an excellent opportunity to mix business with pleasure. UP International was intc'.rcstcd in reestablishing its dealer network deep in Mexico and introducing the new' !'RX 's to I hci r compel it ion scene. Also, we were just looking forward to the adventure of flying a new area and the enjoyment of' meeting other pilots. Besides, ii 's great lo come from North America during mid-December and be able to fly in the warm, tropical climate. Valle de Bravo, Mexico, is a beautiful, mountainous resort area over 400 years old on the steep shores ofa large lake at approximately 5,500' MSI,, Valle is lwo hours west of Mexico City. The nearest major city is Toluca, 45 min-ulcs lo the cast. Valle de Bravo is the inland resort of choice for most of Mexico. Accommodalions are plentiful in all parts of town and range from large, beautiful hotels to more modest posadas (rcnted--out homes). One posada named El Manquito is a well known pilot house. As if this setting wasn't ideal enough, the main in-town landing zone is located within walking distance of the town square. It's lo· catccl on the lake's shore adjacent lo an imprcs-sivc stonc--built yacht club. ForanareaofMcxico regarded as having only two seasons-the dusty season and the muddy scaso11-----Vallc is rc-markahly clean. And for pilots, the best part is that the town is forlmrntc to have !wo flying sites close by. I ,a Torre, the closes!, is located in the rno1mtains overlooking the town. With 1,000' vertical, it is nearly always ridge soarablc and offers very scenic views of the whole village below. Access to La Torre is via a reasonable dirt road from around the back. Travel time from the center of town to launch is about 30 minutes. El Pcnon de! Diablo, 50 minutes from town lo launch, is a thermal mountain site. Launching from the top at 7,600' MSL with a 1,700' vertical, tile view is awesome. Out in HANC: Gi.JDINC

front and to the right is El Penon-an enormous 2,000' tall column of rock, large enough to be more than at home in Yosemite Valley. In the distance is the Nevada de Toluca volcano towering at over 15,000'. Many smaller lava-domed volcanos mark the countryside. Going over the back two miles or so toward Valle is the main LZ and is the normal practice. However, out in front within an easy glide is a vast landing area appropriately called "The Piano." If you land there its because you're flying like one! The highway and road to launch are marked with potholes. Four-wheel drive is desirable but not mandatory. The competition was a four-day event at El Penon. However, conditions were weak due to high cirrus clouds shadowing the ground. Hence, tasks of35 to 70 kilometers were called and goal was always in Valle. Tasks were short but very challenging. Landing out and attempting to get back to Valle de Bravo without retrieval or speaking the language made for an interesting but fun adventure, as Tony discovered the first day. The rest of the meet Tony followed the local pilots' advice and stayed within a glide of the main roads. Before the final round on the last day, the top five pilots' scores were so close that speed points would definitely be critical to the outcome. Aldo. Vico and Miguel had been in the lead for most of the meet, but on the last day decided to wait for optimum conditions, while Tony and Rudy launched early. As fate would have it, conditions deteriorated and Tony and Rudy were the only pilots to make goal, thus changing the final score results on the last day. After an adventurous and relaxing week of competition and recreational flying, we packed our bags, said our goodbyes and prepared to face the ultimate gauntlet of death: driving our vehicle through Mexico City. We left early in the morning in hopes of avoiding the traffic. Everything was going as planned until Tony put his left signal on while making a U-turn on a four-lane highway, which misinformed a local speeding motorist to pass us on the left. Both of these illegal maneuvers resulted in somewhat of a major crunch with us receiving the least damage, but totaling the other new pickup truck. Luckily no one was injured, but we spent most of the day trying to bribe police officers and insurance agents to let us continue on our way. Fortunately for us, Aldo Rohlfs was there to interpret for us and stayed throughout the whole ordeal until we were released. By this time it was now peak rush hour in Mexico City, and our MARCH 1992

"El Penon del Diablo is a thermal mountain site. Launching from the top at 7,600' MSL with a lJOO' verticaL the view is awesome. Out in front and to the right is El Penon-an enormous 2,000' tall column of roct large enough to be more than at home in Yosemite Valley. In the distance is the Nevada de Toluca volcano towering at over 15,000 '." devoted guide, Aldo, led us through the gauntlet until we were on the highway heading out of town. Next time we find ourselves getting sucked into that towering cu-nim with hailstones beating us and lightning flashing all around, at least we can say we'd rather be there than driving in Mexico City. We'd like to say thanks to John (Oly)

Olson of Safari Mexico for leading us down to Valle, transporting us to launch, and showing us a great time in town. This year for the first time Oly will expand his tours to Guatemala. We highly recommend these tours to those pilots who are looking for a good time. Congratulations to the 1991 Mexican National Champion, Miguel (Speedy) Gutierrez. Many thanks to Monica Cejudo for putting on a great competition, and to all the local pilots who treated us so well. We'll see you next year. Viva Mexico!•

COMPETITION RESULTS l. 2. 3. 4. 5. 6. 7. 8. 9. 10.

TONY BARTON - UP TRX 160 ALDO ROHLFS - UP TRX 140 HANS KOLINGER - Enterprise Foil VICO GUTIERREZ - UP TRX 140 MIGUEL GUTIERREZ - PacAir K2 RUDY GOTEZ- Moyes XS JUAN CORRAL - Moyes XS FREDDY YAZBEK - Moyes XS MONICA CEJUDO -PacAir K2 TA VO GUTIERREZ - Moyes XS

1991 MEXICO NATIONAL STANDINGS 1st MIGUEL GUTIERREZ 2nd RUDY GOTEZ 3rd ALDO ROHLFS

YOUR AVERAGE GLIDER MOVES 37 FEET IN A SINGLE SECOND, Y!cS? FEELS LIKE MOST THERMALS HERE ARE JUST AllOUT a1 FEET IN DIAMETER. IF YO\fBUY ONE OF THOSE VARJOS WITH A ONE SECOND RESPONSE TIME ,YOU PAOBABl.Y WONT FIND THE THERMAL, UNLESS YOU FOLLOW THE PILOT WITH THE ROBERTS BREAD PAN. HIS HAS A RESPONSE TIME OF ONE TENTH OF A SECOND I

· ADD A DIQITAL AL TIIIETER WITH ONE FOOT RESOI.UTION AT $276 /T'SA WINN/NGCOIIBINATION

FROM ROBERTS GLIDER INSTRUMENTS 3Wl CL!fF DRIVE SAIITABARBARA CA 93109.

so5.a21oss

by Fischer, Peter Birrcn, Dave Whedon. FRONT---Chris Dctannoy, Dan Hartowicz, Brant Snyder. NOTPICTURED-···Arlan Birkett, Janet Hartowicz, A udrcy fischcr.

arc few pilots who are enthusiastic about airshow performing, he they PAO warbird pilots or hang glider pilots. Many mon, like lo watch, and there arc some who just don't even care. This is the story of a handful of dedicated hang gliclcrpilols who stayed the course through arduous, but fun, practice to attain a certain level of professionalism, and in doing so help spread the word according lo USHGA. Several membcrs ofthc Reel Hang Glider Pilots Association got a taste of airshow per-forming in I987 when, to repay the Navy's kindness in letting them use the facilities at NAS Glenview, Illinois for their annual chute clinics and glider maintenance sessions, they volunteered to fly at the base's Air Expo. Six pilots, three drivers to static line tow, and a launch director did their homework (flightJinework'?) to prepare for a 40-minu1c show. On show day, eight flights were pulled off flawlessly before aboul 3.5,000 very quicl, very amazed spectators. This was the first-ever mass demonstration of hang gliding in the Chicago area. The Reel Pilots have been back to Air Expo twice since, and have flown in several other local shows as well, not the least of which was the prestigious Chicago Air and Water Show, thanks to the efforts of the Chicago I fang Gliding Organization. John Heiney joined the pilots with his acrobatic skills, and during one of the year's lwo performances they launched using virtually every type of surface towing there is: payout winch, static line (both solo and tandem), turnaround pulley, even people-power. During another show, 7.5'!/o of the performers

canceled clue to high winds and a low ceiling, and they were called on to fill in before the halfmillion spectators with 25 flights. With this experience behind them and a number of pilots solidly commillcd to the effort, the Manliirds Hang Gliding Team was born. Profits from one show, and the financial backing of a sponsor, TCF Bank, were put toward silk·scrccnecl satin jackets and polo shirts, membership in PAPA (Professional Airshow Performers Association), and entry into the PAP A Showcase held at Coles County Airport in Mattoon, Illinois on October 4--6, 199 I -the airshow for performers and spon·· sors. PAPA is dedicated to safety and profes-sionalism, to raising the standards of performer acts and airshow management. As you can imagine, PAPA is made up of some heavy hitters in the business. These guys would he hard to impress, hut impress them we did. Our first performance was scheduled, a 12-ininutc window, among the other 3.5 acts, at I :30 PM 011 Saturday. Since the show had started at l 0:00 AM, the audience was growing weary of the loops, zooms, noise and smoke, and was beginning lo wander around. When the an-· nouncerstarted the Manbircls' music, he told us later, the whole crowd, pilots and spectators alike, came back to the show line to watch the hang gliders. The act was straightforward, with three gliders launching in concert to the music, waving at the crowd on the way up, and smooth coordinated flight from the 1,000' release altituclc to land at show center. The applause was tremendous! Alkr a chauffer·clriven convertible ride along the cam-

era.clicking crowd line to the sponsor's booth, we were all asked for antographs, and asked about our abilities and about hang gliding in gcncrnl- hy real intelligent wuffos. IL was a great ego boost. We (kw again that evening, but the best was yet to come. The following morning at the pre.show pilots' briefing, the "air boss" gave lhc day's weather, protocol, clc., then looked at us--.. 10 people all in turquoise satin jackets sitting together-and saicl,"I had no idea what lo expect from you Manbirds yesterday. But I want to tell you- -and I think I'm speaking for everyone in the show-·-thal you guys knocked my socks off. You were truly something to sec." (Followed by a ronnd or applause from the assembled pilots and jet-jockics.) That was the ultimate in peer acceptance ancl made all our past efforts worth· while. Lalcr that night in a hull session with several organizers from around the country, we helter understood why they were so impressed with the Manbirds. Thciropinions, formed from experiences at hang gliding sites and from others' conversations, were that, as a rule, hang glider pilots were surly loners, beer swilling, bare-chested, jobless hums who only flew rag wings 'cause they coulcln 't afford "real" air-planes, and who were not concerned with anyone but themselves. So we were being watched, unbeknownst tous, for how we behaved, how we acted around the autograph-seeking kids, what we said lo them, how we looked and performed as a team, even our radio communications. We were graded ... and we passed. The Manhirds are: team captains Dan BANC GumNc:

Hartowiczancl (1reg Fischer; pilots Pe!erBirren, Arlan Birkell, Chris DcLannoy and Dave Whedon; launch director Brant Snyder; and drivers Janet I lartowicz, Audrey Fischer (H'.l), Chris Collins (I l'.l), and Steve Bradbury (112). Why do we do it? Pirsl. because it's a dilfon:nl flying environment, where we test 011r skills and push the limits to be the hcsL Second, it's fun rubbing shoulders with theTJumdcrbirds, Gene Littelfield and the other pros. And third, we'd like lo earn enough lo buy land for a dedicated towing site (know any sponsors?). What docs it take to perform at an airshow'/ Solid leamwork and l OO'Y,J effort from all team members. Lots of practice in all kinds or condi·· lions wilh ultimate emphasis on safety in eve:ry aspect of the performance, both on and off the fligbtlinc. Patiem:e, an understanding ol' airshow workings, and good relations with the show organ izcrs ( volunteer your efforts at a local show hdore trying to get in as an act). And finally, total professionalism in your Clying and personal demeanor·--il'not, you'll look like an amateur in a field of pros, and your concern for safety and motivation will be questioned. 11111

Manbirds hang gliding team prepares to launch at PAPA show, Mattoon, Illinois.

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MARCIJ 1992

HANG GLIDING 101

You know, the more you look at the demographics of hang gliding, the more you have to come to the realization that the sport is aging. Nowadays the average hang glider pilot is in his mid-thirties. While I'll be the first to admit that being in your mid-thirties is nothing to be ashamed of, the fact of the matter is that for the past 10 to 15 years, the average participant's age has gone up year by year. What this means is that we don't have much young blood coming into the sport. Our sport is getting older every day. There are also good things associated with the fact that Mr. Average Hang Gliding Guy is now 36 years old. When we want to explain to people how "real" the sport is, and that it is no longer the hippie sport that some remember, it comes in handy to say that we are well-rounded family men (and women). This kind of clout does help in many situations, but reducing our average age wouldn't hurt our image at all. If our average age had gone up while our numbers had grown considerably, then there would be no cause for concern; however, when it comes to the number of pilots, we've been lucky to hold our own since the early 80's. Don't get me wrong, I don't wish that there were millions of hang glider pilots in the U.S. That would be great for the manufacturers and dealers, but I'm sure it would put hang gliding under FAA control in no time. Before long we'd be asking for clearance to launch our $20,000 FAA-certified gliders, thermal up to 1,500' over launch and wait for clearance to climb higher or enter another sector. Obviously none of us want that. But we all need to individually do our pa11 to contribute to the healthy growth of our sport. 50

the fact of the matter is that for the past 10 to 15 years, the average participant's age has gone up year by year. What this means is that we don't have much young blood coming into the sport. Our sport is getting older every day. , I •••

I feel that this is a ve1y important subject, so let's look at what we can do.

NEW PEOPLE Obviously, for the sport to grow we must continue to bring in more people. There are a number of great hang gliding schools in the U.S. that are doing just that, and they'd love to attract even more students. If these people weren't in the instructional end of the business, hang gliding would consist of a pitifully small group of folks, flying more expensive gliders that would not have the performance or the handling that today's gliders do. Without a reasonable market, the manufacturers would have to charge more per glider to make up for the lower volume, and they wouldn't be so interested in developing new designs. On the flip side, if there were

more potential customers, advances in design and glider flying characteristics would probably come faster than they do now. Who knows, with more customers, the price of gliders might even go down. So where's all this going? I think that there is an optimum number of pilots for the U.S. I also think that this optimum number is achievable. That number is roughly double the cun-ent USHGA pilot population-about 15,000. To reach this number, I feel that we as individuals must encourage more people to try our sport. Nowadays, with a large percentage of the U.S. hang gliding schools offering certified tandem instruction, a person can try the sport and get more instant gratification than ever before. The key is to get people to try it! There are many subtle ways in which the more introverted among us can bring people into the sport. Hang up centerspreads from Hang Gliding magazine in your work place. You will constantly get questions about it, and that will present the perfect opportunity to explain the ins and outs of the sport. Get some brochures from your local hang gliding school and put them in places where people are likely to see them-at the doctor's office, veterinarian, bank-any place where people have to wait and are likely to read anything. If each of us brings in one person we will have doubled our numbers. Even if you are unsuccessful, there is a great satisfaction in having tried. My good friend, Rawling Davenport, has the hang gliding message written across the back of his truck. In large letters he has Kitty Hawk Kites' slogan, "Let your dreams fly," with a phone number for more informaHANG GLIDING

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! tion. Rawling has done this completely on his own, and offers an example of what can be done. A bumper sticker-sized sign in the rear window of your car or truck will do a lot to spread the word! For those who believe they should be compensated for their time, go to the local hang gliding school and ask what they will do for you for every new student you bring them. Many schools offer something along this line as an incentive to get more folks into their training program. Matt Taber, of Lookout Mountain fame, has been known to give away brand new hang gliders to pilots who bring in a large number of new students. The fact that he has actually given away these gliders proves that it was wmthwhile for both Matt and his "salesmen." Set a goal of bringing at least one new person into our great sport during 1992. It's not as hard as you think! NEW SCHOOLS There are lots of areas in the country where no one is teaching hang gliding. Many of you are probably thinking that for someone in your area to try hang gliding they'd have to drive five or six hours to the closest schooland we all know that's not likely to happen. Why not consider starting your own school! You don't have to have a big business to be effective. You can offer first-day instruction to get the students enthused, and then send them to the larger school that's six hours away. Once you get people off the ground in a hang glider-even three feet-many just have to continue. The hard part, most of the time, is to get people to try it. In an area that doesn't presently have a school, you'd be surprised at just how many folks are really itch in' to check out the sport. To get more information on how to become a certified instructor, or to get the USHGA training syllabus, contact USHGA. You might also contact that six-hour-away MARCH 1992

school. They may be willing to steer you in the right direction in return for the continuing students you 'II be sending them. Schools who bring new pilots into the sport are the absolute future of hang gliding. Do what you can to help support those schools. They could use your help. NEW IMAGE The more I travel, the more contrast I see in the way hang gliding is viewed and presented. Most areas of the country do a very good job of presenting hang gliding as a wellorganized sport that takes as many safety precautions as possible. Other areas are a bit slack in this area. Pilots in some areas of the country don't think twice about drinking a beer on launch before flying. Now, we all know that some people can drink a six pack and it won't noticeably affect their senses, but most people are affected by just one beer. The point I'm trying to make here is not just that pilots shouldn't fly with alcohol affecting their judgement, but to consider the image of the sport they project just by walking around the launch area drinking from a beer can. It would be nice if these pilots would change their habits just for the sake of the sport. Other small behavior flaws in some pilots could be changed to present a little "cleaner" image of our sport to the public. Yelling foul language on launch or in the landing area cloesn 't really hurt anyone. However, every time a spectator (or worse, a local resident) hears such a thing, the image of our sport and that particular flying community is damaged. If your LZ or launch is near a residential area, parking your truck and cranking up the volume of your favorite tunes while setting up or breaking clown is probably not appropriate. The problem is that, while you may be the only pilot in the area who is causing a problem, the neighbors will view the source of that problem as "those hang glider pilots." This hurts the entire

flying community. Trash left around a launch or landing area is assumed to be left there by us. Obviously we shouldn't acid to the trash problem; in fact we should strive to keep our flying areas clean, picking up other people's trash, just to help improve the perception of the public. Driving like a maniac to the launch area is a sin we're all guilty of. It's understandable that when it's soarable we want to get to the launch as soon as we can, but every time a site's local residents see a truck with a hang glider on it breaking the speed of sound, it hurts the entire flying community. None of this is new. We all realize these things, we just need to work a little harder on them. Our image from the 1970's is something we 're still trying to overcome in many areas of the country. In other areas, where hang gliding has a solid foothold and is a respected activity in the community, it is easier to get more folks to try the sport-it doesn't look like a "fringe" activity. It is viewed as a fun pastime that nmmal people (some with families) participate in. That is the image that is going to make hang gliding grow. Every little thing we do to advance the sport will add up. SUMMARY What all this acids up to is simple. If our sport continues to grow at the cmTently projected pitiful rate, we will never have the respect we deserve. Flying sites are being lost in the U.S. on practically a monthly basis. We don't have the power we need as a group to be seriously recognized. If we continue to lose flying sites, not only will the growth of our sport be severely affected, but those of us who are still around in 10-15 years won't have many places to fly. The growth of the sport is absolutely necessary. Please get active and try to help by doing your part! •

TOW LINES Thoughts on Circle Towing, Towing Equipment and Response to Larry Keegan by Bud Brown Circle Towing Got a couple of interesting letters. (Keep those cards and letters coming so we can all benefit from the accumulated expertise.) Rob McKenzie wrote while sipping his Sunday morning coffee and eyeballing the Santa Ana winds outside the window. Rob tows from a five-mile-long dry lake bed and sometimes finds it necessary to move the tow operation to another area of the lake bed in order to avoid conflict with other users and an occasional dust devil. As these relocations involve tight turns and U-turns, a couple of preferences have surfaced: towing with a short line of less than 300 feet, where the pilot follows the truck like a water skier, and towing with more than 1,500 feet of line out. With this much line out it is almost impossible to keep the line tight while turning, requiring the truck to slow clown and the winch operator to pull the slack in while the driver completes his maneuver. At this point the pilot will be flying in the opposite direction of the tow vehicle motion. When the rewinding of the winch makes the line tight again, the rewind motor quickly slows to a stop, the operator resets the pay-out pressure and shuts off the rewind motor. It is up to the pilot to watch the line and perform a shallo\V turn when the "S" in the line begins to straighten out (see drawing). An obvious note here: The preceding maneuvers require an experienced tow crew and pilot. Also, the winch should be equipped with a "level-wind" or automatic rewind system, plus a lever which allows instant transition from paying out with a preset brake pressure, to payout with zero brake pressure and vice versa, while retaining the preset pressure setting. The lever serves double duty as a safety device. Rob did a couple of pages of calculations and concluded with a gut feeling that the maximum height possible from a circular 52

track would equal 30% of the diameter of the track~for example, 300 feet for a 1,000-foot diameter track. He closed his letter with an interesting challenge. He bet me $100 that he could tow me to 1,500 feet and that I could not break a 200-pound weak link using flight maneuvers. After a double take, the wisdom of his statement dawned. The winch operator and vehicle driver control almost all of the line tension. If the vehicle speed and winch pressures are conservative, you 're not going to be breaking a lot of weak links! I think I'll pass on Rob's bet. There's a moral there, but remember that in the real world some tow operators are trying to maximize the altitude gain and may increase vehicle speed and winch pressure above these settings. Rob uses the FAR guidelines for sailplane weak links, keeping them in the 80% to 200% range of gross weight of glider, i.e., 200 to 450 pounds. (Author's note: the 450-pound figure is probably for tandem flights.) Keny Lloyd wrote about his static line towing clays at Sea World in Orlando, Florida and other places on the professional ski show circuit. Kerry agreed with using a short line and experienced crew, and he felt that there is an increased possibility of an incident while circle towing. He was able to use 1,000 feet of line while towing on a track with half-mile straightaways and 1/8-mile radius turns.

It appears that future altitude tow records may be safely accomplished with circle towing. Anyone with other experience, feel free to enlighten us.

Response to Larry Keegan Thanks also to Larry Keegan for his "Response To Towing Study Guide" in the December issue. Larry expressed his concern several times about the problem of lowaltitude turbulence. On question #8, he stated,"If a weak link rated to break near normal tow pressures breaks at a low altitude when the glider yaws severely or is forced into a high angle of attack by a strong thermal, it can put the pilot in a very dangerous situation." Reality is, the pilot is already in a very dangerous situation. Do we need to take a harder look at our to-fly or not-to-fly decisions during severe conditions (strong gusts, strong crosswinds, heavy thermal activity) or at least put blame where blame is due? LaJTy continues, "Many pilots believe, me included, that the purpose of the weak link is to prevent structural failure, not lockouts." Consider that our gliders are now tested to six G's positive and four G's negative and that a conservative weight for glider and pilot is 200 pounds. This means you would need an 800-pound weak link for towing the glider backwards, or a 1,200 pound weak link for towing in the HANG GLIDING

r-----------,

GONE

TOW LINES normal direction! No problem, most tow lines are only rated to 400 pounds ... (Just kidding folks.) We all need to keep an open mind about different ways to do things and not trash somebody else's method because it differs from our own. Basically, I think we both agree that there probably isn't anything that will save you in a severe yaw or pitch maneuver at low altitude. With the exception of the instructor/student relationship, it's up to each of us on an individual basis to decide how useful weak links are. The trap is, it's easy to consider weak links as an annoyance, but it requires some thought and maybe even some experimentation to take advantage of them as a safety device. The following examples are from my own experience. The specific application is a 220-pound pilot flying a 180 Sport. A weak link consisting of a single loop of "leach line" broke whenever the nose angle or bank angle was high, including launch! Obviously this one would break during a lockout as well. The single-loop link needed continuous pitch control in the form of a slight pullback on the bar, similar to the best glide position, in order for the weak link to survive a tow. A oneand-a-half loop link (one end of the link is tied to the first ring, passes through the second ring, comes back and passes through the first ring and the end is then tied to the second ring) was definitely not as sensitive, and allowed the pilot to obtain a high rate of climb. The down side of this link is that there is no protection from lockouts. It is now up to the pilot to release manually i11 a timely fashion. This link broke only during maximum tow conditions consisting of high tow vehicle speed and high winch pressure, and then only when the glider was gusted or the pilot initiated an extreme push-out input. Okay, so this link might be used by an experienced pilot trying to maximize the tow, and who is aware of its lack of sensitivity. The single-loop weak link user should be informed of the automatic early release possibility and the pitch control technique required to avoid it. Towing Equipment This is a great place to insert an observation on equipment. Innovation has always been the American way and do-it-yourself equipment can save you money, but occasionally an unpleasant and unexpected MARCH 1992

surprise pops up. To advance the noble causes of minimizing incidents and making yourself look good, you need to perform two heroically difficult feats. One, have someone with experience check out your equipment and technique. Two, seriously consider their advice. Whether it is a winch on which a part fails early; a release that doesn't release under no-load conditions; a safety retaining strap that allows the glider to fly a foot or two above the platform if you forget to remove it in your preflight; a platform constructed with small spaces between the planks which snag the pilot release or harness zipper line ... who needs it? If you do "roll your own," incorporate the normal requirements into the equipment, then put your mind in warp drive in order to consider the bizaITe circumstances that might occur while flying and ask, How will the equipment handle it? The hitch is, it may be impossible to conjure up all the unlimited possibilities, so by all means, if there is a way, buy the best, state-of-the-art professional equipment you can. These people are taking the "big risk" and have some very compelling reasons to make their equipment (and you) survive all those radical improbabilities. I know this sounds facetious. The "big risk" refers to financial liability. It's the reason your auto insurance bill needs to be paid in installments, that there are no ready-made, single-engine aircraft being mass-produced for the general aviation market, that flying sites are so difficult to secure and easy to lose, that many component manufacturers will not supply the aviation market, and so on. It was incredibly difficult for me not to get swept up in this recently, when a large truck I was following on my motorcycle broke its drive shaft and dumped gallons of transmission oil on the roadway. The fact that I was treated like a second-class citizen by the insurance company because of my choice of vehicle (sound familiar?) didn't help. The big payoff loomed more alluringly than the lottery! Has anyone come up with a simple and inexpensive way to test weak links? Enough. Treat flying sites with care and use the best equipment and techniques you can. Be a part of the solution. Good flying. ~Bud Brown, 29 Warren Ave, Randolph, MA 02368

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Hans Hcydrich on final i;lidc. Photo by Jim Grissom.

soaring forecas1 was mediocre emrngh tha1 l lcrt my 02 in the Bronco and pu1 1he fact that I had nol yet officially entered 1he X-C contest i11 the back of my mind. (l had rilled ou11he form and check hul misplaced 1hem, and nol turned them in.) It was my l'irst fligh1 a1 Elden in over a year, and I j11s1 expected a "good" flight. Spring rlying had provided a few good ones ( I 00+ miles), but nothing great yet. Severn] pilots had la1111ehcd, but were not gelling much altitude yc1, and the pilot in front of us was in no hurry to get off in the shirting winds. Well folks, the atmosphere is really in a dynamic slate these days and that day was a great example. Twenty minutes later llans lkydrich, .Jim Grissom, and I were heading oul downwind at 15,000 l't. MSL-into lots of sink. And so went the t 9<) I X-C season in Ari:,,ona. For 1hc most part, it was a very

mediocre year, with lots or work, lots of sink, and lots of mediocre distances. The Greenhouse Effect is alive and well, growing, and co11ti11uing to affect the atmosphere of planet Earth. With any major changes, extremes arc to be expected, and Arizona has increasingly had its share the last few years. Jlandily, for llans, Jim and r, we were airborne from Mt. Elden on June 8, which turned out to be, unpredictably, the only really good hang gliding X-C day or the year in Arizona, and even ii required more 1han its share or work. Within l O minutes of leaving Mt. FJclcn at 15,000'+, Hans was scratching low over Koch field. He found a tlwrmal just in the nick of time, and we all worked the area up, and were off again. Next it was Jim's turn to get low, gliding all the way from Koch Field to the Little Colorado River, near Grand Falls, before saved at about 200' AGL, by the thermal of the year--his

barograph proved it was 3,000+ up air! Clouds began lo form, and base must have been around 23,000', but we never got close to that, pulling out or massive lift at 17,999' because we were sooooo cold' The lift continued on, however, and we flew a good 30 miles while losing only 1,000 feel. No lha1 's what I call dolphin flying, Arizona style! The day definitely had its highs and lows, and next it was my !urn, smacking into mega-sink while rlying direclly behind Hans and Jim. They continued on, working between 12,000' and l 7,000' while I plum meted to about 500' AGL (al least five miles from the nearest road, in the middle or nowhere) and then scratched and clung lo any scraps of lift I could find. It was so incredibly frustrating lo finally get back to 10,000' and hear them chattering about 14,000' and 17,000'. i\ll three of us got very low again, almost landing on the north end of Black Mesa, with Jim clearing the edge by abo111 I :HJ'. Jim, with his 250+ pound hook--in weight on a K2 155, showed the advanlagcs of a higher wing loading, as he meed and led much or the flighl. But Hans got ahead just soulh of Monument Valley, as Jim had gotten very low, requiring a long lhcrmal climb lo get back up (!he disadvantage of a higher wing loading). The next 40 miles was a real hodge-podge of work and breath laking scenery, as we thcrmaled and glided over Monument Valley in !he late afternoon. 11 was gorgeous' The next unfortunate event occmred there-- -the battery in my camera went dead. Humbug! Both llans and Jim caught good thermals near the town or Mexican I lat, Utah, and bringing up the rear I found the other part of Lhc thermals, 600 !'pm down air, all the way to a nice landing four miles north of !own (for my best-of-the-year 16 7 miles). I !ans 1hcrmalcd up, clri fling casl, !hen glided norlh above a long ridge. Jim managed lo lop 0111 farther west than I Jans, then headed out in pursuit to 1he norlhcast. With Jim taking the hypotenuse route, Hans and Jim gol togclhcr once again, in very bouyant air, and had a tn.:mcndous final glide to their cloudcd·over LZ north of Blanding, I Jiah for 2 [ 3 miles. Jim was ecstatic at finally gelling a 200+ mile fligh1 and I Jans was happy, yet disap· pointed not to have hcalcn our 218-milcr of several years ago. l was happy to have made

l lANC CLJDlNC

tower thermal" over the Palo Verde nucleai· power plant Hans Heydrich.

an acceptable flight. yet realized 11ml ii wasn'I ,1 co11lcs1 flight, and was unhappy thal my camera haltcrics had railed just as I go! to Monument Valley. No pictures or awards, but the memory of Ille sight will remain wilh me forever. the time they gol back lo Mexican llat ii was dark-thirty o'clock and we spent the nigh! in a motel. At least lhis lime our Hang V+ driver. was nol n,warded for lier superb driving skills wilh a long, late-night drive back. Pilots eventually get awards ror their long flights·---Meng deserves that, and a lot more. Withou1 a good driver, long X-C flights would 1101 be much fun. The following day we got back 10 FlngslalT early enough to have rlown, but it was clouded over and didn '1 look promising, l'orecasl was grcal. Sian although the Mish waited out 1hc downwind one off from Elden, surprisingly and to gel a flight of92 miles under Ilic cloud-covered Stan earned a second place in the I()(). Mile Contest. The following weekend I was back in Colorado for the summer, and the Arizona back toward wcnthcr was to mediocre, yet was still reasonable the night for Jim Silverman, who was entered in both lhc 50- and I00-mile classes. 011 lhat weekend !he lift gave: up for Hans bef'orc he made ii over the north end of Black Mesa, and Silvcrmm1 came along MARCIi ]()()2

shortly afterwards, gc1ling one more thermal, enough lo get him over the mesa for a glide to the highway cast of Rough Rock and l 27+

miles. Handily for Jim, Hans and Jim Grissom decided to return 10 Phoenix via the Rough Rock-Cliinle-Winslow route. Silverman had radioed to his crew !hat he was about :lO miles west or his nctual landing spot, and on ano1her highway. Hans and Jim (along with Hang V driver Meng) informed him of his actual localion and lhcn gave him a ride, the X.-C newcomer a long wait.

If his first year in X-C is any indication, he will he a contender nexl year in the Unlimited Class with his IIP AT. He more than do11/1led the second place distance in the 50-Milc Class and aced out his instructor, Stan Mish, by more than 35 miles to also win the I 00Mile Class this year. The rest of the summer produced lots of l(J. to 20-mile flights, along with a few a Jillie better, but nothing in the l 00+ category. I picked a good year lo spend the summer in Colorado, confidenl 1hat in the late summer and fall I would redeem myscJr and bag another reasonably long flighl. No such luck. The weatherman and his Greenhouse Effect nailed the lid on for !he, rest of the year. And ash from the Mt. Pinatubo volcano eruption in the Philippines -which has North America such gorgeous sunsets this fall, and is expected 10 in!crfcre with solar radiation so much thal it is predicted to lower tempera"· turcs several degrees around the world-didn't help the late year thermal lil't any eilhcr! In the meantime, in the stranger"·thannormal air, lots of' pilots duked it out on the weekends and had some or their longest flights. I was around l'or one of those, with Adam Trahan bagging a 1hird placing %+ mile flight in the 50-Milc Contes!. II right/'11lly mighl have been much longer, hut the darndcst turbulence f've encountered iu 18 years of hang gliding (and that inclmlcs

continued on page 20

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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 • (80 l) 876-221 l

RATINGS SAFE PILOT AW ARDS

NORWOOD, CHARLES: Merritt Isl., FL; T. Braden/Sky Hook Towing RUFFEE, JAY: Montgomery, AL; B. Chalmers/Lookout Mountain FP

BRONZE ANDREW BEEM DAVID DELBRIDGE RICHARD LAPORTE

Region 12 DUSTMAN, EDWARD: Rochester, NY: F. Valenza/Mountain Wings MEYER, JOHN: Schenectady, NY; D. Guido RUNGE, DWIGHT: Forked River, NJ; D. Glover/Kitty Hawk Kites

LILIENTHAL AW ARDS BRONZE GEORGE HROMNAK BOB KOOSER

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 BAILLY, JANICE: Medford, OR; D. Buchanan COLSON, RICK: Gladstone, OR; A. Swingle

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 2 KOCKELMAN, JOHN: Mountain View, CA; R. Engom/Mission Soaiing PELTON, ERIC: Mountain View, CA; J. Fritsche/Mission Soaring VORHIS, MICHAEL: Fremont, CA; R. Palmon Region 3 BROWN, MELISSA: Pasadena, CA; R. McKenzie/High Adventure HICKEY, KEVIN: Tarzana, CA; J. Greblo/Windsports Int'! MCSWEENEY, SHAN: Los Angeles, CA; D. Quackenbush/True Flight SEELIGER, TOM: Oceanside, CA; S. Kurth Region 6 CARPENTER, S: Norman, OK; D. Glover/Kitty Hawk Kites NOMURA, MARK: Little Rock, AR; L. Haney/Sail Wings Region 9 COBLE, NORI: Kensington, MD; J. Middleton/Silver Wings DAVENPORT, RAWLING: Hatpers Feny, WV; D. Glovet/Kitty Hawk Kites EV ANS, GLENN: Jamestown, NC; D. Glover/Kitty Hawk Kites FARKAS, DAVID: N. Olmsted, OH; M. Delsignore/No Coast HG GILBERT, WILLIAM: Holland, PA; B. Umstattd/Sky High KEITH, SAM: North Olmsted, OH; M. Delsignore/North Coast HG MCCAUGHAN, JAMES: Bala Cynwycl, PA; R. Coxon/Kitty Hawk Kites MILLER, CHRIS: Annandale, VA; E. Logan/Penn-Aerie SPAULDING, TIM: Ravenna, OH; J. Reynolds/Lookout Mountain FP SWETTER, LISA: Potomac, MD; G. Keoho/Kitty Hawk Kites Region 10 APPLEBEE, LARRY: Knoxville, TN; R. Jacob/Sequatchie Valley COSNER, MICHAEL: Pensacola Bch, FL; C. Thoreson/Lookout Mtn FP HOWELL, RAMOND: Wendell, NC; D. Glover/Kitty Hawk Kites LANGHUS, DAVID: Bethlehem, PA; D. Glover/Kitty Hawk Kites MATOS, HUBER: Miami FL; R. Jacob/Sequatchie Valley Soaring MORRIS, DA VE: Nags Head, NC; R. Coxon/Kitty Hawk Kites MURPHY, EDDIE: Bahama, NC; D. Glover/Kitty Hawk Kites

Region 2 MELEAN, ARTURO: San Leandro, CA; D. Yount/Mission Soaring NELL, KEVIN: Redwood Valley, CA; P. Denevan/Mission Soaring Region 3 BROWN, MELISSA: Pasadena, CA; R. McKenzie/High Adventure ENGELDER, ROGER: Mission Viejo, CA; R. Mitchell/Eagle's Wings RAINVILLE, BILL: Granada Hills, CA; B. Scott/True Flight Concepts SEELIGER, TOM: San Diego, CA; S. Kurth Region 4 CANTRELL, ANDREW: Phoenix, AZ; B. Holmes/Sky Sails of AZ COUSINO, RON: Ft. Morgan, CO; E. Duerksen/CO Hang Gliding Ctr MALONEY, PATRICK: Englewood, CO; T. Hackbart MUEHLFELT, TOM: Mesa, AZ; S. Mish/Bandito Action Sports STILES, DOUG: Phoenix, AZ; B. Holmes/Sky Sails of AZ WHEELER, MINDEY: Holladay, UT; K. Stowe/Windrider Windsports Region 6 SHOCKLEY, TIM: Eldon, MO; R. Coxon/Kitty Hawk Kites Region 7 BELL, GIL: South Bend, IN; J. Mitchell/JJ Mitchell HG ENGVALL, RICK: Rockford, MI; B. Chalmers/Lookout Mountain FP GUADAGNOLI, JOSEPH: Schaumburg, IL; J. Mitchell/JJ Mitchell HG HART, ANDREW: Brookfield, IL; J. Mitchell/JJ Mitchell HG Region 9 BALK, MICHAEL: Annandale, VA; J. Middleton/Silver Wings DA VIS, THOMAS: Olney, MD; E. Logan/Penn-Aerie EV ANS, GREG: Jamestown, NC; D. Glover/Kitty Hawk Kites GARDNER, MARK: Prince Frederick, MD; E. Logan/Penn-Aerie MILLER, CHRIS: Annandale, VA; E. Logan/Penn-Aerie PIERCE, SUSAN: Vienna, VA; J. Middleton/Silver Wings SPAULDING, TIM: Ravenna, OH; J. Reynolds/Lookout Mountain FP

HANG GLIDING

RATINGS Region 10 APPLEBEE, LARRY: Knoxville, TN; R. Jacob/Sequatchie Valley CIZAUSKAS, RICHARD: Nags Head, NC; R. Coxon/Kitty Hawk Kites CLAYTON, JAMES: Roswell, GA; C. Thoreson/Lookout Mtn FP COSNER, MICHAEL: Pensacola Bch, FL; C. Thoreson/Lookout Mtn FP HILL, DON: Otto, NC; R. Jacob/Sequatchie Valley Soaring KRATINA, KEVIN: Lake Worth, FL; J. Tindle/Miami HG MATOS, HUBER: Miami, FL; R. Jacob/Sequatchie Valley Soaring NORWOOD, CHARLES: Merritt Isl., FL; T. Braden/Sky Hook Towing POWERS, PRIOR: West Palm Bch, FL; J. Tindle/Miami Hang Gliding POWERS, DEVON: Royal Palm Bch, FL; F. Foti/Miami Hang Gliding REICH, ROBERT: Knoxville, TN; J. Laughrey/Hawk Airsports RUFFEE, JAY: Montgomery, AL; B. Chalmers/Lookout Mountain FP WILKINS, JEFFREY: Huntsville, AL; R. Patterson/Rocket City Region 12 MARLINS, PEDRO: Rochester, NY; G. Black/Mountain Wings MEYER, JOHN: Schenectady, NY; R. Clark

INTERMEDIATE RATINGS

ADV AN CED RATINGS PILOT: City, State; Instructor/School Region 2 FARSON, CLARK: Alameda, CA; R. Locke GILPATRICK, JULES: Alameda, CA; D. Thomason/Silent Flight KOCH, KLAUS: Half Moon Bay, CA; R. Travali MENDEN CE, JIM: Modesto, CA; W. Brown/Ultraflight Hang Gliding Region 3 BARLEY, DANIEL: Woodland Hills, CA; D. Quackenbush/True Flight MURRAY, MITCH: San Diego, CA; M. Fleming/Toney Flight Park Region 4 BONNER, ROB: Telluride, CO; L. Chiarani/Telluride Airsports Region 6 MCKINLEY, BARRON: Little Rock, AR; D. Dunning/Cen AR Mtn Pilots Region 9 SPICER, ROBERT: Callingdale, PA; J. Harper/Windriders Club

PILOT: City, State; Instructor/School Region 2 DIFFENDERFER II, JIM: Campbell, CA; J. Diffenderfer WELLS, AARON: Los Altos Hills, CA; J. Newland/Wings of Rogallo Region 3 ANGEL, ROLAN: Santa Barbara. CA; R. Brown/FL Flight Services HAMANN, FRANK: Garden Grove, CA; D. Skadal/Hang Flight Systems

Region 10 FRANCUM, GREG: Lenoir, NC; R. Goodman/Blue Ridge Hang Gliding Region 12 CLAYTON, JEFF: APO, AE; P. Voight

MASTER RA TINGS

Region 5 ASHLEY, JOHN: Columbia Falls, MT; B. Steubs/Montana Flight Quest

RUSSELL LOCKE

Region 8 SOSA, HERNANDO: Waltham, MA; J. Nicolay/Morningside FP

FOREIGN RATINGS

Region 9 DORSEY, WILLIAM: Potomac, MD; E. Logan/Penn-Aerie FIELD, MICHAEL: Simpsonville, MD; W. Kautter KEECH, ROBERT: Kersey, PA; L. Higley MADDEN, KEVIN: Rockville, MD; E. Logan/Penn-Aerie SAVELL, MARLIN: Falls Church, VA; E. Logan/Penn-Aerie Region 10 WIEDEMANN, BARBARA: Montgomery, AL; B. Chalmers/Lookout Mtn FP

BEGINNER: MENENDEZ, ANTANASIO: Puebla Pue, Mexico; G. Reeves/Windsports NOVICE: MENENDEZ, ANTANASIO: Puebla Pue, Mexico; G. Reeves/Windspo11s INTERMEDIATE: BLAIS, ANDY: Welland, Ontario, Canada; M. Gates/OHGA GHAFOURI, ALI: Pine Grove, Singapore; J. Johnson

Region 12 BUCKLEY, JEFFREY: APO, AE; R. lvlcKenzie/High Adventure SHULTS, GREGG: Woodbourne, NY; G. Black/Mountain Wings

MARCH 1992

CLASSIFIEDS ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGA-certified school. ROGALLOS ATTACK DUCK 160- Blue/white, <5 hours. Extra, extra great condition. $600 (803) 383-4318. AXIS 13-Likc new, $1,000 OBO. (707) 965-0411 home, (707) 963- 3455 work, Tammy. AXIS 15 - Full race, excellent condition $1,300. Eric Raymond custom harness, excellent condition $300. Bell helmet $30. (818) 353-7161 CA. BRAND NEW- 1991 165 Spectrum Plus. Includes 2 extra faired downtubes, safety wheels, parts kit, owners manual, W.W. hat, tax and shipping tube-Only $2,900. Save $883.85 The Hang Gliding Connection (916) 241-6974. CI 165 - Very good condition. Recent aiiframe inspection: new bottom wires, quality sailwork, camera pockets. Gold LE, red tips, spaghetti harness (black). $650 (803) 327-1252. C2 185 - Good condition, rainbow double smfacc. Under 150 hours. $450. Paul Robinson (714) 391-2812. COMET 165 -Low time, good condition. $400 OBO, (918) 272-90 IO Tulsa. DOVES WANTED - Electra Flyer, Doves A, B or C, wanted by instructor for school use. Any condition. Raven Sky Sports (708) 360-0700. DREAM 185-$800, new. Streak 160, $200 mint condition. (616) 882- 7168. DREAM 240 - Perfect tandem glider for the larger pilot. $1,500 OBO, Dave (619) 582-4414. DREAMS IN STOCK-All sizes, including !45's. Many other used gliders available. Raven Sky Sp011s (708) 3600700. FOIL C - Good condition, never wrecked, extras. S 1,200 (310) 820- 3548. FORMULA 144 -New in stock. We need to sell this glider "bad". Make us an offer. (619) 450-9008.

HANG GLIDER SAIL REPAIR & REBUILDING BY DENNIS VAN DAM/AEROSAIL - Serving the hang gliding community for over a decade. "Integrating aesthetics with the highest orderof structural integrity." Aerosail, 1617 W 40th St, Chattanooga TN 37409, (615) 821-5945. HARRIER 147-$700, good condition, spare tubes. (415) 621-5108. HIGH ENERGY - pod harness and WW Plylitc deluxe cocoon harness. $125 each, (310) 820-3548. HP II -Performance at recession price, $850. Crisp sail, I IO hours, (415) 621-5108. HP AT 158 -Flo lime green and red spectrum. Very good condition with extra XC bag-$2,000 OBO. Red Airstream pod harness-$250. Ball 65 \ vario with alt/airspeed-S30D. (303) 932-2437. HP AT 158 - Excellent condition, clean sail, low hours. $2,500 Rich (303) 939-9348.

SPORT EURO 150-$1,575., Vision MK IV 17 SI,325., MagicIV 166 $725., Comet][ 135 $575., Comet! 185 $475., Oly 160$250.,smallCG 1000harness$200. (801)254-6141. SPORT 167 EURO - Non race. Black LE, red, white. SI ,200 (707) 443- 2018 Northern Calif. SPORT 167 EURO - Lime, magenta, white. Excellent handling, $900. HP l l/2, red, gold, white. High performancc, $350. RA VEN 229, good condition, $500. Mike (619) 576-2098. SPORT 167 -Good condition, crisp sail. Sl,050 (808) 7372058 Honolulu. SPORT 167 - Excellent condition, low time, crisp sail $1,300. Harness & chute available. (703) 885-2523. SPORT 167 (USA) - Red, white, blue. Flies nice. $900. High Energy cocoon w/chute $200. (916) 246-5642.

HP AT 158-Pro white, red. Excellent shape. $2,700 OBO. (619) 450- 9008.

SWEET FL YIN' -Euro Sport 165,$800at(805) 682-1088.

KISS - 1989 full race, extra undersurfacc rib, beefed-up trailing edge. SI,500 OBO, Dave (619) 582-4414.

TANDEM CHUTE- 22 gore, $300., Dream 165 $800., C3 185 $1,800 (916) 938-2641.

KISS 154- '89, clean. Pink LE, gray, white. $1,900 OBO (602) 967-8081, (602) 935-6255 weekends.

TANDEM GLIDER/SUPER FLOATER (UP) $795 OBO, (415) 665- 1520.

KISS '89-Blue and rainbow. Upgraded sail. $1,400 OBO. (619) 450- 9008.

TEXAS - Trades, new, used, locator service. Call RRA (512) 467- 2529.

LITE DREAM 165 - Excellent condition, low hours. Sacrificc $947 OBO. (213) 433-4443.

VISION MK IV 17 - Trilam LE, very good condition. $1 ,600/offcr (216) 631-2085.

MAGIC KISS 154 - Good condition. Pink, grey, blue, white. $1,500/offer, Russ (415) 545-3043.

VISION MK JV 17 - Brand new condition, less than 30 minutes TT. Rainbow sail, speedbar. S 1,500 (713) 879-4500.

MOYES MISSILE 180 - Good condition. Gold LE, light blue undersurfacc. Economical first mountain glider. $500 (804) 295- 2585.

VISION MK IV 17 - Good condition, 4.4 oz., comfort bar, knee hanger harness, wheels. $1,250 (619) 259-2292.

MOYES XS 155 - "Absolutely Pristine", must sell. $2,850 (303) 728- 3905. MOYES XS 155-Full race, excellent condition, <20 hours. Stored in So. Cal. $2,595. Call (303) 879-6284 to schedule inspection. MOYES XS 155 - Clean, low hours, all new wires & speedbar. Must sell $2,200 (w/fins & carrying case). Norm, (310) 451-2016. NEW GLIDERS - Best prices! Pacific Airwavc, Wills Wing, Scedwings, Delta. Silver Wings (703) 533-3244. NEW - Super Sport 153. S2,900 (209) 874-1795 CA.

FORMULA 154 Indiana.

SPORT 150 - White with fuchsia. (619) 473-9743 home, (619) 441- 0707 work.

VISION MK IV 19 (619) 265- 1874.

269 Condm

Full race, good condition. $1,250

VISION MK IV 19 - 1990, full race sail, comfort bar, new storage bag, camera zippers. Lime green & black, 60 hours, one owner. Sl,250 (619) 674-1865. WANTED HP AT 158, K2- Low hours, low money. Don (205) 254-3288. \V ANTED 180 SPORT AMERICAN -PO Box 23, Baker City, OR 97814.

WANTED SPORT 150 - Please send photo, price and details to: Scott Williams, PO Box 866, Douglas Ml 49406 or call (616) 857-8015.

Low hours, $2,395 (219) 845-2856

GARAGE SALE! - BROTHERS FIND GARAGES OVERFLOWING with gliders! Musi sell! Two Sensor 5IOC's $1,100 each. 152 foil Combat $2,100.139 Combat $2,600. Chris Arai, (510) 531-2261. GEMINI 164 ... very good condition. .S650 OBO HP l.5 .... <30 hours, exceptional condition ... $700 OBO Robertson cocoon harness ... perlon lines w/pulleys ... S 175 Call Joe (208) 467-3277 Idaho.

SENSOR 5 IO B-C - All mylar, fast, great sink rate, excellent condition. For a paltry $900. (619) 575-4939. SENSOR 5 JOE - FR, never whacked, loaded, low time, better than new 53,000. Also, 5 IOB, compensated FR, sweet handler, still performs great $1,000. (208) 788-3891. SMALL PILOT PACKAGE -135 COMET, vg condition, Flight Designs harness w/parachute, vario & altimeter. $800 OBO, Diane (505) 989- 4663.

COLORADO HANG GLIDING (303) 278-9566 24 hours Region !Y's oldest, largest, full time shop. Paragliders ... Demos, all brands .......... Sl,500-S3,000 D.0.T. helmets (colors!) .. ........ ..... $58-$129 Used hmncsses ........... ....... ...... $75-$500 Varios (demo's, all brands) . ........... ..$75-$500 Never used chutes (all sizes), each inspected repacked, w/ncw bridle and bag ......... $265 Equipment 100% Guaranteed/Major Credit Cards We trade/buy used equipment.

SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MOD· ELS. CALL TODAY (619) 450-1894 OR (619) 450-9008.

HANG GLIDING

CLASSIFIEDS Magic Kiss ..................... <5 hrs ....... S2.200 Vision MK IV 19 ........... <3 hrs ........ S2.000 Vision MK IV 17 .... ... <2 hrs ....... S2.000 Lt. Dream 205 . ......... <60 hrs ..... $800 Ha1Tier 177 ....... ..<IO Ins ..... $800 Vision Esprit 17 .... <40 hrs ..... S650 Comet I 1/2 165 . . .. <20 hrs ...... $600 All equipment I OO'lc guarantee, inspected and shipped anywhere. Colorado Hang Gliding (303) 278-9566 24 hrs. GOLDEN WINGS I 103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 ,vlystic 177 VG .............. Exe. com!. . S1,300 Vision 19 (used) ............ Exe. cond .. $1,800 Several Sport 167 ............................. $1800 - $2,200 HP AT ............................ Demo .. .. $2,800 Many other good used gliders ......... $450-S I 000 HANG GLIDING ADVENTURES/REEL ALTITUDE GLIDER ................... CONDITlON ....... PRICE '92 TRX/XRT ... . ... l\ew ................ . Call for price. .. $2,999.99 '91 TRX Demo ......... Low Hours '91 Moyes XT 165 .... Like New .... $1,999.99 '92 Moyes XS ........... New............ ... Call for price. 5 UP Axis 15's .......... Airworthy/New .... $850-$2,200 PARAGLIDERS UP Katana/Stellars ... New ........ Call for price Excaliburs ................ New . ........ Call for price. Excalibur 27 /265 ....... Like New ............ S 1,400 UP Jazz ................... Good Trainer ....... $499

Also: The world's best towing equipment featuring: The SMARTOW WINCH, kevlar, spectra. retrieval systems, hook knives (S 14) and the "Smoothie" release. PARA/HANG GLIDING tow clinics in sunny Arizona. If you demand 1he best, call (602) 992-7243 eves. Ask for Brad Lindsay.

Santa Barbara Hang Gliding Center (805) 962-8999 Certified School, full time shop, sales, service, rentals. VARIOS Ball 651. ...... $475 Ball 652 ...... . ............ $575 ...... $450 Brauniger P2 Brauniger P3 .. ............. $595 Braunigcr LCD III Baro graph. ........... S995 Flytec 2020 .. . . ........ S759 flytec 2030 ................... $995 Afro XC 8000 . . ... S895 Afro Ci1Tus 8000 ........... S795 HELi'\'IETS Aerodyne ............ . .... $79 ..... SI 19 Bell. Romer full face ... S129 Uvex full face ... $159 Carbon Fibre full face ... $259 HARNESSES Keller Hitec 2 . . $799 CG lOOO ... . .............. $499 HE Sport.. ........... $499 HE Sport Cocoon .......... S299 PARACHUTES BRS Rocket ................... $795 HE 22 gore, new .... $345 Charly Rocket, para ...... S755 GLIDERS: new, and used, trade-ins TRX demo .. $3,600 WW AT ..... .. . ............ $2,800 UP Axis 15 10 hrs. . .... $2,000 UP Comet 3, I yr. .......... S 1,500 Comet I, 8 hrs ................ S650 Skyhawk ...................... £900 Vision t>.!k IV . ....... S 1,400 WW Sport ..... S1,500 WW Super Sport .. S3,395 Moyes XS ...................... S2,900 MISC. Maxon FM 5 watt ........... S259 .......... S 129 Sylva compass MC, VISA, AMEX, DISCOVER accepted. Santa Barbara Hang Gliding Center, 29 State St.. Santa Barbara CA 93 lOI.

SEQUATCHIE VALLEY SOARING SUPPLY Instruction-Sa lcs- Repairs- Rentals (615) 949-2301 . .. custom sail ..... S 1.895 Dream 240 ....... Super Sp01t 153. ..... demo ............... $3,000 Spectrum 165 . . .... demo ...... $2,500 HP AT 158 .................... low hours ........ $2,500 Combat 152 .................... demo ............ $3,200 Vision Eclipse 19 ........... like new .......... S l,200 CG 1000 Harness (2) .............................. S425 Many other used gliders and equipment in stock. EMERGENCY PARACHUTES 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 . PARAGLIDERS PARAGLIDING IN PARADISE - Alpine paragliding in Crested Butte, CO, 24 nying sites. LZ@ 9.000+ MSL I No Wimps!, Videos S32.50, shipping included. Peak Performance Paragliders, P.O. Box 213, Crested Butte, CO 81224, Steve (303) 349-5961, Rusty (303) 349- 6384. WILLS, UP'S, ETC - $795 +up.Instruction, equipment, southern California and European tours (714) 654-8559. RIGID WINGS FLEDGE 28 -

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

lv!ITCI-IELL WING - with power cage. Reinforced main spar. Engine needs rebuilt. $1,800 (619) 575-4939. ULTRALIGHTS FD JETWING TRIKE - with Dcamon 175 wing. Black with multi-color rainbow, 30 hours TI. 440 Kawasaki engine, 3 blade ullraprop on Heagar cog belt redrive. Includes gauges, trailer and rocket chute. Kept in top flying condition! Sacrifice at 52,600. (410) 771-4621. SKYWORLD PARAPLANES -Orlando. Solo in a powered parachute after one hour instruction. Sales, service. (407) 351-4510.

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I USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum. I Boldface or caps $1.00 per word. (Does not include first few words I which are automatically caps.) Special layouts or tabs $25 per I column inch. (phone numbers-2 words, P.O. Box-1 word) I photos-$25.00 line art logos-$15.00 I Deadline-20th of the month, six weeks before the cover date of

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

[ 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:

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

I I I I I I I Number of words: [ Number of words:

I I I I I

Towing Wanted Schools and Dealers Ultralights Rigid Wings Publications & Organizations Paragliders

I I

I I I I I I l

NAME: ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ PHONE:

@ .50 = @ 1.00 =

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

L--------------------------------------~ MARCH 1992

CLASSIFIEDS WANTED FLEDGE III E.T. -ANY CONDITION! (310) 456-2941. WANTED - Inexpensive single surface training glider for 140-180 lb. pilot in southeast US, (803) 885-0949. WANTED - Oxygen system (on-demand or canula), (310) 820-3548. WANTED- Used hang gliding equipment. Gliders, instmmcnts, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. SCHOOLS & DEALERS ALABAMA

COMPACT WINGS PARAGLIDING - Wills Wings, UP and others. APA & USHGA Class II instruction. Great flying year-round. Southern California and European lours. Located at best paragliding site (Soboba). (714) 654-8559 HANG GLIDER EMPORIUM- The best training hill in the west is in Santa Barbara, a hang gliding V ACATIONPARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tues.- Fri. 10-5, Sat. 10-4. 613 N. Milpas, Santa Barbara, California 93103 (805) 965-3733. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008.

WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used gliders & flight accessories in stock. Paul Burns, 33041 Walls St., Lake Elsinore, CA 92530 Phone (714) 678-5418; FAX (714) 678- 5425. 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 fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 988- 0111, fax (818) 988-1862. COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042. PO Box 16934, Colorado Springs CO 80935.

LMFP - Two hours from Birmingham (sec our ad under Tennessee.) (404) 398-3541. ROCKET CITY AIRSPORTS - 20 minutes from Huntsville AL. Training, sales, service. (205) 776-9995. Soar Keel Mountain!

COLORADO HANG GLIDING/PARAGLIDING - 1st USHGA certified school in U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566.

ARIZONA EAGLE'S NEST SCHOOL OF HANG GLIDING/ PARAGLIDING - USHGA & APA certified instrnction. Sales and service. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

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, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 938- 9550. ARKANSAS

GOLDEN WINGS - Sales, service. USHGA certified instruction. Dealers for Wills Wing, PacAir. l l 03 Washington Avenue, Golden, CO 80401. (303) 278-7181. HIGH ADVENTURE- Full service facility located on site at Southern California's famous mile high mountains, Crestline. From sand hill to XC thermal flying, our 20 tandem accelerated training program is quick and thorough. Instructor Rob McKenzie. Dozens of new and used gliders for sale

SAIL WINGS HANG GLIDING - Sales, service, instruction. Pacific Airwave, Enterprise Wings, Moyes, UP. P.O. Box 5593, Little Rock, AR 72215. (501) 227-4920.

or rent. Other services include, weather infonnation, moun-

CALIFORNIA

MISSION SOARING CENTER - Serving the flying community since 1973. Complete lesson program with special attention to quality takeoff and landing skills. All major brands of gliders, parachutes and instruments sold. Sail repair and air frame service available. 1116 Wrigley Way, Milpitas, CA 95035. (408) 262-1055.

ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instruction, 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 Instruction, Sales, Service, Rental. - Pac. Air, UP, Wills, Sensor, High Energy, Mantis, Second Chantz, B.R.S., Pro Design, Apco Hilite, I.T.V., Edel, Skywalker and MORE! Large selection of 2nd hand gear (buy & sell). Next to Fort Funston. 3620 Wawona, 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 Wills Wing, Pacific Airwave, Delta

Wing, Seedwings, UP, High Energy, Center of Gravity, Ball, BRS, Second Chantz, ITV, Fircbird, Edel and more! Northern California's most complete repair facility, including 7th class rigger's machine. New and used equipment, spare parts, and demos. Complete training, including introductory lessons, packages, clinics, ground school and tandem. Five minutes from Ft. Funston. 488 Manor Plaza, Pacifica, CA 94044. (415) 359- 6800.

tain shuttle, towing seminars, XC trips, repairs, ratings (714) 883-8488.

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

Look under New York.

FLORIDA

PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. World wide tours, accessories. Call for free catalog. (714) 697-4466. TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Cliffhanger Cafe. Certified Training program featuring tandem soaring les-

sons. New, used, rental and demo equipment by Delta Wing and UP. 2800Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE FLIGHT CONCEPTS -

_______ ------- - ' ~

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 handling all makes and models of gliders. For more info call (305) 573-8978.

USHGA Certified Instruc-

tion, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 12 years teaching experience. Only

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

minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

GEORGIA

ULTRAFLIGHT HANG GLIDING - Wills Wing, Seedwings, Moyes, High Energy and more. Servicing Lake McClure area. (209) 874-1795 Waterford, CA.

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

See our ad

SEQUATCHIE VALLEY SOARING SUPPLY -

See

our ad under Tennessee

HANG GLIDING

CLASSIFIEDS IDAHO TREASURE VALLEY HANG GLIDING - USHGA CF!, service/sales, Pacific Airwave, UP, American \Vindwright, La Mouctte, 11716 Fairview, Boise, ID 83704. (208) 3767914. ILLINOIS RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional cu1Ticulu111, ridge soaring, mountain clinics, tandem by Brad Kushner. Sales/service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700. INDIANA JJ MITCHELL- USHGA certified instructor. PacAir and UP dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856 (219) 762- 5365. KENTUCKIANA SOARING ing.

See ad under parts & tow-

LOUISIANA RED RIVER AIRCRAFT -

sec ad under Texas.

stock. R/C 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. - Se1ving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, acccssmies. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction .. .if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills,jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD2, Box 348A, Cooperstown, NY 13326, (315) 866- 6153. THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service \Vith lowest price in area. Large mail order inventmy. Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489.

MICHIGAN NORTH CAROLINA 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. Maintain and enhance your basic skills. We still foot launch. All brands sold and serviced. Contact NonnanLesnow, 569 W. Annabelle, Hazel Park, MI 48030. (313) 399-9433 HOME OF THE STORMIN' NORMAN WINDSOCK, $39.95, MINNESOTA

COROLLA FLIGHT - America's most experienced tandem flight instrnctor, teaches utilizing ATOL and Double Vision. Call or write for information Greg DeWolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919)261-6166

OHIO

NEVADA

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

ADVENTURE SPORTS - Sien-a 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. 3650 Research Way, Carson City, i\V 89706 (702) 883-7070.

NORTH COAST HANG GLIDING-Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44 I 02 (216) 631-1144.

NEW JERSEY

OREGON Look under New York.

HAWK AIRSPORTS - New and impro\'ed hang gliding! Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch Mtn. -The longest ridge, two launches. The popular light wind indicator Windsok. Brochures available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056, Knoxville, TN 37940-0056, (615) 453-1035. LOOKOUT MOUNTAIN FLIGHT PARK - Since 1978, Southeast's largest USHGA-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 infom1ation. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instrumen ts, T-shirts. Repair services. We buy used gliders, equipmcnt! Send $1.00 for brochure, rates, directions, accommodations infonnation. Twenty minutes from Chattanooga, Tennessee. Route2,Box 215-H, Dept. HG, Rising Fawn, GA 30738. (404) 398-3541 or 398-3433 SEQUATCHIE VALLEY SOARING SUPPLY -Certified, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealcrs for all 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 STAY WHERE THE FLIERS STAY - Crystal Air Sport Motel. Private rooms, bunkhouse,jacuzzi, pool. (615) 8212546 Chattanooga, TN. TEXAS

KITTY HAWK KITES, 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 advanced lesson packages and camps offered. Advanced tandem tow instmction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and pa11s.

SPORT SOARING CENTER/MINNEAPOLIS - Instruction, equipment dealers for Pacific Airwavc, UP & Wills Wing. (612) 557-0044.

MOUNTAIN WINGS -

TENNESSEE

AIRTIME OREGON - Certified instruction. Dealer for PacAir, UP and American Windwright. (503) 998-1220.

AIRCRAFT! - Red River Aircraft, based in central Texas, service ranges far and wide. Turning students into pilots. USHGA certified instruction, trading new and preowned wings and things, towing supplies, full service repair. Ternporarily unhip 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. 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 Airwave. l:TAH VULTURE GLIDERS - The Frame Shop. All glider inspections/repair by FAA ce1tificd technician. USHGA certificd hang gliding school. Dealer for Pacific Airwavc, Center of Gravity harness. (801) 254- 6141.

NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service. Sandia lvlountainguides. Wills, Seedwings, Pacific Airwavc, Delta, Moyes. Albuquerque, NM (505) 821-8544.

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

WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (801) 277-1042.

PENNSYLVANIA NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN, Four exclusive training hills. Area's only dealer for Pacific Airwave, UP, Secdwings and Delta Wing with demos in stock. \Ve are the largest, most complete H.G. accessory and repair shop of its kind in the country. Many new and used gliders in

MARCH 1992

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

Look under New York.

KITTY HA WK KITES -

See North Carolina.

S[LVER WINGS. Inc. Certified instruction and equipment sales. (703) 533-1965.

CLASSIFIEDS PARTS & ACCESSORIES BELL SOARING HELMETS - White, blue, red. $132 plus. For nearest dealer. (303) 278-9566.

!I .,_._.,.- .-

CAN'T TOUCH THIS - Save S mail orders. UVEX full face S260., MAXON SP5000 6ch. programmed $309., VOX $69. HAM RADIOS, Y AESU FT 41 lE $319., MOD $30., ICOM 2SAT $319. MOD $40. Dealer for Aircotec Alibi varios, Ball, BRS, High Energy, Safewheels, V Mitts, Raymond, Second Chantz. Tow rope 1/4" poly $30 per 1000', 3/16" poly $25 per 1000'. Send S.A.S.E. for sale flyer or call Kcntuckiana Soaring, 425Taggart Ave., Clarksville IN 4 7129 (812) 288-7 l l l Calls returned collect. HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS! -12", light, tough. Fits all gliders. Send $37 + $2.95 shipping per pairto: Sport Aviation, PO Box 101, Mingoville PA 16856. Ask about our dealer prices.

LINDSAY RUDDOCK VARIO-Prices around $800. (US price vary slightly depending on current exchange rate) VISA/1\,IC Call or write Russ Douglas, 2060 Gosser Street, Milpitas CA 95035 (408) 263-0915 eve., (510) 372-1337 days. MAXON RADIOS - $349. VHF FM 5 watt crystal, includes 3 USHGA channels, charger, case, clip, antenna and I year warranty. !\•[axon I watt, $175. NOHYPOXYGEN III OXYGEN SYSTEM-5 1/4 lb., only $350. ARAMID FULL FACE-Superlitc helmet. Excellent vision, yet cold weather protection, $325. Visors $25. Built in headset and/or VOX, S30. XC SMOKE BOMBS-$5. Large signal mirror, S8. Jack the Ripper cutaway knife, $15. Silva compass, SlOO. Pendulum Sports, Inc. l-800-WEFLY X-C

FULL FACE PROTECTION! Strength! Quality! Lightweight Carbon/Kevlar mix! Great visibility! Visor/side padding removable lo increase wind sound! D.O.T./Snell approved! Much greater impact strength than just D.O.T. standard! Docs your helmet catTy an approved strength rating? Send measurement around the largest part of head. Only $207 (white). Color graphics-add $13. CA orders add .0825 sales tax. PR, AK and HI add $14. Promotions Unlimited, 8181 Mission Gorge Road, Suite I, San Diego CA 92120-1600. (619) 286- 5604, after 7 p.m. Pacific.

HIGH QUALITY HELMET -at an affordable price. D.O.T. Brushed nylon liner with high strength polycarbonate shell. ONLY $55.00 + $4.00 S/H. Great for schools. GOLDEN WINGS, l 103 Washington Avenue, Golden, CO 80401. (303) 278-7181 or TOLL FREE 1-800-677-4449. INSTANT X-COUNTY DISTANCES - figured using latitude-longitude program. Enter your tumpoints once for repeated use, single keystroke reealculation. Requires Lotus l-2-3 or Excel 3.0 with mouse. Send $10.95, SASE, specify disk. Oscar Concepts, PO Box 1867, Woodland Park CO 80866.

MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on balleries, 0-18,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Ilox 15756, Santa Ana CA, 92705. (714) 250-3100, 1-800-334-3101 Mark Mallett. NAS VARIO/ALTIMETER - Excellent shape, must sell. Retail $400, sell for $275. (501) 967-7057. 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 ii. Videos, S32.50, shipping included. PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO, 81224. Tel/Fax (303) 3495961.

Get fast response and the Litek sound, in the most rugged variometer available. The E model is now ONLY $189 direct (VISA, MC, AMEX) Ball clamp not incl. Free brochure. LITEK (503) 479- 6633, 4326 Fish Hatchery Road, Grants Pass OR 97527. GLIDER iv!ARKING INTER1':ATIONAL - Creates a state-of-the-art advertising medium by applying names and logos on hang gliders, parachutes, paragliders, sails, etc. P.O. Box 451. Glen Cove, NY 11542 (516) 676-7599.

THE FAMOUS "LAMBIE LID" - Aerodynamic hang glider helmet, S85 postpaid. Full face version, $120. State size and three choices of color. 8160 Woodsboro, 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.

HANG GLIDING

CLASSIFIEDS SKY-TALKER II The Sky-Talker II, 2 meter FM antenna, will boost the transmitted and received 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. Send $30 + S3 shipping and handling to: Sky-Com Products, PO Box 530268, San Diego CA 92153.

XCR-NEW & IMPROVED - Now includes holster and on/off control valve "toggle switch". Conceivably still the simplest, lightest rcfi llablc composite fiberoxygen system on the market. Comes complete, including Oxymizer. XCR 240 (liter) is just $474.95, and the XCR 480 (liter) is $494.95. (S 15 S/H). OXYMIZER- Unique cannula reservoir design accumulates continuous oxygen flow normally wasted during exhalation, saving up to 66% over standard cannula 's (in most cases). Works with many other supplemental oxygen systems. Only S 19.95 (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 SpmtsOxygen systems.

PARA-SWIVEL - Don't leave the ground without one! $84.00 + $4.00 S/H. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80-101 (303) 278-7181, 1-800-677-4449.

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

QUICK RELEASECARABINER-$49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Themrnl 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983.

ULTRAPOD CAi'v!ERAS - Infrared remote $ l 79., Thermitts, designed for comfmt bar $39. (714) 654-8559.

FOR SALE - Hang gliding business. Includes retail store, USHGA certified school and workshop all located at Marina State Beach near Monterey, CA. Inventory training equipment, fixtures, tools, office equipment, established dealerships and customer base. This school has been in operation teaching hang gliding for I I 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. \V ANTED - Hang gliding instructors, full and part time, must be USHGA certified.Teach on sand dunes. Call Western Hang Gliders (408) 384-2622.

HG & PG INSTRUCTORS WANTED - Will train. $65$100/day. Send experience. PO Box 1423, Golden CO, 80402. KITl'Y HA WK KITES IS HIRING - Certified tandem, basic hang gliding, paragliding instructors. Send resume to: John Harris, Kitty Hawk Kites, PO Box 1839, Nags Head NC 27959. PUBLICATIONS & ORGANIZATIONS

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 constrnction with vclcro retaining straps for your radio's protection. Installs on any harness in seconds. S20 each, includes S/H. Satisfaction guaranteed. tv1ail check or money order to: G.W. Cooper & Co., PO Box 982, Simsbury CT 06070.

Need help writing your ad? Call Jeff (719) 632-8300. MARCH 1992

DON'T GET CAUGHT LANDING DOWNWIND! Perfect that no-step landing by watching our Windsok. Constructed with 1.5 oz. ripstop nylon. UV treated to maintain its brilliant color. 5'4" long with an 11" throat. Available colors are fluorescent pink/yellow or fluorescent pink/white. $39. 95 (plus S4.00 shipping/handling) Colorado residents add 3% tax. Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, f'AX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

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 !lying instructions from the training hill to soaring techniques. Over

CLASSIFIEDS 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 (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

TLS PLATFORM LAUNCH SYSTEM -S 1,800 complete. Raven Sky Sports (708) 360-0700. TOWROPE& RELEASES-1/4" poly $30 per !000', 3/16" poly $25 per !000'. Kcntuckiana Soaring, 425 Taggart Ave., Clarksville, IN 47129, (812) 288-71 ll (eves.)

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) 696-910 I.

ULTRALINE IN STOCK -3/16" X 3000' delivered$ I 05.00 3/16" X 4000' delivered $140.00 From the original Ultraline source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508, (318) 981-8372.

This is the one I I

Ut!Ul,'"'-Sarter

PARAGLIDING-A Pilot's Training i\fanual. 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 micromctcorology. Beginner through advanced skills covered, and much, much more. NOW AVAILABLE THROUGH USHGA. Send$ l 9.95 (plus $3 S/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 S25. Send check or money order to 425 Rider St., Ste. 87, Perris CA 92571 or call (714) 657-2664 or FAX (714) 657-4062 with your credit card information. SOARING -Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership S45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177. TOWING ANNOUNCING IN TEXAS - Towing supplies from Red River Aircraft. Bridles, releases, recovery chutes, platforms and more. (512) 467-2529, FAX (512) 467-8260. COMPLETE TRUCK TOWING SYSTElvl-ATOL winch type, pilot controlled release, automatic pressure regulator, 5000' of line, includes vehicle. Needs minor work, must sellI've moved (system is in Delaware). Best offer over $2,000. (415) 321-7966. MAKE THE MOVE TO QUALITY THAT LASTS-High performance Spectra & Dacron ropes, coated to last longer and bond fibers. Pu1ls and damage can occur if not coated. Light, strong and easy to splice. Call David F. Bradley (215) 723-1719, FAX (215) 453-1515. SMAR TOW WINCH SYSTEM - Only from REEL ALTITUDE. The safest, highest towing sport winch available for paragliding or hang gliding. Compare these features: Capacity for 5000' kevlar/spectra line, line tension indicator (a must forparagliders), hands-off auto rewind, pivoting base for cross-winds, instant pressure dump, quick disconnect/setup. Versatile mounting: car/truck (front/rear), trailer, boat or rickshaw. Also: releases, hook knives (S 14), towlines and the new Glider Launch Vehicle (GLV)! Call for brochure. SMARTOW WINCH: NOT THE FIRST, JUST THE BEST! Join us fora tow clinic in sunny AZ!!! Call (602) 9927243.

By Golden Wings

Tow line recovery System Nothing attached to pilot or bridle.

USHGA LONG SLEEVE T-SHIRT- Our long sleeve!shirts are colorfully screened with a "simplistic" hang gliding design across the chest and down the left sleeve, l 00% cotton! Now in GRAY or WHITE. $18.95 (plus $3 S/H) Please specify color and size (S,M,L,XL) when ordering. Colorado residents add 3% sales tax. SEND TO USHGA, P.O. BOX 8300, COLORADO SPRINGS, CO 80933.

UNLIKE OTHER SYSTEMS, no deployment mechanism is required. Fully self actuating when tow line is released. Reduces wear on line & rewind motor. Reduces turn around time. Two sizes. Sl25/$l35 incl. shipping. Check or money order. Also available, 3/16" braided Kcvalcr GOLDLINE towline, $99 per l ,000 feet. Golden Wings, l l 03 Washington Ave., Golden CO. l-800-677-4449 VIDEOS & FILMS DAREDEVILFLYERSill-THEPARAGLIDERS-by Tatum Communications. Paraglidc 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 (7 l 9) 632-64 l 7. We alsoproudlycarry HAWAIIAN FLYJN' & HANG GLIDING EXTREME. MISCELLANEOUS

r~-~;:_---~ p~ t;

'°~~t9

H·ANGGI1fi1~Gc

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.

USHGA POSTER! -Full color, 24" X 37" poster of Eric Raymond doing oxygen at 17,000' lv[SL over the Sierra Nevada Range, $7.95 USHGA Poster, (CO Residents add 3% tax) P.O. Box 8300, Colorado Springs, CO 80933 (719) 6328300. USHGA & WORLD TEAM APPAREL CLEARANCE SALE 20TH ANNIV. T .............. Medium only ........... $9.00 '91 WT SWEATSHIRT ... S, M, XXL only ....... $15.00 '89 WT SWEATSHIRT ... S & XXL only ......... $10.00 WOMENS WT T .............. S, M, L White .......... $9.00 S, M, L Blue ............ $9.00 SHORTS (LARGE) .......... Red & Yellow .......... $8.50 SHORTS (XL) .................. Red, Blue, Yellow, Green .......... $8.50 USHGA JACKET ........... Medium Blue ........... $15.00 Large Yellow ........... Sl5.00 "BARS" T ......................... S, M White .............. S7.00 S, 1vl Yellow ............ S7.00 ORIG. LOGO T ................ Medium Tan ........... $6.00 S, M Blue ................. S6.00 UGLY CAPS ................... Navy, Red, Orange .. S4.00 Act fast-limited quantities. PLEASE BE SURE TO ADD S3 S/H TO YOUR ORDER. USHGA, PO Box 8300, Colorado Springs CO 80933.

HANG GLIDING

• Vented Long Rugby Tail

• Colorfully Embroidered

Available in: Black, Jade, White, Yellow, Navy, Red

$21.95

Kinglou{e SIZES:

Medium

Large

X-Large

(+ $3.50 S/H) XXL (white & navy only)

USHGA Golf Shirt • P.O. Box 8300 • Colorado Springs• CO 80933

FAI Air Crew Carel

Now Available to CLASSIFIEDS TIRED OF LOOKING LIKE ZIPPY THE PINHEAD? UPGRADE YOUR IMAGE WITH A USHGA GOLF SHIRT! SEVERAL COLORS TO CHOOSE FROM. CLASSIFIED ADVERTISING RA TES The rate for classified advertising is $.50 per word (or group of characters) and SI .00 per word for bold or all caps. iv!inimmn ad charge, $5.00. A fee of$15.00 is charged for each line art logo 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 canccHations must be received in wdting I 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE. P.O. Box 8300. Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417. STOLEN WINGS STOLEN - While in Santa Fe, Nivl over the holidays. WILLS WING 223 PARAGLIDER, serial# 21003. Purple w/gray & pink (canopy only). Gray Wills Wing bag wired stripe. APCO AVIATION Hll,ITE 3 23, serial# 857486. Flour. yellow w/green (canopy only). Yellow & pink Apco bag. APCO AVIATION JETSTREAM HARNESS-NEW, turquoise blue w/flour. yellow storage bags and pink base in turquoise & flour. yeHow bag, size medium, serial # 433. Free Flight PDA 20 gore chute, #1055B. Brown leather gloves, red UVEX downhill ski helmet, AIRCOTEC Alibi 11 #4425, KELLER INTEGRAL HARNESS, well used. Pink w/lavcnder, size 150-170, w/ 18 gore PD A chute. Orange frecllight helmet, gray Calgary 88 gortex gloves, Patagoniajacket-red with blue lining, w/ Wills Wing on the back. And other non-HG items. Willi Muller, (403) 932-6760, FAX (403) 932-6760.

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 $100.00 REWARD - NO QUESTJONS/GAMES. Jas. Asher, OHGA FLT. DIR. (5D3J 245- 6939 or 828 S.W. Chestnut St, Portland OR 97219. FROM DOWNTOWN CHATTANOOGA TN - Pebruary l 991 Brand new rnagcnta s11aghelti strap harness and white bike helmet. Call eves. (615) 267-7908 ONE OF A KIND - camouflage A VSAC harness. Second Chantz rocket- deployed chute nunmted on left side of harness. Two helmets. One full face with "Cpl. Laytcx" painted on the front. One "White Stag" one-piece ski suit. Call Richard (916) 577-350-1. STOLEN WINGS arc listed as a service to USHGA members. Newest entries arc in bold. There is no charge for this service and Jost 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.

INDEX TO ADVERTISERS Adventure Video .............................. 49 AirWorks .......................................... 20 Applied Air Research ....................... 69 Austin Air Sports ............................. 35 Ball Varios .................................. 30,57

LOST - Blue High Energy Pod. PDA parachute, full-face carbon fiber helmet. at Eel Levin Park. Milpitas CA, Please call Alan Kenny (408) 942-1773. FOUND-Alli-Vario, at Ed I .evin during the Silent Airshow. Must identify! (916) 452-0787 work & home. (CA)

Brauniger .......................................... 70 BRS .................................................. 53 Cross Country Magazine .................. 69 Hall Bros .......................................... 49

WW Z-3 HARNESS - SANTA ANA CA Stolen from car iu Grand Ave area. Wills Wings Z-3 gray & red cordura harness bag with the following contents: Z~3 harness, clcc. blue w/ plain gray side panels, serial # 170; Kenwood TH27 A ham radio (w/hroken antenna) serial# 21100746; Litek V-12 vario & Cloudbase 1350 altimeter; white Bell helmet; pink & white 22 gore parachute w/ red bridle and paraswi vcl. attached to Applied Air Research ELAPS rocket deployment system. Also lakcn was briefcase containing log books (and other items). Mike Heilman (808) 638-5543. STOLEN - Pac Air Formula. Pink LE, black to pink to gray undersurfoce. UP cocoon harness, black w/pink stripes. Ball Vario. Scott Meehleib (619) 295-1261. LOST -Battens on June 8th, I 991, near White Cliffs Beach, Plymouth MA. Call Donald Saccone (617) 857-103! wk. DREAM 220 - Blue LE, wavy rainbow pattern. Frout to back red, blue, green, white, red, purple white. Dnrk green bag. Taken from LZ near San Jacinto College. San Jacinto CA (Soboba flying site) on 8/10/91. Call (800) 734-0622 STOLEN ON 7119/91 - From a car in Hollywood, CA Knee-hanger harness, green with a "Finstuwalder label: white parachute mounted in red pocket. Reiner Kaiser, 7848 Manchester#!. Playa Del Rey. CA 90293 (213) 823-7383 WW Z-2 HARNESS - Navy blue with red/white/blue striped. B RS & hand deployed parachute. Roberts vario. Taken at Owens Valley (Janics) May 25th, 199!. $100 Reward (714) 677-6065 leave message

High Energy Sports ............................ 4 Lookout Mt. Flight Park ................ 3, I 0 Morningside Hang Gliders ............... 69 Moyes ................................................. 6 NAA ................................................. 68 Pacific Airwave ............ 70,Back Cover Paragliding Magazine ...................... 57 Robert Reiter Video ......................... 15 Roberts Glider Instruments .............. 47 Safari Sky Tours ............................... 43 Sequatchie Valley Soaring .............. .40 Sport Aviation Publications ............... 4 UP International .......................... I 3,56 U.S. Aviation .................................... 23 USHGA .................................... 2,41,67 Vulture Gliders ................................ .40 Wills Wing ........................ 16,17,43,45 Winclsong Productions ....................... 4

USHGA Members "I highly recommend the FAI Air Crew Card - It identifies you not only as a pilot but also as a member of the international aviation community." - Chuck Yeager As a member of USHGA you are eligible to obtain the Air Crew Card. This card is issued by the National Aeronautic Association, the U.S. representative of the Federation Aeronautique Internationale. NAA is the National Aero Club of the U.S. and is the umbrella organization for all majorairsportorganizations, including USHGA. The FAI photo ID card identifies you as a Iicensed pilot to airport attendants, police and security guards. A number of hotels around the world issue courtesy discounts to national and international air crews. Many NAA members have received substantial discounts by presenting this air crew identification. To be eligible to obtain this FAI card, you must be a USHGA rated pilot.

I I I I I I D 12 months $15 D 24 months $25 I O 36 months $35 I I Signature I I Name (print) I Address I I Zip City State I I Mail to NAA, 1815 N. Fort Myer Drive, I Ste 700, Arlington, VA 22209 .J I certify that I am a USHGA rated pilot. A photocopy of my membership card is attached. I am also enclosing a passport-size photo which I have signed on the reverse. Please issue an FAI Air Crew Card, valid for period indicated. I have enclosed a check for the appropriate amount made out to NAA.

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HANG GLIDING

f!I JI~ Extremely Low Altitude

~&#Ir~ Parachute System NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

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 2W' WIDTH EXTREMELY LIGHTWEIGHT STORE IN GLIDER BAG OR HARNESS

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

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

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The ELAPS systems are designed by David Aguilar, the original designer of rocket deployment and PDA canopy designs for Ultralight and Hang Glider recovery systems. ELAPS is available with the unique~vmax-drag PDA canopies or convert your current chest mounted hand-deployed 'chute with the ELAPS add-on kit.

For information write or call Applied Air Research.

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

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APPUEDAIR 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

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INTERNATIONAL MAGAZINE OF HANG GLIDING & PARl~lIDING 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.

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Payment: CHECK or MONEY ORDER to: "Schutte Sails" CROSS COUNT RY 752 Casiano Drive #8, Santa Barbara, ~ CA 93105 USA

JUST HOW LIGHT IS THE NEW PACIFIC AIRWAVE

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Intelligent engineering has once again lowered the limits ofglider weight, with the new VJ. !:i J. an F'UL!:i= tipping the scales at only 52 pounds! Although the newest in the Pacific Airwave line, this amazing glider still upholds the proud VISION name, offering perfonnance to the first-time buyer without sacrificing the low speed handling, flare authority and ease of setup that has made the VISION series so successful. Contact your authorized Pacific Airwave dealer today and feel the pulse of the future!

v~~~an PUL~= iB-rn=T=r Span: 10m Aspect Ratio: 6.0 Area: 165 sq. ft. Weight (without bag): 52 lbs. Recommended Weight Range: 120-195 lbs. HGMA Certified for Novice and above

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P.O. Box 4384, Salinas, CA 93912 • Phone (408) 422-2299 • Fax (408) 758-3270

RECL.J""I OFF

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

Made in Germany

ST. PAUL, MINN -- When the wind howls and the snow blows over vast, frozen lakes here in the lovely Midwest, what better to do than load up a hang gliding video tape and dream about the speedy approach of spring. • • • Since reviewing Rob Reiter's Hawaiian Flyin! video tour, several other interesting tapes have found their way to a pile growing beside my VCR. I'd be pleased ~o review them here and now except I haven't found the hours to watch them all. We'll spread them out. Who knows? Maybe you ought to send for the entire lot. Support hang gliding businessmen... buy American, and all that. ••• This month we'll look at Cloudbase III: "Hang Gliding Extreme," the slickest package yet from experienced videographer, Paul Hamilton. The entire genre of these tapes won't reach the general public particularly well. They're too long, have too much jargon and detail, and have too many talking heads, especially of people the general public doesn't know. If you're a hang glider pilot, though, these tapes offer enjoyable entertainment and several desirable attributes. • • • HG Extreme is a reasonable western site guide. Hamilton visits a few major sites and provides a visual tour far better than "There I was ... " stories from your buddy's visit. The 50 minute tape also covers a few events, in particular the Torrey Wind Sprints. As it offered close-in viewing for spectators, the picture frame is always filled with color and action. Naturally, some views are on-board flight shots. HG Extreme keeps a good pace and sprinkles the tape liberally with that perennial favorite, the landing phase. Some are gracefully achieved, but no hang gliding tape would be complete without a dose of "whacks," complete with background audio to record the abuse given by those who just whacked to those about to whack. Overall Hamilton's production values seemed top notch to a layman like myself. The clarity of the picture was good, the copy clean. Nice pieces of music were used. The backdrops to the flying glider views are pleasing. Lots of camera angles were used. Clips were short with the vantage point varying. And overall, the pace was reasonably brisk with enough action to keep your eyes moving. The tape comes in a plastic case wrapped with a beautiful full-color cover. Call for price and availability: 702/972-3518. ••• Jay Gianforte, builder of the successful CG 1000 harness (over 700 sold), has introduced his

newest: the CG 2000. This new product is not custom fit, rather being made as a harness dealers can stock. Over the years, Gianforte has discovered, "There really is an average guy. The CG 2000 is made in a couple sizes that will fit the majority of all pilots." New features include more storage area, lighter weight, less rigid foam, simplified zipper lines, and a change to plastic seat belt buckles for the main closure. Price is expected to be about $500, somewhat less than the CG 1000, which is still available for the pilot who wants a custom fit. •••Bea better birdman! You've heard of the the Thermal Snooper, now consider the Thermal Rider. A computer fixer named Dave Green has used his skills to make a heatseeking instrument that he claims will "detect thermals long before a vario ... " to help "find the true center in drifting or broken thermals." The unit employs miniature sensors wired to the wing tips and control frame. A blinking display directs you to warmer air. It' 11 also track the air just flown through for 2-20 seconds (user adjustable). Thus "it can direct your flying from cooler air to a warmer thermal boundary." Priced at $2 4 9, Computer Doctors is selling the Thermal Rider for $199 till May 1st. Contact 301/ 47 4-3095. • • • Tom Kreyche is announcing the 1992 Cross Country Classic (or pre-"Worlds," as all the international boys call it). This will be the final tuneup before the long-awaited 1993 World Meet in the US of A. The event will emphasize national team competition. Though many spaces are reserved for international world teams, some independent team slots are available. Contact Kreyche at 415/965-8608 for more info. ••• Finally, after years of starts and stops, the USHGA office under a persistent Jerry Bruning, has earned non-profit status! Being exempt from fed tax is fine. But as the organization isn't focused on profits anyway, the primary benefit could be an ability to gain sponsors. For example, a legally deductible donation might inspire some corporate sponsor to help finance costs for future World Teams. Competition for the big business bucks is still fierce -- especially in recessionary times. However, it' 11 help and puts USHGA in a better position to make winning proposals. If you have ideas on this, contact the office at 719/6328300. • • • All for now, diver fans ... Got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call or fax to: 612/450-0930. THANKS'

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