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

XT, BORN TO FLY The XT is designed for the advancing pilot and the professional team from Moyes are happy to help with advice and hints that will not only make flying your XT safer and more enjoyable, but to help you achieve your full potential in the sport of hang gliding. Beginners to advanced pilots are raving over this new and exciting Moyes XT. Tomas Suchanek, current world champion and winner of nearly every championship he enters, tested the XT and enthusiastically declared, "I had a great time flying the new Moyes XT the other day and found the XT excelled in all areas and would certainly recommend the XT for all pilots from beginners to advanced". Neil Mersham, hang glider instructor from Byron Bay said "I love flying the XT, it's so relaxing. The last thing you need after a heavy day, is to fight your glider. This new Moyes glider makes you feel in full control and the ease of landing the XT is incredible. I now use the XT for my students and have had great results due to the confidence the students have in the XT". Phil Wainwright, a freshly qualified novice with nine hours airtime, reported in the February Skysailor after flying an XT. 11 100 up ... 200 up ... Where's that core? WHACK!! As my vario went off the scale an invisible hand picked up my inside wing and swatted me away. Without even having to think, I banked the XT sharply and headed back through the bucking turbulence for another go. POW!! This time the glider pitched up suddenly, then CRACK!! Just as suddenly I was plummeting again, knuckles white on the base bar, the arms at full stretch. With the persistence of an insect pest, I spun the glider around determined to break into the core. As my inside wing was once again picked up, I

pulled the ba ]in and rolled towards it. For several seconds I wrestled the powerful thermal, then suddenly I was inside. Realising that the core was quite narrow, I cranked up my turn spiralling tightly upward in the smooth lift with the vario screaming. After scratching around for the last half an hour, this was the break I needed. Little did I know that it signalled the beginning of a four hour flight that would see me reach good height half a dozen times, and cover a total distance of 167 km./103.8 miles. The benefits of this new model can be summed up in one word ... EASY!! EASY to land, due to a very low stall speed and excellent flare authority across the full recommended wing loading range. EASY to launch because the glider with its positive handling at lower air speeds gives maximum control and safety. EASY to fly due to light handling and an amazing glide and speed range. The quicker roll response and incredible sink rate make for easy thermalling and will consistently leave you at the top of the stack. The immortal words stuttered by one hang glider owner immediately after flying the XT say it all. .. "I WANT ONE"!!! Moyes California 22021 Covello St., Canoga Park, California 91303. U.S.A. Tel: (818) 887 3361 Fax: (818) 702 0612 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 Air-Base Moyes Europe Nymphenburger Str. 49, DW-8000 Munchen 2, Germany Tel: (089) 1298595 Fax: (089) 1297510 Japan Moyes 4074-1, 202 Ishioka, Ishioka-City, lbaraki-PRF 315 Japan Tel: (299) 268113 Fax: (299) 268114 XTl65 / XT PRO 165 HGMA Certified 17 Sept. 1991

1993 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its 17th annual call for nominations to the national Board of Directors. Eleven positions are open for election in October, 1992 for a two-year term beginning January, 1993. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than August 20, 1992 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their terms expires December 31, 1992. Ballots will be distributed with the October issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

Reg.#

CURRENT DIRECTOR

ST ATES WITHIN REGION

1 2 3 7 8

Gene Matthews Connie Bowen Sandy King MarkMocho Scott Lesnet Randy Adams

Jeff Simms

Rick Jacob

Paul Rikert

Alaska, Washington, Oregon Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North & South Carolina, Tennessee, Virgin Islands New Jersey, New York

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM

I hereby nominate _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ . I understand that his/her name will be placed as a candidate for Regional Director for Region# on the Official Ballot for the 1993 Regional Director Election, if three nominations are received by August 20, 1992. I have notified the above person and he/ she has accepted the nomination. NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _USHGA #_ _ _ _ _ _ _ _REGION# _ __

n=m~ Gllii~ THE PUBLiCATION OF THE

IE•i4'~~ .~'~

UNITED STATES HANG GLIDING ASSOCIATION

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W1~t1m~ Nill. i;i

(USPS 017-970-20)

Features

Columns

18 East Versus West

30 USHGA Reports A report on the recent USHGA Board meeting, by Russ Locke. CIVL meeting report, by Dennis Pagen

by Rodger Hoyt Contrasting flying on the right and left coasts.

26 Making A Personal Polar: Step-by-Step by Davis Straub

38 Competition Corner by G.W. Meadows Page 18

Introduction to the Sandia Classic.

A practical application of soaring theory.

48 Accident Reports

40 Contest Flying Primer

by Doug Hildreth

by Nick Kennedy

The value of the training hill. Flying in strong conditions.

Lots of practical advice on contest flying. Excellent tips for all X-C pilots.

54 Tow Lines 46 When To Bag

by Larry Keegan

by Rodger Hoyt

Response to a response on weak links.

When to walk away from a flying day.

Page 46

50 Having Your Cake And Riding Too

67 Product Lines by Dan Johnson "Product Lines" enters its 14th year!

by Pete Lehmann A unique glider-transport system.

Departments Page 50 COVER: Lee Kaiser watches David Ledford set up a landing in a Sensor. Photo by Dave Freund. CENTER.SPREAD: Bob Trampenau pilots the new Seed wings Sensor 610 over Santa Barbara, CA. Photo by Bob Schutte. DISCLAIMER OF WARRANTIES IN PUBLICATIONS: The material presented here is published as part of an inrormation dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon the material do so at their own risk. Copyright© 1992 United States Hang Gliding Association, Inc. All rights reserved to Hang Gliding and individual contributors.

MAY

1992

4 7 11 l3 14 24 36

USHGA BOD Nominations Airmail Update Far-Flung Flights Book Review Calendar of Events Ratings S5 Classified Advertising 62 Index to Advertisers 62 Stolen Wings

JUST HOW LIGHT IS THE NEW PACIFIC AIRWAVE

?•

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AV-LCD VI/VII U.S. Distributor: Adv.need Air Technology

29 State Street Santa Barbara, CA 93101 (805) 962-8999 FAX (805) 964-3337

Made in Germany

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

Office Staff Jerry Bruning, Executive Director Greg Huller, Ratings & !CP'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 Macho, 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 an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI). of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for fhe material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and 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 sport and educational organization dedicated to exploring all facets of unpowered 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. MAY 1992

Volume 22, Issue No. 5

AIRMAIL Drogue Chute Update

Hook-In Comments

Dear Editor, Bob Ormiston and I are very pleased with your presentations of my keel-stabilized drogue chute article and his variable glide brake article in Hang Gliding magazine. We certainly think this is a "hot topic"! Those who predict that landing skills will deteriorate as keel-stabilized drogue chutes and glide brakes are used have been proven conect! My last landing without my drogue chute was a nose-banking embanassment of epic proportions, a delightful spectacle for young and old alike. Nonetheless, development of the keel-stabilized drogue chute system has continued and a lot of interest has been awakened. The "one-shot" cut-away system has been replaced by a retractable chute which is easy to use and quite reliable (although still not recommended as an emergency device). The previously deployed chute can be retracted by pulling the canopy apex forward until the chute deflates and streams, producing negligible drag until redeployed by letting the apex back out. The cunent canopy is a flat octagon four feet across, packed around the keel into a cover bag and closed with a single pin. I've been flying very actively with this system, doing a lot of on-top landings, and I can find no great fault with it. There is no still commercially available keel-stabilized drogue chute system, but I have provided drawings and a chute to one major hang glider manufacturer, and they say they will make their own prototype and test it. This is their opportunity to set the standards for a device which pilots are going to use, with or without manufacturer involvement. Experiments with student/training use of variable size keel-stabilized drogue chutes has produced some wild enthusiasm. Intermediate gliders may be useable as beginner trainers whose characteristics can be adjusted for the student, the site, and the conditions. This is being actively pursued. In addition to numerous inquiries, some contest pilots headed for Japan, where landing areas can be small and turbulent, have asked to try out the cunent system. I'll support them as much as possible, since this is exactly the kind of application I had in mind all along.

Dear Editor, I commend Hany Martin for his excellent design of an electronic hook-in warning device, for the excellent article describing it, and, incidentally, for his delightful cartoons. In his article Hany also mentions a risk associated with the string-and-bungee device I described in the October 1991 issue. The risk is that the pilot might hook into only the nylon cord, rather than the hang straps and cord combined. Several local pilots have also pointed out this possibility to me. This is a real risk, and pilots considering the use of a string-and-bungee hook-in warning device must weigh this risk against the risk of forgetting to hook in with no warning device at all. Lynn Smith's somewhat mysterious accident, described in the March 1992 issue, suggests that pilots can sometimes do strange things with their carabiners. Having said that, I disagree with Hany's suggestion that a string-and-bungee warning device is more dangerous than no warning device at all. When the pilot turns around to hook in, the nylon loop is pulled up against the keel by the bungee, above and behind the hang straps. By far the easiest mistake to make in this situation is to forget the nylon cord and hook into only the hang straps. The worst that will come of this is that the pilot will be warned, incoITectly, that he or she is not hooked in. Personally, I feel much safer flying with my warning device than without it, but this is a judgment each pilot must make. Unfortunately, there is no scientific basis for making this judgment, and this brings me to the main point of my letter. We need a research program for testing safety equipment. The various ideas for hookin warning devices, and a host of other safety-related ideas, can only be rationally evaluated by the experience of real pilots using and comparing them in a systematic way, in real flying conditions over significant periods of time. Think for a moment about what luff lines and washout struts have done for the safety of our sport. A great many pilots flying today would be dead were it not for these simple gadgets. The USHGA has recently set for itself the goal of reducing our fatality rate by 90%. There is no hope of doing this without significant improvements in our equipment. The conventional wisdom is that most hang gliding accidents today are

Mike Sandlin San Diego, CA

AIRMAIL caused by pilot error. That may be true, but pilots are human and humans screw up. Improvements in our equipment can make screw-ups less likely, or less likely to injure us when they do occur. Doug Hildreth has for years been pleading for air bags and gliders that are easier to land. William Rich's idea of using an inertial reel to restrain a pilot in a crash (January 1991 issue, pg. 8) strikes me as very promising. Glider manufacturers may not fully appreciate the competitive advantage they would gain from such things. Even if they do, they may not feel they can afford the costs of building and testing prototypes, many of which probably would not work. Maybe the USHGA could help in this regard. Perhaps it could administer a pool of research money funded partly by member dues and partly by contributions from manufacturers. It could take donations of ragged-out gliders for use in crash tests with dummies. It could evaluate and publish the test results. I don't pretend to know how best to organize such a program, but there must be a way we could help turn the best of these ideas into reality. JC Wathey San Diego, CA

Cessnas In HG Magazine? Dear Editor, I was just sitting here in rainy Southern California enjoying your April 1992 magazine when I came across a very interesting "Update." It infonned me that a rocket chute for a Cessna 150 passed a critical test. I was shocked. I thought I had picked up the wrong magazine. What is an article about Cessna's doing in Hang Gliding magazine? To make matters worse, the article attributed the pioneering of the concept of parachutes on airplanes to the wrong source. The real pioneer is the same person who pioneered parachutes for hang gliders-the late Jim Handbury. Betty Pfeiffer Santa Ana, CA

Let The Membership Decide Dear Editor, I agree with the point Colin Perry makes in the March issue of HG. Paragliding and hang gliding need to have one association to represent the two sports. In fact, I've always felt that the National and American Baseball Leagues, National Football League and National Basketball Association should be represented by one association. After all, if you think about it, these sports have a lot of similarities too. They would be much better off being represented by the "National Ball Sports Association." But back to hang gliding. The last time I looked, the USHGA was a member-run association. Why don't we let the membership make the decision as to whether or not the USHGA should become the USHGAPA. Phil Sergent

Kudos For Rod Dear Editor, I had the pleasure of meeting our Regional Director, Rod Hauser, and his wife Karen about a year ago. My wife, Julie, and I have since become good friends with them. I don't know of anyone with a greater love for the sport and a willingness to help it improve. Rod's efforts at Oshkosh have truly been rewarded by the EAA's request to have us there again in 1992. Having worked with different instructors over the last two years, I can certainly say that he runs one of the best towing programs I have seen. Safety has always been his top priority and this attitude rubs off on those who fly with him. Now that Rod and Karen are leaving Region 7, we wish them all the best. His patience and friendship will most certainly be missed by all who have come to Tomah and towed with him. Rod will now be residing in Chino Valley, AZ. All you pilots in Arizona are lucky to have him there! Curt and Julie Stahlberg

I thought the news release about the Cessna chute might be of interest to our readers, since this technology may represent a breakthrough in general aviation safety which had its origins in our sport.-Ed.

Technical Correction Dear Editor, I was interested to read Davis Straub's a1ticle (If Gravity is the Engine, Weight is the

Fuel, Part II) in the March issue because of his discussion of the effects of bank angle on glider sink rate performance, a subject not often treated in glider articles. Straub' s discussion of bank angle is okay but his calculations are not correct. The figure for sink rate versus airspeed shows the sink rate decreasing with bank angle for the higher airspeeds, which is a physically impossible result. For example, at 50 mph, the sink rate decreases from 650 fpm to 450 fpm as the bank angle increases from 10 to 45 degrees. In fact, the curves for the different bank angles should not cross one another. Upon checking the numbers in the figure it looks like the author postulated an effective increase in wing loading inversely proportional to the square of the cosine of the bank angle and then used the usual straight flight calculation for the sink rate polar at each bank angle. This approach does not represent, however, the actual mechanics of circling flight. Coincidentally, I addressed glider turning sink rate performance in my Variable Glide Brake article in the same issue. Bob Ormiston Sunnyvale, CA

Speed-To-Fly Clarification Dear Editor, I can't say how great it is to get a letter about an article (The Tortoise and the Hare) that one has written, especially from someone as thoughtful as Dennis Pagen, even if he did take the opportunity to plug his upcoming book. I hope that there are others who are interested in these issues. To further "clarify" matters, in my aiticles I used the definition of Speed-to-Fly found in Chris Arni's aiticle (Speed-to-Fly Theory) in the December 1990 issue of Hang Gliding. He stated, "Speed-to-Fly theory is different from best glide. In speed-to-fly we are attempting to minimize the time it takes to go from thermal to thermal including the time it takes to climb back up." Dennis refers to this as "total STF." I refer to "Best Glide" speed in my articles as "Best-L/D-Over-the-Ground Speed. Dennis refers to this as "classic STF." Helmut Reichmann, in Cross Country Soaring, labels two of his discussions of Speed-to-Fly: 1) Speed-to-Fly - Glide Distance, 2) Speed-to-Fly - Cruise Speed. The first corresponds to my Best-L/D-Over-

HANG GLIDING

AIRMAIL the-Ground Speed, except that Helmut doesn't address the case of wind combined with lift or sink. The second conesponds to Speed-to-Fly as I have used it, except that Helmut doesn't address wind speed. Dennis further points out an enor on my part when I state that, "A speed ring can't take wind speed into consideration." This simple statement has many meanings, some of them quite subtle, but I am afraid that I am going to have to stand by it and all its meanings. A speed ring will tell you at what speed to fly given your expected climb rate in the next thermal and your cunent sink rate. If you are experiencing lifting or sinking air between thermals, you cannot add the component of wind speed to your calculation of airspeed in the manner stated by Dennis. A speed ring also does not have a handy adjustment you can easily make while flying the enoneous calculation that Dennis advocates. You set the speed ring at zero for Best-LID-over-the-Ground Speed, or at the expected strength of the next thermal (Speedto-Fly) and then just read the airspeed that conesponds to your present sink rate. Helmut Reichmann confoms this defense of my original statement on page 57: " ... we must assume that there is no vertical air movement," and page 98: "Taken exactly, this technique is only valid if there is no vertical air movement." Since a speed ring is primarily used to react to cunently experienced vertical air movements, I find Reichmann 's qualifications particularly pertinent. As I stated in the article, because Speedto-Fly is almost invariant over a wide range of tail and headwinds it doesn't matter so much that you can't account for wind speed with a speed ring. On the other hand, the Best-LID-over-the-Ground Speed increases significantly in a headwind (see Figure 1 in the article). I hope to hear back from Dennis concerning a further elaboration of his viewpoint on this matter. Davis Straub Seattle, WA

HG Computer Forums Dear Editor, Regarding Arlen Fletcher's suggestion about a Compuserve forum: there already is,

MAY 1992

and has been for some years, a worldwide free forum. It's called the Hang Gliding Mailing List, and is available through many USENET, FIDONET or BITNET systems. Many of these are free. None costs anywhere near what Compuserve costs per hour. Hank Roberts Berkeley, CA

HG Life Insurance Dear Editor, Thanks to the help of the USHGA staff, I began a search for a life insurance company that would cover a hang glider pilot. I had a small policy through my credit card, but it was too expensive and I needed more coverage. I am happy to report that Northwestern Mutual Life now insures this 35-year-old Intermediate pilot with a $300,000 term policy for a scant $35/month. It is by far the best I have found. I asked my agent if he'd mind if I gave out his name-he didn't: John Fobes, Northwestern Mutual Life, P.O. Box 15659, Sacramento, CA 95815 (916) 9297200 . Carl Gronberg Forestville, CA

Dangerous Clip Dear Edi tor, I recently purchased a new deployment bag for my chute that came with neat little clip-on attachments to facilitate taking it off and on. After a wingover at 1,000' AGL my new bag became firmly attached to my side flying wire by the plastic clip. After two diving 360's I set a five-second limit for freeing myself before I would deploy. After about three of those seconds the clip broke and I was saved from having to toss my freshly-packed reserve. I will not be flying with anything that can become attached to my flying wires, and will remember about altitude as well as attitude. Daniel Jones Alamos, Mexico

HG History And New Blood Dear Editor, The approach of the 20th anniversary of the initial issue of the Ground Skimmer newsletter suggests a new feature for Hang Gliding magazine. How about "20 Years Ago," a summary of what was happening in the fledgling sport and how it was described in print. Each month's column could possibly also include reminiscences from members and perhaps a picture or two contributed from those exciting days when we were all experimenting and exploring together at the "Butterfly Conventions." Another thought regarding the March 1992 Viewpoint concerning the decline in new members. Unlike nearly all sports, hang gliding subjects both students and observers to physical dangers at the training slope. Two actions are needed: I) acceptable controls and regulations for participants and spectators, especially in populated areas, and 2) universal laws guaranteeing to absolve the landowner (whether public or private), instructor, and pilot of both responsibility and need to hire legal defense provided that a minimum set of conditions is established. These conditions could include signs at each comer of the training site and at any spectator area, flying within these bounds, and some level of warning from instructor to pilot and pilot to helper or observer. Unless a concerted effort is made, we won't be able to reverse the fate that has befallen so many areas such as Los Angeles. Jack Hobart Los Angeles, CA We' II be starting a regular hang gliding history feature, authored by Ken deRussy, in the nearfuture.-Ed.

New Blood And Big Bucks Dear Editor, There were two articles in the March issue about the shortage of "new blood" in hang gliding. Briggs Christie told us we need to raise our standards, and that newcomers are frightened off by a disorganized approach to the sport. G.W. Meadows feels that the word isn't reaching enough people in the general community, that there is a lack of schools, and that pilots tend to have a poor image.

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GONE

AIRMAIL Maybe. But I've found that people often approach me, tell me they've heard I hang glide, and say they'd like to learn. "Always wanted to try that," is what I hear. "Where could I try it?" Then people ask the fatal question, "How much does it cost?" and that's where most of them lose interest. Expense is killing our spo1t. Add the cost of a used training glider ($1,500) to the cost of instruction ($1,000 last time I checked around here) plus harness, helmet and vario ($300 at least) and you have enough cash up front to get a private pilot's license, with about 50 hours of ai1time included in the deal. And people do. It gets no better if you look at ongoing costs. If I assume a new glider costs $3,500 and a used one $1,500 on average, then look at the demographic survey's numbers on how many of us will be buying one or the other this year, I calculate that each of us, on average, spends $1,000 per year on glider purchase. We fly 50 times and get 40 hours. If I assume very thrifty overhead of $10 per flight, I find we have continuing costs of $38 per flight hour. Yes, you can fly pistonengined aircraft (and probably sailplanes, too) for less. And people do. I am not trying to advocate lower standards or fewer schools or behavior which would give pilots a poor image, but maybe we should face reality. Hang gliding is expensive and time-consuming. High standards, quality equipment and professional training save lives, but they cost a lot of money. That's why only the middle-aged professionals are left. We need to watch those costs. Finbar Sheehy Pasadena, CA Other readers also wrote in to comment on the high cost of the sport and learning to fly in particular.-Ed.

Recreational Competition Dear Editor, This is a response to Paul Eckerson's April letter regarding creating a "new" recreational competition class. This, in theory at least, is a good concept, but it was tried in the past and didn't work out. At the February 1983 Board of Directors meeting, the competition committee introduced the concept of a "Sporting Class." It was tried

out, but due to many complex factors it didn't work out. I'm not saying that it can't be tried again, but it would take someone with vast organizational skills, a lot of competition experience on both sides of the coin, and a ton of spare time to invest. Someone who truly believes in the concept would be needed. Mr. Eckerson states that cun-ent competitions cannot accommodate everyone who is interested. I'm not sure what type of competitions he means, but let's take a look at April's Calendar of Events. There are 32 various competitions/fly-in events listed for this season. You can choose from low cost informal competitions to higher priced, highly organized and structured guaranteed points contests. Nearly all are accessible to anyone with a Hang III. I've personally been involved in contests for over 10 years both as a competitor and a meet director/organizer and I have never seen any competitor turned away at any contest. All it takes is a desire to participate. If things are questionable, all it takes is a stronger desire to participate. Another major problem with two-tier classes is that if they run at different times there will be a shortage of qualified, expeiienced contest organizers/directors who are willing to spend the huge amount of time and money required to put together a contest. And if they run at the same event the "us" and "them" problem arises. For the 1992 U.S. Nationals there was only one individual willing to put the time and energy into getting the ball rolling. It takes a lot of hands-on experience to host a quality contest of any size and unfortunately, a lot of people do it a couple of times, have big problems, and then throw their 'chute and call it quits. So before getting cranked up about starting a whole new competition class, we should exploit and tinker with what we have now. And this summer soaring season is the best I've ever seen with contests for all skill levels and expectations. Modem 450-point contests are highly organized, fairly run, low stress events highlighted by excellent rules, safety-minded tasks and timely, accurate scoring. Take the time to enter a major contest this year, but watch out, you may get hooked! Nicholas Kennedy Telluride, CO

BALLISTIC l 0.6% to 23.4% INONEYEAR! That's over 1,000newbuyers! According to 1,431 USHGA member stuveys from late '9 I, pilots "goingballistic" leaped from 10.6% to 23.4%since'90.

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HANG GLIDING

UPDATE Wills Wing Safety Advisory

A Wills Wing AT-style hang loop was recently discovered to have been partially cut in flight by a sharp edge on an improperly finished grommet. All Wills Wing pilots with AT-style kingpost hang suspension systems should immediately inspect their hang loops, and the grommet in the hang system tang. If any evidence of cutting of the hang loop, or of a sharp edge on the smface of the grommet, is found, contact your dealer or Wills Wing about obtaining a replacement loop.

New FA ARules For Hang Gliding

Last Call For 1993 USHGA Calendar Photos

This is a wake-up call. Grab a cuppa sippa, settle back and listen: The FAA is rustling paper. New rules are in the making and may be out in provisional form as early as this June. The process involves publishing a Notice of Proposed Rule Making (NPRM) after which interested parties have (nonnally) 60 days to write in with comments. This is where our job-yours and mine~begins. We need to respond quickly and directly to anything in the NPRM that impinges on our flying freedom. As has been demonstrated in the past, and intimated to us by sympathetic FAA officials, letters do count both by their number and well-reasoned arguments. Right now it appears that the rules may change to require licensing by some body (presumably the USHGA) and include more strict enforcement. (Remember, cunently we're not supposed to fly over buildings, over people or within 500 feet of cloud bottoms.) We will present the arguments for each point when we have the NPRM. But remember, magazine lag time cats up most of the comment period. So sharpen your pencils, pens, PC's and wits in preparation to do battle. Our job is to sound the alarm, your job is to stay awake.

Time is running out! The window will close on May 31st for your 1993 USHGA Calendar submissions. Now is not the time to act shy. Send in some photos so we can take a look at them. Imagine your own photography (or a friend's photo of you and your beloved glider) gracing the official USHGA Calendar for all silent air enthusiasts around the world to enjoy. Submit your best choices to: USHGA Calendar, ATIN: Jeff Elgart, P.O. Box 8300, Colorado Springs CO 80933-8300, and tell your friends to do the same. Promote yourself and help out the organization. All photos will be returned after the selection process is through.

-Dennis Pagen

Dream Consumer Advisory

Haleakala Regulations

TO: Owners of Delta Wing or UP Dreams~ all models and years. It has been noticed that the pivot arm (used on the glider from its inception until new production began this year) shows signs of premature stress and wear. This was found only on training gliders that have undergone extreme use including some very sudden stops. Air Sports International asks that you inspect your glider for any questionable part. The wall size where the 1/2-inch hole is located is the main concern, and ASI has designed a much improved pivot arm. There has never been an in-flight malfunction related to this part, and the company wants to maintain that record. ASI offers the new brackets for all Dreams, including those manufactured by UP, for $5.78. Contact your dealer, or write or call ASI at: Air Sports International, 10343 Roselle St., San Diego CA 92121 (619) 457-4454. They will promptly ship the part upon request.

Flying from the famous Haleakala volcano in Hawaii has received much publicity in this magazine in recent years. We are informed by Dave Neto, however, that in 1990 Makena Beach became a state park, making it illegal to land a hang glider there, except in emergency situations. On Jan. 2, 1991 two Maui residents were the first to be cited, and were later fined $250 in court. Six months in jail and/or a $500 fine are the maximum penalties. Other local pilots have been warned that their equipment will be confiscated as well. For the straight scoop on the do's and don'ts in Hawaii, write to the Hawaii Hang Gliding Association at: P.O. Box 26265, Honolulu, HI 96825, or call any board member-Duff King, Andy Anderson, Jeny Forburger, Sam Nottage or Dave Neto.

MAY 1992

Chapter Site Insurance Fees The deadline for payment of chapter site insurance fees is May 1, 1992. If your chapter has not renewed by this time and site insurance is needed, please call USHGA Headquarters immediately. Certificates which have been issued and not renewed are to be cancelled and returned to the insurance canier by May 15, 1992.

Aerobatic Contest and Fun Fly-In C!oudbase Country Club is proud to present the Mount Si Hang Gliding Festival and United States Aerobatic Hang Gliding Championships, to be held August 1-3. This event is designed to provide both a world class aerobatic contest along with an extremely fun recreational fly-in. The sites that have been chosen offer uncompromising conditions for an aerobatic contest fo1mat, excellent soaring for the non-competing pilots, as well as an unparalleled opportunity for spectators. The United States Aerobatic Championships offers an uncompromising contest format for acrobatics. The scoring system is the latest evolution of the system that was developed originally by Rob Kells and the Professional Hang Glider Pilots Association in 1981. Pilots are judged on fo1111, difficulty, and versatility in a fomiat which encourages style and innovation. In addition to the aerobatic portion of the event, there will be competitions suited for pilots of all skill levels and contest preference (duration, spot landings, speed runs etc.). Prizes will be awarded to winners in all categories, so everybody has a chance to have fun and win at the same time. For more information contact: Aaron Swepston

UPDATE (206) 939-6248, or Lori (206) 454-1989. Mail inquiries to 2415 Forest Ridge Drive, Auburn, WA 98002.

New Mexico Fly-Ins Three significant flying events will be taking place in New Mexico in late May and early June. The first two are fly-ins, and the third is the Sandia Classic competition (Albuquerque, June 6th). The two fly-ins are, first, the annual Dry Canyon Fly-In, May 23-29, in Alamogordo, and, on May 30-31, the Hobbs Tow Meet. The Dry Canyon site was the location of last year's successful National Fly-In, and a similar event is planned for this year: fun competitions, open X-C, and a big welcome to any pilot who wants to fly, regardless of skill level. Dry Canyon is a 2,400' site, rated Hang II with mountain experience, and a very consistent place to soar and thermal. Alamogordo is a small city of 30,000 which truly welcomes the sport of hang gliding, even to the extent of providing a dedicated LZ. Along with mountain flying there is an airstrip available at the Alamogordo airport for towing. Entry fee for the Dry Canyon Fly-In is $25. The Hobbs Tow Meet will take place for the third year at the Hobbs International Air Park, the launch site for Larry Tudor's world-record 300miler in 1990. It is a site endowed with lots of thermals, roads and wide-open spaces to set your own records. Cost for the two-day towing event is $50, which covers prize money (top three opendistance flights), seminars and subsequent use of the air park for the year. (For current members of the Rio Grande Soaring Association the cost is $30.) The RGSA will be hosting both events, with Curt Graham the Meet Head in charge. So come on down and fly the friendly skies of Southern New Mexico in May. The RGSA is looking forward to meeting you. For more information, please contact: Curt Graham, Meet Head Robin Hastings, PR Chairman 70 Avenida de Vista 5132 Clifford Ave. Roswell, NM 88201 Las Cruces, NM 88001 (505) 623-1261 (505) 382-7446

Manufacturers League Meet One question frequently asked is, "Are there still dinosaurs up there in Northwest Colorado?" Well, if you count Jim Zeise! and Russ Locke, I'd say you 'II see a few in the air during the 1992 Manufacturers League Meet, July 13-19, in Dinosaur, Colorado.

The contest is guaranteed a minimum of 450 C.P.S. points, and will be held at the wonderful Dinosaur flying site, location of many highly enjoyable contests in the recent years. Several very successful regional and national-level contests have proven the area to be a reliable X-C center, highlighted by high altitude soaring and easy downwind cruising. Suitable for both the "Big Guns" and cross-country novice, the ten-ain downwind of the Cliff Ridge launch site is generally high desert punctuated by an occasional isolated mountain. With large landing areas and friendly landowners lining most cross-country routes, Dinosaur is a good site at which to get experience and enjoy big airtime. Teams of three are welcome, as are all individual and private entrants. "Pick-up" teams will be formed at the site for the unattached pilot seeking the comradery of team participation. Although team participation is not required, it sure can be a lot of fun! Trophies will be awarded to the top pilots, and special team prizes will be a warded to the top team. Many other prizes will be awarded, such as the coveted "Golden Hammer" and "Most Fun on The Ground" awards. All tasks will be timed race-to-goal with no turnpoints (to eliminate the turnpoint camera requirement.) Pre-contest preparations as well as the day-to-day operation of the contest will be the responsibility of Nicholas Kennedy, organizer and director of the successful 1990 and 1991 Manufacturers League Meets. All meet personnel will be paid to ensure a professional and tight contest. Please join us in DinoSOAR, right after the Owens Pre-World, for some of the best soaring conditions the United States has to offer! Contact: Nicholas Kennedy (303) 728-3905, evenings.

Flight Log Software Cloudburst Computer Works announces an MS Windows 3.0 version of its popular Flight Log software. This latest update of the "computerized log book" is easily loaded into your MS Windows 3.0 environment and has enhanced reporting features over last year's DOS release. Both versions of the Flight Log software are menu-driven, fully documented and run on any IBM compatible PC. Version 3.1 runs in a normal DOS environment, and version 4.0 requires an MS Windows 3.0 environment. The Flight Log software was developed for pilots interested in using their flight log information to better understand their flying trends and plan future flights. The DOS and MS Windows versions of Flight Log software store a multitude of flight data, calculate great circle distances and are more flexible than standard log books, since they

allow pilots to select various sorts and selection criteria for graphing, subtotaling and reporting their logged flight data. The software is also ideal for compiling club and competition logs. Prices are $29.95 for 3.1 and $36.95 for version 4.0, plus $2.50 shipping for each order. For more information or to place an order, contact: Cloudburst Computer Works, 20120 Broken Sabre Lane, Monument, CO 80132.

PacAir Management Change Assembler Dana Corpuz has been promoted to the position of General Manager at Pacific Airwave and will be coordinating production schedules while overseeing the operation of the service department. Dana has been with the company since the days of Pacific Windcraft, starting as a part-time employee in the shipping department while still in high school Dana will also be spending much of his time providing technical assistance to both dealers and customers, filling the shoes of Briggs Christie who is moving on to pursue a career as a writer. Briggs is also an alumnus of the original Pacific Windcraft, and will be applying his writing skills in the computer industry while continuing freelance work for Hang Gliding and other publications. Comments Pacific Airwave President Ken Brown, "This change represents a positive move for both Dana and Briggs, and we're excited about their futures. Dana has proven himself to be talented and flexible, and is the perfect choice for his new position. We wish Briggs all the best in his new career."

Air Sports International News Air Sports International President Theodore (Ted) Mack, a San Diego businessman and hightime hang glider pilot, has purchased the Delta Wing factory and inventory. Included in this transaction are the manufacturing rights for all glider models previously produced by Delta Wing. They are cuJTently producing the entire timetested Dream line: the 145, 165, 185,205 and the big 220 tandem Dream. The 220 has been a popular training tool for professional tandem pilots and students. ASI will be piloted by Vice President and General Manager Kamron Blevins. Kamron was previously owner/manager of Northwing Custom Gliders and brings a track record of high quality workmanship and design. ASI has a complete inventory of parts for all cunent and fonner Delta Wing gliders. ASI has also released a new harness line, the X'STREMAIR, which is a low-profile back-frame design built for comfort. The harness incorporates a

HANG GLIDING

Russ Locke (408) 737-8745, or Jan .Johnson (908) 928,8370.

The Secdwings team and Bob Trampena11 arc pleased to anuouncc the inlroduction of another size in the all-new 610 series Sensor line. Along

single suspension line that slides forward during landing to aid in achieving an upright position for a controlled flare. The X'STRl•'.MAIR has an integrated strnctural system inside and out or sight, 111adc or 6,000 lb. webbing with adjustable leg and shoulder straps for custom adjustment. The jackcHypc design with three buckles is easy In enter, and once in the air you can control angk of attack with an easy··l<Hlpcratc pitch adjust line. t\SJ has also designed an casy·lCH1sc jam cleat which eliminates the need to rc·clcal the line; all you do is let go. For more information contact: Air Sports International, 10343 Roselle St., San Diego CA 92121 (619)4574454.

compiled by Nick Kennedy .JUST J<'OR Ji'UN Ji'.LIGHTS AROUND 50 MU,RS Steven Bland March 8, 1992 Laminburg I Maxton airport N.C. To: Hwy 74 Whiteville N.C, Distance: 47 miles Glider: WW HP AT 158 Time Al<ift: 2:30 An excellent. North Carolina flatland flight from tow. Pilot: Date: From:

I\ recent issue of the aviation news monthly,

In Flir;hl, recently featured a very positive: article about hang gliding authored by Steve Kessinger. 11 included photos or both high flying and training, and lots or good information about the stale or the art in I he sport.

lJSllG/\ announces its intention lo sanction a team to represent the United Slates at the 199'.l Women's World Championships to he held in Nanyo City, .Japan. Six positions arc available. Pilots will be selected based on the WTSS. Since it is possible that competition experience may not be indicated by the ranking of the top 80 WTSS pilots, women arc encouraged lo submit summaries of currcnl compctilive pcrji;rmance to the Competition Committee for review. I\ selection committee will be comprised of hoard members and ranked women pilots. Pilots arc encouraged lo be active this competition season. Selection or the team and key support personnel will occur at the fall board meeting. Those interested in the position of' Team Leader should contact the Competition Commillce. At this time it is om intent to send a full six-pilot team. However, this will be ultimately dclcrrnincd by the number or qualified applicants by the October deadline. Questions should be directed lo

MAY 1992

production, they will be introducing lhc 152 sq. ft. size in June. According to the company, the 610 Sensor, with an aspect ratio or eight, operates so well at higher wing loadings that the optimum area or a new medium-size high performance wing is smaller than previous rncdium .. size wings with slightly lower aspect ratio. As the aspect ratio, span

C ..J. Sturtevant with Fuzzface Snuffs the teddy bear and Rich Williams Date: April 27,1991 From: Chelan Butte, WA To: Almira, WA Distance: 50 miles Glider: f>mfil 12, WW HP AT Time AliJt: 2:45 Flight was eut short because the bear was leaking stuffing. Pilot:

Pilots: Date:

.Jon and tandem Aug 12, 1991 From: Gunter Launch, Bishop, CA To: Janie's Ra:neh Distance: 35 mik:s Glider: 185 CometUI Time Aloft: 4 hoUJ's Maximum altitude reached was 15,500 MSL with a tandem oxygen setup. JUST J<'OR F'UN Ji'UGHTS AROUND rno MIL.ES Pilot:

,Jon Szarek

Date:

Aug 14,1991 Horseshoe Meadows, CA Near Mina, NV.

From: To:

Distance:

J27 .miles Foil Combat 152 Time Aloft: 7:45 Pilot landed because wifo was threatening divorce proceedings.

Glider:

Scott Go;ggl,cs Sept. 12, Dinosaur, CO To: Steamboat Springs, CO Distance: 145 miles w/dog leg Glider: UP TRX 160 Time Alo./1: 4:15 Pilot was headed for Dixon, WY. but ehanged course to Steamboat to try to look up old girlfriend from the 1990 ski season. Pilot:

Date: From:

Pilot:

Kevin Smith flail of 1988 Tcllnridc, CO Local Flight Local pilot Kevin Smith went up for an evening "glass-ofl"' flight and discovered the rare and elusive "San Juan wave" was working, Exploring around in the smooth and widespread lift, he became concerned when the sun began to set and it was time to descend and land. Kevin, past Telluride Air Force Safety Director, explored his HP 170' s speed range and pitch stability as he had to cllmb into the control bar and hang off the nose plate to get the screaming HP to mind its manners and head back to the barn. He landed without ineident, with a new-found respect for twilight sky surfing. Date: From: To:

The purpose of this column is to provide a forum for interesting and unusual flights with an accent on the nnusual, without the hassle of writing up a full story. If you would like a flight of your own published please send a postcard w1th the faets to: Nicholas Kennedy, P.O. Box 1026, Telluride, CO 81435. II 13

and wing loading increase so the area difference between sizes diminishes, now just eight sq. ft. The other reasons for this small difference an: 10 improve continuity be1wecn sizes of the same design and to offer more choices to pilots of different hook-in weights. The new medium-size Sensor 152 has a span of35 ft. and is a scaled··llp Sensor 144 using all hardware and design configurations embodied in the new 61 () .. J 44 series glider. The new 152 features 10 rihs per side on the lop surface, and uses 7075··T6 aluminum alloy for ribs and leading edge tubes, while the rest of the frame uses 60(il ··T6. The cross har is semicantilevcrcd, improving its strcng11Ho-weight ratio and reducing associated parasitic wire drag. The 152 has the elliptical tip fairing of the curved fiberglass wing tip and the Sensor-style tail fin. Sccdwings claims that the 610 gliders exhibit conventional fligh1 characteristics found in other high performance gl idcrs, but with a widc··range VG, good directional stability al all speeds, excellent turn coordination resulting from the vertical stabilizer, and a quick roll rate. Pilots arc quoted as saying that the 610 has a much broader speed range than the 510, with a correspondingly improved sink rate especially al the higher end. Recommended pilot skill level is lntenncdialc and above. In the past, Sccdwings had a reputation as a onC··clesign, onc··sizc company, however, they arc coming back this year with more sizes in all new designs. They offer eompelit ion and X··C discounts on new 610's, and arc encouraging new dealer representation in currently unrepresented areas. For factory-direct information or help in contacting the nearest dealer contact: Secdwings, 41 Aero Camino, Santa Barbara, CA 93117 (805) %8··7070.

Mounlain High Equipment and Supply announces their new TR-55, TR- I 00 and TR-870 oxygen cylinder lrnnsfillers, which eliminate the need lo go to a compressed gas facility. The TR··55 and TR·· I 00 have micro-particle f'ilicrs at both fitting ends to help keep dirt out of the oxygen system, The TR-55, the least expensive unit, has an (}-ringed, casy·grip hand-light CGA-·540 fitting that connects lo any sized master cylinder, and a large, easy-grip hand-tight knob on the service side which docs not have an 0-ring, allowing you to bleed the pressure from the service line be1wccn each filling. The TR·· 100, the top·of-thc-linc trans filler, has an ()..ringed easy·grip CGA-540 fitting on the

master and service sides of the unit. The 0-ring tips allow you to make high pressure connections by hand witho11l a wrench or scaling tape. The TR·· 100 has a pressure/contents gauge on the master side which enables you to monitor the mast<:r cylinder with or without a cylinder connected to the service side. The TR·· 100 has a three-way transfer valve allowing you to bleed only the fitting between each rilling and not the service line. This is useful for shops or those who need lo conserve oxygen. The TR-870 is an adaptor used to connect medical type (CGA-870) cylinders to industrial standard type (CGA-540) cylinders. The TR-870 is intended to he connected to either side of the l'R-·55 or TR- I 00 when transf'illing from or to medical-type cylinders. Prices: TR-55--·$59.95; TR· 100~ $129.95; TR-870·-·-$39.95. Contact: Mountain High

book review by Wills has written a stunning, totally captivating book that every hang glider pilot 11111st read. l lighcr Than Eagles is the story of a remarkable family, an extraordinary sport and an amazing son who became a living hang gliding legend. If an author were to concoct the story or Bob Wills' lif'c he wonlcl be laughed out or the writing profession, Bob had a difficult, almost bizarre childhood, and was always pursuing some wild, unconventional dream with utter passion. He was a self-taught hang gliding pioneer who quickly earned a worldwide reputation that inspired many in the fledgling sport to idolize him. Al one time he was the simultaneous lJ.S., Canadian and British hang gliding champion. He designed and built innovative gliders, set numerous world records and appeared in a variety of films, including Sky Riders and the IMAX aviation documentary To //ly, which is shown to this day all across the country. Maralys skillfully conveys the thrill, passion and adventure experienced hy those who were swept away by this new form or aviation. It is guaranteed that anyone interested in flying will he spellbound by this hook, and I can't imagine that others would not be entranced by the drama or Bob's early flying exploits, his rccord-set1ing and competition adventures, the struggles or his young company and his personal ordeals. By the end or the book one feels as though he not only knew Bob Wills, hut that he had experienced Bob's trials and triumphs along with him.

Dodgen

Author Maralys Wills, But I ligher Than Fag/es is much more than a truc .. Jirc hang gliding adventure story. It is a brilliantly-written human drama about a family alternately inspired and torn apart by the sport, of a mother who lost two sons. It is the story or an asthmatic boy who would never fit any conventional mold, and who lived tire with a passion that very few will ever know.

1/igher Than Fag/es is available from your local bookstore or USJIGA llcadquartcrs for $19.95 + $4.00 S/11. HANC GLJDJNC

UPDATE Equipment & Supply Company, 516 12th Ave., Salt Lake City, Utah 84103 (801) 364-4171.

Region VII News Rod Hauser, Region VII USHGA Director, has moved to Chino Valley, Arizona. His new address is: P.O. Box 1847, Chino Valley, AZ 86323-1847 (602) 636-1950. Rod is now located about 35-40 miles from Mingus Mtn., so he should be haunting that famous flying site soon. Scott Lesnet of Muscatine, Iowa will taking over as Director for Region VII. Scott is a charter member of USHGA and flew at Oshkosh last year. He can be contacted at (319) 264-2141. Rod will be returning to Oshkosh this year. The dates are July 31-Aug. 6, and yes, he will need help. Any school wishing to donate funds or time should contact him. Hang gliding will have a halfhour time slot on the main runway this year, and Rod and crew need support people to help with the booth and simulator. For information on fun flying at Bong Recreation area contact Peter Birren (708) 6400193, and for info on flying at Spring Green contact Lany Bunner (815) 234-5388.

CLOUDBASE 3

certain gliders). Hang Gliding Logbook runs on IBM compatible computers with at least 512K of memory and preferably a hard drive, although it will run from a high-density floppy. The program is distributed on a 5.25" disk unless otherwise specified. Price is $14.95. Contact: Thumbs Up Enterprises, 26105 Tallwood Dr., North Olmsted, OH 44070 (216) 734-9271.

PretelVariometers/Altimeters -

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HANG GLIDING~ FLY WITH THE PROFESSIONALS FLY CROSS COUNTRY, BALLOON DROP, COM· PETE, PARAGLIDE, TRUCK TOW AND HEAR FROM THE PROFESSIONALS WHO BREAK WORLD RECORDS. GO TO YOSEMITE, OWENS VALLEY, AND TORREY PINES, CALIFORNIA; LAKEVIEW, OREGON; TELLURIDE/PARIDOX, COLORADO. CLOUDBASE 3 IS INFORMATIONAL AND ENTERTAINING FOR PILOTS AND NON· PILOTS. VHS - 50 MINS.

S~~lft!itA CLOU[)rf!AS!t le PUTS YOU IN THE AIR WITH LOTS OF AERIAL FOOTAGE • TAHOE/RENO AREA SITE GUIDE • MONTEREY STEEPLE CHASE RACE AND GUIDE • TELLURIDE: HIGH ALTITUDE SITE GUIDE, AEROBATIC FESTIVAL FOR BEGINNER THROUGH EXPERT PILOTS WITH HANG GLIDING AND SOME PARAGLADING. VHS - 90 MINS.

THERmlK-THE ART oF FLYING Torrey Windsprints The Annual Torrey Pines Windsprints where held March 21-22, 1992. Due to the entry of Bryan Pmter and his beautiful "Swift," a Class II division was created. Bryan won the Class II and over-all with a very impressive time. In Class I, Dave Smith took first place with his PacAir Kiss and Jeff Williamson (last year's winner) was close behind and took second. There was a tie for third place between Ben Rease and Nathan Whelchel. We would like to thank the Sheraton Grande, Residence Inn and the Torrey Pines Inn for their support, along with Pacific Airwave, Wills Wing, Ball Vario and Second Chantz.

Computer Logbook Thumbs Up Enterprises announces Hang Gliding Logbook Version 1. This easy-to-use computer program lets pilots log their flights, including all pertinent information such as date, place, number of flights, length of flights, wind conditions, comments, and note pad. It's a great way to keep track of total time and allows logbook viewing on screen by date of flight or place. Reports can be sent to the printer or screen and the user has the ability to select the criteria for the reports (for example, just flights made from the local site or all flights between certain dates or in

Suunto USA announces that Prete! V4 and V6 variometers arc available from Suunto USA and from Dick Jackson, Aspen Expeditions/ Paragliding. The simple digital system complements its 360° clock-face display with accuracy and dependability using English measurements (feet/minute, degrees Fahrenheit). Built-in memory enables the pilot to record maximum climb rate achieved. The audio indicator gives immediate response to any change in altitude. Access to precise altitude and maximum altitude achieved is functionally simple since the instrument has only two control/mode buttons. A unique feature available only on the V6 is the "Zero Ground" mode, so the pilot can always know his altitude above the landing zone-this is accessed with one press of the function button. Cumulative airtime is automatically measured, ranging from one minute to 99 hours, 59 minutes. The instruments are also temperature compensated and come with a limited two-year guarantee. Service is provided by Suunto USA in Carlsbad, California. Prices: V-4-$539; V-6-$599. Contact: Victoria Battison, Suunto USA/Prete], 2151 Las Palmas Drive, Carlsbad, CA 92009 (619) 9316788, ext. 229.

HANG GLIDING AND PARAGLIDING BASICS OF FLIGHT EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PARAGLIDING FLIGHT: FROM THE FIRST STEP TO PROFES· SIONAL COMPETITION FLYING, AND FROM SAFETY ASPECTS TO METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON-PILOTS. VHS - 40 MINS.

PARASOL

WORLD CHAMPIONSHIP COMPETITION CROSS COUNTRY RACES SEE HOW THE BEST EUROPEAN CROSS COUNTRY PILOTS FLY IN THE PARAGLIDING WORLD CHAMPIONSHIPS. ALL .ASPECTS OF THE COMPETITION ARE COVERED INCLUDING MAPS, PILOT STRATEGY, AND GREAT FLYING. VHS - 60 MINS.

SEND CHECK OR MONEY ORDER CLOUDBASE 3 - EXTREME . ......... 34.95 SIERRA CLOUDBASE II . ............. 29.95 THERMIK ... ..................... 49.95 PARASOL - WORLD CHAMPIONSHIP . ... 49.95 POSTAGE & HANDLING ............. 4.00

Adventure Video

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

MAY 1992

Relative to zero..llft line

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 mostexperiencedintheindustry. 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 I

1991

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associated with top of the line competition class gliders. Available in two sizes for pilots from 11 Olbs. to 240 lbs., the Wills Wing Spectrum offers the advancing novice and casual recreational pilot an unmatched value in quality, performance, and soaring enjoyment. ..-super Sport - Brand new in 1991 , the performance and flight characteristics of the Super Sport lie directly between those of the Spectrum and the HP AT. Designed for the intermediate and advanced soaring and cross country pilot, the Super Sport features technology derived from the HP AT, including the HP AT airfoil, airframe technology, and general sail planform. At the same time, the Super Sport's handling qualities and landing characteristics are more reminiscent of those of the Spectrum, yielding a glider of extraordinarily accessible soaring and cross country performance.

The Result: A true dedication to quality in products and seNices 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 seNice 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 seNe 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

•

opposite corners of the United States, two diminutive communities have boldly stepped forward to claim auspicious honors. On the right side of the Mississippi, Dunlap, Tcnncs-· sec has declared itscl f "1 lang Gliding Capital of the East." In the Pacific Northwest, Lakeview, Oregon fol lowed suit by proclaiming itself "Hang Gliding Capital of the West." Indeed, grandiose appellations for such tiny towns, but welcomed by hang glider pilots nationwide. But of the two respective hang gliding capitals, which is the capital of capitals? Which one has the best sites, the best conditions, the most amenities'/ !fore on these pages, these two bantamweight counterparts will slug it out lo settle once and for all who's the best: cast or west?

s With both communities weighing in at under 5,000 population, this battle isn't exactly King Kong versus Godzilla; it's more like, "Honey, I Shrunk the Town." But if there is the proverbial strength in numbers, Dunlap predominates with

A tandem flight from Dunlap's renowned radial launch ramp.

HANC: Ci ,][)]NC:

Lakeview flaunts its status on this billboard near Reno, Nevada .

• by Rodger Hoyt

Lakeview features a variety of terrain, and obstinate late spring snow. Photo by Boomer Stevenson.

MAY 1992

practically double Lakcvicw's piddling population of2,626. (Oops, wail. .. Matilda Hathaway just delivered; time to change the sign again!) Dunlap also has the benefit of being situated just 31 miles from the major metropolis or Challanooga, Tennessee. Thirty--onc miles any direction from Lakeview will put you, well, exactly 31 miles from Lakeview and still almost two hours away from anything resembling civilization. Dunlap enjoys small town ambience with big-city propinquity, while Lakeview is a remote and authentic vestige of the old west, complete with cowboys. Dunlap resides at a mere 800 fr:cl above sea level. Contrast that virtually prostrate position with Lakeview, "Oregon's Tallest Town" a1 a lol'ty 4,800 feet. Lakeview residents' pride in this distinction is reflected in the Iown symbol, a lanky cowboy with his head poking through a comely cumulus. Lakcvicw's whop-· ping 4,000--1'001 altitude advantage means that launch elevation there (6-8,000' MSL) is often higher than Dunlap pilots' maximum flight altitudes. This is obviously deceptive however, since we all know that effective altitude is measured above ground (or launch) level. Bui

'19

The lush and beautiful Sequatchie Valley, Dunlap's X-C expressway.

hey, recounting those five-figure altitudes from Lakeview sure is impressive in post-flight racontcuring! lncidcntally, the Dunlap area has a thriv·· ing group of local pilots, while Lakevicw's resident pilot population totals just one. Both venues, of course, attract visiting, vacationing and itinerant pilots from thousands of miles.

Dunlap and Lakev icw 's climates arc as far apart as, well, cast and west. Dunlap is a veritable jungle of flora, thriving in the steamy combination of 58 inches of annual rainfall and 58 degrees mean average temperature. This moist climate produces a lush, green ecosystem with precious few gaps in the dense vegetation through which to launch. The upside is, it also provides the benefit of year-round hang gliding. 20

Lakeview on the other hand, exhibits the st.ark, desolate environment typical of a high desert. Average annual precipitation is a meager l 5.80 inches (only 1/4 that of Dunlap), much of that being in the form of snow. Average January low temperature is a frigid 19.6 degrees. This inhospitable clime makes a tenuous existence for plants, leaving many of the hills barren and allowing the abundance of available takeoff sites for which Lakeview is renowned. Unfortunately, J,akevicw's abbreviated flying season is the western hang gliding cap it al' s biggest detriment. Launches are sometimes snowbound into May. At the 1991 Lakeview Fly-In, pilots at one particular 8,200' takeoff site were assembling their gliders in nearly a foot of snow in July! This ephemeral flying season could indelicately be compared to an orgasm: brief, but exquisite. Although there arc some lower takeoffs around Lakeview that arc less subject lo winter's assaults, this round

definitely goes to the more seasonably equable Dunlap.

Both Dunlap and Lakeview arc multi-site towns. Dunlap's primary takeoffs arc Whitwell and Henson's Gap (on either side of the Sequatchie Valley), with Lookout, Clinch Mountain and other sites within reasonable driving range. A recent addition is Sequatchie Valley Soaring's new air tow system. Lakeview has a myriad of launches (with the list continually expanding), some located as far as I 00 miles distant, but each with its unique personality. Site particulars, however, is where Lakeview and Dunlap really diverge. ror example, a Lakeview pilot would be astonished at the conveniences of the Henson's Gap site: paved road to launch, on-site hang gliding shop, HANG GLJDINC

We will be on the road again this season, so test fly the UP glider ofyour choice. May 15-17

Sky Hook Hang Glider Merret Island FL.

May23-25

Hyner View Fly-in Hyner View PA

407452-8143 801-876-2211 2:-J-25

Adventure Sports Girls Just Wanna Go Hy Fly-in Carson City, Navada 702-883-7070

May30-31

Lenoir/Morganton Airport Fly-In Lenoir, NC

June 6-13

Marks Wings Sandia classic Alburquerque, N.M.

704-758-9J11 or 919-385-9075

May23-29 launches through some of Lakeview's majestic scenery. Photo by Boomer Stevenson.

luxurious condominiums, lwo--story A-frame Tennessee Tree Toppers clubhouse (with clcc· lricity, refrigerator and TV!) and, of course, the famous radial launch ramp. A Dunlap regular, conversely, would be shocked at the comparative austerity of some of Lakcvicw's sites. Most access roads are rough gravel, and some are little more than tortuous deer trails negotiable only by four wheel drive. The nearest store-front hang gliding shop is ten MAY 1992

hours away (bring spare parts with you). At Lakeview, a cross-country flight conceivably could land you in a place where you might never be found. Rather than being deterrents, these conditions seem instead to evoke a sense of adventure among Lakeview fliers. Terrain in the Dunlap region is comprised mainly of miles-long parallel ridges. From aloft, the Sequatchie Valley appears as a vast corridor lined on either side by verdant walls perfectly

July (Date to be Announced) August 14-16

September 10

505-298-2922 Dry Canyon Fly-In Dave Sharp Alamagordo NM (505) 434-5780 National Hy-In fookout Mountain Flight Park Rising Fawn, GA (404) 398-3433 Austin Air Sports Steve Bums Austin1X (512) 474-1669 CAN-AM Meet Vancouver WA (801) 876-2211 21

suited for cross-country navigations. Lakeview exhibits a variety of topography, consisting mostly of rugged mountain ranges or precipitous rock escarpments, also facilitating X-C excursions. Lakeview launches vary from 900' to 3,000' vertical descent, while Dunlap's are consistently near 1,500'. Owing to its numerous and varied takeoff sites, Lakeview scores the biggest punch in this category.

The Flying Both Dunlap and Lakeview offer, arguably, some of the best soaring available anywhere in the country. But even in this category, the twin capitals are about as identical as Arnold Schwarzenegger and Danny De Vito. Because of the thinner air of high altitude, getting airborne at Lakeview is considerably more demanding. Lowland pilots may be surprised to discover that 15 to 20 mph winds still require aggressive launch rnns. Dunlap's greater humidity and atmospheric density result in more substantive air and easier, safer takeoffs. Dunlap experiences more frequent occurrences of pure ridge lift, while at Lakeview, even what pilots refer to as "ridge lift" is usually thermal augmented. Both capitals, however, have their share of powerful, cloudbase-tickling thermals. Where Lakeview and Dunlap flying differs most significantly is in landing. Lakeview landing approaches frequently are tumultuous plunges onto parched lakebeds mined with dustdevil booby traps and startling 50-foot vertical surges. Fields in the Sequatchie Valley tend to remain green throughout the seasons, resulting

in smoother, more relaxed landing conditions. Dunlap X-C fliers, however, must be alert for fences, poles, power lines, and other hazards of civilization. Lakeview pilots have little of this to contend with, except when flying Blackcap which overlooks town.

Lakeview and Dunlap each have their own special appeal. Which of the two is the best? It's a contest in which you, the pilot, are the ultimate winner.•

oWEN'S v.ALLE'Y so.ARJN'G

The Decision What qualifies these towns as "hang gliding capitals"? The best sites? The most spectacular flying? Not necessarily. Dunlap and Lakeview became hang gliding capitals simply by arbitrarily claiming their respective titles. But it was the ve1y act of embracing these regional honorifics that set Dunlap and Lakeview apart from the preponderance of other communities that were indifferent, or even averse, to hang gliding. The fact that Dunlap and Lakeview cared enough to seize their exalted designations is, in itself, proof that they dese1ve them.

Lakeview~ Oregon Hang Gliding Capital of the West Welcomes all pilots, families and friends for a fun-filled week July 1-5. Activities Galore. Contact the Lake County Chamber

Owens Valley Total X-C Tours We'll take cws of the details so you can conc811trata on the fllghl of your Lffs!

EKPEBfENCEO BRQUND CREW - 10 meel you wilh 4WD retrieval and cold drinks aller your longest, highest, best ever X- C. Local guides - USHGA lnslructors/Observer wilh over 10 Years and 1500 hours of O.V. experience there lo help you in the air, on lhe radio. Lodging - Double occupancy, air-corxlilioned accommodations included. Plus - Mountain Biking, Sierra Hiking, and Rock Climbing included ii lhe day is non-flyable. Sites Include: Horseshoe Meadows ( home of the firs! 200 miler) Gunter Launch {home of the '93 World meet). and much, much more. Complete, full service sales and service sho and oxygen rentals available. / Only $695 gets you 7 days of mars and alrtlms than you can stand! !t Call for reservalions and / ' more informalion. /

(619),~~7-2673

(503) 947-6040

HANG GLIDING

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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 than six weeks prior to the event. We request two months lead time for regional and national meets.

May 5-10: 20th Hang Gliding Spectacular at Jockey's Ridge, NC. Contact: John Harris, Kitty Hawk Kites, P.O. Box 1839-N, S. Croatan Highway at Jockey's Ridge, Nags Head, NC 27959 (919) 441-4124, FAX (919) 441-7597.

Until May 24: 1992 Region 9 Championship. Weekend X-C from any site in the Region. The best flights totalled to determine winner. Flights limited to max 60 miles each. Rookie and Open Classes. For entJy forms and rules contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 PM) FAX-3436.

May 7-11: Wills Wing Demo Days, Dist. Vol Libre, Mt. Yamaska, Quebec. Contact: (819) 395-5224.

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. Contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 PM) FAX -3436. Until Dec. 31: East Coast X-C Contest. Send description of longest East Coast flight to: Randy Adams, P.O. Box 369, Claremont, NH 03743. Flights may be foot- or tow-launch and must originate east of Mississippi. 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 Therma!ing clinic. Contact: Lookout Mountain Flight Park, near Chattanooga, Tennessee (404) 398-3541. May 2-3: Wills Wing Demo Days, Mission Soaring, Milpitas, CA. Contact: (408) 2621055. May 2-3: ICP, Eric Beckman, Examiner. May 910: Tandem Clinic. Contact: Chandelle HG/ PG, Pacifica, CA (415) 359-6800, FAX (415) 359-0553. May 2-3: Stewart 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 Bunil (704) 392-3765.

May 9-10: Wills Wing Demo Days, Hang Flight Systems, Santa Ana, CA. Contact: (714) 5427444. May 9-10: Paragliding demo days, Merriam Crater, Flagstaff, AZ. Come fly the latest products & canopies and Smartow winch. Contact: Brad Lindsay (602) 863-9909. May 9-11: Jeff Seo// Challenge, sanctioned meet at Kagel Mtn. near Sylmar, CA. Rain dates May 15-17. Fonnat consists of pylons, tasks 30-100+ km. The most affordable sanctioned competition in the world-entry $25 plus $10/week membership in SHGA. Get WTSS points early! Contact: Ken Manatt (818) 5431695 eves or (818) 354-6570 days. May 9-17: 13th Lariano Triangle Competition, Como, Italy. $350 entry, $10,000 in prizes. Contact: Franco Rinaldi tel./FAX 39-31681245.

May 23-24: Wills Wing Demo Days, Golden Wings, Golden, CO. Contact: (303) 2787181. May 23-June 28: Region /2 Regionals. Preregistration mandatory, entry $20. Contact: Paul Voight (914) 744-3317. May 23-25: Wills Wing Demo Days, Hyner View Fly-In, Ryner View, PA. Contact: (914) 7443317. May 23-25: Wills Wing Demo Days, Adventure Sports, Carson City, NV. Contact: (702) 8837070. May 23-25: 8th Annual Memorial Day Fly-Out, Bong Recreation Area, Burlington, WI. Open tow meet on 2-1/2-mile runway for static or payout tow. Tow meet features open distance, out-and-return and spot landing. $20 entry. Sponsored by Reel Hang Glider Pilots Assn. Contact: Peter Binen (708) 640-0193. May 23-25: Starthistle Meet, Rogue Valley HGA, Medford, OR. Fun fly-in, Hang Ill or Hang II with instructor release. $20 entry includes Sat. night barbecue. Participation in events not required ($5 helmet sticker requested but not required). Portion of profits goes to local community. Camping. Contact: Newt Stevenson (503) 773-1187 (days), or Jan Bailly (503) 779-2516. Rain date June 6-7.

May 15-17: Bavarian Open, Lenggries Germany. Contact: DHV, Miesbacher Str. 2, D-8184 Gmund am Tegernsee, tel. 0049-8022-7031 FAX 0049-8022-7996.

May 23-25: Women Just Wanna Fly. Registration Friday 6-9 PM and Sat. 7-9 AM, Washoe St. Park at LZ by entrance. Donation $10. For site guide send SASE to: Adventure Sports, 3650 Research Way, Carson City, NV 89706 Attn. site guide. Other info contact: Tammy (707) 965-0411 or Sue Christie (408) 4496156 7-9 PM M-F.

May 16-17: Wills Wing Demo Days, Sport Soaring Center, Minneapolis. Contact: Pat or Curt (612) 557-0044.

May 23-29: D1y Canyon Fly-In, Alamogordo, NM. Fun flying, contests, open X-C. Entry $25. Contact: Robin Hastings (505) 382-7446.

May 16-17: Wills Wing Demo Days, Windsports, Van Nuys, CA. Contact: (818) 988-0111. May 16-18: Saskatchewan Hang Gliding Open. Three days of X-C competition. Truck towing. $30 ently. Contact: C. Lawrence (306) 692-9455. Hosted by ATLAS Towing Club in Moose Jaw, Sask., Canada.

May 27-June 11: 8th European Hang Gliding Championships, Vaga, Norway. U.S. team and pilots welcomed. Prelimina1y entries before March l, 1992, final entries before April 15. Contact: Norwegian Aero Club, HG-EM 1992, P.O. Box 3869, Ulleval Hageby, N-0805 Oslo 8 NORWAY. Contact USHGA office for entry forms.

May 22-24: Region 6 Towing Championships. Open Regionals, Elkhart, KS. Contact: Ron Kenney (316) 697-2577.

May 30-31: Wills Wing Demo Days, Wasatch Wings, Salt Lake City, UT. Contact: (801) 277-1042.

May 15-17: Tandem Clinic, at Morningside Flight Park, NH. Contact: Paul Voight (914) 7443317.

HANG GLIDING

CALENDAR OF EVENTS May 30-31: 1st Lenoir Tow Meet, Lenoir, NC. Fun meet. Entry $30 in advance, $35 at the door includes three meals and T-shirt. $150 !st place, $50 2nd, trophies for first three places. UP Demo Day. Send check to Lenoir Jaycees, P.O. Box 2911, Lenoir, NC 28645 or call Travis Bryant (704) 758-9331. May 30-31: Hobbs Tow Meet, Hobbs, NM. Open X-C, seminars, contests. Cash prizes. $50, includes year-round use of site. Contact: Curt Graham (505) 623-1261. May 31: "Soaring flight" essay contest deadline, 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. 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. June 6-9: International German Women's HG Championship. Contact: DHV, Miesbacherstr. 2, D-8184 Gmtind{fegemsee, tel. 08022-7031 or call Manuela Schneider (Ge1many) 07054-7110 or 7164 FAX 070545594, or Ulrike Wiesner (Germany) 089577159. June 6-13: Wills Wing Demo Days, Up Over New Mexico, Albuquerque, NM. Contact: (505) 821-8544. June 7-14: Sandia 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: Region 5 Fly-In, Whiskey Peak, WY. Prizes, trophies and T-shirts. Entry fee. Contact: Keith Myhre (406) 245-6090 or Kevin Christopherson (307) 473-8655. June 13-14: 20th Annual Cochrane Meet, Cochrane, Alberta, Canada. Entry $35 includes retrieval, camping, gourmet dinner, trophies and prizes for all pilot skill levels. Hang gliding and paragliding, X-C race to goal and spot landing. Contact: Vincene Muller, Muller HG, RR #2, Cochrane, Alberta, TOL OWO, Canada, FAX/phone (403) 932-6760. June 19-21: Wild, Wild West Regionals, $90. Contact: Adventure Sports (702) 883-7070.

Mw1992

June 20-22: Region I Regionals, Chelan, WA. Triangles with aerial start gate. $30 entry. Canadian pilots welcome. Contact: Davis Straub, 747 16th Ave. East, Seattle, WA 98112 (206) 322-1184. 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 9-12: Texas X-C Championships, Big Spring, TX, Region 11. Hang III with towing, X-C and turbulence sign-offs, current USHGA membership. Contact: Tim Doogs (817) 9216957. July 9-12: International HG Competition of the Montaiguil/e, France. $25,000 in prizes, $5,000 !st place. June 14 registration closing date. Contact: Alain Folmer, rne Louis Ripper, 38710 Mens, France. July 13-19: Manufacturers League Meet, Dinosaur CO. 450 WTSS points. Entry $200 before June I, $250 on site. Refundable until July 7. Trophies & prizes for teams and top individuals. Early registrants will be promptly sent rulebook, goal photos, local info and maps. Teams of three and individuals welcome. Hang III with X-C and TUR signoffs minimum. Race-to-goal with no photos. For more info send legal-size SASE to: Nick Kennedy, P.O. Box 1026, Telluride CO 81435 (303) 728-3905. August 1-3, 1992: United States Aerobatic Hang Gliding Championships & Mount Si Hang Gliding Festival. Just outside Seattle. Practice days July 30 & 31. World Class aerobatics, duration, speed runs, spot landings, and fun! Aerobatic entries $100. Sporting/Recreational entries $20. Contact: Aaron Swepston (206) 939-6248, or Lori (206) 454-1989, or write 2415 Forest Ridge Dr., Auburn, WA 98002 Aug, 1-3: Western Canadian Championships, Golden, BC, Canada. Hosted by the Rocky Mtn. HG League. Entry $30 (includes $5 national team levy). Contact: Ken Shackleton (403) 295-1575. Aug. 1-7: Oshkosh Airs/ww, Oshkosh, WI. The largest aviation gathering in the country. If it flies, you can probably see it at Oshkosh. For more information, our USHGA Rep. is Rod Hauser (602) 636-1950.

Aug. 3-9: Verbier I11ternational Open & PreWorld, France. International teams, 15 pilots/ team. Contact: tel. 026/31 62 22 FAX 026/31 32 72. Aug. 8-9: 2nd Lilienthal Meet, Point Sal, Guadalupe Dunes. Fun fly-in for beginner to advanced. Free camping, T-shirts. $40. Contact: Santa Barbara HG & PG Center (805) 962-8999. Aug. 16-22: Solar Wi11gs British League Final, Laragne, France. Deadline May 1, entry £50. Contact: Jim Bowyer, 2 Lion Terrace, Gilwern, Abergavenny, Gwent NP7 OBU England, tel. 0873-831667 FAX 0873831068. Sept. 5-12: 1992 U.S. Natio11als, Telluride, CO. All teams and individual pilots welcome. Trophies for teams and top individuals. For accommodations call 1-800-233-9292. Entry $270 postmarked before Aug. 10, $295 on site. Early registrants will be promptly sent rulebook, tumpoint and goal photos, local info and maps. Entry refundable until Sept. I, includes awards banquet, unlimited oxygen, prizes, shirts and assorted parties. For more info send legal size SASE to: Nick Kennedy, P.O. Box 1026, Telluride CO 81435 (303) 728-3905. Sept. 14-19: 19th Telluride Hang Gliding Festival. Speakers, dances, clinics, films, swap meet. Coupled with Nationals. Contact: Hugh Sawyer (303) 728-4772 or Joel Parker (303) 728-6070. Sept. 17-20: 10th international Hang Gliding Film Festival, and 19th Coupe Icare, St. Hilaire du Touvet, France. Contact: 38720 Saint-Hilaire du Touvet, France, tel. 76 08 33 99.

Oct. 11-13: Aircraft Owners and Pilots Assn. 1992 Expo, Las Vegas Riviera Hotel. Seminars, new products, banquet. Contact: Tom Korzeniowski (301) 695-2162. Oct. 15-18: USHGAfall Board of Directors meeting, San Francisco, CA. Open to the membership; come and bring an opinion. Contact: USHGA Headquarters (719) 632-8300. Jan. 15-29, 1993: 2nd New Zealand Hang Gliding and Paragliding Safari. Beginner to advanced. Limited group size. Contact: Santa Barbara HG & PG Center (805) 962-8999.

Making A Personal Polar: Step-by-Step by Davis Straub Why? Why would you care about the straight-line flight pe1fonnance curve for you and your glider-your polar? If you know your polar you can: 1) Know atwhatspeed you should fly when flying between thennals (i.e., you can make and use a speed ring); 2) Know how high to climb in the last thermal and how far out from the goal line you can begin your final glide.

What? A polar is a graphical representation of the relationship between sink rate and airspeed. (See Figure I.) The polar in Figure I is the result of a calculation for a glider and pilot combination flying in a straight line. (Polars for circular flight are also possible.) As you are well aware, as you increase your airspeed, your sink rate increases. Likewise in Figure 1, as airspeed increases to the right on the x-axis from minimum sink airspeed, the polar descends to higher sink rates. The highest point on the curve is the minimum sink rate (200 fpm), as read from the vertical axis, and the minimum sink airspeed (21 mph), as indicated on the horizontal axis. The best L/D (glide) speed is 26 mph with a sink rate of 220 fpm. The polar reduces all the infonnation about the glider/pilot to one perfonnance curve. That infonnation includes the lift/drag ratio, glider wing area, aspect ratio, weight and altitude. The lift-to-drag ratio is dependent on the design and construction of the glider/pilot including wing cross section, twist, taper, pod design and streamlining of various components.

How? The first step is to fake a polar curve for the combination of yourself and your glider. You can use the one in Figure 1 or 2 or any of those in a previous article, "If Gravity Is the Engine, Weight Is the Fuel." In many cases this will be good enough because you will only roughly know your airspeed, ground speed, average (IO-second) sink rate, average (30-second) climb rate of the themrnl that you are in, climb rate in the next thennal, and distance to goal. A faked polar and a rough measurement will often be all that you need. If you wish to get a better idea of your polar, then you will need the help of a friend to make some measurements on your own glider/self-in-

a-pod combination. Of course, taking measurements is a rough process in itself and will not necessarily provide you with a more accurate polar. The general idea is to take measurements of your sink rate while flying at a fixed airspeed. You will fly at three different fixed speeds: one near minimum sink airspeed (say, a speed between 18 and 25 mph), one near still air best L/D speed (one speed that you choose between 25 and 36 mph) and one speed that is pretty damn fast (a speed between 40 and 45 mph). You will get a measurement of your sink rate while flying at each one of these three speeds. (Many of these steps were related to me by Chris Arai.) Step I. Go out to a hill or to a tow spot early in the morning so that you are not flying in lift. Step 2. Equip yourself with an airspeed indicator, a sensitive altimeter, and a radio. Step 3. Equip your friend with a watch, a radio and a clipboard with a note pad. Step 4. Launch and begin flying at a fixed airspeed as indicated on your instruments. Radio to your friend what airspeed you will maintain. Step 5. Maintaining your fixed airspeed and watching your altimeter, use your radio (VOX or finger-controlled PTT) to call to your friend on the ground when you want him to start timing for a sink rate measurement. It is convenient to do this when your altimeter measures at some multiple of 100. Step 6. Continuing to maintain the fixed speed, radio again to your friend just as you lose I 00 feet since the last call. Step 7. Your friend will be recording the times at which you called over the radio, as well as the airspeed at which you told him you were flying. Step 8. If you have plenty of altitude, you can make several measurements on any given flight. After a number of measurements at one speed, you can change to another airspeed, maintain and repeat steps five through seven. Step 9. During different flights, repeat steps four through eight for all three airspeeds until you have a number of measurements for each of the three airspeeds. You now have the measurements you need to dete1mine your polar. Step 10. For each of the three airspeeds, calculate the average sink rate. For example, if you had time measurements for an airspeed of 23 mph of30 seconds, 25 seconds and 27 seconds, then the average sink rate would be:

HANG GLIDING

~LLS~Nt;

Polar 2000'

Demo Days

-50 -· -100 I Minimum Sink ~'----150 - - ~ -200,i -------.---.,__... E -250 @; -300 ~ -350 -~ -400 -c i:7i -450 -550 -· -600 -650 - - - - - - - ~ - - - - - ~ -100 .....~~~~~~~~~~~~~~~~~~~~ 20 25 30 35 40 45 Figure 1.

Air Speed (mph)

V1 - 21 SR1 - 200 V2 33 SR2 - 320 V3 - 45 SR3 - 680 Table 1.

You now have three pairs of numbers: an airspeed and a sink rate for three different airspeeds. In a minute, you will calculate from these three pairs of numbers three coefficients (numbers) for an equation which will give you your polar. Step 11. At this point you can pull out a piece of graph paper, if your house is so equipped, or go down to the local Pay' n' Save and get a sheet with all those little squares on it. Following Figure I you can make a graph by marking off similar vertical and horizontal axes. Step 12. Put three points on the graph that represent the three pairs of numbers you calculated in Step 10. Step 13. Rough in a curve that looks like the one in Figure 1, but that goes through these three points. This is your second stab at your polar. Step 14. The polar curve can be described by an equation of the fo1m: SR = sink rate (feet/minute) V = airspeed (miles per hour) SR= A*V*V + B*V + C You now need to calculate A, B and C, noting your three pairs of numbers for sink rate and airspeed as shown in Table 1 using values taken from the polar in Figure 1. A, B and C are calculated as follows: A=

Coming Soon To A Location Near You I

(100/30 + 100/25 + 100/27)/3 =3.68ft./ sec, or 220 ft./min.

(V2-V3)*(SR1-SR3) + (V3-Vl)*(SR2-SR3)

MAY 2-3

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Vl *VI *(V2-V3) + V2*V2*(V3-Vl) + V3*V3*(VI-V2) B=

SR2 - SR3 - A*(V2*V2-V3*V3) V2-V3

SR3 -A*V3*V3 - B*V3

Step 15. Now that you have calculated the values for A, B, and C, you can calculate the sink rate for any speed with the first equation given in Step 14. By measuring the sink rate for only three airspeeds you are able MAY 1992

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!) 27

Two Speed Ring Curves

Polar and Speed Ring

9000'

9000' 200 100 0 -100 -200 -300 ++---~,<-+-----400 -500 -600 -700 -800 -900

-- .-+--~----!-------+-~~'·----~i

E g Q)

'iii

cc -"'

i ~

_t_·~J '

;

-1000 -1100 -1200 -1300 -1400 -1500

~---~;·---~-,---- -1 20

Figure 2.

30 35 Air Speed (mph)

A= -0.8661 B=37.1169 C = -598.4574

A'= Square Root(ADR'/ADR) * A C' = Square Root(ADR/ADR') * C where: altitude density ratio for the average of the altitude that you took the measurements at, and; altitude density ratio for the altitude that you want the polar adjusted for.

For example, if you took the measurements at an average of about 2,000' and you want to adjust the coefficients for your polar to reflect your nmmal average competition flying altitude of 9,000 feet then: A'

= Square Root(0.7619/0.9428) * (-0.8661) = -0.7786

Figure 3.

= Square Root(0.9428/0.7619) * (-598.4574) = -665.7237

Unfortunately, in a short atticle such as this I don't have the space to give you a chart of the altitude density ratios for all reasonable flying altitudes (in 1,000' increments). You '11 have to find a meteorology book in your nearest library and copy out the table from the appendix.

Adjusting Your Polar For Weig ht

Adjusting Your Polar For Altitude

ADR'=

Air Speed (mph)

If you add on more weight when you are flying in competition, you can

If you measured your polar at a low altitude and you want to adjust it for a higher altitude that will be more representative of your flying, then use the following formulas to adjust A and C:

ADR=

to determine the sink rate for all airspeeds above the minimum sink airspeed and below the VNE (velocity never to exceed). You can choose some other airspeeds, calculate some con-esponding sink rates and put those points on your graph. Now make sure to adjust your penciled-in polar so it goes through those points, too. The values for A, B and C used to plot the polar in Figure 1 are as follows:

' . ~:--------~~: ~-·--

adjust your polar for changes in weight by the following formulas for A and C: A'= Square Root(Original Weight/New Weight)* A C' = Square Root(New Weight/Original Weight)* C For example, if the original weight of the glider, pilot, pod and equipment combination was 264 lbs., and we add 40 lbs. of ballast and equipment then: A'

= Square Root(264/304) * (-0.8661) = -0.8071

= Square Root(304/264) * (-598.4574) = -642.1967

Of course, you can make both adjustments by first making one, and then the other on the result of the first adjustment.

The Speed Ring Now that you have the three coefficients (of the quadratic equation) that detennine your unique polar you can use them to create a speed ring or to calculate your final climb and glide. While I will leave the final climb and glide calculation to a later article, let's see how to create a speed ring. A speed ring is a handy little device that is attached to your vario. lt HANG GLIDING

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is used to tell you at what speed to fly given your current combined sink rate.You read the sink rate on your vario, and the needle on your vario also points to the con-esponding airspeed marked on the speed ring. The combined sink rate includes the sink rate of the air mass you are flying in and the inherent sink rate of the glider for your present angle of attack. A speed ring cannot account for the effect of combing head or tail wind with lifting or sinking air. Step I. Go to Chris Arni's article in the December 1990 issue and, starting with the second to last paragraph on page 31, follow his instructions. To make his calculations a little more e_xplicit follow these next steps. Step 2. Choose six airspeeds, say 20, 25, 30, 35, 40 and 45 mph. Step 3. Calculate the combined sink rate for your speed ring for each of these speeds using the following formula: Combined Sink Rate = 2* A *V*V + B*V where V is one of the six airspeeds in step two and A and B are the coefficients that you calculated in step fourteen above. You now have six points for your speed ring curve and you can pencil in a curve through those points. The polar from Figure 1, adjusted to 9,000', is combined with the speed ring curve calculated from it in Figure 2. You read the speed ring curve by choosing a sink rate on the vertical axis and determining the conesponding airspeed on the horizontal axis. To use these values in flight you will need to follow the methods in Chris Arni's article for making an actual speed ring using the values derived from the speed ring curve. The values taken from the speed ring curve in Figure 2 will give you your best L/D (glide) speed accounting for rising and sinking air but not for wind speed. The best L/D speed in Figure I assumed still air and no wind. If you want to fly at Speed-to-Fly in no wind then you need to rotate your speed ring (see Chris's explanation) to correspond to the value of your predicted climb rate in the next themrnl. A speed ring curve that cmTesponds to this "rotating" is shown in Figure 3 for the value of 500 fpm. The horizontal line marked at just above -300fpm on the vertical axis intersects with the best glide speed ring curve at 30 mph and with the Speed-to-Fly speed ring curve at 37.5 mph. If your vario tells you that you are not sinking at all, then you should be flying at minimum sink airspeed (assuming that you are not flying at Speed-to-Fly in anticipation of the predicted lift of the next thermal, and that you are not in a head or tail wind). As your sink rate increases, you need to speed up to get out of the sink and into an area with buoyant air. As Russ Locke has so eloquently stated in these pages, Speed Up (and sink faster) in Sink and Slow Down (and go up quicker) in Lift.

Final Remarks In this step-by-step approach I have ignored many subtle difficulties of measurement, curve fitting, the use of a speed ring, and other matters. It has been my goal to make the use of a polar as painless as possible, while not going overboard with all the finer points. I have used a spreadsheet on a personal computer to make all the calculations for this article. You can cany them out with a programmable calculator. • MAY 1992

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USHGA REPORTS Spring 1992 USHGA Board Of Directors Meeting Report - Miami, Florida by Russ Locke Board meetings generally come in three types (or some combination thereof): those during which a lot of changes occur, those where we argue about a lot of things but don't come to any real conclusions, and those where the stage is set to put a lot of things in place at the next board meeting. The recent meeting in Miami fits mostly into that last category. The Site Management Committee finished the master copy of the Site Management Manual and it will be available shortly. Most of the data for a national site guide has been collected, but a lot of work needs to be done to put that inf01mation into a usable format. A decision was made to consider "privatizing" it, in other words, making an agreement that would allow the guide to be sold for enough money to pay back the individual putting it together. It was felt that this format stood a better chance of getting it done sooner, especially since we've received a couple of offers already. While there is still much to be done, a lot has been accomplished on both of these manuals by a lot of people, but in particular Ron Kenney, Sandy King and Gregg Lawless. The Publications Committee struggled with the reality that the magazine has lost a lot of adve1tising in the last year or so, and with that went some of the revenue that helped pay to produce the publication. A lot of things are being looked into to take up the slack in this area, including: possibly letting an outside agency sell advertising, looking for ways to increase subscription and newsstand sales, and another close look at our advertising rate structure. The findings of this research will be presented at the next BOD meeting. The first Instructor Newsletter was deemed a significant success. Kudos to Greg Shaw for all his efforts. The Insurance Committee reported that we're receiving competing bids from different insurance companies. That's a bit of a change from a few years ago. For the time

being we're trying to stay with one company in order to build a longer term relationship, but we'll keep an eye on the competitive rate structure. Glider Theft and Participants Accident insurance coverages were cancelled because so few people were taking advantage of the offering and there were significant losses. We have a request from the Canadian pilots to accept their insurance at U.S. insured sites and we're cmTently investigating that possibility. We should hear at the next BOD meeting whether or not something can be worked out to allow Canadian insured pilots to fly in the U.S. without having to purchase USHGA membership. Membership and Development wrestled with the growing issues of airshows. These types of activities clearly showcase the sport and are good for public relations, but they also bring a variety of problems. Some of those problems include: how to deal with special event insurance needs, the skills of pilots performing at the airshows, and what types of activities they are engaged in (balloon drops, air-to-air towing, truck towing, aerobatics, tandem flights, etc.). The Membership and Development Committee, in conjunction with the Safety and Training Committee, is considering issuing an "airshow license," although what it takes to get this license isn't clear at this point. The thing to remember here is that accidents at airshows can be disastrous for our public image, not to mention a threat to the stability of our liability insurance. Aerobatics are of particular concern since they are very common activities at airshows, and along with tandem flights have the greatest potential for disaster. We're going to have to come to grips with the fact that by offering special event insurance to airshows we're sanctioning aerobatics. Put in other words, we're saying officially it's okay for pilots to fly outside of manufacturers' operating limitations. My guess is that long term we're not going to be able to officially support these

types of activities until the manufacturers certify an aerobatic glider, and we have some sort of special skill sign-off for aerobatic pilots. In fact, unless there are some aerobatic pilots out there who want to work on making this happen, aerobatics are likely to become an outlaw type of activity. The Tandem Rating program has evolved considerably in the last several years, and as a result there is a fair level of confusion among tandem pilots. The Committee discussed several current situations and it was decided that every tandem pilot in the country needs to get a list of cuITent tandem do's and don'ts. The biggest issue concerns the selling of instructional flights, and that the way a number of pilots are doing this looks a lot like selling "rides," which is not allowed by the FAA. Only pilots are allowed in a hang glider, and there are some basic things that need to be done to insure that each passenger on a hang glider is, in fact, a student pilot, knowledgeable enough about the sport to understand the risks taken. Another issue is that there are a number of USHGA-certified instructors holding Tandem 2 ratings who are operating as though they are Tandem Instructors. These ratings are not equivalent and only Tandem Instructors are allowed to charge for a Tandem Instructional Flight. In the next month, evety current Tandem pilot will be getting a Summary of Tandem Operating Requirements. Some other decisions included: removing the need for a Tandem 1 to adhere to the same currency requirements as a Tandem 2 or Tandem Instructor, only USHGA Instructors (Tandem or otherwise) can administer the Student Rating, and a decision was made to create a needed code of ethics for tandem pilots. The Paragliding Committee presented the Association with a new three-tiered rating system designed to more closely mitTor the hang gliding rating system. The new ratings are: 1 = Solo rating, 2 = Pilot rating, and 3 = Advance Pilot rating. A tandem rating program was also reviewed and is in the process of being accepted. The Bylaws Committee approved the concept of an SOP outlining director responsibilities with a final draft due by the next BOD meeting. The Competition Committee documented several inconsistencies in the rulebook, such as placement of numbers on HANG GLIDING

USHGA REPORTS wings and some differing insurance requirements for foreign pilots, but the final fix on these was put off until the fall BOD meeting. The National Coordinating Committee reaffirmed our relationship with the NAA. However, the financial relationship between us and both the NAA and FAI is being examined by Chairperson Dennis Pagen. The Safe Pro rating system is coming from Europe in the near future. Its intent is to establish one rating equivalency program worldwide. The FAA is also approaching the end of its investigation into potential changes in FAR 103. Dennis is keeping an eye on both these activities and will be keeping us informed as things happen. The Safety and Training Committee dealt with a lot of smaller issues such as the coming of the Safe Pro system, safety director job description, some towing safety stuff, re-definition of what constitutes an accident under the Safe Pilot Award system (glider damage), tandem with children, new ICP program, Michael Robertson's Chmts of Reliability, equipment concerns such as differing length hang straps, review of Advanced rating tests, dealers and instructors selling substandard equipment, legal review of Tandem and Competition waivers and inconsistency of ICP costs. All of these produced some action items to be handled individually over the next few months. The Committee did approve a new ICP requirement list for Basic Instmctors, and introduced the Board to Michael Robertson's Chmts of Reliability. These charts have been successfully used in Canada for several years. Michael has agreed to write an article for our magazine. The Elections and Allocations Committee examined a proposal to reanange the regional boundaries, but decided the cunent boundaries are still best. They put together a committee SOP (Standard Operating Procedures) for approval at the next BOD meeting. The Finance Committee had a good list of items on their agenda, but all the time was taken up reexamining the financial reporting relationship between the Committee, the Board and the Executive Director. Some progress was made here; the rest of the items will carry over until the next BOD Meeting. The Towing Committee dealt with a lot of questions submitted by members. A new Tow Administration procedure was adopted MAY 1992

with an article by Paul Voight coming soon. The ClllTent methods of dealing with tow launch ratings are working well and there is no apparent need to make tow ratings specific to each hang rating. A proposal was accepted to establish a standardized USHGA towing program-a subcommittee of Chris Gagliano, Greg De Wolf, Rod Hauser and Steve Flynn will report back at the fall BOD. Another subcommittee consisting of Mike Haley, G.W. Meadows, Roger Coxon and James

Tindle was fmmed to create tow driver/ operator guidelines by the next BOD meeting. As you can see, a lot of action items will be worked on over the next several months. If you have opinions or want to offer ideas on anything mentioned in this report, jot them down and send them to the USHGA office. They will see that the appropriate individuals get your letter. •

CIVL Meeting Report Paris, France -March 17-18, 1992 by Dennis Pagen

Olympics

Pepe Lopez Aw ard

Changes in the Olympics structure and costs indicate that there is little hope of hang gliding becoming an Olympic sport in the near future.

A memorial award has been created in Pepe Lopez's name for outstanding achievement in spmtsmanship. (Pepe, a former World Champion, was killed in last year's Japanese competition.) The first such award went to Steve Blinkensop who landed his glider in a tree to reach Pepe in an attempt to save him.

World Air Games These games are designed to be an answer to the lack of any air sports in the Olympics. Unfortunately, the disastrous news is that the Hang Gliding Federation in Greece is in a long-term bitter feud with the National Aero Club and will do nothing to assist the Air Games. My personal knowledge of the individuals involved (in Greece) leads me to be pessimistic about this state of affairs being resolved in the near future and may keep hang gliding out of the World Air Games.

International Pilot's License (Safe-Pro &Para-Pro) We have the general format in documents at the USHGA office. The implementation materials have been promised within two months. However, they were promised in Brazil two years ago and the whole program has been languishing since the early 80's.

Hang Gliding Diplome This award for advancement of the spmt of hang gliding is in need of a design. Anyone is welcome to submit a suitable design.

CIVL Sanction A 50 Swiss Franc (about $33.00 U.S.) per pilot sanction fee will be charged on all Category I Competitions (World Meets) with 200SF ($133) per meet charged to Category II competitions. This results in a fee of around $7,500 for the World Meet to be held in the Owens Valley. This fee was heavily protested by the U.S. contingent (and others) since the sanction package had already been proposed and accepted with the budget set. The committee that set these fees met while those who represent competition pilots or world meets were in the World Meet Committee. When the matter came to the

USHGA REPORTS plenary session (presented at the end of the meeting when everyone was anxious to leave), we were not allowed to discuss the matter and with a confusing presentation, it was passed. The way this matter was handled was highly inegular and is sure to generate continued controversy.

Meet Bids And Scheduling

New CIVL President: PER CRISTIAN DAEHLIN (NORWAY)

Secretary: NOEL WHITTAL (UK)

1992 EUROPEAN CHAMPIONSHIPS, Slovenia, Norway - 1993 WORLD MEET, Verbier, Switzerland - 1995 WORLD MEET, Kyosho, Japan

Next Meeting March 19-21, 1993 in San Francisco, CA.

Action Items 1)

Monitor the ICAO (International Civil Aviation Organization) rewriting of international airspace rules through the NAA. The ICAO is cunently working on rules for large aircraft and will eventually tum to sport aviation. This could adversely affect hang gliding if airspace is restricted. Already Austria has greatly restricted airspace access and this may spread through the European community and spill over to North America. Much concern was expressed by delegates attending the ICAO meetings.•

,~' ~----~

FINGER FAIRINGS ~:t.,

With the help of Klaus Tanzler, the German delegate, I was able to determine the DHV standard for hang loop to basetubes as 1.2 meters. With this information I will continue the process of the USHGA action item to disseminate this information. The NAA must be contacted after the FAI meeting to determine what former Soviet Union countries are to be allowed in meets.

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1992 WOMEN'S PRE-WORLD, Nanyo City, Japan-1993 WOMEN'S WORLD MEET, Nanyo City, Japan - 1993 OPEN WORLD MEET, Bishop, CA-1995 OPEN WORLD MEET, Azer, Spain Bids were also presented for two additional Women's World Meets: 1994 Bishop, CA; 1996 - Australia.

Maneuver requirements and glider structural information are being acquired for paragliding interests.

Vice Presidents: JOHN PENDRY (UK) DENNIS PAGEN (USA) PAUL MOLLISON (AUS)

The following paragliding world meets are announced:

A world cup series is being planned for this summer (the last meet is in the Owens Valley in September). There is some problem with these meets as they conflict with the European Championships.

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Aspen Expeditions/Paragliding Dick Jackson 303-927-4524

RATINGS SAFE PILOT AW ARDS BRONZE WILLIAM BENNETT DAVID BROWN RIKER DAVIS LINDA MEIER

RUSSUM, WILLIAM: Madison, AL; C. Thoreson/Lookout Mountain FP WILLOCK, ROBERT: Norcross, GA; R. Jacob/Sequatchie Valley Soaring Region 11 CLARK, TOM: Austin, TX; J. Hunt/Red River Aircraft FLEGAL, ROBERT: Austin, TX; J. Hunt/Red River Aircraft ROCKEL, ROBB: Irving, TX; G. Keoho/Kitty Hawk Kites Region 12 WATANABE, HIKO: Hastings-on-Hudson, NY; B. Umstattd/Mountain Wings

SILVER ALLEN AHL JOHN PITT

LILIENTHAL AWARDS BRONZE MICHAEL BALK BRIAN ERICKSON

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 RILES, KEVIN: Cheney, WA; D. Sanderson/Inland HG SCHACKER, ED: Bellevue, WA; T. Johns/Cascade Soaring Region 2 DAVIS, FRANKIE: Sonora, CA; C. Perry GIBBONS, JEFF: Hayward, CA; P. Denevan/Mission Soaring LEWIS, KATHLEEN: San Francisco, CA; A. Whitehill/Chandelle STERMER, CHRIS: San Francisco, CA; R. Jacob/Sequatchie Valley Region 4 BJOSTAD, LOUIS: Bellvue, CO; B. Weaver/Kitty Hawk Kites MUSTAFA, AMAN: Phoenix, AZ; S. Mish/Bandito Action Sports WILLIAMS, STEVE: Tempe, AZ; S. Mish/Bandito Action Sports Region 8 DOBE, DENNIS: Andover, NH; C. Thoreson/Lookout Mountain FP LANG, TRISH: Middletown, RI; R. Coxon/Kitty Hawk Kites O'REAGAN, JEFF: Middletown, RI; R. Coxon/Kitty Hawk Kites

NOVICE RATINGS PILOT: City, State; Instmctor/School Region I KENNEDY, MA TT: Portland, OR; W. Roberts/Southern OR HG NELSON, JACK: Portland, OR; W. Roberts/Southern Oregon HG Region 2 ERICKSON, BRIAN: Groveland, CA; K. Muscio GILL, GORDON: San Jose, CA; D. Yount/Mission Soaring KINSEY, TED: Placerville, CA; G. Hamilton/Sacramento HG OKE, TIM: San Jose, CA; R. Palmon STERMER, CHRIS: San Francisco, CA; R. Jacob/Sequatchie Valley STOECKER, BOB: Po11ula Valley, CA; J. Woodward VORHIS, MICHAEL: Fremont, CA; R. Palmon Region 3 SAEGER, DAN: La Mesa, CA; S. Kurth STUART, DOUGLAS: Homewood, CA; D. Seaberg Region 4 COOK, BRIAN: Westminster, CO; M. Windsheime1/Golden Wings JARRELL, GALEN: Phoenix, AZ; B. Holmes/Sky Sails of AZ KADLECEK, CRAIG: Flagstaff, AZ; S. Mish/Bandito Action Sports MASCARENAS, SONNY: Tooele, UT: M. Knowlden/Rebel Wings TOBIAS, MARK: Aurora, CO; M. Windsheime1/Golden Wings Region 5 VELCKO, STAN: Green River, WY; C. BaughmanNulture Gliders Region 7 BELL, TODD: South Bend, IN; J. Mitchell/JJ Mitchell HG NEWBY, GREGORY: Urbana, IL; R. Clark/Susquehanna FP WEST, JEFFREY: Indianapolis, IN; J. Mitchell/JJ Mitchell HG

Region 9 BRANGER, MIKE: Wilmington, DE; B. Umstattd/Sky High CARLSON, LUCINDA: Arlington, VA; D. Glover/Kitty Hawk Kites COUNSELL, DANIEL: Baltimore, MD; D. Glover/Kitty Hawk Kites COUNSELL, RONALD: Baltimore, MD; D. Glover/Kitty Hawk Kites CZAJA, ANDREW: Ambler, PA; D. Glover/Kitty Hawk Kites FINK, BRUCE: Washington, DC; J. Middleton/Silver Wings PALMIERI, JAMES: Roanoke, VA; D. Glover/Kitty Hawk Kites SCANLAN, MARK: Arlington, VA; D. Glover/Kitty Hawk Kites SMITH, CHUCK: Reston, VA; B. Weaver/Kitty Hawk Kites WITMER, WADE: Arlington, VA; R. Coxon/Kitty Hawk Kites YOUNG, NEAL: Greenbelt, MD; J. Asher

Region 9 BILLINGS, KELLY: Prince Frederick, MD; J. Middleton/Silver Wings CAMPBELL, SCOTT: Virginia Beach, VA; D. Glover/Kitty Hawk Kites COLEMAN, JOHN: Fairfax, VA; R. Coxon/Kitty Hawk Kites DALLASEN, THEODORE: Saint Marys, PA; M. Delsignore/NCHG FARKAS, DAVID: North Olmsted, OH; M. Delsignore/NCHG GILBERT, WILLIAM: Holland, PA; B. Umstattd/Sky High HALTENHOFF, KEN: Bluemont, VA; E. Logan HENZ, MICHAEL: Cleves, OH; M. Delsignore/North Coast HG KEITH, SAM: N. Olmsted, OH; M. Delsignore/No1ih Coast HG THORNE, TIMOTHY: Beallsville, MD; J. Middleton/Silver Wings

Region IO BARTOL, CHRISTOPHER: High Point, NC; D. Glover/Kitty Hawk Kites MCGRATH, SUE: Apex, NC; B. Weaver/Kitty Hawk Kites MURPHY, FAE: Bahama, NC; B. Weaver/Kitty Hawk Kites NEETZ, DAVID: Ft. Bragg, NC; B. Weaver/Kitty Hawk Kites

Region 10 AGNELLO, LEWIS: Hollywood, FL; J. Tindle/Miami Hang Gliding FLYNN, RYAN: Orange City, FL; B. Kushner/Raven Sky Sports RUSSUM, WILLIAM: Madison, AL; C. Thoreson/Lookout Mountain FP WILLOCK, ROBERT: Norcross, GA; R. Jacob/Sequatchie Valley Soaring

HANG GLIDING

RATINGS Region 11 CLARK, TOM: Austin, TX; J. Hunt/Red River Aircraft

ADVANCED RATINGS PILOT: City, State; Instructor/School

Region 12 FRIES, SHERRY: Camron, NJ; B. Umstattd/Sky High

INTERMEDIATE RA TINGS

Region 3 KOESLER, ERICA: Sun Valley, CA; M. Spinelli/True Flight Concepts Region 9 PESCH, JOHN: Berwyn Heights, MD; W. Bennett/MHGA

PILOT: City, State; Instructor/School Region 1 DARR, MICHAEL: Duvall, WA; C. Stockwell DOMINY, CHRIS: Seattle, WA; R. Gelfan/Dream Flights GARDINER, WILLIAM: Omak, WA; L. Strom MALAN, VANCE: Klamath Falls, OR; D. Buchanan WELLBAUM, ROBBIE: Tacoma, WA; J. Jernigan/High Times Over Oregon Region 2 BURGAN, MATTHIAS: Loomis CA; R. Leonard/Adventure Sports FOLEY, EUGENE: San Francisco, CA; J. Greenbaum/Airtime of SF GIARDINA, CHRIS: Oakland, CA; J. Newland/Wings of Rogallo HUNTER, MICHAEL: Mt. Shasta, CA; P. Sergent JEREMIAH, RANDY: San Mateo, CA; J. Woodward/Natural Flying MORRISON, LANE: Modesto, CA; K. Muscio POKORNY, GERT: Los Altos Hills, CA; J. Woodward/Natural Flying TASCHNER, JEFF: San Diego, CA; S. Bums/Austin Air Sports Region 3 BARTON, PAT: Los Angeles, CA; A. Beem/Windsports Int'! CARLSON, SCOTT: Manhattan Bch, CA; G. Reeves/Windsports Int'! FINNERTY, DAN: Pasadena, CA; L. Bynum HLAVAC, MATHEW: San Diego, CA; J. Ryan/HG Center of SD HORTON, SCOTT: Camarillo, CA; K. DeRussy/Hang Glider Emporium MYERS, TED: San Diego, CA; J. Ryan/Hang Gliding Center of SD NEISSER, MARK: Sylmar, CA; T. Boyse/Windsports Intl ONSTOTT, JOE: Simi Valley, CA; G. Reeves/Windsports Int'! WILLMOTT, DEREK: Salinas, CA; B. Christie/Pacific Airwave Region 4 CASEY, LEIF: Denver, CO; B. Koji/Rocky Mountain HG Region 5 OSET, ROBERT: Hamilton, MT; K. Wolfe Region 7 DELANOY, CHRIS: Chicago, IL; D. Hartowicz/High Expectations SMITH, MICHAEL: Carol Stream, IL; A. Birkett

Region 10 BAILEY, ROBERT: E. Lake Weir, FL; S. Flynn/Draggin Flyers HG Assn LOPEZ, OSWALDO: Miami, FL; J. Johnson/Miami Hang Gliding WILLIAMS, MICHAEL: Greenville, SC; B. Burrill/Ultralight Flying Region 12 SCHROER, JIM: Jamestown, RI; G. Black/Mountain Wings

MASTER RA TINGS STEVE ARNDT RIKER DAVIS JOHN PITT

FOREIGN RA TINGS BEGINNER: BRUDER, NICLAS: Berlin, Germany; G. Reeves/Windsports Int'! NOVICE: BRUDER, NICLAS: Berlin, Germany; G. Reeves/Windsports Int'! PRATT-JOHNSON, BETTY: Vancouver, BC; A. Engert/Hang Gliding Maui INTERMEDIATE: COIA, ROCCO: Etobicoke, Ontario; M. Gates/OHGA/FLAP GARZA, ALBERTO: Monterey, Mexico; J. Ryan MILMO, TOMAS: Monterey, Mexico; J. Ryan

CLASS ONE TANDEM RATINGS BURGAN, MATTHIAS: Loomis, CA; E. Beckman/Adventure Sports FOERSTER, SETH: Irvine, CA; R. McKenzie SENK, DAVID: Milpitas, CA; E. Beckman/Adventure Sports ZMRZEL, DAVID: Loomis, CA; E. Beckman/Adventure Sports

CLASS TWO TANDEM RATINGS Region 9 DESSENS, PETER: Cuyahoga Falls, OH; M. Delsignore/North Coast HG FINK, MARK: Gaithersburg, MD; R. Millman RAYNOR, WESLEY: Newark, OH; M. Delsignore/North Coast HG Region 10 ELLIS, PHIL: Fountain Inn, SC; B. Burrill/Ultralight Flying OHLEN, BILL: Miami, FL; J. Tindle/Miami Hang Gliding

HAMILTON, PAUL: Reno, NV; E. Beckman/Adventure Sports LAZARO, JODY: Metaire, LA; P. Voight/Fly High HG POLLOCK, MIKE: Cincinnati, OH; P. Voight/Fly High HG SCHURRMAN, LARRY: Incline Village, NV; E. Beckman/Adventure Sports SWANSBURG, JIM: Wasa, BC Canada; P. Voight/Fly High HG

Region 11 KLIEBRING, KEVON: Lubbock, TX; D. Duecker/West Texas HG SCHNEIDER, CHARLES: Austin, TX; C. Porter/Alternative Aviation

MAY 1992

COMPETITION CORNER

The Sandia Classic A World-Class Hang Gliding Meet For The Whole Family G.W Meadows

don't know how many of you have ever competed in a world-class hang gliding competition, but see if this doesn't describe most of them. You get up way early in the morning so that you can drive to the top of the mountain (which usually takes about an hour) hoping that you didn't forget to bring everything you '11 need throughout the day (including food and water), just to set up your glider in the dirt while your driver complains about the accommodations. You get your flight and you're picked up by your burned-out driver, go back to some hole-in-the-wall place to report your distance for the day, and then spend the rest of the evening trying to make it all up to your driver by trying to find something to do. That's pretty much the way most worldclass meets go. Well, not any more. Those of you who flew at the first Sandia Classic, which took place last year, remember the daily scenario for that meet. You rolled out of bed in a nice motel and drove a few minutes on a paved road to the parking lot of the Sandia Peak Tramway. You assisted in the loading of your glider on a monstrous truck

which transported it to the top of the mountain for you. You walked to the tram station and boarded the world's longest tram for a 15-minute scenic ride to the top of the 10,400-foot mountain. After getting off the tram at the top you walked toward launch (about 75 yards away) but stopped just sho11 at the mountaintop restaurant for breakfast. While having your breakfast you were able to look out over the Albuquerque, New Mexico valley which lay 5,000 feet below. After breakfast you walked 50 feet and set up your glider for the day's competition. As far as your driver was concerned, if you were a big boy (or girl) and could carry your own harness to the tram, your driver could stay down in the valley. You were able to contact him by radio before you launched to tell him to begin the never-ending quest of following you down the road. More than one driver last year was known to lie around by the pool at the motel and wait for his pilot to notify him that it was time to hit the road. Without a doubt, any driver who attended the Sandia Classic last year will be asking to return this year. Oh yeah, the flying. Well, the flying is

Airtime in the islands! Hawaiian Flyin 1 is a professionally produced video showing some of the most fun flying you've seen yet. Exciting aerial footage puts you in the control bar at the infamous box launch at Makapuu and running down the side of a volcano on Maui. You1ll 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.

L VE§ ,ii.i:t£.c·~ Hang gliding in paradise! Makapuu Haleakala The incredible Kaaawa Valley Introducing paragliding to the islands. From the producer of Flatland Flying, Mountains High and

TELLURIDE' 38

kick-butt. This is considered one of the "big air" meets where pilots hit those 1,500-fpm thermals and ride them to 22,000 feet (legally). Some of you may remember reading about the special PCA block that was opened up for this meet last year, that allowed pilots to get to altitudes far exceeding normally allowed limits without concern for repercussions from the meet director or the FAA. This will also be the case this year (pending daily FAA approval). All pilots who flew in the meet last year were extremely happy with the daily flying conditions, which made for challenging 100-mile task days. Only when pilots made navigational mistakes did their drivers have to drive on diI1 roads. After the flying, the pilots reported back to a sp011s bar to register the day's flight. Most pilots would have a beer or two while completing the reporting process. Drivers usually had scrumptious meals and drinks instead of the usual standing around and waiting for pilots to finish swapping flying stories. All this took place in the city of Albuquerque, New Mexico. The event was organized by Jeff Wolford and Mike Gregg, both local pilots, and I was meet director. The greatest thing about last year's meet is the fact that we' re going to do it again this year, and you don't want to miss it. The field is limited to 60 pilots. The first 30 positions are reserved for the top 30 ranked competition pilots in the U.S., but only for a limited time. I suggest you send in your deposit soon because you definitely don't want to miss the Second Annual Sandia Classic! For an information packet contact: Mike Gregg (505) 822-8586 or Jeff Wolford (505) 2751406. •

A Robert Reiter/Space9 Production H2·,•1a112n Fl,iin'

199i Rcber"t Reiter-

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

[iiiii!!l!!iiiJ

~ • •. ,,

HANG GLIDING

by Nick Kennedy Author Nick Kennedy al the 1991 Manufac!me1's League Meet, Telluride, CO.

article is aimed at those who arc looking for something new to do during this summer soaring season. Competition hang gliding is very different than recreational flying, in that it's more group oricnlatcd and generally highly organized. Competition flying can he as safe or as dangerous as the individual chooses to make it, since all sarety decisions arc left up to the pilot. No pilot is ever asked lo do something he doesn't want to, and this philosophy has resulted in very few accidents. Modern compcti"· t ions arc fun, sarc, cxcit.ing experiences open to allqualificdpilots. lfthcywcrcnotgrcat run,no one would go! So, if' your looking to expand your hori·" zons this summer, plan on participating in one or more or the several excellent competitions planned for the season. I've written 1his primer on competition flying in response to the many questions I 'vc received in the last few years from pilols who were interested, b111 didn't know how to gel started. I've learned some of

Lile the ins and outs, mostly through trial and error, so this article should help you have a fun, succcssrul experience!

Do you need a brand new stale-of-the-art glider to he competitive? The answer, quite frankly, is no. This fact was recently demonstrated by the winner of the 1991 Sandia Classic, Keith Lamb. Keith had damaged his new Axis 15 just prior to the contest and was forced to compete on his old rnggcd-out, bcat"upAxis. Well, the rcsult.s speak for themselves. Attitude is everything! I feel it is more importan1 to enter a contest with a glider on which you have many hours, whose quirks you know. If' you know how it's going to respond in all situations and you're comfortable and relaxed on a glider, you'll naturally do helter. I'm not saying you'll be as competitive flying an early l 980's glider, but you can go out

and race around wi1h a late 1980's wing and do quite well. Last season I flew noseplatc to noscplatc with Magic IV's, HP ll's, GTR's and older Sensor 510's, and these gliders, in the right hands, arc still very competitive! And all arc available on the used market at very reason"· able prices. While it's fun to have a shiny new glider it's dcf'ini1cly not a prerequisite for hav" ing a good time and possibly doing really well.

A reliable, accurate vario and altimeter arc all you really need. Hypoxia is a very real concern when specking out, and even if' you have oxy"· gen, if you don't know exactly how high you 're getting you can't make accurate glide calculations. For compc1itions in the West. an accurate compass is also practical. The use or airspeed indicators has been a controversial subject for years among pilots. HANG GJ.JD[N(;

All other aircraft with which I am familiar feature airspeed indicators as standard equipment, but hang gliders have proven to be safe to operate without one. However, to get optimum, consistent pe1fonnance, in all conditions, they can't be beat. The ongoing discussion in this magazine about "speeds to fly" should indicate to you that there really is something to be gained through accurate speed control, but the instruments you now use are likely more than adequate. Make sure you replace your batteries before eve!)' contest, and canying a small backup vario isn't a bad idea. The wrist-mount Ball vario is perfect for this; it's compact, very reliable and accurate. Keeping a couple of spare batteries in your harness that you can get to in flight is also standard procedure.

Radios In a nutshell, you should have one that's reliable and that you feel comfortable with. Contest directors generally operate on the official USHGA frequencies, so you should also have an FM radio capable of communicating on 151.625, 151.925 and 151.955. Cwy a spare battery in your harness with the "active end" taped over to prevent accidental discharge by sho1ting across a coin or other metallic object. In consideration of others, do not operate a voice-activated microphone during a contest. This is also for your own good because if your VOX pegs on for an extended period of time it will quickly kill your battery and, bingo, dead radio. Talking on the radio consumes precious concentration. Keep the chatter to a minimum and maybe even tum the thing off once in a while.

Cameras In many contests these days you're required to have a 35 mm camera for the purpose of photographing turnpoints on the way to goal. There are all sorts of compact cameras available on the market. I personally try to avoid any but the really basic ones that use manual forward wind and rewind. Auto-load and auto-rewind are battery dependent, and at high altitudes they can get cold and malfunction;jamming and rewinding in flight are common. Occasionally, despite your best intentions, cameras get dropped in flight. Wouldn't you rather drop a $20 Kodak than a $165 Nikon? MAY 1992

Most pilots use two cameras: a primary and a backup. The reason for this is that Murphy's law gets in the way, usually just as you approach the tumpoint. I've been the victim of camera malfunction several times and al ways carry two cameras now. Tie them on different length cords so they don't bang against each other when they get away from you and swing around. Here are a few other things that can go haywire: 1) Installing the batteries the wrong way. Make sure you do an operational check after a battery replacement. 2) Batteries that fall out in flight. Putting a piece of tape around the battery box will prevent this problem if you chose to use a batterydependent model. 3) Camera back opening in flight. I used to put velcro on my camera back and harness, until one day I grabbed my camera and tore off the camera back! Tape the back closed or store your camera in a cloth bag. 4) Obstruction over the lens resulting in a ruined turnpoint photo. Many turnpoint photos are disqualified because a finger, basetube or some other obstruction got in the way. Take more than one photo of every turnpoint, but make sure you have enough frames on your roll for all the required pictures! 5) Getting hung up on your cameras during launch or landing. Put your cameras away during takeoff and landing to prevent damage to

them or yourself. While landing at the Valley Falls goal during the '89 Manufacturers League Meet I destroyed one of my cameras that was hanging by its strap when it hit a rock during my flare. While the camera was easily replaced, the ruined film wasn't! In summary, always use a backup, keep your cameras clean and in good working condition, and practice with them both beforehand.

Maps, Compasses and Basic Navigation Maps are a personal type of thing and there are many to choose from, each offering slightly different information. In some areas tearing a page out of your Rand McNally road atlas will work just fine, while in other areas you'll need more detail. You have your choice of Forest Service, topo, sectional and who knows what else in all different scales. Sectionals are my general choice because they show what a pilot sees from the air. Although they take a little getting used to, they are loaded with topographic information and are easily folded into a typical task length. Although they lack some road and highway numbers these are easy enough to mark on the map yourself. Get several different style maps for the contest area, since you may want different maps for different tasks.

!'ROM ROBERTS GLIDER il'!STRUMENTS 3340 CUFF IlRIVI! -

SANTA BARBARA CA 93109. 80~1038

Expected LID

C,J

·--~ V,

1 2.3 5.0 7.5 10 12.5 15 20

7/1

10/1

12/1

15/1

750 1,900 3,800 5,700 7,500 9,400 11,300 15,000

528 1,320 2,640 3,960 5,280 6,600 7,920 10,500

440 1,100 2,200 3,300 4,400 5,500 6,600 8,800

352 880 1,800 2,700 3,600 4,400 5,280 7,100

Altitude you need for miles to go with expected LID.

At the 1991 Sandia Classic one task was a straight-line flight, northeast to Santa Fe. On the way to goal I dropped my map in a thermal. I tried to catch it in the air but couldn't, and headed off hoping to find the goal (where I'd never been) in the south part of the city. Well, I overflew the goal, couldn't find it, and landed on the median between then011h and southbound lanes of the interstate, a stone's throw away from goal. Moral: I now can-y a backup map stashed in my harness where I can get to it in flight. There are as many ways to attach your map as there are maps. There are mylar aerodynamic map cases, map scrollers, map bar mitts, etc. I like the bar mitt holders if the map will fit, because they're pretty aerodynamic and right in front of your face, therefore easy to read. Remembering that simple is best, I also like being able to just carefully fold it up and tape it on my speed bar in front of my face. Tape it on well so you don't accidentally rip it off while doing basetube boogie scratching up from 200 feet! When you get into it you '11 figure out what you need on your map and those used by chase crews. A couple of hot tips: You and your chase should be using the same map at the same time. You won't believe the confusion that can empt when you and your chase crew are talking oranges and apples instead of apples and apples! Another time saver is to put a grid on your maps so you can say simply: "I'm in G-3 really low," or, "We're heading north outofD-23, 16,500'." This eliminates mispronounced town names, unnecessary radio time, confusion and frustra-

Expected LID

s:::

:..... ::l

2,000 5,000 ~ 10,000 ~ ::l 15,000 ...... ...... 20,000

i:Q ~

-·~

7/1

10/1

12/1

15/1

2.6 6.6 13.2 19.8 26.5

3.7 9.5 19.0 28.5 37.9

4.5 11.3 22.7 34.0 45.5

5.6 14.2 28.4 42.6 56.8

Potential distance with altitude to burn and expected LID.

tion. Protect your maps with transparent contact paper and they will last much longer. Compasses are also available in all shapes and sizes. Of all that I've owned the only one that has stood the test of time is the Silva Marine. Yeah, it's an indicator (with practice) in an emergency, like if you get to close to cloudbase and get whited out. Most of the time compasses aren't needed, but occasionally they are, especially out in the rural western half of the country. Whatever you use practice with it, so when you do need it you can use it with confidence. There is nothing more frustrating than getting lost on a booming day. You don't know where to go and the way you usually go is down-which brings us to our next subject, basic navigation.

Basic Navigation, Or, Where Did Everybody Go? What do we want to accomplish while navigating around the sky during a contest day? What I like to do is fly a fairly straight line to save time. And I like to know where I am at all times so I know how far I have to go to either the next tumpoint or goal. An easy way to accomplish this is to simply draw a course line and put distance ticks along it. Sounds simple? It is. After you draw the course line on your map and put, say, 10-mile ticks along it, take a few minutes to study the course in the peace and quiet and shade of your glider. Look for obvious

landmarks along the route and visualize what they will look like from the air, both low and high. Roads, railroad tracks, rivers and mountains make good landmarks. A thousand-foot high volcanic cone looks a little different from 300' than it will from 17,000'. Featureless terrain demands the most in navigation skills, as everything can blend in and look the same from altitude. Adel a little hypoxia, a touch of hypothennia or radio failure, and you can find yourself unsure of your position! You get the picture. Keep track of your position and make position reports fairly often to your chase. Remember, lost is slow.

LID Charts L/D graphs can sometimes give you a booster shot of confidence when you're wondering if you've got enough altitude to cross that lake ahead, or whenever you need to know just how far you can glide. Combined with a map to get a known distance they can be quite useful. Here are two simple graphs that I have taped to the top of my vario. They have to be drawn pretty small to fit on top ofmy Ball M-50 but they fit quite nicely. I mount my instrnments on the basetube right in front of my face so the small graphs are still easy to read. They can be placed anywhere though, like in your map case or taped to the basetube. Using these scales you can also figure the estimated altitude needed for final glide into the goal. Five or 10 miles out from goal, look along HANG GLIDING

your course line for some sort oflandmark to get an accurate "fix" on your position and calculate how high you need to be at that point to make it with a safety cushion. At the end of a long task you may be very fatigued, and this bit of preplanned info1mation can be a great stress reliever! At the 1990 Nationals the first day was a 100-mile task to the east, and we had a quartering tailwind from the northwest which blew me about IO miles south of my course line. I was approaching a goal that I had never seen before, from a different angle than I had planned, and I couldn't identify it, but I could positively identify a landmark beneath me so I called in my location to the chase vehicle. Well, J.Z. got on the horn and said, "Nick, if you work it up to 17,200' right there I figure you got it made." I left the gaggle behind that I was circling with, and, with a lump in my throat, headed out to a very long final glide. I crossed with 450' left in the altitude bank. The point is, L/D chaits can and will work for you. Practice up on these to beforehand!

Chase Crew Considerations While a skilled personal ground crew is certainly a very desirable asset, not having one should not hinder you from entering any contest anywhere. Many competition pilots attend contests without a regular ground crew. But if you're lucky enough to have a spouse or close friend who's willing to help you out, a bit of consideration and training can go a long way to ensure that everyone has an enjoyable experience. Let your crew know what's expected of them before the contest begins, and in return make it fun for them to! For example, when my girlfriend drives for me I make sure she's well taken care of, especially in the adequate rest and plenty of food depaitments. She gets an expense-paid vacation, a nice place to stay, and gets to visit and explore different parts of the country. In return I get a lot of pe1tinent information and support from her during the flying day. By scanning other frequencies and listening in on other teams and pilots she can glean a lot of information, such as where the big sinkholes are along the course, how high pilots are taking the lift, etc. To make a good crewing relationship last you need to practice a little self control and not bark at your crew, because if you do they will slack off on you a bit. Keep your crew (remember, less is more) in front of you on the course so they can keep you in-

MAY 1992

formed of what's happening out in front. Don't forget to make sure everyone is having fun!

No Chase What if you want to go to the East Coast Championships but you have no driver? Go and you'll meet several other pilots in the same situation. Generally what happens is that you 'II group up with others of your skill level, hire a local to drive and share expenses. It's cheap and easy and it happens all the time, at every contest. You won't have the "personal touch" a personal driver brings, but then again in the long run it works, and is oftentimes much cheaper. Don't woJTy about not having a crew, just go!

Gaggle Flying, or, Where Did All These Guys Come From? Lets face it, gaggle flying can be damn intimidating the first few times you do it, but let's look at the facts. When was the last time you read an accident report about an incident attributed to gaggle flying? At the 1990 Pre-World Meet in Brazil everybody was flying the same tasks atthesame time, and between stragglers, wind dummies and competitors we're talking 150 pilots under

a 6,000'-7,000' cloudbase. As long as everyone is going the same direction things stay pretty peaceful. I think the old "one-on-one" format of competition killed a lot of interest in contest flying, and that is too bad because today's contest gaggles are generally non-vindictive affairs. Sure, everyone is "going for it" and constantly moving around, exploiting the hot spots, but there is none of that "I'm out to get you" attitude that there used to be. Keep your eyes open and you'll do okay. Oftentimes the same thermal will offer different rates of climb or different cores that can be observed by watching other gliders closely. When you see someone out-climbing you within reach, head over there NOW! Don't hesitate to sniff around when you 're not climbing as well as you think you can. During a long climb you'll probably change positions several times as you seek out the better air. As you 're climbing keep your eyes peeled, looking intensely down the course for other gaggles or pilots climbing rapidly, and plan on using them as markers when it's time to head out. It's worth repeating that there's no vario like another glider! I've flown a fair amount with Steve Moyes, and it seems like he has tremendous eyesight. I've left thermals early following Steve, and after a long glide we would fly right into fast-climbing gaggles I didn't see from a distance. After I figured out what was going on I had a new pair of prescription sunglasses made.

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What a difference! When conditions are light and spotty, staying with a gaggle can sometimes help make some distance when everyone is working together. Nelson Howe told me that Larry Tudor told him that a gaggle is like a group of sheep. Stay with the group and you won't sink out (get eaten by the wolf). If you leave the group you may very well get eaten. But oftentimes gaggles are very slow; people don't want to leave when they should. This might be the time to start cruising, especially if you know you're not likely to bomb out. All in all, keep your eyes open, practice normal thermal etiquette, and get in there and crank and bank!

Oxygen Considerations In a nutshell, if you plan on doing much avia ting above 12,000 feet, and can afford it, the little green bottle that's becoming more and more evident at high-altitude sites is definitely worth the investment. Here's what having a properly calibrated and functioning 02 system does for your brain. At a one liter per minute flow rate through a nasal cannula, it lowers your effective altitude by 10,000 feet! So if you're cruising at 17,000' and your constant 02 flow rate is one liter per minute, your brain perf01ms as if it's at 7,000' ! A half liter per minute lowers your effective altitude by 5,000 feet. What a deal! If you 're in the market for a new system make sure you get one with the following essential features: a pressure gauge and flow-adjustable regulator, where you can see it at all times. The pressure gauge is a contents gauge and the adjustable flow regulator is essential so you know for sure how much oxygen you are getting. Without these two features you're just rolling dice when you get up high. You '11 need a high pressure hose extension to separate the bottle from the regulator, so you can get the regulator on your upper chest where you can easily operate it in flight. If you can't easily and enjoyably operate your system in flight, you will find that you '11 start to look for excuses to not keep it filled and in your harness where it belongs. But if you get a hassle-free system you will learn to love it. Being wann, clear headed and comfortable at altitude is what oxygen is all about. Remember, any system without a flow regulator and pressure gauge is a joke for avia-

tion applications and shouldn't be trusted. Put your money into something that will give you years of pleasure in return.

Weather A lot of days and contests are won on the weakweather days. Your grandma could soar when it's booming. It's the real light days that separate the men from the boys, and these are the days where most of us could use the most practice. At the 1991 Canadian Championships we had just about all light days with hours of scratching. The patient ones who could really fly in that zero-zero stuff were the ones in the top ten. On the booming days, if it gets too radical for your own standards, simply go and land. No one is ever questioned about landing because they didn't like the conditions. As a matter of fact no one is ever forced to do anything. I've bagged it several times when I didn't like the conditions and you should too; there's always tomorrow for the prudent.

The Start And The Finish Just as there are several different ways for a meet director to start a contest task, there are many different theories on the very critical "time to start." Ask around and figure it out. With a timed start you can launch early or late depending on your strategy. I like the cu!l"ent "mass aerial start," because everyone goes at the same time. It's simple: just go as fast as you can but still make goal! Whether fast or slow, include in your plans to definitely make it to goal. You have to consistently make it to score

Nl:W

Why Should I Enter A Contest? If you enjoy hang gliding and want to improve your skills this is your best opportunity. The average pilot will learn more in one thermal with Jim Lee than he will learn by himself in 30 hours. Throughout one week-long event you will see more countryside, do more X-C miles, and have more outrageous experiences than you will have all summer boring holes in the sky at your home site. I'm fortunate to live at one of the nation's better sites, Telluride, but I can't wait to get out and see all my great fellow competitors at various events. Contests tend to be held at proven X-C areas and this is the perfect opportunity to go and explore these sites! What could be more fun than heading downwind day after day into great soaring conditions with a bunch of great guys and gals. Chase vehicles are everywhere in case you lose yours; no one is ever left out. So do yourself a favor this year and get out and give competition a try. The bigger the contest the biggerthefun.But, WARNING: It's easy to get hooked! •

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When To Bag It Walk AvVay Fron1 a Flying Day? by Rodger Hoyt "You gotta know when to hold 'em, and know when to fold 'em; know when to walk away, and know when to run."

began Kenny Rogers' familiar country hit some years ago. In this instance, the subject was gambling; specifically, the wily stratagems of poker. The moral of the song, however, is applicable to the lofty realms of hang gliding as well.

There will be times in your hang gliding epoch when you will be tempted to fly when possibly you shouldn't. Perhaps you drove 300 miles to get to the site. Perhaps it's your first opportunity to soar. Maybe your glider is already set up, begging you to launch. Maybe that obnoxious Hang III is flapping his arms at you and making clucking noises. Possibly other more experienced pilots are disappearing into the wild blue yonder of X-C ecstasy. Regardless of the allure, there will be occasions when "you gotta know when to fold

'em" - fold up your wings that is, put your glider in its bag and go home. This article will address some specific situations when you should consider resisting the enticement to launch. When USHGA rating requirements abstractly mention "judgement and maturity," these are some of the decisions to which they refer. They may be the cards which you'll be dealt on a particular day; will they worth betting your life on?

HANG GLIDING

Health Judgement is inevitably impaired by any sort of illness, regardless of how apparently minor. Even the common cold is typically accompanied by a fever that can distmt your perception of time and space to the point where you are practically delirious. Medication only compounds the problem. We've all seen those commercials for cold remedies where the sufferer, previously bedridden and miserable, is transfonned into a veritable M.C. Hammer of energy and vigor. In the real world, however, you can't touch this. That's why cold medicine labels contain the warning, "May cause drowsiness. Do not drive an automobile oroperate heavy machinery." While not specifically mentioning hang gliding, the implication is obvious. Keep the odds on your side: don't fly when sick or medicated. Although a self-induced fonn of illness, a hangover also qualifies as a health-related flight prohibition. If you seek some Sunday soaring, it's smait to skip the Saturday night spirits.

Weather The gaming table is laid out like this: You arose before dawn and drove six hours to reach your favorite mountain launch site. The weather is magnificent: sunny, 80 degrees, with a patchwork quilt of cumulus spread across the sky. But an inspection of takeoff reveals an obstinate crosswind. You assemble your glider, hoping for a change, but none comes. Other pilots launch, just clearing the trees. The gamble is to launch or not to launch. The wager is your glider, possibly your body. Are you willing to bet that you can run faster than the tailwind? It's craps if you don't. Soaring weather, on the other hand, can occasionally be too good. When visiting Torrey Pines, a Northwest pilot watched as a group of factory pilots test-flew new gliders in winds gusting to 40 mph. Admittedly, they got high, but it was a case of conditions being overly auspicious for him. Fearing he might have slightly too much fun, he prudently declined to fly. Beware of predicating your flight decisions on other pilots' actions. Because other fliers (either more experienced or more foolish than you) choose to fly, doesn't necessarily mean you should. If, however, those pilots refuse to launch, it definitely indicates that you should do likewise. Soarability and risk are often con-elated. The safest flying conditions are sled-ride conditions-no wind, no thermals, no turbulence. Unfortunately, they're not much fun either. MAY 1992

Conversely, many extraordinary cross-country days are dangerously unstable and unpredictable, often packing intense wine!. If violent thermals or blustering winds are evident, remember the maxim, "It's better to be on the ground wishing you were in the air, than to be in the air wishing you were on the ground."

Site Throughout the U.S. many hang gliding sites are rated from Beginner to Advanced, according to pilot proficiency level. In Oregon, however, most are not. At last summer's Lakeview Fly-In it was subsequently discovered that several greenhorn pilots had flown an obviously Advanced-level lee-side cliff launch site. They had been swept up in the enthusiasm and influence of pilots more experienced than they, none of whom thought to inquire about their skill level. They were betting way over their heads. Site ratings are not there to exclude individuals from flying. Their purpose is to protect newcomers from hazardous site idiosyncrasies of which they may be unaware and don't have the skills to handle. At regulated sites always observe the established ratings. If a paiticular locale is unrated, ask pilots familiar with the site what the rating equivalent should be and comply with the most conservative of those assessments. Shallow slopes or cliff launches should alert you to extra difficulty, as should restricted landing areas. If you suspect a site is beyond your current abilities, it's wise to bag it for the day. You can always return when you have more experience. And remember, even the most docile site can turn ferocious in the wrong conditions.

Equipment Every year USHGA accident reports contain accounts of fliers who crashed because they were unfamiliar with the handling of their new or borrowed glider. One fundamental precept of hang gliding safety is to introduce only one new piece of equipment at a time. This minimizes potential complications. If you somehow find yourself at a new site with a new glider and new harness, pull back on the reins and say, "Whoa!" You'll be better off spending the day as a spectator. Always examine your glider and harness thoroughly before flying. If you find anything questionable, solicit advice from an expert or abandon your flight plans for that day. An inland pilot once drove nearly three hours to a coastal site only to discover during his preflight inspection that the front portion of his keel was

bent from a previous nose-in. The damage was minor and would probably have caused no detrimental effects. Nonetheless, without hesitation he began disassembling his wing, despite obviously favorable flying conditions. It was a vivid lesson for his neophyte partner.

Attitude We've all heard the tale of the guy who has an argument with his wife, stmms from the house, jumps in his car and has an accident. The analogy to hang gliding is clear. If circumstances in your personal life so preoccupy your thoughts that it could result in distraction, it's best not to fly. Perhaps your mind is obsessed with problems at work; that could manifest itself in a forgotten wing nut. A pending crisis at home might translate into a failure to clear a tum. Any number of personal problems could culminate in a hang gliding catastrophe. At the other extreme is an erroneous notion that pilots should defer flying when they have some intuitive foreboding of danger. Excepting the dubious possibility that hang glider pilots are actually psychic, such vague feelings are simply a symptom of natural anxiety. If indulged to excess, however, they can become superstitious phobias. To paraphrase Roosevelt, we have nothing to fear but fear itself. Fear becomes an entity that triggers self-fulfillment. If there is a tangible basis for your apprehension, acknowledge it and rectify it before taking to the sky. But don't allow some unfounded sense of peril to erode your confidence. A timid pilot will be tentative. A confident attitude (not cocky) is safer.

*** If you never fly, you'll never have an accident.None ofus wants to can·y safety to that impractical extreme. But it is advisable to use carefully contemplated discretion in selecting the circumstances in which you do chose to fly. It's trite but true: there is always tomonow. Hopefully that fact will give solace to beginning pilots vainly pursuing soarable conditions weekend after weekend. Seasoned pilots who have accumulated hundreds of hours of airtime have learned to not be so fervent to call fate's bluff when the situation is marginal. Kenny Rogers lyricized about a man who gambled for money; in hang gliding the stakes are infinitely higher. Fortunately, however, you have an ace in the hole-your own volition. Only you can make the decision to fly or not to fly. Wager wisely and you'll be a winner.•

ACCIDENT REPORTS

The Value of the Training Hill by Doug Hildreth Throughout our flying careers we have heard it said many times: "Go back to the training hill." Few of us, however, really do that. There are many excuses as to why we don't or won't. An instructor recently wrote in with his philosophy and attitude about the training hill. I think it warrants your consideration. I have some strong feelings about time spent on the training hill. From the contact I've had with students from other areas, I get the feeling that some schools tend to rush the training process. I also think most pilots present too negative a view of the training hill to new pilots. I can't count the number of times I've heard comments like: "The training hill is the most dangerous place you'll ever fly," (too close to the ground, the reasoning goes) or, "You need to get some high flights to learn how to fly the glider; you can't learn that on the hill." I fitmly believe that flying at the training hill can be made an enjoyable experience, and shouldn't be rushed. It's an opportunity for camaraderie of a kind that is hard to find on the mountains. Once you're flying the "big air," the flights are great, and they 're great to talk about with other pilots afterwards, but they're essentially solitary experiences. On the training hill everyone watches, and in a sense, experiences everyone else's flights. Seeing another pilot pe1fect a maneuver that had been giving him problems can be almost as

"Flying in strong conditions significantly increases the risk of accidents: launch, landing, blown over the back, etc. Choosing to fly in strong winds is a personal decision, and just because peer pressure encourages you to try it does not make it wise. •

rewarding as making a new step yourself. The mountains will come, but this is the stage at which pride should be instilled in perfecting launching and landing skills. My students average 70 to 80 training hill flights before their first high flights, and some have had 100 or more. I think the results have been worth it. I've never had a single student do a bar-stuffed rocket ride to the landing field, or exhibit other panic reactions. And I believe I've instilled in them the idea that the training hill will always be a part of their flying; whenever they're rusty or nervous about flying it's time to go back to the hill and fine tune their skills. Event: Student had done well on the training hill, had a dozen altitude flights tandem, and was felt to be ready for first solo

altitude flight. Conditions were excellent. After a good launch, pilot slowed down and soon began a gradual turn back into the hill. Crashed into trees below launch and broke arm. Comment: In our accident reporting this scenario occurs over and over again. We have all seen it, but collectively seem powerless to change it. You instructors can wax eloquent about why it happens. From the reports, it seems to occur most commonly with those who are afraid. We all have also seen those who dive out of the sky to avoid stalling on first altitude flights, but that seems to cause far fewer problems. And, usually, after flying fast away from launch, the pilot will either relax and let the glider trim, or slow down in response to a radio command from the instructor. There are a lot of things that the first-altitude-flight pilot must think about, but for the first 20 seconds of the flight the only two things he or she must be allowed to think about are: 1) a strong, aggressive nose-down rnn, and 2) quickly gain flying speed while flying straight away from the hill. These must be the last instructions the pilot receives. In conjunction with the above comments, there are also too many reports of new students making altitude flights without radio communication from both the launch and landing areas. Although radios don't always ensure that the student will respond appropriately, even though they hear the transmission, very few students will respond to instructional input via mental telepathy. It is my personal opinion that for first (and probably the first dozen) altitude flights, radios at launch and landing are extremely important, if not mandatory. Often the instructor doesn't need to say much, but a few words of encouragement and focusing the pilot's attention on the upcoming task (such as setting up his approach) improves the safety factor by orders of magnitude. The other important use of radios is in learning to soar, in both 1idge and thermal lift. Instead of standing on launch and shouting "turn, turn, turn to the left now," the instructor says it into the radio. A student who was on his third altitude flight in calm 10:00 A.M. air, and who had only done a couple of 360's in his life, stumbled into a light thermal and was "talked" into a 1,500foot altitude gain.

HANG GLIDING

ACCIDENT REPORTS

But the main point of this is to emphasize that early altitude flights are dangerous. To some extent you can predict who may have the predilection to launch, slow down and tum back into the hill. Make those final instructions, as the student lifts the glider, deal only with the launch sequence. Use the radio to conect erTors early so they don't become major life threatening mistakes. Event: Experienced pilots set up in strong winds. There were some lulls, and the first pilot launched successfully in one of them. The second pilot started his launch run, one wing got high, and he crashed behind launch. No injuries. Comment: The reporter wrote: "I think this is one of the most common accidents in hang gliding-having a wing lift due to turbulence on takeoff. I'm afraid there is no

way to eliminate this type of accident. There is a window of vulnerability of a few seconds from the moment the pilot says 'clear' until he is up to flying speed and away from the tenain. To minimize the number of these accidents, pilots must exercise very conservative judgement as to when to fly. Another factor in the real world of hang gliding is that if conditions are marginal, and one pilot gets away with it, everyone else's better judgement tends to fall by the wayside." Flying in strong conditions significantly increases the risk of accidents: launch, landing, blown over the back, etc. Choosing to fly in strong winds is a personal decision, and just because peer pressure encourages you to try it does not make it wise. The stronger the wind, the greater the force of the turbulence. (The "strength" of the wind and associated turbulence go up with the square of the increase in velocity, so if the

wind speed doubles the forces quadruple.) If you choose to launch in strong winds, watch the cycles for patterns. Have some method of observing the start of a lull down the hill. When you lift the glider (with wire men), make sure the wings are level and exert equal pressure. Once you say "clear," you must go immediately. Any delay will only give turbulence a chance to "un-level" your wings. You must run hard, even though you could just lean forward and push out. You may not actually be able to "run," but must attempt to attain as much speed as soon as possible. Pull in immediately and vigorously, and fly the glider (no attempts at getting into the harness at this point) until away from the hill and the strongest turbulence. Remember: Just because someone else got away with it, does not mean you will. Do what is best for you! •

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Dry Canyon Fly-In

May 23-29

Alamogordo, New Mexico Phone 505-382- 7 446 for details. MAY 1992

by ,_,_, ,,mmc,n to all hang glider pilots is the need lo own a vehicle with which to transport their pre· cious divers lo the hill. Depending upon individual financial resources, local terrain and automotive preferences, we choose what we deem an appro·· priate vehicle. Considering the eccentric nature or our sport and many of its practitioners, mosl of us choose rather ordinary vehicles lo salisfyour glider· transport needs. The uhiquilous pickup trucks, vans and family sedans arc only rarely joined by the occasional RX-7 or Porsche 944. And I have yet to encounter the glider-bearing, chauffeur· driven I 956 Bentley of my dreams. Amidst lhis wasteland of' automotive conformity there have been, however, a f'cw innovative solutions lo the problem of transporling glidern. Mark and Katie Dunn of Henson's Gap, Tcnncs· sec lived for years in a glider-carrying VW Bug remodeled into a motor home. In California there is a pilot driving a modified l 942 4WD US Army Signal Corps truck. while in Colorado Jim Zcisct has procured his second "Mountain Queen," a manly (despite its name) full size 4WD Ford van. With it Jim and l O of'his closest friends can motor to the top or Tclluride's Gold Hill in air .. conditioned comfort while the peons ride up fearing for their lives aboard top-heavy seven-cylindered pickup trucks. And, finally, there was lhc "Fest ivc Pig," a two-toned aqua- and cream-colored 1968 Dodge Sporlsman van that was remarkable ror its decoration ifnol its conriguration. On a back door it proudly wore the painted head of Bozo the Clown, lhc icon ol' its owner Nelson Howe. Inter· nally there was a colorful or garish, depending upon one's taste, ceiling sci of'f by festively col· orcd curtains. Decorative accessories included an electrically powered rubber hand on the dash· board, and a magit: crystal procmcd in Brazil dangling from the rear view mirror. Scoff not at the crystal, as it has a proven ability to generate desperately needed thermals when correctly stroked by Nelson's driver. Thcjoyful spirit ol'that vehicle

Lehmann was exemplified by the time when the non .. airconditioncd "Pig" was seen driving through the hell of a summertime Death Valley. Both of its occupants were cheerfully drunk on a case of premium Red, White and Blue beer and stark naked except for their Bozo the Clown hats. If automobile-owning pilots arc somewhat constrained in their selection of vehicles by prnc· tieal considerations, or merely conformist person· alities, it is the motorcycling hang glider pilots who truly suffer. In selecting a vehicle to carry their glider to the hill they must make the painful choice between one or the other or their two toys: glider or bike. And each has virtues unduplicatcd by the other. While a hike is fun, its glide ratio is appalling, and cruising town on a glider is both tiring and highly illegal. I! has remained for Tony Barton, an avid motorcyclist, and hang glider pilot or some note, to achieve a workable marriage between these hith .. crto unreconciled passions. In so doing he has made a noteworthy contribution to the drab land· scape of hang driving vehicles. Tony's solution to the dilemma or having 10 choose between bike and glider was to build a glidcr .. carrying trailer for his motorcycle. The trailer was constructed of wclclcd steel with the help of Thom l'atkrson, another flying biker, and was assembled from Thom's backyard bits costing Tony the princely total or $25. It was capable of carrying three gliders and the impedimenta of a man who camps out while travelling. To accommodate the rull-lcngth gliders the trailer was 17 feet long, and had additional storage space to carry the harnesses, backpacks, tents and other camping paraphernalia. The bike meant to tow all of this was a powerful four-cylinder 1979 Yamaha XS] 100. The resulting rig was something quite unimagined by the motorcycle's designers. When loaded lo its maximum capacity the combined gross weight of bike and trailer was in the neigh-

horhood of 1,700 pounds, or more than the weight of' some sports cars. The bike managed to accclcr· ate this load with no difficulty. However, the brakes were 1101 quite up to the task of rapidly slowing the behemoth. That lesson was learned one day when the fully .. loadcd rig could not be stopped in time to avoid contacting a little old lady's car that she had thoughtlessly placed in their path. The ract that the rig was immensely long and quite low necessitated several changes in Tony's driving techniques. Unfortunately the need ror most of' t hcsc changes was also learned the hard way. For one thing, the extra length meant that his long-time habit or closely cutting corners was now out of' the question. Even something as simple as pulling up lo a gas pump island could become an adventure. Fortunalcly for all concerned, Tony discovered that the trailer and hitch were sulTi· cicntly strong to withstand high-speed curb en· counters resulting from misjudged cornering. In fact, the hitch and fenders were strong enough to stop the rig in its tracks upon hilling the concrete· filled steel barriers common to gas pumps. While no damage was sustained by the vehicle, the driver did become airborne at the moment of impact. Tony needed lo make a few other changes to accommodate the unusual characteristics of his mount: never parking anywhere that might require backing out, never driving down steep, 1mex· plorcd dirt roads without knowing what's at the bottom, and never safety-chaining the trailer to the hike. Furthermore, in traffic one had to be doubly careful of automobile drivers who would sec the bike but miss the lower trailer and try to pull in directly behind the bike. Despite these rninortrihulations the rig was in fact very stable on the road, and actually increased the bike's normal cornering speeds. The creation of' the trailer enabled Tony to enjoy his two passions whik providing 100,000 miles (you read that right) of' adventures. The 1,700 pound gross weight was achieved on a f'lying trip that saw Tony and a friend travelling with three gliders, 200 pounds or camping and flying gear, and, last but certainly not least, his friend's 70-pound black lahrador perched atop the trailer. Tcmy must have presented a similar sight one day when he and a friend were cruising along fully loaded in rush hour Los Angeles traffic. Suddenly, Tony noticed in a mirror the slow approach from behind of lwo motorcycle cops. Observing them in the mirror he could sec them carefully looking over the out rit from end to end. Whether this was simple curiosity or a malicious altcmpl to find a rnolor vehicle code violation is unknown, but at lhe conclusion of their amazed examination they pulled abreast or Tony, shook their heads and accclcrntcd away. lJnJ'ortunatcly all good things must come to an end. The time came when, alkr l 00,000 miles of st:rvicc, Tony sold the bike and bought a pickup truck. But the trailer remains. ft lies dormanl, serving as a glider storage unit, eagerly awaiting its return to active duty when Tony can afford lo buy a new motorcycle. ln the name or vehicular diversity one can only hope that his employer, UP International, will sec fit to give Tony a raise. Ill The author would like to thank Gen Cheney.f()r her assistance in writing this piece. HANC GLTDlNC

Hang Gliding Lesson #1 Fly hard, fly safe, fly with High Energy Sports NO SLIP RUBBER BUSHINGS PREVENTS BASE TUBE ABRASION WHEN USED ALONE

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

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$4500 PER PAIR (specify 1" or 11/a" base bar) 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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To reduce risk of bodily injury or death while hang gliding you need a complete safety system. From your glider to your hang straps you need to know you have the best system for you. We at High Energy Sports specialize in harness-parachute systems designed for the worst circumstances.

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

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2236 W. 2nd St.• Santa Ana, CA 92703 • (714) 972-8186

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 & PAR~~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 COUNTRY 752 Casiano Drive #8, Santa Barbara,· CA93105 USA

Here are just a few reasons why you should step up to UP. Why start another season flying anything less? 1. Sail:

2. Hardware:

• 2 mil mylar leading edge • Internal reflex bridle compocket pensator • 14 mil mylar in the leading • Streamline hardware on edge pocket basetubeldowntube con• All thread terminations hot nection knife cut to eliminate unravel- • Reduced VG travel wtth ing seam triple ganged pulleys • Faired zipper access enclo- • Teardropped fittings to sures reduce drag • Plastic batten tip protectors • Hard-black anodized for • Airilow oriented zippers protection & good looks • Heavi~ reinforced stress points for sail longevfy

3. Planform:

4. Frame:

• High aspect ratio • Efficient 2.46 taper ratio (root chord dMded by tip chord) • Truncated planform provides for better low-speed handling & increased flair authority • High impact plastic wing tips (strobes available) • Full-length 7075 ribs for better durabiltty and light weight

• Internal compostte tip tensioning strut to reduce drag • Compostte graphtte frame construction (TRX) • Faired control bar uprights and kingpost • Clean recessed clevis bolts throughout to reduce drag & sail wear • An abundance of protective pads and covers

5. Flying Characteristics • Comfortable bar pressure throughout entire range • Extreme~ easy landing wtth large flare timing window • Excellent handling • Good static balance • Gentie stall characteristic • Superior Glide • Superior Pertormance

Ur.I International 12665 South Minuteman Drive, Sutte #1• Salt Lake City, Utah 84020 • (801) 876-2211 Fax (801 ) 876-3003

TOW LINES

Response To A Response by Larry Keegan

would like to thank Bud Brown for commenting on my response to Brad Lindsay's article on towing safety. I respect his opinion and learned from it, but I am still not completely convinced about low-rated weak links. First, I know you were just kidding when you commented on having a weak link rated to 1,200 lbs. to prevent structural failure, but I believe it is possible to have a structural failure if the tow system were to lock up and the pilot were not using a weak link. Most tow lines being used today have tensile strengths between 900 and 1,500 lbs., not 400 lbs. I believe there is a very good chance that a glider could fail before the line would. The main point is, never tow without a weak link. Second, I believe Bud misunderstood my concern about low-altitude turbulence. I am only refeITing to conditions you would find on good thermal days. I am sure Bud does not mean we should not fly on days when thermals are abundant. After all, what good would towing be without the only means of soaring? I agree with Bud that a pilot in a severe yaw or a high angle of attack caused by turbulence is already in a dangerous situation, but this can occur in notmal everyday strong turbulence. What he does not address is the possibility of a low-rated weak link breaking in such a situation. I have been in such a situation and I am glad my weak link did not break. Third, the fact that a single loop of leech line breaks when the nose angle is high during launch does not necessarily mean that it "obviously" would break during a lockout. You must first ask, "Why did it break in the first place when the spool is supposed to pay out with a force lower than the breaking strength of the weak link?" I can think of one possibility. Inertia is the tendency of an object to resist changes in motion. Inertia during a sudden surge on the tow line can cause the tow forces to be greater than the preset towing pressure, and could possibly be the cause

of the weak link breaking, even though it is rated above normal tow pressures. I am not an expert on lockouts, so coITect me if I am wrong, but I thought a lockout was characterized by a gradual, though quick, increase in pressure, not a sudden force as would be experienced by a sudden increase in pitch, strong turbulence or too high a nose angle upon release. If this is true, then I do not think a low-rated weak link would "obviously" break during a lockout as Bud has assumed. In fact, I think it is rather unlikely that it would. A fair portion of my towing has been accomplished with the use of a single loop of leech line as Mr. Brown suggests. Though a single strand is more sensitive than three strands, a single loop does not break just as a result of too high a nose angle dming tow, or with every strong the1mal encountered. However, I do believe this should give the weak link a greater surge and possibility of breaking than a lockout. I just do not see how a lockout is going to create a moment of inertia great enough to overcome the tensile strength of a weak link before the tow system starts playing out with a force less than necessary to break the weak link. A lockout could possibly break a weak link because it is sensitive, but I feel it is unlikely. However, I do feel that strong, everyday turbulence on good soaring days can surge the line enough to create a moment of inertia great enough to break the weak link. This brings me to the point I would like to make about low-rated weak links. Bud states, "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." No, I do not agree. Staying on the tow line can save your life. If you get disconnected from the line, then I would say there is little that can help you. In such a situation a low-rated weak link could possibly break under a strong inertial moment resulting in a severe stall. I will admit to a slight change in my views on low-rated weak links as the result of an argument presented to me by Chris Gagliano of Tow Launch Systems. He was refeITing to the recent accident in which a tow pilot asked for considerably more tow pressure than normal. In my arguments for stronger weak links, I am always assuming normal tow pressures. But what about a situation in which the pressures are not normal? As Chris stated in a recent ai1icle, the whole point behind a payout drag reel is to reduce tow pres-

sures, reducing the possibilities of a lockout. Never ask for greater than normal tow pressure under 100 feet even in a strong sink cycle. Greater truck speed would be more appropriate. Because of Chris's argument, I am now using a three- instead of four-strand weak link. I believe this to be a good compromise. It is not so weak that it breaks when you do not want it to, and it is not so strong that it will not break when the tow forces are increased way beyond n01mal tow pressures which could lead to a lockout. I do not rely on my weak link to save me from a lockout. Instead I rely on my release. As for release failure: lockouts and release failures are so rare by themselves that the chance of the two occumng simultaneously is almost nonexistent. Check your equipment before flying. • For more on weak links see Dave Broyles article in this issue.-Ed.

The Only Ultralight Good Enough for Hang Glider Pilots Glide: 15 to 1 Sink: 250 fpm Span: 40 ft Empty Wt: 254 lbs Built: Ready-To-Fly

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

HANG GLIDING

CLASSIFIEDS ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, mined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with noncircular holes, and on Rogallos, sails badly tom 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 AXIS 13-Hot pink surfcoat LE. Black, magenta, white sail, 150 hours. Good perfonnance forsmallerpilot. S 1,000 (303) 440-3579. AXIS 13-1988, good shape, sweet flyer, 75 hours. $1,000 OBO, price negotiable. I can ship! (707) 527-8091. BALL VARIO 651- Works great! $325 OBO (708) 6235298. C2 l 85 - Good condition, rainbow double surface. Under l.50 hours. $450. Paul Robinson (714) 391-2812. CGS FALCON 5+- 140-200 lb. pilot. Inexpensive beginner glider. $200 (404) 820-2568. COMET II +/STRA TVS VB - Harness, helmet, vario, chute. All new to excellent condition. Make offer(916) 2445001. COMET Ill - New condition, <15 hours, custom colors. $1,800 (714) 674-121 l. DOUBLE VISION - Top performing, easy launching, tandem glider on 215 squares. 16 flights new, 2400 dollars OBO. Call Seth at (714) 250-3622 or(7!4) 557-6750nights. DOVES WANTED - Electra Flyer, Doves A, B or C, wanted by instructor for school use. Any condition. Raven Sky Sports (708) 360-0700. DREAM 165-Low hours, excellent shape, rainbow colors. Annual inspection completed, $975 (303) 476-4933. DREAM 165 -Excellent condition, almost new. Beautiful rainbow colors. $1,200 Janet (916) 283-4444. DREAMS 220 ~ Two for sale, $1,000 or $500. Call Greg DeWolf (919) 261-6166. DREAM 240 - Custom inla)' butterfly sail, in excellent shape. Sl,800 Sequatchie Valley Soaring (615) 949-2301. DREAM 240 - Perfect tandem glider for the larger pilot. $1,500 OBO, Dave (619) 582-4414.

FORMULA 154 393-3332 eves.

199!, excellent condition. $2,200 (714)

MOYES XS 155 665-1520.

Low time, clean. $2,000 OBO, (415)

FORMULA 154 - Excellent condition, only $1,950., ineluding shipping. (809) 890-3274 before 9 PM EDT.

MOYES XS 155-Dealer's, mint, <15 hours $2,995. Raven 229, $575. Condor 178, $375. (406) 549-1010.

FOR SALE - (Instructors Only) W.W. Skyhawks, 188's and 168's, from $300-$500. Call the Hang Gliding Center, (619) 450-9008.

MOYES XS - Immaculate, full racer, must sell. $2,850 (303) 728- 3905.

FOR SALE - Moyes GTR 162, 4 years old. Includes new Tracer harness. Sl,950 (717) 284-4561 Pennsylvania. GEMINI 164 - Rainbow colors, excellent beginner/intermediate glider. Just serviced, great shape, with harness & helmet. $775 (818) 896-0924 eves. HANG GLIDER SAIL REPAIR & REBUILDING BY DENNIS VAN DAM/AEROSAIL - Serving the hang gliding community for over a decade. "Integrating aesthetics with the highest order of structural integrity." Acrosail, l 617 W 40th St, Chattanooga TN 37409, (615) 821-5945. HARRIER II - Beautiful, clean, crisp sail. Very low hours, Keller pod harness included. $675 OBO (805) 544-8190. HP II-Full race, good condition, factory annual check and repair. Factmy test flight, new cables, extra legs and more, $600. CO.'vlET l l/2-good condition, extra legs, cables & more. Picture in USHGA Calendar (Sept. l 989) $400. Both gliders & parts $900. Jim (714) 547-1344. HP ll - Ee, 108 hours, never towed, hd x-bar. $990 OBO, (918) 492- 4764. HP AT 158-Flo lime green and red spectrum. Very good condition with extra XC bag-$2,000 OBO. Red Airstrcam pod harness-$250. Ball 65 J vario with alt/airspeed-$300. (303) 932-2437. HP AT 158 - Excellent condition, clean sail, low hours. S2,500 Rich (303) 939-9348. KISS - 1989 full race, extra undcrsurface rib, beefed-up trailing edge. $1,500 OBO, Dave (619) 582-4414. LITE DREAM 165- Excellent condition, low hours S900. Raven 209, good condition $250. Ball 652 vario, good condition $500. Streamline harness, 5'10" $50. (818) 3478266. LITE DREAM 165 - Excellent condition, low hours. Sacrificc, need to sell this glider bad. Make offer. (2 !3) 4334443. MOYES GLIDERS - All sizes of XS gliders available under $3,300., 20 hours airtime or less. Also available are new XS 's, XT's, XC's and Missions. Call Tony (805) 6441242 ext. 123, (805) 658-0958.

MYSTIC 155 VG - Low hours, excellent condition, referenees. $750 OBO, (619) 270-6867. NEW GLIDERS - Best prices! Pacific Airwave, Wills Wing, Scedwings, Delta. Silver Wings (703) 533-3244. NO JOKE: MUST SELL! -Make offers. Sensor 5 lOCFR $993. 152 Foil Combat $1,998. 139 Combat $2,497. Chris Arai (510) 531-2261. OWL 185 - 1977, like new. Trade for ha mess or red sports car. [904) 481-3322 Tom. RA VEN 209 - Excellent condition. wheels, Golden harness, parachute. $550 (303) 424-4067. SENSOR 180 B -Red & white, $500. Reggie Jones, (619) 445-3633. SENSOR 5 lO B/C 663-7902.

Fast, excellent condition. $700 (303)

SENSOR 510 C - Low hours, excellent condition, Sl,000. UP G2E 160, rainbow colors, $500. (305) 538-8821. SENSOR C - 75 hours, excellent shape, new wires. Midwest glider, $995. (6 l 2) 735-9130. SENSOR 5 !0E - Full race, only 8 flights, $2,700. Eric Raymond harness, chute, Yaesu radios, barograph-call for prices. (509) 484- 2622. SENSOR 5IOE - Full race, custom features, great condition. Only asking $1,950 (505) 984-9872 eves. SKY HA WK 168 - Excellent condition, low time, harness included. $1,200 (918) 234-8376. SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MOD· ELS. CALL TODAY (619) 450-1894 OR (619) 450-9008. SPECTRUM - 165 plus, with extras. Test t1own & ready for immediate delivery. $2,900 (916) 241-6974. SPORT 150 EUR0-$1,575., Comet II 135-$575., Comet l 185-$475., small CG 1000 harness-$250. Varios-Ball 652, Ball M2l, 24' conical parachutes. (801) 254-6141. SPORT 150 EURO (209) 431- 9698.

Good condition, a steal at $1,295.

MOYES MISSILE 180 - Good condition. Gold LE, light blue undcrsurface. Economica1 first mountain glider. $500 (804) 295- 2585.

SPORT 167 EURO- Full race, good condition. $ l, 100 fi1111 (501) 279- 2480.

DUCK 180 - Good condition, S550 OBO. Litck VE-12 vario $100. (209) 221-7428.

MOYES XS - 142 and 155, low time, demo's. Excellent shape, with fins. Fun to fly with great performance. $2,950. svs (615) 949- 2301.

SPORT 167 EURO - Full race, red/white sail, excellent condition, Sl,400. Parachute, $200. Harness, Sl00. (714) 628-7312.

EURO SPORT J67's-Low hours, excellent shape gliders. Your choice $1,400. SVS (615) 949-2301.

MOYES XS EZ 155 - LESS THAN 40 HOURS. $2,000. I PAY SHIPPING. (803) 592-1470.

SPORT 167 - Excellent condition, race cloth, 40 hours. White and rainbow. $1,500 (703) 989-1737.

DREAMS IN STOCK -All sizes, including 145's. Many other used gliders available, including Visions & Spectrums. Raven Sky Sports (708) 360-0700.

MAY 1992

CLASSIFIEDS SPORT 167 -Good condition, crisp sail. $1,050 (808) 7372058 Honolulu. SPORT 180 AT- White LE with magenta. 17 hours, like new. $2,200 (501) 868-8831. SPORT 180 AT- 5 hours $2,100. Sport 167 Euro $1,800. Skyhawk 168 $1,000. All in excellent condition. (509) 3754271, (509) 627- 3624. STREAK 130 - Great condition, for light pilot. Rainbow sail, low hours. $400 OBO, Pat (619) 753-4599. TEXAS - Trades, new, used, locator service. Call RRA (512) 467- 2529. UP AXIS-20 flights, delivered 9/90, 7075 and 2 extra ribs. All extra's, beautiful colors. Lance (801) 222-9707. VISION MK IV 17 - Good condition, 4.4 oz., trilam, comfort bar, knee hanger harness, wheels. $1,150 (916) 2592292. VISION MK IV 17 -Great condition, speedbar, trilam LE, race cloth. $1,400 OBO. Contact Robert (209) 226-0431. VISION MK IV 17 -Neon yellow, trilam LE, 5 hours, like new. High Energy harness w/chutc, Litek vario and helmet. Whole package $3,100. (804) 978-7957 leave message. VISION MK IV 17 - <2 hours, with helmet, bag, chute, wheels, rack. Everything new. $1,800 OBO (818) 334-6623. VISION MK IV 19 828-4343.

1989, mint condition. $1,400 (615)

VISION MK IV 19 (619) 265- 1874.

Full race, good condition. $1,250

WANTED OLYMPUS l 60 - Must be in mint condition. Will pay top dollar for the right glider. (717) 249-6905.

WILL TRADE - C-15 sailboat for 155 Sport. Tim Summerfield, 5 Marcia Way #234, Roseville CA 95678, (916) 782-2439.

GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG .............................. Exe. cond .. $1,300 Vision l 9 (used) ............................ Exe. cond .. $1,800 Several Sport 167 .......................... $1800-$2,200 HP AT ............................................ Demo ........ $2,800 Many other good used gliders ....... $450-$1000

WW DUCK 160 - $600. DREAM 220-$700. PRO AIR 180-$300. San Diego (619) 569-0870. XS 142- Blue and green top surface, light blue under. Good condition $1,000 OBO, (314) 365-1427. XS EASY -

<50 hours. $2,400 (818) 772-5808.

KITE ENTERPRISES (214) 390-9090 anytime. '89 Magic Kiss ... (trade-in, exc. cond.) ............. $1,800 '91 Double Vision ......................... <l hour ..... $2,800 '90 Vision Mk IV 19 ..................... <5 hours .... $2,000 '91 Vision Mk IV 17 ........................................ $1,700 Comet 185 ......................................................... $500

COLORADO HANG GLIDING (303) 278-9566 24 HOURS "Celebrating Our 20th Ycar of Unsurpassed Safety!" Paragliders ... (all brands) .......................... $1,500-$3,000 Helmets ... (all brands, styles) .................. $58-$260 Used harnesses ........................................ $75-$500 Varios (demo's, all brands) ..................... $75-$500 Never used chutes (all sizes), each inspected repacked, w/new bridle and ba~ .............. $265 Equipment 100% Guaranteedf]vlajor Credit Cards We trade/buy used equipment and gliders. VISION MK IV'S l 7, 19 .. <5 HOURS ....... $2,000 EA. EXCEL 160 ...................... <40 HOURS ...... $1,100 VISION ECLIPSE 19 ....... <60 HOURS ..... $1,100 LT. MYSTIC 166VG, 177VG ................. <40 HOURS ...... $1,000 EA. PRODAWN 155 ............... GOOD SHAPE .$!,000 LT. DREAMS l 85,205 ..... <60 HOURS ...... $800 EA. HARRIER I l 77 ............... <20 HOURS ...... $800 PROSTAR 166 ................. <40 HOURS ...... $800 GEMINI 164 ..................... <40 HOURS ...... $800 COMET I, II 165, 185 ...... GOOD SHAPE .$600 EA. PHOENIX 6D ................... GOOD SHAPE . $600 LANCER 180 ............................................... $450 SEAHAWKS 140, 170 ................................. $375 EA. All offers considered. Equipment is 100% guaranteed, inspected, shipped anywhere. COLORADO HANG GLIDING (303) 278-9566, 24 hrs.

OWENS VALLEY SOARING HP AT 145 ............................. In Stock ....... Call Sensor 5lOC .......................... Full Race ...... $1,650 Moyes XS 155 ...................... <100 hours ... $1,800 Moyes XS 155 ...................... <150 hours ... $1,750 Magic IV 155 ......................... Full Race ...... $1,200 GTR WB 162 ................................................ $950 Z-3 Harness-New ... Many Colors, Sizes ....... $595 18, 20 gore PDA Reserves ..... New .............. $399 Mt. High 02 Systems ................................... $260 and up 2 Meter Radios ....................... All Brands .... Call Call (619) 387-2673. SPRING CLEARANCE TO DEALERS Comet 185 C2 ........................ ·•sail" ............ Free Duck 160 ................................ Good Shape .. $200 Comet 185 .............................. Good Shape .. $200 Demon 175 .................................................... $100 The Hang Gliding Center (619) 450-9008.

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

WILLS WING SUPER SPORT 163 - Orange w/logo, beautiful, $2,495 firm. CG l 000 harness with 20 gore pull down apex parachute, $650. Ball 652 with clamp, $450. Everything absolutely mint condition. Day (213) 887-7791, evening (310) 498-3596.

iUSHGA CLASSIFIEDADVERTISING ORDERFORM -

I 50 cents per word, $5.00 minimum. I Boldface or caps $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $25 per I column inch. I (phone numbers-2 words, P.O. Box-1 word) I photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for I the August issue). I Prepayment required unless account established. No cancellations I and no refunds will be allowed on any advertising alter deadline. Ad insertions FAXed or made by telephone must be charged to a credit I card. $2.00 credit card charge. I Please enter my classified ad as follows: I I I ~~~~:~ ~~ :~~~!'. : 1~~ 0= =

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

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

I I I I I Begin with 19_ _ issue and run for consecuI live issue(s). My check 0, money order 0, is enclosed in the amount of I $ I I NAME:._ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ I ADDRESS: I I PHONE: I USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 I

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

HANG GLIDING

CLASSIFIEDS TREASURE VALLEY HANG GLIDING Moyes GTR !62 Race Red/white, good shape, flies great.. . . ........ $550 Magic Kiss 154 Hot pink/yellow, fast & handles perfectly ...... $1,750 Magic IV 177 Blue/white, very clean. .. $750 OBO Z-4 160 ... American Windwright's hottest yet. Turquoise/yellow, VG, safe-edges, ..... $1,500 OBO clean & perfect (208) 376-7914 SANTA BARBARA HANG GLIDING CENTER (805) 962-8999 - Certified School, full time shop, sales, service, rentals. VARIOS: Ball 651 $475, Ball 652 $575, Brauniger P2 $450, Brauniger P3 $595, Brauniger LCD Ill Baro graph $995, Flytec 2020 $759, Flytec 2030 $995, Afro XC 8000 $895, Afro Cirrus 8000 $795. HELMETS: Aerodyne $79, Bell $119, Romer full face S 129, Uvex full face $159, Carbon Fibrefullface$259. HARNESSES: KellerHitec2$799, CG 1000 $499, HE Sport $499, HE Sport Cocoon $299. PARA· CHUTES: BRS Rocket$795, HE 22 gore-new $345, Charly Rocket-para $755. GLIDERS: new and used, trade-ins. TRXdemo$3600. WW AT$2800,UPAxis 15 !0hrs.$2000, UP Comet3 1 yr. $1500, Comet! 8 hrs. $650, Skyhawk$900, Vision Mk JV $1400, WW Sport $1500, WW Super Sport $3395, Moyes XS $2900. MISC: Maxon FM 5 watt $259, Sylva compass $129. MC, VISA, AMEX, DISCOVER ac· cepted, Santa Barbara Hang Gliding Center, 29 State St., Santa Barbara CA 93101 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 flying sites. LZ@ 9,000+ MSL I No Wimps!. Videos $32.50, shipping included. Peak Performance Paragliders, P.O. Box 213, Crested Butte, CO 81224, Steve (303) 349-5961, Rusty (303) 349- 6384. WILLS, UP'S, ETC - $795 +up.Instruction, equipment, southern California and European tours (714) 654-8559. UL TR ALIGHTS MINIMUM POWER PACK- Very low airtime, top condition. $2,000 complete (708) 360-0700. SKYWORLD PARAPLANES - Orlando. Solo in a powered parachute after one hour instruction. Sales, service. (407) 351-4510. TRIKE & CHUTE - Double surface. $1,600 OBO or trade for vehicle. Also, Soarn1aster, 4 hours TT, $200. (509) 6845158. WANTED FLEDGE III E.T. -ANY CONDITION! (3 l OJ 456-2941. PHOTOS! - Needed for the USHGA 1993 Calendar!!! Deadline is May 31st, please send to: USHGA 1993 Calendar, PO Box 8300, Colorado Springs CO 80933.

WANTED 9566.

Near new 185 Lt. Dream, cheap. (303) 278-

WANTED OLYMPUS 160 - Must be in mint condition. Will pay top dollar for the right glider. (717) 249-6905. WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-l !77. REAL ESTATE BUFFALO MTN. - 49 acres, Talihina Oklahoma. Established launch site, great hang gliding community. For sale, tem,s available. Contact Linda Moore, (817) 633-2445. SCHOOLS & DEALERS

COMPACT WINGS PARAGLIDING - Wills Wings, UP and others. APA & USHGA Class II instruction. Great flying year-round. Southern California and European tours. 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 VACATION PARADISE. High quality PERSONALIZED instruction focusing on the skills that most affect your SAFETY. Call for vacation info and glider inventory. Tnes.- Fri. 10-5, Sat. I0-4. 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.

ALABAMA LMFP - Two hours from Bim1ingham (see our ad under Tennessee.) (404) 398-3541. ROCKET CITY AIRSPORTS-Ce11ified instruction, sales, service, glider rentals. Send$! .00 for brochure, directions, accommodations, etc. to 106 South Side Square, Huntsville AL 35801. (205) 533-6605 or (205) 776-9995. ARIZONA ADVENTURE SPORTS TOURS~ Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 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 SAIL WINGS HANG GLIDING - Sales, service, instruction. Pacific Airwave, Enterprise Wings, Moyes, UP. P.O. Box 5593, Little Rock, AR 72215. (501) 227-4920. CALIFORNIA ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGAcertified instruction, sales and service. Emphasis on special skills, techniques, launching & landing. Demo's. Ask about tow clinic. 1689 Amstrong Road, Lodi, CA 95242 (209) 368-9665. AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe&fun, USHGA&APA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Funston. The only full service shop in San Francisco! 3620 Wawona, San Francisco CA 94116. (415) 759-1177. CHANDELLE SAN FRANCISCO, INC. -Complete hang gliding and paragliding sales, service and instruction since 1973. No11hern California's most complete repair facilit)'. New and used equipment and demo's, lesson packages, clinics and tandem lessons. 488 Manor Plaza, Pacifica CA 94044, (415) 359-6800.

HIGH ADVENTURE - Hang gliding, paragliding school. Equipment sales, service, rentals at Southern California's mile high site, Crestline. USHGA/APA Instructor Rob McKenzie. By appointment year round. (714) 883-8488. 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 airframe service available. 1116 Wrigley Way, Milpitas, CA 95035. (408) 262-1055. PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. World wide tours, accessories. Call for free catalog. (714) 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 lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800Torrey Pines Scenic Drive,LaJolla, CA 92037 (619) 452-3202. TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instrnction. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

OLD PLANS - Klaus Hill's Sl!per Floater. Any condition. Bill (602) 284-0223.

MAY 1992

CLASSIFIEDS 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- 011 l, Fax (818) 988-1862. COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042. PO Box 16934, Colorado Springs CO 80935. COLORADO HANG GLJDING/PARAGLIDING - Celebrating our 20th year of unsurpassed safety. 1st USHGA certified school in the U.S.A. Region's largest and oldest. Operating full time since l 972. (303) 278-9566. EAGLE'S NEST SCHOOL OF HANG GLIDING/ PARAGLIDING - USHGA & APA certified instruction. Sales and service. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498. GOLDEN WINGS - Sales, service. USHGA certified instruction. Dealers for Wills Wing, PacAir. 1103 Washington Avenue, Golden, CO 80401. (303) 278-7181. L/D ENTERPRISES-Sail and harness repair- Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440- 3579. PEAK PERFORMANCE PARAGLIDING SCHOOL Paragliding instruction/equipment sales, videos $32.50, shipping included. PO Box 213, Crested Butte, CO 81224, (303) 349-5961 CONNECTICUT MOUNTAIN WINGS -

Look under New York.

FLORIDA

IDAHO TREASURE VALLEY HANG GLIDING - Maximize your airtime! Professional service featuring Airwave, Moyes, UP, Scedwings. Demo's, ratings, tours. (208) 376-7914, 11716 Fairview, Boise, ID 83704. ILLINOIS RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aero towing & tandem by Brad Kushner. Sales/service/accessories for all major brands. 300 N. Green Bay Rd., Waukegan, IL 60085 (708) 360-0700.

JJ MITCHELL- USHGA certified instructor. PacAir and UP dealer. 6741 Columbia Ave .. Hammond, IN 46324 (219) 845-2856 (219) 762- 5365. KENTUCKIAN A SOARING- Sec ad under parts & towing. LOUISIANA RED RIVER AIRCRAFT- Sec ad under Texas. MICHIGAN GREAT LAKES HANG GLIDING, INC. - USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859. PRO HANG GLIDERS-Congratulations Dan Dubay and Shane Lesnmv on your first ridge soaring flights. Great job guys! Allow me to instruct your lessons. USHGA school since '78. Sales & service, Wills Wing specialist and other brands available. Norm Lesnow, 569 W Annabelle, Hazel Park Ml 48030, (313) 399-9433.

GMI PARAGLIDING SCHOOL York, (516) 676-7599.

Is now open in New

SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 traininghills,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. RD 2, Box 348A, Cooperstown, NY 13326, (315) 866- 6153. THERMAL UP, INC. - Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (914) 647-3489. NORTH CAROLINA COROLLA FLIGHT-America's most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Call or write for information Greg DeWolf, Corolla Flight, PO Box !021, Kitty Hawk NC 27949. (919) 261-6166

MINNESOTA

NEVADA

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 !raining. Full service shop handling all makes and models of gliders. For more info call (305) 573-8978.

ADVENTURE SPORTS - Sierra tours our specialty USHGA & APA certified school and ratings. Dealers for Pacific Airwave, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a full-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070. NEW JERSEY MOUNTAIN WINGS -

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

Look under New Yark.

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

SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction ... if you'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.

INDIANA

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

LOOKOUT MOUNTAJN FLJGHT PARK under Tennessee. (404) 398-3541.

wave, UP, See<lwings am! Delta Wing with demos in stock. We are the largest, most complete H.G. accessory and repair shop of its kind in the country. Many new and used gliders in stock. RIC supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. 150 Canal St., Ellenville, NY 12428 (914) 647-3377. In N.E. 1-800-525- 7850.

KITTY HA WK 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 east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. OHIO MARIO MANZO-SKYWARD ENTERPRISES-Certified instruction, inspection, repair, CG-1000, Dayton and Chillicothe, OH (513) 256- 3888 (wkd. eves.) NORTH COAST HANG GLIDING-Certified Instrnction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75thSt., Cleveland, OH. 44102 (216) 631-1144. OREGON AIRTIME OREGON - Certified instruction. Dealer for PacAir, UP and American Windwright. (503) 998-1220.

See 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 AirHANG GLIDING

CLASSIFIEDS SOUTHERN OREGON HANG GLIDING - Ce11ificd instruction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-5823. PENNSYLVANIA

UTAH WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (801) 277-!042.

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

VIRGINIA

MOUNTAIN WINGS -

KITTY HAWK KITES -

Look under New York.

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

TENNESSEE

BALL 652 - $350. Odyssey parachute, 22 gore $250. Safewhcels, 7" $20pair. Two Motorola MX340's, w/1 charger, $350. XC bag $20. Glider bag $30. (616) 882-7168 anytime.

LOOKOUT MOUNTAIN FLIGHT PARK - Since 1978, Southeast's largest USHGA-ccrtified 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 infomrntion. Largest inventory of new and used hang gliders and mountain bikes, harnesses, helmets, instruments, T-shirts. Repair services. We buy used gliders, equipment! Send S 1.00 for brochure, rates, directions, accommodations infomrntion. Twenty minutes from Chattanooga, Tennessee. Route 2, Box 215-H, Dept. HG.Rising Fawn, GA 30738. (404) 398-3541 or 398-3433

See North Carolina.

WINDW ALKER HANG GLIDING - Certified instruction. Pacific Airwave/UP Dealer/Glider Accessories. Great Northeastern sites! RR #2 Box 2223, Schickshinny PA 18655, (717) 864-3448.

HAWK AlRSPORTS - New and improved hang gliding! Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch Mtn. -The longest ridge, two launches. The popular light wind indicator 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.

,:;:~.'."·-

,:_#-----.:.:

PARTS & ACCESSORIES

BALL 652 - Airspeed TE probe, brand new. PARACHUTE, 20g, recently packed, good condition $200. Airstream POD HARNESS, radio pocket, water bag. Goll Racer pod harness, excellent condition $185. Message at (310) 475-6868. BELL SOARING HELMETS - White, blue, red. $132 plus. For nearest dealer. (303) 278-9566.

Full face protection! STRENGTH! QUALITY! Lightweight (1,500 Gram) Carbon/Kevlar mix! Great visibility! Visor/ side padding removable to increase wind sound! D.O.T./ Snell approved! MUCH GREATER impact strength than just D.0.T. standard! Not the lightest, but the strongest! Send measurement around the largest part of head. Only $212 (white). Color graphics-add $13. Postpaid! CA orders add .0775 tax. PR, AK and HI add $14. Promotions Unlimited, 8 I 81 Mission Gorge Road, Suite I, San Diego CA 921201600. (619) 286-5604, alter 7 p.m. Pacific.

CG 1000 HARNESS - Brand new, never used, parachuteradio-accessory pockets, made for approx. 5' 11 ", 165 lb. Royal blue bottom, golden yellow top, case included. $385 + shipping (save SJOOJ. Call (502) 231-9962. CHARGE YOUR FM RADIO- in your car! Charger plugs into cigarette lighter. Designed for Maxon radios. Voltage and current regulated. $30 Sponsmen Electronics, 9805 E 79th St., Raytown MO 64138.

SEQUATCHIE VALLEY SOARING SUPPLY-Ce11ified, two place flight instmction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers forall major brands. Located in the "Hang Gliding Capital of the East". For personal. professional service you can trust, call SYS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301

GRADE A SHEEPSKIN - hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NEW MAP POCKETS standard. Warmest hand fairings in the world. Send $47 to Wyo. Aerolites, PO Box 880, Casper WY 82602. (307) 235- 3367, add $15 for X-large. Custom orders accepted.

STAY WHERE THE FLIERS STAY -Crystal Air Sport Motel. Private rooms, bunkhouse.jacuzzi, pool. (615) 8212546 Chattanooga, TN. TEXAS AirCraft! - Red River Aircraft, based in central Texas, service ranges far and wide. Turning students into pilots. USHGA certified instrnction, trading new and preowned wings and things, towing supplies, full service repair. Hipness returning Jeff Hunt, 4811 Red River, Austin TX7875l. (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, towing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

MAY 1992

EASY TO USE, TOUGH TO ABUSE - Get instant response and the Litek sound. The E model is available from your full sen•ice dealer at only S249 (not incl. Ball clamp) or direct at 503-479-6633 (VISA, MC, AMEX). Available in ft/ min or meters/sec dial. Free brochure. LITEK, 4326 Fish Hatchery Road, Grants Pass OR 97527. FULL FACE BIEFFE HELMET- New in box (l). $175 firm, (708)-360- 0700.

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

HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS! -12", light, tough. Fits all gliders. Send $37 + $2.95 shipping per pair to Sport Aviation, PO Box 101, Mingoville PA 16856. Ask about our dealer prices.

CLASSIFIEDS MAXON RADIOS - $349. VHF FM 5 watt crystal, includes 3 USHGA channels, charger, case, clip, antenna and I year warranty.Maxon l watt,$175. NOHYPOXYGENIIl OXYGEN SYSTEM-5 1/4 lb., only $350. ARAMID FULL FACE-Superlite helmet. Excellent vision, yet cold weather protection, $325. Visors $25. Built in headset and/or VOX, $30. XC SMOKE BOMBS-$5. Large signal mirror, $8. Jack the Ripper cutaway knife, $15. Silva compass, $100. Pendulum Sports, Inc. l-800-WE FLY X-C

HIGH QUALITY HELMET -at an affordable price. D.0.T. Brushed nylon liner with high strength polycarbonate shell. ONLY $55.00 + $4.00 S/H. Great for schools. GOLDEN WINGS, I 103 Washington Avenue, Golden, CO 80401. (303) 278-7181 or TOLL FREE 1-800-677-4449.

_'-

",,(~~ ',,) L

\,.____/

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

MINI VARIO- World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92705. (714) 250-3100, l-800-334-3101 Mark Mallett. PARAGLIDING EQUIPMENT FOR SALE - A complete line of equipment and accessories available. Whatever your needs, from Alpine descents to ocean, thermal, and ridge soaring, we have it. Videos, $32.50, shipping included. PEAK PERFORMANCE PARAGLIDERS INC., P.O. Box 213, Crested Butte, CO, 81224. Tel/Fax (303) 349- 5961.

THE FAMOUS "LAMBIE LID" - Aerodynamic hang glider helmet. Regular or new fiberglass-kevlar full-face version. From your dealer or contact: 8160 Woodsboro, Anaheim, CA, 92807 (714) 779-1877.

RADICAL NEW FLIGHT INSTRUMENT TECHNOLOGY! - Thermal Rider-THE ONLY Airborne Thermal Mapping Instrument. HEA TSEEKING INSTRUMENT detects Thermals LONG before a Vario will. Find Thermals before they find (or miss) you. Detect and avoid sinking air. Know what direction to tum to enter an approaching The mm!. Find the true center in drifting or broken Them1als. NEW 3 Sensor Technology not to be confused with useless snoopers! Sensors attach at each wingtip, 7 .5 x 3.5 x I inch unit mounts on downtubes. Sensitive to less than 1/20 F change from -40 F to+ 100 F. Made from Hi-Quality MIL SPEC components. -LCD display -Dual Battery. Patent Pendingffcchnology Licenses Available/Sailplane Version. I-Year Warranty Parts and Labor/Satisfaction or your Money Back Guarantee. Introductory Price $220.00 good until July 1, J 992. Call Today (301) 474-3095. Computer Doctors, 9204-B Baltimore Blvd., College Park MD 20740.

SKY-TALKER II PARA-SWIVEL - Don't leave the ground without one! S84.00 + $4.00 S/H. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401 (303) 278-7181, 1-800-677-4449.

LINDSAY RUDDOCK VARIO-Prices around $800. (US price vary slightly depending on current exchange rate) VISA/MC Call or write Russ Douglas, 2060 Gosser Street, Milpitas CA 95035 (408) 263-0915 eves., (510) 372-1337 days.

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

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 + $3 shipping and handling to: Sky-Com Products, PO Box 530268, San Diego CA 92153. STOP GETTING RIPPED OFF - They can't touch this! Save$ mail orders. UVEX full face $260., NEW-MAXON SP2000 10 ch. w/tone $367., VOX $69. HAM RADIOS, YAESU FT 41 lE $309., 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 Kentuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129 (812) 288-7111 Calls returned collect.

HANG GLIDING

CLASSIFIEDS PUBLICATIONS & ORGANIZATIONS HANG GLIDING MAGAZINES 1984-92. (415) 665- 1520.

Back issues, 1973-78,

NEW PILOT EDITION II-Hang Gliding magazine. The much anticipated second edition is now available through USHGA. $4.50 (+$1.50 S/H) A "Must-Have" for all collectors. P.O. Box 8300, Colorado Springs CO 80933.

SYSTEK II VARIO METER - Designed for thennal 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. ULTRAPOD CAMERAS - Infrared remote $179., Them1itts, designed for comfort bar $39. (714) 654-8559.

XCR-NEW & IMPROVED - Now includes holster and on/off control valve "toggle switch". Conceivably still the simplest, lightest refillable composite fiber oxygen system on the market. Comes complete, including Oxymizer. XCR 240 (liter) is just $474.95, and the XCR 480 (liter) is $494.95. ($15 S/H). OXYMIZER-Uniquecannula resen·oirdesign 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. Major credit cards accepted. Call for info. or dealer in your area. 1800-468- 8185 for message or (801) 364-4171 cves./weekends for actual human. BUSINESS AND EMPLOYMENT OPPORTUNITIES 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 11 years. The concession contract allows paragliding as well as surfing and windsurfing sales and instruction. Serious and qualified buyers only please. Jim Johns, Western Hang Gliders, Inc., P.O. Box 828, Marina, CA 93933 (408) 384-2622.

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 l l" throat. Available colors are fluorescent pink/yellow or fluorescent pink/white. $39. 95 (plus $4.00 shipping/handling) Colorado residents add 3% tax. Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

Sell your unused equipment with the help of a Hang Gliding classified ad. For more details call Jeff (719) 632-8300. MAY 1992

PARAGLIDING-A Pilot's Training Manual. Produced by Wills Wing and written by Mike Meier, in its revised 3rd edition. From an overview of the sport, to equipment, to flying and micrometeorology. Beginner through advanced skills covered, and much, much more. NOW AVAILABLE THROUGHUSHGA. Send$l 9.95(plusS3S/H) to USHGA, PO Box 8300, Colorado Springs, CO 80933-8300 We also carry Dennis Pagen's "Walking On Air-Paragliding Flight" for $19.95. PARAGLIDE USA - Subscribe to North America's most widely read paragliding magazine. 12 issues just $25. Send check or money order to 425 Rider St., Ste. B7, Perris CA 92571 or call (714) 657-2664 or FAX (714) 657-4062 with your credit card information.

KITTY HA WK KITES JS HIRING - Cenified tandem, basic hang gliding, paragliding instructors. Send resume to John Hanis, Kitty Hawk Kites, PO Box 1839, Nags Head NC 27959.

SOARING- Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. FuJI membership S45. Info. kit with sample copy S3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

WANTED - Hang gliding instructors, full and pan time, must be USHGA certified. Teach on sand dunes. CaJI Western Hang Gliders (408) 384-2622.

TOWING

WANTED! Pacific Airwave is looking for high energy, professional Dealers/Instructors for their hang gliding and paragliding distribution network. Minimum requirements for eligibility include I) USHGA or APA certified instruction. 2) Business license/resale number (where applicable). 3) Business brochure. 4) Yellow pages ad. 5) Minimum 6 Novice or Class I ratings issued in past 12 months. 6) Required minimum inventory.Dealers exceeding these minimums merit enhanced benefits under our professional incentive program (PIP). If your business is bringing new people into the sport, you deserve factory support. If you arc an individual considering becoming a full- or part-time sport professional, we want to help you. Contact Ken for details today! Phone (408) 422- 2299 24 hours.

AIRCRAFT - From Red River. Towing supplies, bridles, releases, recovery chutes, platforms and more. (512) 4672529. ATOL-And tow vehicle. $2,500 OBO, Dave (616) 9438594 eves. COMPLETE TRUCK TOWING SYSTEM-ATOL winch type, pilot controlled release, automatic pressure regulator, 5000' ofline, includes vehicle. Needs minor work, must sellI've moved (system is in Delaware). Best offer over $2,000. (415) 321-7966. TLS WINCH - Mounted on a sturdy 4 X 8 trailer. Practically new, due to our being "kicked out" of a local airport. Stable seat for winch operator. Excellent releases. Works like a champ and needs a new home. No place to use it in North Florida. $2,000 (a steal). CaJI Michael (904) 877-0702.

CLASSIFIEDS TOW ROPE & RELEASES - 1/4" poly $30 per 1000', 3/16" poly $25 per 1000'. Kentuckiana Soaring, 425 Taggart Ave., Clarksville, IN 47129, (812) 288-711 I (eves.) ULTRALINEINSTOCK-3/16"X3000'delivered$105.00 3/16" X 4000' delivered $140.00 From the original Ultraline source-Cajun Hang Gliding Club, I 10 Kent Circle, Lafayette LA 70508, (318) 981-8372.

shirts are col01fully screened with a "simplistic" hang gliding design across the chest and down the left sleeve, 100% cotton! Now in ORA Y 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.

This is the one II /1.Jlil~Vet! By Golden Wings

FOUND-Alti-Vario,atEdLevinduringtheSilentAirshow. Must identify! (916) 452-0787 work & home. (CA) WW Z-3 HARNESS - SANTA ANA CA Stolen from car in Grand Ave area. Wills Wings Z-3 gray & red cordura harness bag with the following contents Z-3 harness, elec. blue w/ plain gray side panels, serial# 170; Kenwood TH27 A ham radio Cw/broken antenna) serial# 21100746; Litek V-12 vario & Cloudbase 1350 altimeter; white Bell helmet; pink & white 22 gore parachute w/ red bridle and paraswivcl, attached to Applied Air Research ELAPS rocket deployment system. Also taken was briefcase containing log books (and other items). Mike Heilman (808) 638-5543. STOLEN - Pac Air Formula. Pink LE, black to pink to gray undersurface. UP cocoon harness, black w/pink stripes. Ball Vario. Scott Meehleib (619) 295-1261.

Tow line recovery System Nothing attached to pilot or bridle. UNLIKE OTHER SYSTEMS, no deployment mechanism is required. Fully self actuating when tow line is released. Reduces wear on line & rewind motor. Reduces turn around time. Two sizes. $125/$135 incl. shipping. Check or money order. Also available, 3/16" braided Kevaler GOLDLINE towline, $99 per 1,000 feet. Golden Wings, I 103 Washington Ave., Golden CO. 1-800-677-4449 YOUR UMBILICAL CORD - Would you buy the cheapest? Make the move to quality that lasts. High perfomiance Spectra & Dacron ropes. Light, strong, cost effective, easy to splice. Call David F. Bradley (215) 723-1719. FAX (215) 453-1515. Call for references. VIDEOS & FILMS DAREDEVILFLYERSIII-THEPARAGLIDERS-by Tatum Communications. PARAGLIDE with the Wills Wing team & friends, in scenic TELLURIDE, Colorado. Breath-taking footage, flying paragliders in this beautiful setting. Witness Class II maneuvers by the pros. This is a MUST HA VE for any video collection. (-50 min.) Available for $24.95 (plus $3 S/H) through USHGA, PO Box 8300, Colorado Springs, CO 80933. Colo. residents add 3% tax. (719) 632-8300, FAX (719) 632-6417. We also proudly carry HAWAIIAN FLY IN' & HANG GLIDING EXTREME. MISCELLANEOUS

USHGA POSTER! -Full color, 24" X 37" poster of Eric Raymond doing oxygen at 17,000' MSL over the Sierra Nevada Range, $7.95 USHGA Poster, (CO Residents add 3% tax) P.O. Box 8300, Colorado Springs, CO 80933 (719) 6328300. CALENDAR PHOTOS NEEDED FOR THE 1993 USHGA CALENDAR. SEND YOUR POTENTIAL "SHOTS" TO THE USHGA HEADQUARTERS FOR CONSIDERATION TODAY!!! CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. Minimum ad charge, $5.00. A fee of$15.00 is charged for each line 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 cancellations must be received in writing 1 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 (7 I 9) 632-8300 or FAX (719) 632-6417. STOLEN WINGS STOLEN - While in Santa Fe, NM over the holidays. WILLS WING 223 PARAGLIDER, serial# 21003. Purple w/gray & pink (canopy only). Gray Wills Wing bag w/red stripe. APCO AVIATI ON HILITE 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. yellow bag, size medium, serial #433. Free Flight PDA 20 gore chute, #10558. Brown leather gloves, red UVEX downhill ski helmet, AIRCOTEC Alibi 11 #4425. KELLER INTEGRAL HARNESS, well used. Pink w/lavender, size 150-170, w/18 gore PDA chute. Orange frceflight helmet, gray Calgary 88 gortex gloves, Patagonia jacket-red with blue lining, w/Wills Wing on the back. And other nonHG items. Willi Muller, (403) 932-6760, FAX (403) 9326760. LOST - Blue High Energy Pod, PDA parachute, full-face carbon fiber helmet, at Ed Levin Park, Milpitas CA. Please call Alan Kenny (408) 942-1773.

USHGA LONG SLEEVE T-SHIRT-Our long sleeve t-

STOLEN WINGS arc listed as a service to USHGA members. Newest entries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Sports ..................................... 43 Adventure Video ..................................... 15 Aircotec & MBP ..................................... 45 Air Gear ................................................... 44 AirWorks ................................................. 32 Alamo Rent-A-Car .................................. 33 Alti Vario ................................................ 33 Ball Varios ......................................... 32,66 Bradley Co ............................................. .44 Brauniger ................................................... 6 BRS ......................................................... 10 Cross Country Magazine ......................... 51 Dry Canyon Fly-In .................................. 49 East Coast Videos ................................... 23 Flytec ....................................................... 63 Hall Bros ................................................ .45 High Energy Sports ................................. 51 Lake County ............................................ 22 Lite Trike ................................................. 39 Lookout Mt. Flight Park .......................... 53 Morningside Hang Gliders ...................... 51 Moyes ..................................................... 2,3 Owens Valley Soaring ............................ 22 Pacific Airwave ..................... 6,Back Cover Paragliding Magazine ............................. 66 Pro Design ............................................... 45 Robert Reiter Video ................................ 38 Roberts Glider Instruments .................... .41 Sequatchie Valley Soaring ...................... 22 Sport Aviation Publications .................... 23 TBT ......................................................... 23 TLS .......................................................... 45 UP International ................................. 21,52 U.S. Aviation ........................................... 54 USHGA .............................................. 64,65 Wills Wing ............................... 16,17,27,29 HANG GLIDING

FLYTEC'S NEW RANGE OF INSTRUMENTS IS FUNCTIONAL, ERGONOMIC AND ATTRACTIVELY STYLED FAl -approved barograph (FL YTEC 3030)

Extremely easy to use

A wide range of flight data can be printed out plus on -screen data display

Integral. digital vario combined with highly sensitive flight acoustics (ASI) for audible ind ication of the slightest thermals

Unique. analog variometer display (FLYTEC patentl)

New method of attachment with optimum viewing angle

DATE MAX Nr. dd mm yy ALTII

MAX ALTl2

4 15.01.92 4894 PILOT DEVICE-NUMBER BARO STARTTIME TIME AT PklNT OUT

3693

MAX VARIO

REC TIME

7J 5:31:11 Haari Urs

584 12:30 16.01.92

m, BARO

:ODO

!ODO

WORLD RECORD 230km

3000

5W-VER:29141

2000

09:45

IOOO

For information and a dealer nearest you , call Flytec USA 1-800-662-2449 made in Switzerland

FL YTE C AG . Ebe nous trosse 80 . CH-6048 HORW international TEL. +41 41 47 34 24 FAX +41 41 48 54 24

MEMBERSHIP APPLICATION

ZIP_ _ _ _PHONEL) _ _ _

NEW MEMBER

_RENEW/USHGA#_ _ _ _ _SEX (MJF) _ _ _BIRTHDATE_ _.../____. _ __

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

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INSURANCE INFORMATION

The cost of the insurance is included in the fuJI 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. *Foreign payments must be in U.S. FUNDS drawn on a U.S. BANIC.

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

(01192)

1992 USHGA MERCHANDISE ORDER FORM QTY.

TOTAL

1992 USHGA CALENDAR 12" x 12" full pictorial of the sport you love .................................................................................................. $6.00 OTHER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 1988 More Excellent Photography- collect them all! ....... $3.00 **NEW** COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE (Hint: Shirts are oversized. If in doubt, order smaller size) ... $39.95 "NEW*' "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE (Hint: Shirts are oversized. If in doubt, order smaller size) ............................. $24.95 "NEW** "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE (Hint: Shirts are oversized. If in doubt, order smaller size) ............................. $19.95 *'NEW*' USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) ..................................................................................................... $21.95 USHGA SCRAMBLE KNIT SWEATER by Nutmeg Mills Embroidered with Mtn. Glider emblem, 100% Cotton, "Natural Color' SPECIFY TYPE: CREW NECK or VEE NECK and SIZE: SMALL MEDIUM LARGE X-LARGE ............................................... $39.95 USHGA LONG SLEEVE T-SHIRT 100% Cotton "Simplistic" Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL .......... $18.95 USHGA MTN. GLIDER T-SHIRT White-100% cotton. Our most popular shirt. SPECIFY SIZE: S M L XL .................................... $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: 8(6-8) M (10-12) L(14-16) .................. $9.95 USHGA NEON LOGO T-SHIRT 100% Cotton Our beloved official logo, color revised of the 1990's. HOT! SPECIFY TYPE: WHITE TANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large ............................................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE ................................................................................... $9.95 USHGA CORDUROY CAP Embroidered with "Glider Trails" design SPECIFY COLOR: ROYAL BLUE OFF-WHITE ..................... $9.95

$ $

**NEW" Hang Gliding magazine "SPECIAL NEW PILOT EDITION" launching, landing, buying a used glider, etc ............................. $4.50 **NEW" UNDERSTANDING THE SKY by Dennis Pagen Micrometeorology for pilots. Almost 300 pages, 260 photos & illustrations $19.95 PARAGLIDING - A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding ......... $19.95 HANG GLIDING FOR THE BEGINNER PILOT by Pete Cheney The Official USHGA Training Manual. Over 200 pages .................. $29.95 PARAGLIDING FLIGHT - Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FLYING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. ......................... $9.95 HANG GLIDING TECHNIQUES by Dennis Pagen Continues where FLYING SKILLS lefl off. For intermediate to advanced ............... $7 .50 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalities ................................. $8.95 FEDERAL AVIATION REGULATIONS 1992 Federal Regulations covering ALL types of aviation ......................................................... $8.95 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X-C LOG BOOK 64 pages. Very clean! For those who like to document their flight. ............................................................... $3.95

$ $ $ $ $ $ $ $ $ $ $

Official USHGA Windsok1 " Pink/yellow or pink/white .......................................................................................................................... $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Min. Glider design. Show off your flights ........................ $9.95 USHGA LAPEL PIN Beautiful multi-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $4.95 USHGA 1988 WORLD TEAM PIN Commemorating the world meet in Mt. Buffalo, AUSTRALIA ............................................................ $2.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................... $4.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last! .......................................................................... $1.50 USHGA DRINKING MUG w/HANDLE Unbreakable 14 oz. frosted plastic mug. Mtn. glider screened in blue ....................................... $1.95 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Mtn. Glider shaped. Screened white on red .............................................................. $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem ............................................................... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker..................................................................... $ .50 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTIC-white with blue lettering ........................................ $5.50 METAL-(zinc) with white on blue lettering ............................ $6.50 **NEW" DAREDEVIL FLYERS Ill · THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ............ $24.95 **NEW" HAWAIIAN FL YIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.) ......................................... $33.00 *'NEW*' HANG GLIDING EXTREME video. Let's you see some of the most spectacular sites and introduces you to some famous pilots! (50 min.) ...............................................................................................................................$34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG .................................... $9.00 *USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range ................................ $5.95 *USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard Rogallo flying into the golden sunset. (Circa 1977) ............. $3.95 'Posters are NOT AVAILABLE on International Orders-SORRYI

$ $ $ $ $ $ $ $ $ $ $ $

$ $ $ $ $

$ $ $ $ $ $

$ $ $ $ $

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

CHARGE MY CREDIT CARD* *add $2.00 handling fee VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _ exp. ____ Signature ____________

SHIPPING .01 - 9.99 ADD $3.50 10.00 - 19.99 ADD $4.00 20. - 34.99 ADD $5.00 35. - 49.99 ADD $6.00 50. + ADD $7.50 Canada & Mexico add $1.50 extra lnt'I surface add $4.00 extra lnt'I air add $15.00 extra

SUBTOTAL

$_ _ __

COLORADO RESIDENTS add 3% TAX

$_ _ _ __

SHIPPING (see chart)

$. _ _ __

($2 handling fee') 'if applicable

$_ _ _ __

TOTAL ENCLOSED

$_ _ _ __

SHIP TO: (Street address if possible) NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA# _ _ _ _ _ _ _ _~ CITY/STATE/ZIP _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300

COLORADO SPRINGS, CO 80933-8300

(719) 632-8300

FAX (719) 632-6417

~~~~~ ,rfJt~ AA"J4~ itt "- ,/!'7

/"I

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

3314 w. 11400 s. South Jordan, Utah 84065 Bus 801-254-7455 • Fax 801-254-7701

• News of the APA

• Techniques • Safety • New Products • Glider Reviews • Competition News • European U ndate •Who's Who • Facts & Figures f11/I Color Mt1/dZ1111

ST. PAUL, MINN -- With a bit of pride showing through, please note that with this column, "Product Lines" enters its 14th year giving continuous coverage of product-related news in hang gliding. Beginning way back in 1978, your readership made it last; thanks to all of you! • • • On with the show ... in a rather unusual announcement, Wills Wing has told dealers they are working on a new competition glider, intended to give an edge to those U.S. pilots flying the WW brand for Team America in the '93 Owens World Meet. Naturally, they're still hush-hush; partly because the glider is far from determined yet and also to keep the competition from adapting their newest ideas. They have "several prototypes flying, but do not envision a new release in this category until at least the fall of the year." They did confirm the airframe will be 7075-based, continuing their satisfaction with this material (even though it must be imported, a difficult procurement task given long lead times, quality control checks, and long-distance shipping). ••• In other Wills news, prices rose $100 on March 2nd, making the top of the line HP AT $3,995, Super Sports $3,695, and fully-equipped Spectrums $3,495. Wills is starting a regular dealer survey effort, currently trying to help determine what kind of advertising best attracts students. Finally, after a lengthy period of backlog, the company has stock of some of their popular Z-3 harnesses. The Dream is back! After UP reformed (again) to become the current UP Int'l, their licensed production of the Dream was ceased, stranding this popular training and tandem design. Though Bill Bennett is not re-entering manufacture, he has agreed to sell the design to Kamron Blevins, formerly of Washington state. Blevins once produced custom-made gliders under the brand name Northwing. Now he's formed Air Sports International. ASI has "acquired the Delta Wing product line with the rights to produce any and all products" of the former company. "For now, we have concentrated on the Dream line, especially the 220 tandem glider," says Blevins. He adds, "We are also doing testing at this time on a new glider line." ••• ASI plans a full line, and is presently building the

X'Stremair harness, designed by Italian Vanni Accattoli. A backframe harness, the X'Stremair has single suspension point that moves for in-flight adjustment and for landing ease. It uses adjustable leg and shoulder straps for a personalized fit. Price is set at $625 with numerous options available. Blevins has written to all prior Delta Wing dealerships hoping to reactivate them. ASI can be reached by calling 619/4574454 or writing to 10343 Roselle St #9, San Diego CA 92121 (only 5 min from Torrey Pines) . •, • The Dream may be back, but former righthand man Briggs Christie is leaving Pacific Airwave. Says prez Ken Brown, " ... these will be some major shoes to fill, but I will do it." At least initially, this will cause Brown's road trips to be of shorter duration and his participation in competitions will decrease. He'll be seeking new competition talents; if you're one, he says, "Send your resume in now!" The company has also seen several employees rise within the ranks, so Brown and PacAir continue to have a good infrastructure. PacAir's business remains strong and their March Dealer Newsletter encouraged slot booking (a PacAir business trademark) to assure timely deliveries. ··· PacAir has received certification on their 11 Meter Pulse, complementing the 10 Meter announced earlier. The 11 Meter ship has a 33.5 foot span, 189 squares, weighs 58 pounds, and fits pilots of 160-250 pounds. The are hard at work on a 9 Meter size and expect a spring release. Brown says, "After five successful years of the Vision Mk IV ... we had a difficult time topping it." But response back from early recipients on the "new Vision" has been very positive. •••To wrap up, a worthy mention involves the USHGA Instructorr a newsletter aimed at information sharing and standardization. The 16-page first issue is out, edited by the very talented Greg Shaw. It features articles by such HG luminaries as Dennis Pagen, Mike Robertson, Ken de Russy, Jerry Forburger, and several other of our sport's important names. Longtime school operator, Pat Denevan is Forum Coordinator •·• Outta room. Got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call or fax: 612/450-0930. THANKS!

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MAY 1992

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.

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• 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.

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