USHGA Hang Gliding August 1992

August 1992 $3.95

Congratu(ations to a(( tfie members of the 'United States 'Team for tlieir first p(ace finish in tlie 1992 Owens Va((ey Pre-Wor(ds Competition

Cliris Ylrai 'Tony ~arton 'J\&,fson J{owe ~rad 'l(pji Jim Lee Larry 'Tudor

Kari Castle did when she became the first woman pilot in history to fly more than 200 miles on a hang glider. Larry Tudor did when he became the first hang glider pilot ever to fly more than 300 miles. Jim Lee, Randy Haney, Chris Arai , Judy Leden and other world class pilots do when they compete , or fly for world records .

But more important than that, thousands of pilots all over the world count on us every time they fly , and for good reasons .

Performance Wills Wing gliders have set the performance standard at every level of flying for nearly twenty years. The unmatched competition and world record performance of the HP AT series is well known throughout the world , but Wills Wing also pioneered , and continues to specialize in providing accessible performance to the non competition pilot.The Wills Wing Spectrum - designed to provide true high performance to the advanced entry level and intermediate recreational pilot - has demonstrated 100 mile plus cross country performance. The Wills Wing Super Sport, our latest in a long line of high performance gliders that are easy and

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fun to fly , provides advanced intermediate and expert level pilots with the performance they need to achieve their personal flying goals, while retaining the simple joy of flight that brought you to hang gliding in the first place .

Service If you purchased a glider in 1978, you might have done so from any one of eighteen U.S. manufacturers in business at that time.

Today your choices are considerably more limited. But if you had purchased that glider from Wills Wing , you could still call us on the phone today and talk to the person who designed your glider.

Other manufacturers have talked about having "the best service in the world" or "being in it for the long haul." And that's fine , talk is great, but the fact is that only one manufacturer has continuously provided consistent service to the hang gliding community for nearly twenty years - Wills Wing. Most Wills Wing pilots today are on their th ird or fourth Wills Wing glider; some are on the ninth or tenth. Product loyalty like that results from one thing - consistent, dependable service. We want to build your next glider.

LU~

Nti

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INSURANCE INFORMATION The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a 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. Propenies, Canada, and overseas while on USHGA approved business. *Fomp pjl)'IDCIIII m111t 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

(Ol,'92)

Volume 22

CONTENTS

Issue No. 8

(USPS O17-970-20)

Features

Columns

16 Champions - Part II Eric Raymond

9

Accident Reports

by Doug Hildreth Watching out for spectators. Report on a basetube failure by Ken Stumpe.

© by Lany Walsh Conquering the unknown.

23 Site Report: Trancas, California

15 USHGA Reports

by Dean Leyerle Page 16

© by Rob Richardson

A hang gliding meet from a non-pilot's perspective.

A little-known site near Malibu, CA.

22 Tow Lines

26 The Drones Are Coming

by Bud Brown Towing miscellany.

by Mark Kroot

44 Competition Corner

Some speculation on thermal-finding synthetic birds.

Region 1 Championships, by Davis Straub.

Region 9 Regionals, by Pete Lehmann

29 Finally! 100 Miles In The East

63 Product Lines

article and photos by Jim Rowan

by Dan Johnson

A long-beld dream realized.

Wills Wing and PacAir news, help from the NAA, TIT and Telluride.

35 The Windividua) Part II © by Michael Robertson More insights into the Robe1tson Charts of Reliability.

38 Bungee Jumping For Hang Glider Pilots

by Erik Fair A short Oight without a glider.

40 Miller, AZ & Dry Canyon, NM Fly-Ins

by Mark Sawyer Fun flying in the Southwest.

47 Getting Guated Out

by Davis Straub and Belinda Boulter An adventure in Guatemala.

AUGUST 1992

Page 40 COVER: Kari Castle near Crowley Lake. CA. Photo

by Kari Castle.

CENTERSPREAD: Judy Leden over Merthyr Tydfil. South Wales. Photo by Judy Leden.

DISCLAIMER OF WARRANTIES IN PUBLJCATIONS: The material presented here is published as part of an information 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.

Copy right© 1992 Unjted States Haug Gliding Association, Inc. All rights reserved to Hang Gliding and individual contributors.

Departments 7 10 12 14 50 53 61 61

Airmail Update Far-Flung Flights Calendar of Events Ratings Classified Advertising Index to Advertisers Stolen Wings

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For more rmation about these UP gliders, future projects and the name of the dealer near you call:

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Phoenix $62,700 Trend

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

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

USHGA Officers and Executive Committee: Gregg Lawless, President Paul Voight, Vice President Russ Locke, Secretary Dan Johnson, Treasurer

REGION 1:Gene Mallhews. REGION 2: Lynda Nelson, Russ Locke, Connie Bowen. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Mark Mocha, Glen Nicolet. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Rod Hauser. REGION 8: Randy Adams. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Matt Taber, Rick Jacob. REGION11: Jeff Hunt. REGION 12: Paul Voight, Paul Riker!. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Lisa Tate, Jim Zeiset, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Terry Reynolds. EX-OFFICIO DIRECTOR: Art Greenfield (NAA).

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 FA I-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 lo contribute articles, photos, and illustrations concerning hang gliding activities.

If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050.

HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417.

Second-class postage is paid at Colorado Springs, CO and at additional mailing offices.

POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300.

The USHGA is a member-controlled 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.

AUGUST 1992

Volume 22, Issue No. 8

AIRMAIL More Towing Info Dear Editor, I greatly appreciated the three towing articles in the June issue of Hang Gliding written by Buel Brown, G.W. Meadows and Paul Voight. They drove home certain points which I and other procrastinating tow pilots needed to hear. Some of these points are listed below. l) Contrary to popular perception, platform towing is not the only form of towing being practiced today. Aerotowing, in particular, is alive and well. And other forms of towing, from pop starts over the water to static lines and stationary winches over Janel, are being pursued actively. It is good to know that USHGA is interested in and concerned about all of these forms of towing.

2) The USHGA Towing Committee has not adopted a know-it-all attitude, but is actively seeking input from everyone in the towing community. Furthermore, whether one wants it or not, some type of official towing guidelines are going to be established ~ and very soon.

Therefore, the time for dialogue is NOW! Anyone wishing to impact those guidelines had better begin communicating immediately. I, for one, plan to contact the committee and express my views. Let me encourage others to do the same.

3) Even though towing guidelines and proficiency rules are important, the simple fact remains that more pilots read Hang Gliding magazine than will ever read any such official publications. Therefore, it is important that letters and articles continue to be published regularly about safe towing techniques and practices. I, for one, plan to help in this effort by submitting more such letters and articles in the future than I have in the recent past. Let me encourage others to do the same.

4) Many of today's pilots are unaware of the historical development of safe towing as documented in the 47 issues of the Skyting newsletter (published over a period of five years beginning in October 1981 ). A complete set of these newsletters can be obtained by sending $50.00 to Skyting, 315 N. Wanda, Kingsville, TX 78363.

Donnell Hewett Kingsville, TX Donnell Hewett is a physicist and the originator of the center-of mass towing concept, which rero/Wionized the towing of hang gliders in the '80's.-Ed.

Aerotow Advice From The Sailplane World Dear Editor, I've just read G.W. Meadows article "Aerotowing" (June '92) and found it most interesting since I've made 3,000+ tows of sailplanes and l 'm also a sailplane pilot with 650+ flights.

Unfortunately, Sky Soaring airport at Fremont, California is no longer in operation and I must look elsewhere to fly, hence my renewed interest in hang gliding.

Some comments on Mr. Meadows article are in order.

Sailplane pilots are advised to not chase the tow plane but maintain the same pitch when encountering a thermal (lift/sink) because the sailplane will also rise or fall after a two-second delay and automatically be in proper tow position. To instantly react to the tow plane's rise or fall will greatly increase the work load of the glider pilot and could lead to oscillations.

Another technique used by sailplane/tow pilots that may prove valuable to hang gliders under tow is the separation procedure. If a tug upon separation makes a sharp turn and the glider turns in the same direction, there is the real possibility that the glider will catch up with the tow rope and become entangled. It's standard procedure for a sailplane to turn right and climb while the tug turns left and descends upon separation.

There are other practices employed by sailplane pilots that have been developed over the years, such as emergency procedures and signals while under tow that hang gliders might benefit from.

Last, where can I get information about the modified Dragonfly, such as availability and costs?

Larry Kinsey Fremont, CA Dan Johnson has offered to write m1 in-depth article on the tug mentioned, which presumably will include this infonnation.-Ed.

Air Density Dear Editor, An article published in the May issue of Hang Gliding contained a misconception that is common among non-pilots but should be well known to pilots. In his article comparing the flying sites at Dunlap, Tennessee and Lakeview, Oregon, author Rodger Hoyt states that,

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AIRMAIL "Dunlap's greater humidity and atmospheric density result in more substantive air and easier, safer takeoffs."

While it is true that "more substantive," i.e. denser, air will provide more lift, making takeoffs easier and safer, it is absolutely incorrect to imply that higher humidity results in more substantive air. In fact, higher humidity has just the opposite effect. Given equal temperature and atmospheric pressure, an air mass with a higher humidity will have a lower density. This point is counter-intuitive and has caused many a student pilot to miss a question on his written exam.

In general, drier, cooler air is more user friendly where lift is desired. Watch out for warm, moist air - the kind of air that is probably quite common in Dunlap, Tennessee.

The interplay of temperature, atmospheric pressure and humidity, could result in clays where the air density on the 1,500' launch at Dunlap could be lower than that on the 3,000' launch at Lakeview.

Andrew Berman Flagstaff, AZ

More Oxygen Info Dear Editor, I would like to thank Dennis Pagen for another informative contribution to Hang Gliding. He deserves an enormous amount of credit for his devotion to educating all of us.

However, I would like to clarify some issues in Dennis' article on the use of supplemental oxygen. BFD you say? It is if you fly high!

I am a physician trained in both anesthesiology and critical care medicine. One of the more important aspects of my practice is to ensure adequate oxygen supply to the tissues. I have also been a pilot for 22 years and for the past 10 years have exclusively flown hang gliders and sailplanes.

At rest, adults breathe in at a rate of about 24 liters per minute, taking in around 0.5 liters during each inspiration. During exertion, these figures increase to 400-600 liters per minute and 4.8 liters, respectively. A supplemental oxygen flow rate of one liter per minute without a reservoir is greatly diluted by entrainment of ambient air, 'especially at altitude where hypoxia and the excitement of a possible big X-C cause you to breathe even harder.

About rebreathing: don't. Rebreathing by definition means you are diluting any oxygen in a reservoir with exhalational gases which are purely detrimental to your goal of achieving improved tissue oxygenation at altitude.

Reservoirs are a great idea but should be nonrebreathing, collapsible units, filled with 100%

8

oxygen and refilling during exhalation with the same by virtue of a one-way valve. Even with these there is substantial ambient air entrainment. If you are exhaling enough "unused oxygen" to be helpful on the next breath, you are either getting too high a concentration (unlikely) or don't need it in the first place.

More importantly, some of the so-called reservoirs appear to be very small (50-100 ml or less) and are non-collapsible. It defies the laws of physics that you could breath back into this device while there is constant outward flow, no matter how low. As stated above, you shouldn't want to anyway. Furthermore, for similar reasons, there is no way to temporarily increase flow out of the device no matter how forcefully you inhale. Try sealing your lips around a soda bottle and sucking the contents out without venting the bottle.

The good news is that, due to the sigmoidal shape of the oxyhemoglobin dissociation curve (seriously!), small amounts of supplemental oxygen do cause larger increases in oxygen content of the blood at higher altitudes. This should not be interpreted to mean though, that these small amounts are always sufficient. The take-home message is this: With a nonpressurized system, the higher you fly the more supplemental oxygen you will need and will wilize, period. As far as I'm concerned, if you 're at altitude and are more woniecl about "misering" your oxygen than you are about your brain function then you 're already hypoxic.

One last word of advice. If you have no temperature receptors in your toes and plan to fly a lot at very high altitudes (e.g., Owens, Telluride, etc.), you should seriously consider a diluter-demand system. The weight is not substantially different and the cost will be made up for by buying fewer cases of aspirin for your post-flight headaches. Besides, they look really intimidating to the other pilots you're thermaling with.

Casey Lenox, M.D. Baltimore, MD

Biggest Fly-In Dear Editor, In the April "Lakeview Fly-In" article, Dave Baleria asked for anyone to challenge his statement that the 165-pilot registration total could possibly be a new all-time national record for a hang gliding event. I'm not claiming any records, but I did finally drag an old paper sack full of Heavener Runestone Hang Gliding Association (HRH GA) records down out of the attic, and took a look at registration records for the 1977 U.S. Nationals and Fly-In held at Heavener, Oklahoma, I 5 years ago.

Two hundred nine pilots registered for this event (97 competition pilots at $35 each, and 112 "fly-in only" participants at $10 each). This does not include 25 pilots who paid for $5 temporary HRHGA memberships to fly the week before the event, or many of the 121 full HRHGA members and other visiting pilots who dodged the crowd and flew other area sites during the event.

Heavener has since been the site of many memorable flights, and today still remains open and active, although not at nearly the level seen in the late 70's.

Roy Mahoney Poteau, OK

Thanks Deserved Dear Editor, Sometimes you see things that make you stand up and take notice. The new ramp at the popular flying site in Dunlap, California (near Fresno) is just one of those neat things. I understand Rod Chen from the Bay Area, and several volunteer pilots (including a good number of paraglider pilots) were responsible for the work. I also understand that a number of shops and clubs (and maybe a few single contributions) made the funds available for the project. These guys deserve something more than a big THANK YOU, but I don't know what else to say. I only hope they have a good feeling about what they did and that others will also give them the compliments and gratitude they deserve.

Mike Badley Sacramento, CA

Mexico Business Offer Clarification Dear Editor, Gaviotas Corp. and Steve Spina have solicited stock sales from USHGA members for an operation in Cancun, Mexico. Included in this offer was a letter signed by me, Jeff Hunt, with various titles attached to my name. I was not asked to have this included in a bulk mailing for selling stock. The purpose of this letter was to assist Mr. Spina with an immediate prospect in February. It was not intended to endorse stock sales to USHGA members and will not be used in further offerings.

Jeff Hunt Austin, TX

HANG GLIDING

ACCIDENT REPORTS

by USHGA Accident Review Chairman Doug Hildreth Event: "An elderly couple was standing on the far side of the landing area watching us students make practice flights. We would launch, ground skim down into the landing zone. and land in the center of the field. After observing several landings, all nearly in the same place, the couple walked across the far edge of the landing zone, well beyond where we had been touching down.

"I launched, seemed to gain more ground clearance than on previous flights, and was turned to the left. I tried to conect but the glider was slow to respond. My glide extended much fm1her than all previous flights.

"The man moved fairly quickly to one side, but she was slow to respond, and she was knocked to the ground by the side flying wire. She was unconscious for a few seconds, had bumps and bruises, and was taken to the hospital for evaluation."

Comment: A flight being extended by a wind gust up a training hill, or from flying into a thermal, is a fairly common experience.

Early in our training we have little control over this unexpected and unfamiliar event.

Both the gust and the thermal tend to result in decreased airspeed, and the pilot may contribute by allowing the control bar to ease out as he finds himself higher than is comfortable.

A turn is almost invariably associated with this lowering of airspeed, whether or not a true stall results (it usually does) or whether or not an incipient stall is recognized (usually it is not).

It can be argued that the tandem student pilot is aware of the risks involved in hang gliding. It cannot be so argued for the casual observer. We must be very careful not to injure innocent bystanders.

Senior citizens cannot move very fast.

Elderly folks are very fragile and it takes very little to break them. A 10-year-old would think to fall down to escape being hit. A 70year-old would not consider that as an option, and even if she did, she just couldn't move that fast.

Although the training hill is the specific example here, it is just as true for advanced pilots. Overshoot the small LZ and see the AUGUST 1992

spectators scatter. Funny, huh? How about the guy who landed on that van last year?

Beware of spectators closing in on the gliders as they prepare to launch. Cliff-top skimming when anyone is standing or walking there is unacceptable. It is up to us as pilots to be responsible for the safety of our spectators. If we are not sure exactly where we will encl up touching down, how can a wuffo know?

Event: Novice pilot was on his seventh mountain flight. He had a good launch and was flying clown the ridge in search of lift.

An experienced pilot was on launch watching the flight and talking to him over the radio.

When the pilot hit some lift, the experienced pilot radioed "turn right, turn right!" The pilot was unable to successfully complete the turn close to the ridge, hit the tree tops, and fell to the ground sustaining fractures.

"I knew better than to try to make the turn and stay in the lift when I was so close to the trees, but the experienced pilot 'talked me into it.' I should have listened to myself instead."

Comment: Experienced pilots: It's hard to judge the exact position of a glider. Sometimes it is a little higher or lower than we think. Sometimes it is a little closer than it seems from our vantage point. It's also very hard to remember the insecurity and lack of confidence new pilots feel, to remember that they do not have the skills and cannot do some of the things we take for granted (even if they are not scared to death). We must remember how much influence we can have on them. We could fly some of them into the hill if we wanted to.

Student pilots: All of the input you receive is in the form of advice and recommendation. YOU are responsible for what you decide to do. We all know that you need help, and that you rely on our experience. But don't ever let anyone talk you into something you know isn't right, that you 're not sure of, or that doesn't feel right, unless there is a giant margin for error. You know your skills, abilities and mental state better than anyone else. Don't ever forget it.•

Basetube Failure

by Ken Stumpe, Safety Officer, Southern Arizona Hang Gliding Association, USHGA Chapter One Event: Basetube failure. A thin-walled, foam-covered, speedbar-type basetube collapsed at inner bend upon landing after aggressive flare resulted in basetube dropping onto pilot's thigh. This was rep011eclly not a hard impact (left no bruises, etc.) and the pilot was utterly amazed that the basetube had broken. The glider was a high-performance type approximately one year old, and had always been equipped with 7" diameter pneumatic wheels placed 3" from either encl.

Most Probable Theory: The basetube had been previously damaged on a hard landing earlier in the season, partially collapsing the tubing, but was undetectable due to factoryinstalled foam covering over bends.

A basetube is under tension, and because of its shape a speedbar type will have bending moments induced in it both while flying or on hard landings. The use of wheels may even have a negative impact in that they would cause a small bending moment in the bar whenever loaded. The bends in a speedbartype basetube are initially fatigued by the factory bending process, and the aluminum will only stand up to a limited number of subsequent bends or stresses. In addition, such factory bends in tubing may somewhat flatten or oval the tubing depending on the tube bender tooling and the method in which it is used. Thus the bends in a speeclbar are a potential weak or failure point and covering them with foam makes early detection of damage difficult.

Conclusion: Consider removing that nifty foam from your basetube, or be forever paranoid about the condition of what lies beneath. Think about it. It is the only bent tubing on your glider, and because of the foam, the only uninspectable tubing on your glider. Installation of an internal safety cable would also be an option if you can't part with your foam.•

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UPDATE Fall USHGA BOD Meeting Agenda Items It's that time again. Your agenda suggestions for the Oct. USHGA Board of Directors meeting are needed. If you have a hot topic, an old favorite subject, or simply want to throw in a "what if' item, let's hear from you. Dead! ine is Aug. 31, 1992.

Ascent Of Woman USHGA Headquarters played a visual role at the recent Women's Sports Federation Conference in Denver, CO. A display booth featuring brochures, posters, Hang Gliding magazines, banners, hang gliding videos, USHGA calendars and other public relations materials attracted many participants.

USHGA's colorful display directed attention to the sport of hang gliding. Headquarters staff members P.J. More and Dean Leyerle, and pilots John West (Kelly West's husband) and Linda Yocum were on site to supply information about hang gliding and answer participants' questions.

Women's World Team & Awards Deadlines Those women who wish to be considerect for the 1993 Women's World Team must submit resumes of competition experience by the Oct. USHGA Board of Directors meeting. Nominations for 1993 USHGA awards are also due by the Oct. BOD meeting. For more information contact Jan Johnson (908) 928-8370.

HG Center Drogue Chute New from the Hang Gliding Center is an in-flight deployable drogue chute. Based on the developmental efforts of Mike Sandlin (see Mike's article in the February 1992 issue of Hang Gliding), John Ryan has brought a workable system to the commercial market.

The primary purpose of a drogue chute is to better enable pilots to land in restricted landing areas. The drogue chute provides

10

straight-line glide control without the normal amount of excess energy built up in a dive. In addition, the chute helps eliminate most of the low altitude maneuvering that we see on final approaches.

During John's testing period he also began using the drogue chute as an instructional aid for new pilots. Under supervised conditions he found that he was able to safely turn current state-of-the-art intermediate gliders into first-day trainers. John believes that this simple add-on device could be a revolutionary training aid.

The drogue chute comes as a kit that is easily installed on most gliders within 45 minutes. The kit comes with simple installation and use instructions, and all the hardware required. Introductory price is $89.95. For more information contact: John Ryan at the Hang Gliding Center in San Diego, phone (619) 450-9008. Dealer inquiries are welcome.

BRS "Saves" Magazine Editor - Service Notice sourn ST. PAUL, MN - Ballistic Recovery Systems is proud to announce that its product recently saved U.S. Aviator publisher and editor, Jim Campbell.

Campbell is well known for his prolific writing on a variety of aero subjects.

While flying an older Avenger ultralight equipped with an experimental radial engine, a teleflex cable broke, apparently jamming the elevator in the down position. Campbell was able to stabilize the craft briefly by rolling inverted, but judged the control to be poor enough that a safe landing was impossible. The engine was not a factor in the emergency.

Campbell deployed the older BRS-3 generation parachute system which had been installed by the engine developer. "The opening was surprisingly fast," reported Campbell in a grateful phone call to BRS founder, Boris Popov. "Touchdown was soft enough that the aircraft sustained only minor damage," he added.

Although BRS is pleased to add another name - famous or otherwise - to its growing roster of saved pilots, the company wants to encourage all owners of older systems to seek update services when needed.

"A BRS-3 system is now one generation old and all these systems have exceeded their service lives," says repair specialist, Greg Williams. "We want pilots to be able to depend on these units to save them if the need arises, and that's only possible if the units are given the proper maintenance," continued Williams.

BRS units manufactured before April 15, 1992 require service on their ballistic devices after four years. This includes all BRS-1, -2, and -3 generation models plus most of the newer BRS-4 rocket models.

Units manufactured after April 15, 1992 have six-year service lives. Service life of the parachute canopy varies depending on the method of packing. Pressure-packed canopies have longer service lives then "soft" packed systems. The date of manufacture can be found on the unit, in more recent years on a silver data plate. Pilots unable to determine this date may contact the factory for advice.

BRS is the world leader in emergency parachute systems intended to "save" the pilot (and passenger) along with the aircraft.

Since BRS began in 1981, nearly 10,000 sales have been made worldwide, and customer usage has resulted in the saving of 56 lives, the company's most satisfying achievement.

BRS is a publicly-owned stock company based in South St. Paul, Minnesota. Contact: BRS Incorporated, Fleming Field, 1845-NR Henry A venue, South St. Paul, MN 55075 (612) 457-7491, FAX (612) 457-8651.

Nationals Update The weather gods have been cornered and a contract has been signed promising the best weather conditions possible for the 1992 U.S. Nationals, Sept. 5-12, 1992 in Tellmide, Colorado. Pilots from all regions are welcome to participate in this final major competition of the '92 soaring season.

Planning and organization have proceeded smoothly, and the stage is set for what promises to be the most enjoyable contest the U.S. has to offer this summer. If you have never experienced the awesome flying and hospitality Telluride has to offer, this is a great opportunity to come and check out the beautiful San Juan Mountains and get a big flying fix before the winter sets in.

Several successful past contests in Telluride HANG GLIDING

UPDATE have given the organizers the practical experience necessary to hold a quality, topnotch event. Paradox, CO will be the alternate site if the gods decide to welch on their contract.

The world-class resort town of Telluride is a fantastic place to bring the family and non-flying friends, since it has every amenity imaginable. Horseback riding, jeeping on the old mining roads, fishing, cycling, hiking and exploring the surrounding area are a few of the "other" things to do in Telluride. Many excellent restaurants, shops, art galleries, bars, movie theaters and live entertainment provide for an interesting night life. Whether you fly for fun or are pumped to win, please come join us for what promises to be the best event of the competition season!

Contact: Nick Kennedy (303) 728-3905.

Solar Wings Rumour Fever 12m2

Solar Wings, of England, introduces its Rumour Fever 12m2. The new glider is designed for the smaller pilot. The frame is made from 18 SWG tubing instead of 17 SWG, the leading edge design is completely new, and the uprights and basetube are 100 mm shorter than nonnal. According to the manufacturer both ground handling and inflight handling are light and easy.

The glider spmts a sai 1 area of 131 sq. ft. with 92% double slllface. Pilot weight range is I 05-154 lbs. The manufacturer claims that the Fever's performance is on a par with other modern gliders.

The Fever 12m2 is certified by the British Hang Gliding Association and is undergoing Gennan DHV Gutesiegl ce1tification. Contact: Solar Wings, 56 George Lane, Marlborough, Wiltshire SN8 4BY England, Tel. 0672-515066, FAX 0672514492 AUGUST 1992

Hobbs, New Mexico Update The Rio Grande Soaring Assn. of Alamogordo, New Mexico, recently leased some land at the HIAP (Hobbs Industrial Air Park) to allow hang gliding at the facility. If you are interested in flying there you must contact Curt Graham, #70 Avenida de Vista, Roswell, NM (505) 623-1261 to find out about site protocol. An aircraft-band radio is required for the tow vehicle, and your tow vehicle must be on a list submitted by Curt or you will be considered to be trespassing. Also required is a Hobbs Tow Pass issued by Clllt.

Air Show Tow South Carolina's flatlanders peering skyward noticed glistening hang gliders towing up from a 10,000-foot runway at Shawfest '92, an air show hosted by Shaw Air Force Base. The crowd roared as the pilots began climbing effortlessly and demonstrating flying skills, followed by two flawless landings which brought even more cheers.

Incorporated with our spectacular towing event were the Thunderbirds aerial demonstration team, the Golden Knights skydiving team, and many static display aircraft including the impressive F-117 Stealth Fighter.

Countless people ventured to the USHGA display booth which overflowed with pamphlets and posters provided by our flying organization (THANKS USHGA!).

Several gliders, a tow rig and the venerable Windsok display (THANKS Bruce and Tina!) developed into the main attraction at the indoor vendors' display area. South Carolina pilots John Garland, Freel Keith, and Mike Krailo not only set up their gliders knowing they wouldn't fly, but also answered the endless traditional questions for eight hours.

Hang gliding became part of the air show's itinerary through determination, extensive coordination, and polished presentations of USHGA pilots Alan Paylor and Shawn Locklear. Both are stationed with the Air Force at Shaw AFB. Lookout Mountain Flight Park was the mainstay of our endeavor by donating the use of their trailer tow system (THANKS Mat and Christian!). Extra safety measures and

advice from Bill, Bubba and others strengthened our performance and we especially thank you folks. You're contributions were immeasurable and we're grateful beyond words.

We anxiously await next year's event. ~by Alan Paylor and Sha\\'n Locklear

Guadalupe Sand Dunes Update We are happy to report that our club has secured flying privileges again at Guadalupe Sand Dunes. After negotiating with the property owner, The Nature Conservancy, Guadalupe Sand Dunes will be opened September l, 1992. The following restrictions will apply: I) The site is open to all intermediate and advanced pilots with a cunent USHGA membership, or current Class I paragliding rating and current APA membership. 2) Non-rated paraglicler pilots and beginner and novice hang glider pilots may only fly under supervision of a chapterapproved instructor. 3) No clogs or fourwheel-clrive vehicles will be allowed past the elate. 4) To ensure that all pilots are familiar with the site regulations, a sticker program will be in effect September 1, 1992. Pilots will be asked to show their stickers to Nature Conservancy officials at the site entrance.

Stickers are available from Santa Barbara Hang Gliding and Paragliding Center, 29 State Street, Santa Barbara, CA 93101. The fee is $20.00 per year to cover insurance and regulatory costs.

Central America Hang Gliding Safari John Olson of Safari Sky Tours will be hosting a hang gliding safari to Central America this winter. For $10 he offers a promotional video that shows you all about mid-winter tropical flying. The video was professionally produced by Paul Hamilton of Adventure Video. Contact: John Olson/Safari Sky Tours, Box 581, Crystal Bay, NV 89402.

Be sure to include return address.

11

UPDATE Sandia Classic

New Rules At Mt. Elden

The Meet Heads would like to thank all who were involved with and participated in the 1992 Sandia Classic. This year's meet attracted 57 pilots with five countries represented. We vow to continue our innovative and progressive approach to toplevel hang gliding competition. We would also like to thank our corporate sponsors: Miller Beer, Smiths, Dean Witter, AirWear Harnesses, Tri-Gas, Goody's, Metro Mobil, 95 Rock, UP America and Wills Wing.

Special thanks to the FAA and the National Forest Service.

New rules are in effect at the Mt. Elden flying site in Flagstaff, Arizona. The site is now regulated. In an agreement with the City of Flagstaff and the Northern Arizona Soaring Association (NASA, the local hang gliding club), the following rules are presently in effect. You must comply with the following four rules in order to fly Mt. Elden.

1) You must be a USHGA member to fly.

2) Two hours prior to flight, you must contact the Air Traffic Control Towers

World's Smallest Wind Speed Indicator

Far-Flung Fantastic Flights #4 Just-For-Fun Flights Around 50 Miles Pilot: Bill Arras Date: May 5, 1992 From: Pint Mtn., OR NE of Brothers To: Distance: 38 miles GZ 155 Glider: Pilot achieved a very high altitude on this flight ofover 17,900' for a new Oregon altitude record!

Now you can calculate wind speed and wind chill with this new W-10 wind speed indicator. Measuring only 2-1/8" in diameter by 3/4" in thickness, the device is precision engineered, manufactured in Germany, and is the world's smallest wind speed indicator.

Made of heavy-duty plastic and equipped with a lanyard, the W-10 will provide years of dependable service.

Just hold it up to the wind and read the indicator dial. Full instructions are provided in five different languages. The W-10 measures wind speed up to 10 Beaufort as well as in miles per hour, knots, and meters per second.

All moving parts are protected within the waterproof case. The device was designed for sailors, windsurfers, hang glider pilots and model airplane enthusiasts. Price $29.95 plus $3.50 S&H. Contact: K.D. Industries, P.O. Box 263, Dept. AE, Lakeview, AR 72642.

Allow 4-6 weeks for delivery. Wholesale prices, color displays and circulars available upon request.

12

(ATCT). Flight information such as estimated launch, duration of flight in and around Flagstaff, and number of pilots must be conveyed. The number for Flagstaff ATCT is (602) 774-7435.

3) When flying over Flagstaff Airport northeast corridor, maintain a minimum altitude of 10,000' MSL. 4) When landing within the Flagstaff City limits use only the designated landing area at Buffalo Park. This is the eastern-most section of the park.

Please help us keep Mt. Elden open for hang gliding. For further infmmation, please

Pilots: Tom Larson & Craig Pirazzi Date: June 20, 1992 From: Telluride, CO To: Naturita, CO Distance: 34 miles Gliders: Moyes XS & Axis 15 These pilots, reaching altitudes over 20,000' in Telluride's FAA-exempt "soaring box," flew directly west over uncharted terrain and flew the furthest west anyone has gone from this site.

Pilot: Ralph Karsten June 13, 1992 Date: From: Arkansaw, WI tow road To: Pepin, WI Max Altitude: 9,520' AGL Glider: Sensor 510C An exceptional altitude was attained for this time of year in the Midwest.

Pilot: Date: From:

Steven Bland May 24, 1992 Laurinburg/Maxton Airport, NC

To: Hwy. 74, Acme, NC Distance: 70 miles Max Altitude: 9,500' Time Aloft: 4:15 Glider: WW HP AT This is simply a fantastic flight for the flatlands of North Carolina.

Just-For-Fun Flights Around 100 Miles Pilot: Bill Arras May 15, 1992 Date: From: Pine Mtn., OR To: Crane, OR Distance: 122 miles Glider: GZ 155 Bill has, of this date, already accumulated over 450 miles, mostly without a driver. He reports that good hitchhiking conditions exist in the Central Oregon area, as he makes it home with his glider by thumb.

Pilot: Craig Pirazzi Date: June 28, 1992 Telluride, CO From: To: East of Monarch Pass Distance: 90 miles Van Type: Ford UP Axis 15 Glider: With this flight, heading to JZ's ranch (a longsought-after goal, with its fountain of rum and cokes), Craig now holds Telluride's local site distance records in all directions. •

HANG GLIDING

lnslructor Tom Webster, kft, set 11p a Wills Wing glider in front of Manteo Booksellers during the time Mrs. Wills was signing her book fligher Than Fag/es. Also pictured Bob Wills, Mrs. Wills, Francis Rogallo and Steve Brumfield. Maralys also stopped for

for a Maralys Wills book signing in Manteo, North Carolina reccn11y.

Organiza1 ion for the American Cup is progressing smoothly and wc arc now ready lo formalize entry procedures.

We had originally scheduled dates, but have rescheduled lhe event for February 5-14,JC)(Yl. This makes it the lasl

l I AIJClJST 1992

major competition of the Australian season and allows teams 10 spend Christmas at home.

We arc still negotiating for sponsorship but will be going ahead regardless of the outcome of those negotiations. If no sponsor· ship is obtained the total team entry foe will be AU $3,000. If we do obtain s11bstan1ial sponsorship the fees wi II be restricted lo the en I.ran ls' $1,000 deposit. l1 is exciting 10 sec the American Cup reemerging as the premier international learn event, and with your participation I am sure it will be an ongoing s11ecess. Contact: I 99'.l American Cup, P.O. Box 558, Tumut NSW Australia, phone/FAX 61 -(19"472888.

·-suhmitted by /011.larman

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.

Aug. 7-9: Region 4 Hang Gliding Championships, Paradox Valley, CO. USHGAsanctioned event. Trophies, great prizes, computerized scoring using the 1,000-point system. Free seminars each morning on X-C and competition strategies by nationally ranked pilots. $60 entry.

Contact: Colorado X-C Pilots Assn. (303) 728-3905.

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) 6613474 (before 9:00 PM) FAX -3436.

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.

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 towlaunch and must originate east of Mississippi.

Aug. 16-22: Solar Wings Rritish League Final, Laragne, France. Deadline May I, entry £50. Contact: Jim Bowyer, 2 Lion Ten-ace, Gilwern, Abergavenny, Gwent NP7 OBU England, tel. 0873-831667 FAX 0873831068.

Until Sept. 30: Lakeview, OR "HG Capital of the West" 1992 Umpteelllh Annual Fly-In. Lakeview Chamber offering a $100 monthly cash prize for longest X-C flight launched from a site listed in 1992 site guide, $200 for best cumulative X-C distance and $200 for longest X-C overall.

Contact: Lake County Chamber of Commerce, County Courthouse, Lakeview, OR 97630 (503) 947-6040.

Aug. 28-30: End-of-summer fun fly-in, Mt. Nebo State Park, Dardanelle, Ark. 1,200' site, two launches, camping sites, swimming pool, cabins available. USHGA membership required, Intermediate & Advanced. Contact: (501) 229-3655 or (501) 967-8813.

Aug. 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 Airshow, 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.

Sept. 5-7: 4th Annual Ellenville, NY Fun Meet, sponsored by the SNYHGPA. Four-man teams, cash prizes, trophies. Contact: Paul Voight (914) 744-3317.

Sept. 5-7: Labor Day Weekend Elsinore X-C Air Races. $75 entry, limit 50 pilots.

Portion of proceeds to benefit Elsinore Seniors Assn. 3/4 of entry fees awarded in cash to top 5 pilots. Contact: (714) 8979076.

Sept. 5-12: 1992 U.S. Nationals, Telluride, CO. All teams and individual pilots welcome.

Trophies for teams and top individuals. For accommodations call 1-800-233-9292.

Early registrants will be promptly sent rulebook, turnpoint and goal photos, local info and maps. Entry refundable until Sept.

1, includes awards banquet, unlimited oxygen, prizes, shirts and assorted parties.

Competitors are requested to provide their own 4WD transportation, if possible. 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. Ladies' truck up the hill and flying fun. 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.

Sept. 19-20: JCP. Contact: Pat or Curt at Sport Soaring Center, Minneapolis, MN (612) 557-0044.

Oct. 3-6: ICP. Contact: Pat Denevan, Mission Soaring Center (408) 262-2482 Milpitas, CA. Oct. 3-11: USHGA National Fly-In, Lookout Mountain Flight Park, near Chattanooga, TN. Mountain and thermal soaring (Novice and above), aerotowing to 3,000 feet, manufacturers' Demo Days, clinics and other activities, swimming pool, volleyball and camping in the LZ. Fun for the whole family. Contact: Lookout Mtn. Flight Park (706) 398-3541.

Oct. 8: Nat' 1meeting for USHGA Certified Instructors, prior to the USHGA BOD meeting. Contact: Pat Denevan (408) 2622482 Milpitas, CA. Oct. 9-11: USHGAfa/1 Board of Directors meeting, at Holiday Inn, Milpitas, CA. Open to the membership; come and bring an opinion. Contact: USHGA Headquarters (719) 632-8300.

Oct. 11-13: Aircraft Owners and Pilots Assn.

1992 Expo, Las Vegas Riviera Hotel.

Seminars, new products, banquet. Contact: Tom Korzeniowski (301) 695-2162.

Dec. 11-20: American Cup, Tumut, NSW Australia. International teams invited.

Contact: Ian Jarman, 143 Wynyard St., P.O. Box 558 Tumut, NSW 2720 Australia, tel. & FAX (069) 472888.

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) 9628999.

Aug. 3-9: Verbier International Open & PreWorld, France. International teams, 15 pilots/team. Contact: tel. 026/3 l 62 22 FAX 026/31 32 72.

14

HANG GLIDING

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

GONE

USHGA REPORTS

A Hang Gliding Meet From A Non-Pilot's Perspective

by D. Dean Leyerle USHGA Merchandise Services Well, off I go. A non-pilot on my way to my first hang gliding meet. I know what you're thinking, "How can you work at USHGA and not be a pilot?" Hey, I'm working on it! I get a lot of flack about it from everyone I talk to on the phone. But, anyway, on to the subject at hand.

The Sandia Classic is the meet in question here. I flew down to Albuquerque at the gracious invitation of Mark Macho, Regional Director for Region 4. The plan was to set up at the launch site, promote USHGA and sell some USHGA merchandise. It was a successful venture on both counts. I passed out a lot of posters and USHGA brochures.

I was extremely excited about the prospect of actually seeing gliders fly! I've seen all the videos, read the books and talked to pilots, but to actually witness the spectacle of a man flying attached to a glider! Well, let's just say il can't be adequately described in words. But, of course, all of you already know that.

I anived on Thursday night, June I I, after the meet had been going on for six days.

The final three days of the competition were at hand. They had to cancel the first two days and the last two clays of the competition clue to bad weather, but when I got there it was just beautiful! Not completely understanding the weather, it seemed to me like they should be able soar forever.

I was impressed by the reactions of the tourists, who were all gazing with awe at this extraordinary sight. Most of them didn't even know that a hang gliding meet was going on; they just happened to be in the right place at the right time. Everyone seemed genuinely

Aucusr 1992

interested in the meet, and in the sport in general. There were lots of questions about how the competition was run, how it was scored, how to get involved, etc.

I don't have an extensive knowledge of hang gliding, but from working at the Association I have amassed a great deal more information than the common man about the sport. Therefore, I got to sound impressive to all the tourists. I really had to enjoy that feeling while it lasted, because talking to the pilots at the top of the mountain and at meet headquarters made me feel like an idiot!

I didn't really know what to expect.

Seeing pictures of "gaggle flying" and actually watching 60 gliders fly in the same airspace are two very different things. The sight of all those gliders flying directly toward you is another thing that is completely indescribable. I was constantly wishing I had gotten into hang gliding about three or four years ago, so I could be up there with them!

I learned some of the fascinating history of the Sandia Soaring Association and the beautiful tramway soaring site from Mark, as well as from the meet organizers, Mike Gregg and Jeff Wolford. The soaring site, incidentally, is just fantastic! I can't think of how you could make a site any better. Everyone involved with the meet was just great. I actually got to meet most of the pilots, and match faces with some of the names I've heard and to some of the pilots I've talked to on the phone. It all just makes me more and more anxious to learn how to fly so I can be up there someday myself. Until then, I wish you all safe flying. I hope to soon see you in the sky!•

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~-----------!I 15

©1

16

by Larry Walsh

of you who did not have the luxury of making yom rirst flight with an instructor in a tandem glider know what it's like to conquer the unknown. You strapped yourself into a wing, and then you gazed down the hill while trying to remember everything your instructor told you.

"This is crazy," your brain longed lo say. Logic was taking over and attempting to talk you out of what you were about lo do. But to no avail.

The next thing you knew, your feet were moving, the adrenaline was pumping, the nose oft he glider popped up and you were ... flying?

Of course once you got past what you thought was the hard part, you were faced with a whole new set of unknowns: keeping the darn thing flying and under control. Let's sec. What clid he say? Push in? Pull out?

Then suddenly, before you'd had a chance f-1/\NC Gi.TDINC

lo rigurc that one out, you had yet another task before you. Landing the contraption wasn 'I going to be as easy as you thought. ·rheoutcome varied with cach ncw pilot. Somecrashcd to the right, some crashed lo the left, and some crashed straight ahead. A few of the lucky new pilots even landed on your feet. But all of you had one thing in common. You conquered the unknown.

In this part of the series we will talk to a man who has dedicated his life to asking the

question, "Whal if?" lie has made a career of conquering the: unknown. Sometimes he sul>ceeded, and oilier times he paid the painful price of failure. But even the failures were to become a successful part of his venture. This man is 1,:ric Raymond.

You may have read about Eric's latest endeavor in the nc;wspapers. I !is transcontincn· Lal flight across the United Stales in a solar powered ultralight made news that reached all parts of the globe.

The story begins, however, in Tacoma, Washington where Eric was born. llis father was an inventor-engineer working for Weyerhauser Corporation. Eric and his family moved to Santa Monica, California when his ratherehangcdjohs and went to wmk !'or H 11ghes Aircraft Company. Latc;r Eric's father started his own company in Massachuselts where F:ric says he really grew up.

Hang gliding was added to Eric's list or things to accomplish in 1974 when he Jaunchc;d a low kite; that would barely fly. "The only way

Roy AliG\IST 1992

The Sunseed after the vertical stabilizers were removed at Torrey Pines, California. Hob Trampenau of designed the original Sunseed.

I could get it lo fly was to ski ii off the hill," Eric said. This, of course, led Eric into the world ol' foot-lannched hang gliding, a world that would soon lake over his life.

When it cairn~ time lo enter college, Eric chose; a career in photography. His choice of schools led him to Rochester, New York. Eric deems this location to he the worst place in the country f'or hang gliding. /\f!er dedicating two years of his life lo school, he tired of the lack of

flies the TJP Arrow over Elsinore, California.

soaring opportunities in the area. Finally, he couldn't stand it any longer, and with little more than a hang glider and a van, Eric took off for Southern California.

Eric found himself giving hang gliding lessons in San Diego for Sid Goudy in the daytime, and washing dishes at night for Dennys Restaurant. The laller job, combined with the long boring hours stretching into the nighl, gave Eric plenty of time to think about a heller way to make a living. The purchase of a sewing machine would change Eric's life forever.

The sewing machine is an integral tool in the manufacturing of hang gliders and related equipment. With it, Eric could begin lo make all those lilllc changes to hang gliders thal he had envisioned so many times since he first e11co11n· tered the sport.

The seven previous years of experience building and f'lying RC's taught Eric that there was a tremendous future in the sport of' hang gliding. Fven though, al that time, the slale··Ot'·· the-art glider was little more than a standard, Eric sensed that people would be flying thc;rmals, going cross-·counlry, and doing loops in lhc not too-dislanlfuturc;. Forthetimc he kept his visions to himself'. But the future; would bring a new technological era which would take hang gliding to heights never hel'ore conceived. With that in mind, Eric plugged in his ma· chine and began to make modificalions to the slandarcl

I '7

ABOVE: Eric poses in front of the Sunseeker before taking off from Desert Center, CA. RIGHT:The Sunseckcrrisesabove the desolate at Desert Center. When altitude is the prop folds back and thr elt>ctric motor is shut down.

Eric had everything a pilot co11ld want now. A day job, a night job, a machine, and all the flying he could squeeze in between.

Eric says, "A day would not be complete with· out at least one fliglil." He flew even i r it was raining. As we will sec later, Eric was fasci· natcd the idea ol' being in competition only with the clements. Rain was just another elc· mcnt to deal with.

Eric had been exposed to sailplanes a! the early age of' sixteen, lrnt, in his own words, he wasn't very good at it and it didn't sport the luxury ol' flying with birds. Being out in the open was where it was at. In a sailplane you nre closed in.

Competition was on Eric's mind from the gale;. I le had envisioned acrobatic and distance competition well before their time. This vision oJ' the future gave Eric time to prepare early in his career f'orthc com pct ition to come."! wanted to be really good before I started to compete. So,

18

in my mind, I was always competing with everyone l f'lew with. I was always trying to get higher or go farther lhai1 someone else." This was Eric's secret way oJ'trnining !'or competition.

Eric finally entered his first mcel. Al the

'79 regionals he not only foll he was ready, he was convinced that he would walk away a winner. A thrcc·way tic was the final outcome, but he was a winner nevertheless.

Thal same year Eric won the lJ.S. Nation· I ! J\ NC: C Lf])[NC

als. And there was a question that set heavy on the minds of "the OLD guys," as Eric put it: "Where the hell did this guy come from?"

Where he came from didn't mat1978 ter. It was where Eric was going 1979 that counted. The journeymen 1979 competitors wrote the newcomer 1979 off as lucky. A wild fluke. They 1980 figured that he would learn to come 1980 up through the ranks like every1980 one else. They figured that he 1982 would learn to pay his dues. They 1982 figured wrong.

1983 In 1979, Eric took first place 1984 in the Great Race at Chattanooga, 1984 Tennessee. In 1980 he took the 1984 So. Cal. Championships. First 1985 place again. It was also in 1980 1987 that Eric set the world distance 1988 record in a home-built glider with 121 miles. Dubbed the Voyager, the 100-pound rigid wing was Eric's interpretation of a high perfom1ance blade wing. Equipped with oxygen and a barograph, Eric and his home-built ship would soar to new altitude gain records, prompting others to take a fresh look at the tenn "high performance."

In this sp011, competition is the mother of invention. Competitors are always modifying their equipment in order to get an edge on their opponents. But the equipment is only part of it.

Eric states: "To me, competition is the best high there is. It's a thrill. Not so much flying against the other pilots, but against nature. That's what soaring is all about. Pitting yourself against nature and maximizing what is available to you." It is for this reason that Eric thinks he is his own best opponent.

Eric doesn't see powered flying as a sport.

He says it's a little more like driving a car.

Soaring, on the other hand, Eric sees as "a dynamic, three dimensional, infinitely complex chess game with constantly changing circumstances." Being something you can never master, he sees soaring as quite a challenge.

Eric has a love affair going with the natttral beauty of soaring a hang glider. But as always, he wanted to see the performance improve. The question was, how to do this without taking away the beauty of open cockpit flight, while retaining the handling of a lower performance wing. Eric says he likes the low speeds involved in flying hang gliders. He likes to see the birds flying alongside his wing tip. In a sailplane you can hit a bird, and at those high speeds it can AUGUST 1992

same thing. The problem was that flex wing designs offered no way to maneuver out of this situation.

With the elevons that he had designed into the control system, 1st place, George Worthington L/D contest, San Diego Eric thought that it just might work.

1st place, So. Cal. Championships (three-way tie) It did work. Several times 1st place, U.S. National Championships it would work to the dismay of the 1st place, Great Race, Chattanooga, Tenn. onlookers. But the Sunseed had a 1st place, So. Cal. Championships built-in design flaw. It seems that 1st place, Owens Valley Open Cross-Country Contest without the rudders it had a tenWorld Open Distance Record, 121 miles dency to adverse yaw. Then, as a World Altitude Gain Record, 15,200 ft. result of the anheclral in the tips, it 1st place, League Team Meet would sideslip. This non-flying 1st place, World Aerobatic Championship position could even be reached 1st place, European Aerobatic Championship from straight and level flight given 1st place, World Aerobatic Championship the right conditions.

1st place, International X-C Contest in Argentina During a demonstration, 1st place, International X-C Contest in Venezuela Eric found himself in this precari2nd place, Yamaha Sky Grand Prix, Beppu, Japan ous position which ended in disas1st place, International X-C Contest in Venezuela ter and the destruction of the oddlooking ship. Eric also spent some time in the hospital mending his own wounds, which were serious but not deadly. even kill you. There would have to be a compromise somewhere between the low speed of a The Sunseecl was not going to be debuted at Telluride in 1981 as he had hoped. hang glider and the performance of a sailplane.

Somewhere in the middle, Eric dreamt of that That little setback dicln 't stop Eric from compromise. Four thousand days later this dream competing though. He went on to take first would become reality. place at the 1982 league meet, and another In the winter of 1980, he began his next victory at the '83 World Aerobatic Championattempt at the compromise. The Sunseecl, origiships in Telluride. In 1984 Eric strutted his stuff nally designed by BobTrampenau ofSeeclwings, at the European aerobatic championships with was an odd-looking machine that combined the yet another first place victory, and then returned rigid wing concept with a control system that home to walk away with the first place trophy at would again baffle the minds of many of his Telluride again in 1984. opponents. This new design also incorporated It is interesting to note that one of these diffusion or anhedral tips. The theory at the time victories was accomplished on a completely was to eliminate the rudders commonly seen on stock factory glider. It is especially interesting other rigid wings. This would reduce drag while because after Eric's consecutive wins in his improving handling and maneuvering capabilihome-built gliders, he was accused of having an ties. Because flex wings flew well without equipment advantage. When he continued to vertical stabilizers, Eric thought he could get win on a stock glider his opponents had nothing away with the idea if, in fact, he could achieve more on which to blame their losses. stability.

As we have discovered in the past, money is not the incentive for competition in hang After five months of testing with the rudders still attached, the result was a 75-mile-pergliding. As Eric puts it, "If you consider my hour ship. Eric didn't feel comfortable flying time and expenses in building a glider from scratch, and the amount of prize money inany faster because of potential rudder flutter.

Finally, one clay at Toney Pines, Eric volved, it's just not worth it. After all, $300 for removed the rudders. He found that he could winning the great race doesn't even cover travel now fly at speeds of up to 90 miles per hour. expenses, let alone the cost of building a glider."

After a little research on flying wing sailplanes, There is something else that provides the incenEric discovered that a man in Canada was tive for competition. successfully doing intentional forward tumbles Eric's loss of the Sunseecl was not the only at air shows. It occuned to Eric that although reason he started to compete on stock gliders. not self induced, flex wings were doing the You sec, because of complaints about equip-

Eric Raymond's Hang Gliding Competition Record

19

ment advantages, the USHGA decided to start an "Open Class" in which people like Eric could compete against each other. The problem was that all gliders entered had to be certified. At that time none of the rigid wings on the market were certified, and rigid wings were thus automatically disqualified. "Even though there were hundreds of rigid wings flying in the United States, the USHGA showed no interest in them," Eric said.

Even today there are many rigid wing designs being built and tested - the Odyssey and Klingberg wing just to name a couple. And hang glider pilots aren't the only ones popping up with new ideas. Aero-nuts all over are coming up with similar ideas as portrayed on the cover of a recent Popular Science issue which featured the SWIFT, yet another rigid wing.

With the help of Roy Haggard and Ultralight Products, the first real compromise came to be. It was christened the UP A1rnw, and this new design gave the pilot the luxury of footlaunched flight, the versatility of low flying speeds, and the performance of a high speed blade wing.

The idea actually came from working with Paul MacCready's company, Aerovironment.

Paul had built a solar powered airplane which flew 150 miles from France to England. This feat inspired Eric and Roy to come up with a poor man's sailplane. It had to be foot launched and built with relatively cheap materials. They contracted the designer of the Solar Challenger, Ray Morgan, to help on the project. "It was a very good machine for 1983, but the tooling was much too expensive to put it on the market.

And funny as it sounds, it didn't have the performance of modern flex wings.

With another rung on the ladder put behind him, Eric decided to go on a competition binge in Europe and South America, where he was lucky enough to meet his wife, Aida. The meeting took place on top of a hill in Venezuela during a cross-country contest. Although she was noncompetitive, Aida was fun-flying a Comet 135, and Eric was competing against the likes of Lany Tudor and J.C. Brown. This kept Eric "plenty busy."

On the first day of the meet Larry forgot to hook in. Eric describes the incident: "Larry pitched his glider off the hill. It flew around without a pilot for a couple of minutes and the crowd started to laugh. Then the glider turned back toward the hill, went into a dive, and crashed into another UP glider nose to nose.

Destroyed 'em both." Eric not only won the meet in 1985, but would go on to take second 20

place in the Yamaha Sky Grand Prix in Beppu, Japan in 1987. In 1988 he would return to Venezuela for a repeat performance, winning the International X-C contest for the second time.

After the firsttimein 1985, however,Eric's life would become complicated, so he took a job with Airwave England. He invited Aida to come along and she did. That summer they traveled on the continent and Eric happened to meet a German designer who had built the world's fastest man-powered airplane. Eric was invited to fly the 52-pound wonder and was astounded by the machine. It was stressed for an amazing three G's, which was unheard of in man-powered flight at the time. Eric was so impressed that he immediately decided that this was the configuration for his dream machine the solar-assisted ultralight.

It was in 1986 that Eric started working on the project of his dreams, but the money ran out very quickly. He started without sponsorship knowing that he couldn't finish, but hoping that he would get far enough into the design to attract some money.

When the job in England ran out, Eric decided to head back to the U.S. and continue work on the soar project. Once home, he started up his harness business again and used the profits to fund the project. Things were moving rather slowly so he began to target the Japanese for funding, the main reason being that they were the leading manufacturers of solar cells in the world.

Sanyo entered the scene when Eric persuaded a Japanese friend to help in his search for a sponsor. Although the money to finish the project was now in sight, Eric asked for no profit, so none was made. He was content with the idea of just seeing his dream become reality.

Originally, Eric proposed a rouncl-theworld flight in his aircraft. But it was beyond Sanyo's imagination to jump into such an undertaking so quickly, so they decided to start with a transcontinental flight across the United States. Eric agreed with the misconception that the solar cells would provide sufficient power for sustained flight. They did not.

The nicac! batteries, similar to the ones used in a flashlight, provided only enough power for takeoff and a climb-out. Then thermals would have to keep the ship in the air for at least the next 90 minutes while the solar cells recharged the batteries. The flight of the Sunseeker would in reality be a soaring flight, aided only during takeoff or when there was sufficient charge to get out of trouble.

Eric says that the aircraft he has now is a far cry from what is possible in an optimized design and a mass production environment. He calls his fledgling "a rickety home-built." However, it is proof of the concept that will someday lead to the production of a two-seat, user-friendly version.

The cost of solar cells is still prohibitive for it to be a solar-powered airplane. For this reason it will remain a solar-assisted sailplane.

"But," says Eric, "that keeps the sport aspect alive. If it's fully powered, you would still be just driving around in sky car - not a sport as I see it."

Eric intends to put his two-seat version into production by the encl of the century. It will appeal to anyone who likes to fly slowly in a soaring craft, and will cost just a fraction of what a sailplane does. Eric suspects that there will be an abundance of hang glider pilots who will enjoy such a machine as they get older and their bones stait to get brittle.

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Sunseeker more than qualifies as an ultralight.

The performance, combined with the freedom of open or closed cockpit and low speed flight, offers the pilot a new realm in which to discover his or her capabilities in the art of soaring. Eric claims that after a few hours of flying, he was as much one with it as he had ever been with any other flying machine. He can open or close the cockpit at will and has seen birds as close as five feet away from his face.

Eric's mainstay when it comes to income is still the harness business. His most recent harness design is called the Equalizer. Development started on the Equalizer in I 984, and five different prototypes were built before one was strong enough to fly in.

The revolutionary feature of this harness is a custom-made, strong zipper that supports the pilot in the chest area. This was necessary because the harness is essentially a tube that the pilot has to crawl into. Some of the prototypes had features that were not used, but are now standard on other harness brands, such as a side-

mounted chute pack and seat belt hardware.

Eric's feelings on that subject are that the chute belongs on the pilot's chest to protect him in a crash. He also feels that seat belt buckles are not reliable enough to be used, so he opted for military spec hardware throughout.

Eric never seems to be satisfied with a concept or design. He always feels the need to improve. "In some ways," he says, "I feel like I'm living in the past. I've always had a vision of what people will want to fly in the future. In hang gliding, for instance, before people were flying cross-country, I thought to myself, 'This is going to be the next venture in the sport. The next avenue to be explored."'

The same thing applies to the Sunseeker.

Eric envisioned that, through the use of hightech materials, the compromise would become reality.

The Sunseeker has already become a part of the past. Eric Raymond and others like him will continue to look into the future and ask the question,"Whatif?" So, who knows what dwells

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AUTHOR'S NOTE: As a result of the advent of differentfonns of ultralighrflying, we may have lo concede that we, as hang glider pilots, are no longer an entity unto ourselves. We have been joined in the search for freedom in ultralight aviation by many others who, like ourselves, want to explore the infinite possibilities available to us in the 1Vorld of self-regulated flight. if \Ve as hang glider pilots keep our minds closed lo the many other forms of ultralight flight, \Ve may find ourselves left behind to wal!OIV in our protest.

It is for this reason that \Ve must al/ unite as a single entity, giving us the advantage of greater numbers with which to voice our opinions to the populace and the government. Without this unity we will surely be s1Vept aside and put on the back burner as the least important issue on any government agenda. •

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AUGUST 1992

21

·

TOW LINES

TovVing Miscellany

by Bud Brown

It

seems we have gone full circle with the "Tow Lines" column. The original intent to present an overview of towing, utilizing information submitted by users, has worked well. Many outlooks - from beginner to expert, from conservative to "go-for-it" were given, and some useful information generated.

This may be a good time to break away from the monthly column format and consider this info1mation. Remember, there are as many answers as there are tow techniques and different outlooks. This information should help you to make a good decision regarding your own situation.

Tow winches are available commercially from several manufacturers. Talk with people who tow and ask their opinions on winches, releases, bridles and other hardware. Buy the best equipment you can afford. The number of home-made winches seem to be increasing and there are some well-made, ingenious rigs showing up for sale. There can be some surprises in store with these. See the equipment in action and ask users for their comments. Even some commerciallymanufactured winches come with no instruction manual, and most likely the home-made rigs will not have any either, making it all the more important to get a demonstration and lessons in the use of the winch and associated hardware.

A basic decision has to be made early on. What weak link strength I tow pressure combination to use? The combination should be considered, because one affects the other.

Don't be surprised if everyone you ask has a different answer. The basic safety problem that a low-strength weak link addresses is that of the new tow pilot (this could be an advanced free-flyer with no tow experience).

It is very difficult to predict what an individual will do in an out-of-the-ordinary situation. If the new tow pilot hesitates, or "freezes" during an emergency, the weak link may save him. "What do you mean may?" you say. Under ideal conditions, the winch tow pressure should be set at a value just

22

below the breaking strength of the weak link.

That means the weak link should never break, cloesn 'tit? In the real world do you accurately know the weak link breaking strength and tow pressure? Is there a chance that the tow pressure may be increased during the tow in order to maximize the altitude gain, particularly if the tow is from a short field?

One instructor described his method for developing good tow flying techniques for his students. He used a weak link which would break whenever the student's launch and control input were less than smooth. A light weak link with a slightly higher tow pressure could be used to accomplish this.

At the other end of the spectrum, it is not uncommon for a well-used 1/4" poly tow line to break when using a strong weak link/ high tow pressure combination. Yes, there are a lot of possibilities.

What will be your last line of defense, the weak link or the pilot's reaction time?

That's a much easier question to answer if all the users are experienced tow pilots who will react instantaneously with the correct input in an emergency.

There is an obvious disadvantage to a weak link. It can clump you unceremoniously off tow while you are very close to the ground. Even though you will almost always have good flying speed when this happens, you must react immediately to convert that momentum into a safe landing. This ability should be a prerequisite for potential new tow pilots. As you or your flying group gain tow experience, you may decide to increase the weak link strength I tow line pressure.

Similarly, with experience, you may decide to stay on the tow line while trying to correct a flying problem instead of releasing immediately. Establish recommendations with users for pilot release points, such as 45° yaw from the direction of tow while at low altitude when pilot coJTections are ineffective or absent. I have seen 90°, and in one case, 180° before pilot release! Think about other situations and discuss limits with users. It's a good idea to release whenever you feel

uncomfortable.

Are you considering why weak links are breaking, or cursing them to eternal damnation and threatening never to use another?

Exercise the big gray muscle in your top knot and find the best solution for your tow situation. Consider each pilot as an individual with different experience, talk over the advantages and disadvantages, then select a weak link and tow pressure.

Test your weak links so you know their breaking strength. The hydraulic tow pressure you are using should be converted to actual pull, in pounds, on the tow line. The federal guideline minimum for sailplane weak links is the sum of the weight of glider, pilot, passenger and all flying equipment. The maximum is two and a half times the total weight.

By all means, avail yourself of some good instruction with an experienced tow crew. If you're flying a paraglicler, this advice is even more impmtant because of the different tow techniques.

Anyone with questions or helpful experiences are still welcome to write to my new address: Buel Brown, 336 Broad St., Weymouth MA 02188 or to the "Aimrnil" column of the magazine.

Future articles will be submitted on an as-needed basis. Thanks to all who responded to the column. It was fun.

I would like to thank the tow committee, in advance, for the work they are tackling and offer "Mac" (his word processor and spell checker) and myself if we may be of service in getting the word out.

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by California that exclusive cornmunity along the Southern California coastline that houses Johnny Carson (you rcmcmbc:r, that pre-Leno lalc·night talk show host). l ,ocalcd ncarthemidcllcofthcSanta Monica Mounlains, Trancas is one of the last legal coastal sites as well as one of' the most beautiful sites in all of Southern California. 11 also one of the most 1musmil, in thalmosl of'the time it isn't soarabk.

Severn I limes a year, however, it's not only soarablc, 1ml great!

The key to f'lying Trancas is to know when to go there, and it's not difficult. Trnncas is typically good on those post-fron!al days that bring strong soulhwes1 winds ·-- the days that no other site in the area is even launelrnblc!

Thermals abound on days like ibis, and altiludc gains of 3,000'-4,000' and flights last.ing many hours arc not uncommon. Launch at Traneas actually faces southwest, but since it's right on Lhl, coast the sea breeze still comes in, making for a fairly easy light ·wind launch.

The launch at Trnneas is owned by lhe

Auc1JsT '1992

Richardson

'T'he author gives us an aerial view of the environs.

23

Site Info -Trancas, California SITE NAME

Trancas

CHAPTER

Malibu Hang Gliding Club (MHGC), P.O. Box 6255, Malibu, CA 90265

LOCATION

The Santa Monica Mountains above Malibu. Take the Pacific Coast Highway (PCH is highway [) north from Malibu Canyon Rd (or Santa Monica). 1.5 miles no11h of the entrance to Zuma Beach is Trancas Canyon road, and there's a market parking lot people usually meet at. It is mandatory that you check in with a club officer before driving here.

Launch is located at 34° 2' 45" I 118° 51' O".

ALTITUDE

1,700' MSL, 1,600' AGL.

RATING

Intermediate (Hang III). No paraglider pilots allowed at this time.

PROTOCOL

Every pilot must be a cmTent USHGA member with liability insurance. MHGC membership is also required. A liability waiver must be signed, and all pilots must be checked in with a local pilot to review rnles and obtain membership before flying.

RESTRICTIONS

Beach landings are prohibited (you will be ticketed and could endanger the site). There are airspace restrictions including the Los Angeles International Airport TCA that must be reviewed with a local pilot.

FEES

Full membership - $20/year Daily membership- $5/day.

LAUNCH

Fairly clear dirt with a 45° slope.

DIRECTION

Launch actually faces south to southwest, but is so close to the beach that the wind direction is fairly localized.

SETUP AREA

Lots of room for 30+ gliders within 100' of launch.

ROAD

Last three miles are a 2WD dirt road. 35-40 minutes.

CAMPING

Several campsites are available roughly four miles north of the LZ. Head north on Hwy 1 and you'll see signs. The Park Service has also left brochures near the gate on the road to launch.

X-C

Extremely limited. To the west, east and south there are airspace restrictions, and there is rarely any lift once leaving the general launch area. Tom Truax has reportedly flown seven miles to the north. In short, this is NOT a cross-country site.

BEST TIME

Trancas is best during the strong southwest post-frontal winds that make every other local site unflyable. Summer flying is therefore usually limited.

FREQUENCY

144.250 (USHGA)

CONTACT

Marc Doerner (President) (805) 488-4522. Windsports Soaring Center (818) 988-0111 (Joe Greblo, Vice-President).

Doug Patterson (Safety Director) (310) 457-2478.

MISC

Trancas has some unusual rules regarding vehicles and horses. Check with one of the above club officers before going to this site!

24

HANG GLIDING

National Park Service, and we can all thank Marc Doerner and Joe Greblo that the site exists at all! They formed the Malibu Hang Gliding Club, and jumped though all the hoops needed to secure the proper permits for access. Pay attention now: Copies of the permits are required to be carried on your person 1Vhenever flying at Tra11cas. It's not as bad as it sounds, though. The MHGC reproduced the permit on the front of the membership card (rules are printed on the back).

The Park Service permits for Trancas were only issued on a temporary basis, and are subject to review at the end of this year.

The main concern about issuing the permits was that our use of the land be compatible with the other, mainly equestrian, uses. There were also concerns about vehicular traffic, and the MHGC constructed a heavy-duty gate to prevent unauthorized access. Please go out of your way to be a good neighbor, since public comment 1vil! be crucial to ge!fing the permits rene1Ved. One unusual thing about Trancas is that 110 vehicles may be left at launch. You must have a driver, period! No leaving your vehicle and hiking back later to get it (your driver and vehicle are allowed to stay until after you've launched, though). We're the only group that is allowed vehicular access at all, and we can only have a maximum of four vehicles on the road or at launch.

The Trancas Riders and Ropers use the road to launch regularly, and horses can be funny about trucks with 20-foot tubes right at eye-level, so if you meet horses on the road stop the car and 1Vaitfor the rider to direct you 1Vith hand signals. Some riders will have you pass them slowly, and others will prefer to have you wait while they pass you. Be patient and wait for them to get at least 20'-30' past you before you start moving the car again. Bicyclists and hikers also have right-of-way on the road.

The LZ is a large field on private land with weeds so high that the shorter pilots sometimes can't tough the ground after landing! There are a couple of smaller alternate LZ's nearby, but there is 110 landing allowed 011 the beach' The single most important thing to remember about Trancas is to check in with one of AUGUST 1992

the club officers (I isted below) as early as possible before flying. If you give them a couple of days that will give them a chance to go over the rules, issue your flying permit, and discuss the LZ (and maybe even arrange to go flying with you).

It's crucial that visiting pilots discuss the current LZ situation with a local pilot!

Trancas Canyon can be sink city! If you get 100' below launch you should head out, and even then you may not make it to the LZ on a single-smface glider. There are a couple of places to "land" in the sagebrush if you come up short, rather than plowing into someone's (expensive!) house.

The local paraglider instructors were consulted regarding paraglider access, and they both agreed that the glide out would cause most paraglider landings to be well short of the LZ. Therefore, due to the risk of losing our pennit if homeowners complain, there is 110 paragliding al/01Ved at this time. For that matter, you should be very comfortable on your hang glider, because of the glide required and since landings can be turbulent.

CmTent USHGA membership with insurance is required, as well as MHGC membership and a signed waiver of liability. Please don't endanger the site by not checking with one ofthe contacts listed and reading andfol/owing all of the rnles.

Trancas is definitely a site to check out if you're in the area following a storm. It's a gorgeous site, especially by Southern California standards. Marc has asked that I make sure to say that the site is available to all qualified pilots (Hang III and above), not just a select few.

Give him a call and he'll go out of his way to help you get in the air! If Marc isn't available (he does work during the day), give Joe a call at Windsports. If you have an RC, bring it along too. RC's make great thermal snoopers!•

25

rones • om1n

by Mark Kroot When flying at a local site or making a long cross-country flight, many pilots have had their flights "saved" by the site of a soaring bird climbing in a nearby thermal. It is unfortunate that our feathered friends are not always around when we need them. Instead, without any definite visual clues, our success in finding the next thetmal may be left to luck.

To improve this situation, I first thought of training a small team of soaring birds to fly with me. If the chance crossing of paths of a hang glider pilot and a soaring bird can be so helpful, just imagine the possibilities if two or even three hawks were trained to seek out thermals for you as you fly cross-country.

I have named my two soaring friends Boomer and Rocket. Boomer is a Golden Eagle; he normally covers my right flank, flying ahead and to the right of my path. Rocket is a red-tailed hawk; he usually flies ahead and to the left of my path. Together, we fotm a team with tremendous odds of finding thermals.

Unfortunately, my soaring friends, Rocket

26

and Boomer, are only fictional characters. Even though the possibility of training soaring birds as I have suggested is real, it would be nearly impossible to find trainable soaring birds and it would be equally difficult to train them to fly as I dream of.

Drones But there might be another way to achieve this goal of flying with personal themrnl markers.

The sophisticated and miniaturized electronics available today make the design and production of soaring drones possible.

In size and shape, soaring drones would be very much like common radio-controlled sailplanes. As you might imagine, they would also have similar flying characteristics; their minimum sink rate, top speed and L/D would all be superior to the best flex wing gliders. But, the similarities stop there. Instead of receiving all control input from a ground-based pilot, soar-

ing drones would have a vision system, instrumentation and control systems needed to fly without outside input. Once launched, they would fly through the sky much like any proficient hang glider pilot, avoiding stationary and airborne objects while seeking and using available lift to remain aloft and gain altitude.

But, their capabilities would be even more impressive. They would not only be capable of flying by themselves, they would also coordinate their flights around a "master controller," located on the hang glider pilot's instrument panel.

A typical drone flight system would consist of two drones and a Drone Flight Control Center (DFCC) which is mounted on the pilot's control frame. The drones could either be launched by hand before the pilot launches, or they could be attached to the hang glider for an in-flight release. The in-flight release would be particularly useful for flights originating from tow launch.

The DFCC would incorporate complete HANG GLIDING

pilot instrumentation (variometer, altimeter, airspeed, temperature, compass, etc.) and the electronics needed to communicate with and control the drones. The control center's size would be dictated not by its electronics, but by the information which must be displayed. Its size would be approximately half the size of a standard sheet ofnotebook paper. The entire top surface would be covered with a high-resolution, high-contrast, color, liquid crystal display.

The package would be approximately one inch thick and mounted on the glider's basetube.

Input, such as general flight direction and drone commands (i.e., leave weak thermal, continue search) could be achieved through the use of a touch screen which would include menus of commands, or through voice-recognition software.

Navigation during cross-country flights would be much easier with drones. The DFCC could store regional topographical maps, information from FAA sectionals and road information. In addition, the DFCC could maintain contact with aircraft navigational beacons for precise positioning. These features would be very useful during flights over less familiar terrain. As you might guess, road information would be useful not only for making flight direction decisions, but could be relayed to a chase vehicle to aid in retrieval. Sectional information would help the pilot avoid restricted airspace.

DRONE FLIGHT CONTROL CENTER ROC(FPM)

-320 ALT(FT) DRONE 1 DISTANCE :400 M TWI: 3 ALT 5620

0

,\ -+· ~ There might also be an optional Drone Base Control Center (DBCC). This unit would indicate to a chase crew the pilot's present altitude, climb rate and position. This status information would be automatically radioed from the DFCC to the DBCC, eliminating the need for much of the pilot-to-chase-crew voice communication.

DRONE FLIGHT CONTROL CENTER ROC(FPM)

ROC VS ALT

+530

FEET/"-tlN 1000

AL T(FT)

soo

6875

0-00

AS(MPH) /DIR

27/NW

,l-00

,oo TEMP(C)

4.2 ,oo 2K

3K

..

TIME 5K

••

7K

ALTITUDE

••

OK

10K

11K

14 21

The Drone Flight Control Center in thermal strength versus altitude mode.

AUGUST 1992

DRONE 2 DISTANCE: 900 M TWI: 6 ALT 5240

6348 AS(MPH) /DIR

34/NNE TEMP(C)

4.6 TIME

14:36

There are a few other possible drone features worth speculating about before we discuss the details of drone flying. First, it should be noted that drones could serve as wind dummies when soarability is in question. Should conditions prove to be so light that even a drone cannot stay aloft, its emergency prop could be called into action to avoid losing the drone.

The drones would have two sources of power for their electronics and the emergency propeller. Power would be principally generated from solar cells which cover the wings, and this would suffice in most conditions. However, rechargeable batteries could offer additional power for limited periods.

Finally, we are left with the question of drone recovery. Because of their superior flying characteristics and their emergency propeller systems, the drones would almost always land after, and thus close to, the pilot's landing spot.

It would not be completely necessary, but the safest drone landings would be achieved by moving the DFCC from the glider to the smoothest landing area available. The drones would home in on the DFCC. In the unlikely event that a drone is forced to land before the pilot, several features would allow its safe recovery. First, it would be programmed to make any unaccompanied landing at a distance of about 1/4 mile from a road. This would make reaching the drone much easier and would put it out of sight of passersby.

27

Finding the drone would usually not be difficult because it would radio landing coordinates to the DFCC before landing. After landing, the drone would transmit a periodic radio beacon until it was recovered.

Flying With Drones Flying with drones would require much of the same flying and the1maling skills as droneless flying. However, drone flying would take much of the element of chance out of the process of finding the next the1mal. You can imagine drone flying as flying in a sky full of soaring birds.

To understand flying in the drone environment, imagine for a moment that you are either flying cross-country or flying locally toward a goal. You are climbing in a thermal accompanied by two drones. One drone is staying at your altitude, helping you to map the lift for the quickest climb. As you accidentally fly out of the thermal, you are not sure if it has dissipated, or if you have flown out the side of the thermal.

A quick glance at the nearby drone shows it to be still climbing. This is confiimed on the display of your Drone Flight Control Center.

You tum back toward the nearby drone and feel the surge of lift as you reenter the the1mal.

28

Some moments later, as your climb rate slows from a healthy average of 600 feet per minute to just over 200 fpm, you contemplate leaving this thermal in search of better, stronger lift. "Not so fast," you think, "the second drone has been busy too." On the DFCC is a graph showing climb rate versus altitude as determined by the second drone. It is high above you because it was the first in the thennal, and because it has used its superior sink rate and small size to out-climb you. During the drone's ascent, it radioed thermal strength info1mation back to the DFCC, which created a thermal strength versus altitude graph.

A look at the graph shows that the second drone had experienced the same slow climb rate at your cuffent altitude. But there is good news, because the graph shows stronger lift ahead.

Perhaps you are simply passing through a weak inversion.You decide to stay with this thermal, and soon its strength increases. After gaining another 2,000 feet, your the1mal finally deadends at a strong inversion. The second drone is already 1,000 yards away searching for the next the1mal. The first drone leaves the thermal with you, but it quickly pulls ahead and to the right in order to fly a parallel path and to increase your thermal-finding odds.

Once the drone finds a workable thennal, it radios information to the DFCC which is used

to compute and display a thermal workability index based on the thermal's size, strength and regularity. This information is used to choose your course. If a drone reports a weak thermal and you are still high, you would probably choose to ignore it, and tell the drone to search for a better thermal. On the other hand, if you are getting low, you would probably take any workable the1mal reported.

Design And Development Considerations The drone system which I have described has neither been fully designed nor produced. But such a system is within the realm of the possible, if not with today's technology, then with technology of the near future.

My guess is that the manufacturing cost of a drone system could exceed $20,000. And, unfortunately, any retail price would also have to allow for the recovery of development costs.

Still interested?

Maybe some fabulously-wealthy patron will fund such a project. Until then, it's back to the training hill for me, Rocket, and Boomer. •

HANG GLIDING

UWT: Zirks LZ with BELOW: Looking east toward I-Fri interchange south of Winchester, Virginia from 5,500 feet AGL.

article and photos by Jim Rowan June with the deep blue skies a post-frontal Cumberland, Maryland, and by 9:00 AM, were hints of starting to form. The ne trees behind house were a showing wind which oftentimes can mean blown out tions by early afternoon.

Weather mostly with winds ]

A ucu~;T I 992

29

Launch is at 1,500' MSL and approximately 850' over the LZ located immediately out in front, but across the Potomac River in Maryland.

I called La1Ty Ball and Danny Loudermill earlier that morning to advise of the forecast, but both had work obligations, so it looked like it was just going to be me and my most excellent wife, Kim. We joked about it looking like a hundred-mile day as we loaded the van and even brought some extra cassette tapes "for the long ride home." This kind of wishful thinking had never worked too well in the past, but like most hang glider folks, we 're optimists when it comes to flying.

We reached launch by 11 :00 AM and immediately started setting up my WW HP AT. The wind was blowing in at launch, mostly a steady 10-15 mph with occasional strong gusts and an occasional weak cycle. The clouds were looking good and it appeared we could have gotten an earlier start on the day.

I launched with Kim's able assistance at 11 :45 AM, turned left immediately, and flew in lift all the way to the end of the ridge, a short distance away. When I made my first turn back toward launch I'd gained 350 feet and was climbing slowly. There were some thermals drifting through and the first half hour was spent in search mode between 750'-1,500' (unless otherwise noted, altitudes given are above launch). Hooked one early in the flight getting up behind launch at a solid 500 fpm to 2,200', but I lost it, probably falling out of the upwind portion of the thermal. Flying downwind might have put me back in the core, but at that altitude it might also have committed me to the oblivion that is called Patterson Creek Ridge, a veritable black hole for soaring aircraft, although the spacious LZ's below PCR usually keep one from being broken down into subatomic components (depending on the landing). I chose, instead, to fly back to the ridge and wait for the mother-of-all-thermals to take me away.

It wasn't a long wait. At 12: 15 PM I got in one behind the bowl next to launch which was going up at 700 fpm. Kim was already on her way toward Ft. Ashby, West Virginia as I worked to stay in the best part of the lift. The climb rate began to diminish as I climbed through 4,000' about halfway to Ft. Ashby. Topped out at 5,100' on the northern edge of Ft. Ashby, and after losing a couple of hundred feet in the sporadic lift it was "think pointy" and start downwind across five miles of trees toward Springfield, West Virginia and Valley Mtn. 30

Kim and I both made the passage safely and I had her continue on toward Points, West Virginia as I reached Valley Mtn. with 3,500' and found one there that got me slowly back to 5,000'. Approaching Points and South Branch Mtn., the drift was good, so staying in lift and turning seemed to be a good way to stay aloft and get miles at the same time.

Drifting across South Branch Mtn., I was staying between 3,500' and 4,000' in spotty lift.

Kim continued toward Slanesville, West Virginia. I set my sights on the next series of mountain ridges, Spring Gap Mtn. and Side ling Hill. Cu's were abundant and most were indicators of a the1mal underneath. Climb rates at this altitude were only between 200-400 fpm but fairly consistent.

Flew just north of Slanesville, West Virginia over the southern encl of Sideling Hill. The clouds over the next ridge downwind, North River Mtn., looked good, and at this point I stm1ed just flying the clouds, watching them develop around me and choosing my route according! y.

I climbed beneath a cloud over N011h River Mtn. and drifted with it downwind north of Capon Bridge, West Virginia, toward Gore, Virginia and Great North Mtn. I started thinking I might make Winchester, Virginia which is 45 miles from Zirks launch and a respectable flight from that site. I still needed 15 miles to make Winchester though, and the lift was letting me down, so I started off downwind toward Great North Mtn. For the first time in the flight there were no active-looking cu's within easy reach, and also for the first time since I'd gone over the back, I slid below 3,000'.

Flying to Great North Mtn. just downwind of the stone quarry at Gore, Virginia, I was down to 2,600' and hoping for just one more thermal to get me to Winchester. Found a little blooper that barely amounted to more than zero sink and drifted with it toward Little North Mtn. and the edge of the Shenandoah Valley. My blooper petered out at 3,500', so I started downwind for Little North in moderate sink. Reaching the small ridge at 2,200', I could see that Winchester was fairly close but still not a sure thing. I went for a spot on the ridge just downwind of a junk yard and found another little blooper that couldn't decide if it wanted to go up or down. Having little choice I drifted with it, and after endless turning it actually started developing into a thermal which then congealed into a cloud above me. Kim was already on the outskirts of Winchester, so we decided she

should continue east on Rt. 50 toward the Blue Ridge, the long mountain ridge which provides the eastern boundary for the 12-mile-wicle Shenandoah Valley.

Crossed I-81 just south of Winchester, climbing slowly through 5,000' and drifting with the cloud. At this point I knew I had exceeded my previous longest flight from Zirks because I could see Stephens City, Virginia where I'd landed in 1986. Massunutten Mtn. could also be seen to the south about 10 miles and I briefly flirted with the notion of going for a ridge run south. This "dragstrip," as the sailplane pilots call it, is good for 45 miles nm1heast to southwest whenever there's sufficient ridge lift.

My thermal began to fizzle, so I continued across the valley and paused at about the 3/4 mark to work weak lift while watching the clouds up ahead. There was a long, stretchedout cu over the Blue Ridge south toward Front Royal, Virginia, and an even prettier one directly downwind where Rt. 50 crosses the mountain. I briefly considered going for the long one further south as a way to detour around the upcoming restricted airspace around Washington, DC, and Dulles International Airpo11, however, I chose the one over Rt. 50 since it looked like more of a sure thing.

I reached the Blue Ridge about the same time as Kim and climbed to 5,200' drifting over the back. Kim turned south on Rt. 17 as we cleciclecl the time to take a more southerly route was at hand. Dulles airspace was less than 20 miles away, so I changed from a downwind southeasterly track to a more south-southeasterly track toward Wanenton, Virginia. There were clouds in that direction but nothing within reach. It was about then that the Boeing 737 flew below me on its way east, presumably toward Dulles. Not something you see everyday from our sites!

Gliding in sink, I was clown to 1,900' when I overflew a farmer cutting hay in a field. I passed through a small patch of zero sink which I worked and worked without appreciable results. After 15 minutes of turning, I'd gained 200' but covered about four or five miles passing north of Marshall, Virginia. The thermal finally started to turn on as I drifted between Manassas Lake and WaiTenton, Virginia eventually getting back to 5,000' under a well-formed cloud.

The idea that I might achially get a hundred-miler began to creep into my consciousness, despite my best attempts to suppress such HANG GLIDING

foolishness :mdjusl deal with 1hc rna11ers al hand.

I was approaching R1.

28 but foccd a1101hcroh· stacle immediately ahead in 1hc form or rt> slrictcd airspace over the Quan Iico Marine avoided Dulles only lo rnn smack dah into a1101hcr impediment. Of course, direc11y over Quantico was a beautifully· formed cu directly downwind and within easy reach beyond that, the Potomac River and a series or well formed cu' s marching toward Chesapeake Bay. Whal adilem1rni! l knew I was close to a h11ndrcd miles and going downwind would have assured ii and more, hul I also wanted to he: legal, and violaling rcstriclcd airspace was not on tile agc:nda.

RI. 28 at 5,000', I turned due south and Kim went 011 toward I :redcricksburg, Virginia. Flying parallel to the weslcrn bound· ary or Quantico's restricted airspace in moder· ale sink, I not iced clouds toward Fredericksburg, but they were m11ch loo distant to be or any use and it looked like they were eroding anyway. ·ro the cast, ii looked like I recs for I miles all Ihe way to the Potomac River. Tlwrc were plenty or landable fields directly below but Fredericksburg, about 20 miles lo the south southeast, looked a long way off from my present allitrn:!c or 2,800' wilh almost nothing but trees in belwc:en.

There was one small area of fields about one third or the way across the woodland to· ward Fredericksburg, and which appeared lo he just within gliding distance or maybe not? I was past the restricted airspace, so kicking my CG harness into pointy·mode (head down posi· lion), I started across the trccscape. For the first time in the flight I experienced the Pucker Faeloras ! glided southeast toward what I hoped were Janda hie fields. I flew between minimum sink and best glidt: most or ihc way to take advanlagc or the tailwind component, but even then it wasn'I until I'd gotten almost over the fields that l breathed a sigh of relier.

AUGUST ]992

been after this flight I moved to the Cumberland area in 1 than Tony Smolder's flight from in :1989, we've never been able to punch through the century mark."

I reached the first landahle I], with 700' /\GL and worked some spolty lift that provided a good opportunity lo scope the potential land·

ing zone. There were obstacles, obslructions, power lines, cows, etc., however, it was an LZ "within acceptable parameters," as Data would say. I stayed with the spotty lift as far as pos· sihle, hut with less than 500' over the ground and five miles or trees to the next field down· wind, I let ii go. My approach and landing were good (an uphill past1m, helped). I round mysclr next lo Rockhill Church just south or Ruby, Virginia. It was 4:'.\0 pm. I knew it was going to be close.

Kim and l had lost radio contact once l was on the ground, sol quickly hagged up the glider, left a message on my answering machine giving

her directions, and she was !here I min11lcs later. There wasn'I a cloud left in the sky. On the way home I tried IIS· ing the road map to mca· sure my clistancc. It looked like I may have just made it but ii was too close to call. We stopped for supper and still made it home by I 0:30 pm. I was Ihen able to measure my flight a1 I 02 miles (straight·linc dislance).

Compared to my hundrc:d·miler in lhc Owens Valley last sum· mer, this one was a piece of cake. That did11 't make, it any less sweet, and it was nice not being worn oul at the end or tlw day.

It was a flight without fear (except for the Jong final glide) and I was never cold, hot, or tmcomfortablc in any way.

There were several factors aside from tlH: weather conditions that made this night possible: I) my wonderful wife who stayed with me the whole way and provided invaluable info and moral support during the entire flight; 2) pa ticnce, something I've never been blessed with in abundance, which kept me from racing my· sclrinlotheground; '.l)thcroadmap I flew with on my basetuhe showing the restricted airspace in highlight, which allowed Kim and me to coordinate our retrieval and permilled me to make in·rlight decisions concerning my route.

I've been after this flight since I moved lo the Cumberland area in 1985. Other than Tony Srnolder's 15"/·mile flight from Zirks in 1989, we've never been able to punch through the century mark, and this is partially due to the restricted airspace downwind which has terrni· natcd more than one long X·C. Jim Wilson ended up on the ground twice lrying to detour around Dulles after almost bagging his goal of a hundred miles. JW's no longer with us, but I was wearing one of his prized and well·worn Skywacker Tshirts during my flight. (He had lwo or1hesc shirts; he's buried in the other one.)

Wearing his shirt seemed to give me confidence and, strange: as it sounds, more than once I found myself asking his advice during portions of the flight, but he never answered me. Or maybe he did. Ill

31

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The Windividual Part II The Robertson Charts Of Reliability article and chart© 1992 by Michael Robertson

0

ur bunch joined the local exodus to n011hish Ontario (not to be confused with Northern Ontario, which is farther up the map from Toronto) June 23 for a week of boat towing at Hidden Valley Resort on Penn Lake near Huntsville. "God's country." "Cottage country." Call this X-shaped, quartz-crystal-bottomed, pine and maple and granite-shored piece of paradise what you will, it is an outrageous spot to learn to platform tow and work thermals.

It's also an ideal location for the continuation of our discussion, which we began last month, on preflighting the pilot. We chai1ed Physical (1-5) and Complacency (11-13) variables. Now let's back up to the old Ego (6-10) -that ubiquitous entity that has been the scourge of safety since humankind developed the curious notion that looking good was somehow more important than feeling good or being good.

If being the center of attention is new to you, get ready to experience pressure to perform. One way to neutralize this situation is to answer those who ask whether you are going to fly (because they want to watch), by saying "weather pennitting. "This gives you an out, and prepares them for the possibility that it won't happen.

Friends and relatives spectating can be very distracting; thousands of th1ill seekers can be debilitating.

However, it is always best to have someone watching in case you need help. At least tell a responsible person where you're going and when you plan to return.

6) Ego

8) Cameras

Surely our definition of ego is internal, not external. When I ask students why they want to learn to fly, most mention a quest for freedom, or the challenge represented by a conquest of the sky; few say "to impress folks." Yet the reality is that flying like the birds is impressive, and we need to deal with the fact that external ego strokes can cause us to do very out-ofcharacter stuff. We all know how unreliable an ego-maniac can be. "I've flown in worse condi-

ABC's That's Incredible wins the low-score prize. Several people died for the show. (They aired one - a motorcyclist jumping a Vegas fountain.) Lest you think I learned the easy way, I have personal experience with this phenomenon. In New Orleans, at the 1968 U.S. National Flat Kite Competition, Wide World of Sports got me to try three bar-sit bail-outs (a hock dismount from 30 feet) in a row, in no wind.

(Normally I did only one a clay with a minimum

AUGUST 1992

lions," he says. "So what!" says not-so-common sense.

7) Spectators

10 mph headwind.) I over-rotated on the last one and was coughing blood for three days!

Every pro has a wad of stories (Moyes' Grand Canyon saga is a beaut) about Murphy's Law turning on with the film. Camera people will do anything to get "the shot." Don'tyou. lffiiends or family want pictures, fine, but focus on your flying and let them be invisible until you become an expert.

9) Peer Pressure When a good group of guys/gals who know each other go flying together, and support each other in their decisions about when and where to fly (or not fly), the score goes up. As Rodger Hoyt pointed out in his May "Bag It" article, when you're at a new site with new people the reliability goes down. In fact, the RCR's are a tool to quantify and systematize all the things in Rodger's article and a bunch more, helping us to know when to "bag it" and, even better, to feel good about unbagging it. One of the main reasons I'm still teaching after 26 years is the great people this awesome air adventure attracts.

10) Competition This one of is the most potentially positive subgroups of peers. What an opportunity for the art to advance, with all these knowledgeable

35

e M. RobcrtS-0/\ t979(Rev05/91)

JR® t ® ir ~ ~ @lID. cc llil :u ~ @ 1r JR® ll nm 1lD n ftft ,- ( mcm )r@l ID.IBILITA!IDilU'II'1f

IL&liurlrV~ 6 - 16 Psycbologk.a.1

0

iii

(L,w)

(Mcdlum)

(Hlgb)

1.

Heallh

Sick, Weak

2.

Conditioning

fal

Fit

3.

Reflexes

Hol Ouick Alert 20/10

WeU, Slrong

4.

Eyesight

Cold Slow .<.::Juoojsh Blind

5.

Faligue

Tired

fresh, Rested

Egomaniac

Saint

6.

Ego

7.

Spec Iators

JOOO's

0

1 Friend

8.

Cameras

ABCT.V.

Friends

None

9.

Peer Pressure

Pushy

10.

Compelition

11.

Experience

Negalive Macho lnlermediate

~

Co-operative

Expert

12.

Confidence

Over Confident

fearful

13.

Time Since Las! Good Flvino

Too Long

Too Short

14.

Drugs

Any

Op!imum (Or'llimum = 10 x Jast flioht lime) None

15.

Mood

Foul

Fair

16.

Maturity

Impatient

Patient

'····-·"'·

Balanced

17.

Intuition

Dense

Sixth Sense

18.

Biorhythms (optional)

Triple

19.

Self-Awareness

Cri1ical Low

Triple Posi1ive High

20.

Relaxation

Tense Uptight

loose Relaxed

Sec notes below

NOTE:

Any 'O's reduce the overall

TOTAL SCORE=

reliability to O! REL1AB !LITY =

16) Maturity

,D~ BY2 I

NOTES: (lisle.din order ofrelared Variables from ;ibove.)

13. Oplimum lime between flights should be 10 limes 1he duralion of your las! good Oighl.

JS. Recent lrauma reduces relfability. Some major examples (Dirth, Marriage, Dcalh, Divorce can affecl up to 1 Yr.)

20. Visualize a perfect launch and lru1ding before lake-off, Breath.

and energetic pilots gathered in one spot. Unfortunately, this potential is not always realized. There is a myth propagated that only one person wins and the rest are losers. What a crock! It's like the misunderstanding about survival of the fittest: cooperation is needed between the fit and unfit for both to survive.

Competition that promotes a negative, winat-all-costs attitude lowers reliability a bunch.

Hey, if we're living, breathing and flying, we're winning. Ultimately, as long as anyone loses we all lose a little bit. There is enough for everyone.

When weather conditions are poor at meets I'd

36

15) Mood Flying itself can be like a drug, that is, it can be a mood enhancer after a bad day (see also #13.).

That's one of the neat things about flying; it makes all those petty problems go away. That's fine, but be careful that your bad day doesn't overlap to encompass your flying. The good vibes that safe flying generates raises the reliability. When things are going well they tend to continue, but watch out when the bubble bursts.

Things go badly in bunches too. Let's learn to break the chain of bad decisions before disaster strikes.

Supportive

Beginner

etc.? Some medical dmgs are OK, but some zero your chart, as do illegal drugs. Check with your physician. Alcohol within eight hours of flying is a zero by law (24 hours for a commercial flight crew). I have some great stories from the bad old days, but they can wait.

love to see more cooperative events like aerial ballet to music for the spectators. Remember, we took up flying because it's supposed to be fun.

That's it for the Ego variables. We did the Complacency trio last month, so on to Proficiency.

Patience is extremely important to our continued well-being. We're all kids at heart and hate to wait. How can a nonnally active person adhere to the adage "when in doubt, wait it out"? If after a tough week you need a fix of airtime, look out. The trick is to have an alternative planned, like a book to read or a friend to visit. We teach our students to juggle and practice their RCR 's when conditions aren't conducive to flying. Playing the waiting game is an art worth refining. Impatience in your preflight or in checking the weather, or rushing to get in the air, are an invitation to disaster. Take care. The air will always be there.

And now a look at the exciting if controversial new world beyond the normal. Under this Para psychological grouping my views differ from Rodger Hoyt's as expressed in his article. As with all learning, each individual must do what works for him, process it and make it his own. Chuck the rest.

17) Intuition

14) Drugs Obviously drugs are never compatible with safe flying. What about caffeine, nicotine, aspirin,

Unlike fallible theories and speculation that come from the cerebellum, intuition comes from the heart and is never wrong. The ability to correctly distinguish between the two is a conHANG GUDING

1 This is a catch .. all to alert you lo the need to stay in touch with yourself. JI' there arc myriad distractions, pressures, people, hormones or whatever pulling your focus away from where it should be on you and your flying then score yourself poorly. The problem is, il'this is the case, what can you do? Or, to restate the conundrum from last month's closing: "How can an overconfident egomaniac recognize his condition without outside help?" Does such a tool exist?

The author attempts suicide in an old '1%0's vintage flat kite.

slant challenge. Both females and males possess this uncanny ability- to know somclhing in a flash. The pilot's sixth sense has been the subject of many stories, both written (Ciann: //ate is the Hunter, etc.) and spoken.

I'm driving into town 15 years ago with my pregnant wife. The roads arc dry, and visibility is good. I ask her to put her sent hell on.

She refuses; an accident would crush the baby.

I, out of character, insist. Forty··fivc seconds later our Saab (purchased a few months earlier on a whim) crests a hill. We arc hit hcad·on by a drunk driving a truck in our lane. The Saab and the scat belts snvc us from injury. Lucky, ch?

Three years ago I arrive on launch at Henson's Clap during the Nationals with my harness and hclmc1t. I lappcnstance provides rnc with a pass, a glider and a wind dummy slot in short order. Two others have been scratching for 20 minutes. The house thermal is right of launch, I'm told. I launch, start right, get the feeling, tum left, hook orn:, climb 2,000' and cross the gap. l .arry Tudor flies by intuition a lot. The day he did ]03, in spite or two monster days preceding, h,~ bounced out of bed early and knew this was the day. The rest is history. ff you can hone your intuition to help you be a better, safer pilot, great. 1lang gliding, with its inl'initc supply or opportunities to practice AUGUST 1992

applying instinct, can help us develop that sixth sense. If this doesn't appeal to you, score your .. self low here or leave this line out entirely. But if some Ii tile voice tells yon it's a bad day to fly, even though conditions seem good, my advise is to listen. Err on the side or caution. You 'II kick your butt ii' you don't and something hap· pens.

1 Number 17 is a soft .. sidc paranormal phcnom· cnon, but this is 011 thc chart as a representative from the s,:mi-·scicntif'ic side. A .Japanese sys· tern has been used by airlines and commuter companies to program operators to stay home when they arc on "crilicals." Ourprcrnisc is that the essence of reliability is the absence ol'immincnt change. A "critical" is the day you pass from positive to negative. The most important factors for accident prevention arc emotional, rather lhan physical or intellectual. Crilicals do not mean you arc going to have an accident, they simply mean that, in the sea or potential problems, if a wave hits, your chance or react· ing instantly to stay dry is diminished. Arter many waves the odds add up.

Y cs, this is it. Meditation is what Richard Bach docs in Bridge ;\cross Forever. lie imagines a perfect flight and landing before every flight. If he can't sec the landing he doesn't rty. The principles arc simple. net in a comfortable position, close your eyes, breath rhythmically, focus on what's important to you (e.g., you've done your charts, preflighted completely, bar .. ness checked, flight planned, a perfect launch, flight and landing), then sky out. rr you ca11 't relax, and some items on the chart arc bothering you, you score low. If you can relax and cnvi sion a great night, you score high.

Call it creative visualization, prayer, psychocybcrnctics or meditation, this stuff works for lots of folks in lots of different ways.

Good luck in finding the way that works for you. My belief is that this stuff can open the door to the 80'1<! of our potential Ihat is uncorcd.

Maybe flying can help lift the nc:w age off the floor. Let's show the world how to soar. Ill

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by month we kir:k off'a mini-series of short articles hyj(mner I lang Gliding stq!f'writer and hang gliding instructor Frik Fair. I le' II introduce us to sonte kindred "advenlure sports" a hang glider pilot's point of" view. Hd. I ,ock 50 earnest hang glider pilots in a room with 50 curious w11ffos and within I Cl minutes 1he hang glider pilots will !"lock into two groups: the "leering hedonists" cawing that hang glid is "the most fun thing yo11 can do with your pants 011," and the "goof--eyed romantics" coo""

38

ing ahou1 "a meaningful, long-1erm relationship wilh lhe sky i1self."

Put thG same I 00 people in the "LZ" of a bungee jumping operation and wi1hin IO seeomls everyone will agree: "Bungee jumping is a multiple-climax unna1urnl ac1 one that leaves you gapc-rnouthl:d and puckcrccl, dangling at thl, end of a yo-yo Take it from me: No matter how comfortable you feel cruising along in your hang glider, jump from a bridge, balloon, your firs1 crane or tower, will feel like quick hack and f ]i\NC GUDINC

forth visits between heaven and hell. And if rapidly alternating face-to-face encounters with God and the Devil hisself doesn't scare your pants off, nothing will.

Talk about ground rush! The jump itself is like your glider just folded into a spear, and you're-uhhh-goin' in. Yourcool,calculatin' pilot's brain is thinkin': "Sure hope the chute opens!" The difference? On a bungee jump you got nothin' to pilot and your brain has no time to kick in. It's your guts and soul that shriek out: "Sure hope the bungee cords don't break!"

At the encl of your first plummet, when the bungee cords have stnrrettttccched to about double their original length, your brain finally chimes in: "HOT damn, we're alive - glad that's over with!"

Only it isn't.

The first rebound is like a slingshot launch from a windy cliff, right into the top of a gnarly thennal. You go completely weightless "over the falls" then commence to resume plummeting in that gawclawful nose clown position, way too close to the freaking ground. The difference? On a bungee jump you don't have a comforting control bar to clutch, and there is no chute handle within easy reach. All you've got is this sinking sensation in your gut. And your brain, were it operational, would be sniveling: "Lord help us - not again."

Repeat five or six times in diminishing intensity and there you have it - a successful and exciting bungee jump.

Having just completed a book on nine

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different "thrill sports" I can tell you what's so special about bungee jumping: If the second biggest thrill in life is thinking you're gonna die, and the first biggest thrill is realizing you 're going to live, bungee jumping gives you five or six helpings of each, in less than 30 seconds.

Yeah, bungee jumping is just a "one night stand," but it's a hot one.

Meanwhile, Back On The Ground Just like in hang gliding, the real fun starts in the "LZ" where you run around sharing "post-jump war stories" with your friends and loved ones.

Even if you don't take the leap yourself, you'll get to bask in the "post jump auras" of those who have.

Also just like hang gliding, you've got to do your homework before you jump. In bungee jumping you assume responsibility for your own safety by picking the right provider. Once you've launched, so to speak, your fate is no longer in your hands.

Here are some tips that will help you "hook in" with a bungee jumping operator that is w01thy of your trust.

1) In places like California, where the state issues licenses to bungee jumping operators, go with a licensed operator. Licensing by the state means load testing of all equipment, insurance, and (most likely) compliance with the guide-

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lines of the North American Bungee Association.

2) If you go with an unlicensed operatorusually the ones who jump from bridges or balloons instead of cranes or towers - make sure that they use two of everything that could possibly break or screw up. "Parallel redundancy" is the operative term here. There should be two anchors on the jumping structure; two carabiners on both ends of the "bungee link" (multiple cords or one big rubber cord with two attachment points); and two harnesses on the jumper. Each component should be able to withstand five times the load your plummeting body can put on it.

3) Avoid stunt jumps such as "head clips" and "can grabs" like the plague. Corel stretch varies with age of cord, temperature and humidity, among otherthings, and it only takes a small miscalculation to ruin your day.

From a safety perspective it's the same old story: you gotta be crazy, cocky or careless to "Zero Out" at the encl of a bungee cord, just like you gotta be crazy, cocky or careless to "go in" on a hang glider. •

Erik Fair was a staff writer for Hang Gliding magazine between 1981-1986. His latest book, California Thrill Sports ($14.95 FoghornPress, San Francisco) can be found or ordered at most California book stores. For direct mail order call or write Foghorn Press, 555 DeHaro St., The Boiler Room #220, San Francisco, CA 94107 (800) 842-7477. -Ed.

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39

1 what's thcs1oryon 1hc Miller Canyon FlyIn, 1992'/ Well, we all got some airtime, we all had some fun times, and since it was all put together by the Southern Arizona Hang Gliding Association, it ended up just ever so slightly twisted.

People started arriving in the forested campground just below launch on Friday evening, and were still filtering in by the 9:00 AM pilots' meeting the next morning. Meet head Mark Stockwell went over the tasks and safely rules, custom T--shirts were handed out, and soon wings were being spread at launch. At every Miller Fly--ln I'm amazed that a setup area normally crowded with eight or 10 gliders can accommodate the 35 or so pilots who come each year.

The early thermal cycles were light, but with a combination of skill and luck most pilots had long soaring flights. A f'cw managed to get away for short X-C's, the longest being to Tombstone International Airport (a dirt strip with a windsock) 20-somc miles away, by lngo 40

Zimmerman (that gangs1cr!).

Miller Canyon is usually a morning site, bu1 afternoon ovcrdcvclopmcnt brought better conditions, and a few local pilots who were helping out at launch got to rly later. Dave Gordon and I boated around launch in glassy smooth air, until a rlurry of nearby lightning strikes sent us cruising out to the LZ together.

We soon joined most or 1hc other pilots in stories, libations, and (ever so slowly) breaking down our gliders.

That night, around a big bonfire in the campground, the clay's competition winner's were announced: Spot Landing: J,isa Fydenhcrg Durotion: .Jim Clark Out-and-8ack Race: Jim Clark

The covc1cd WHACK! Award went to a local pilot who took ou1 two downtubcs on an X-C landing, aml Dave I laggart won a special 1rophy for his close encounter with the worldfamous "Miller Monster" just off launch.

1:or that special SAHGA twist, we bypassed more conventional trophies for some-

thing novel. At the junction of Interstate l Oand the Sonoita Highway stands a large stone pillar which once held a plaque commemorating some historic event or nearby site. But the plaque had disappeared years ago, leaving only a hole in the pillar for disappointed tourists to ponder.

Thanks to the inspiration and efforts of Jacque Neff and Orrin Smith, 1hat pillar now displays a large, picturesque metal plaque proclaiming the initials of the winners, the "Glide-Masters" or Miller Canyon, 1992.

Sunday morning started with a pilots' breakfast in the campground, followed by a day of fun flying. Everyone who wanted to got to fly both days. Maybe no new records were set, hut that wasn 'l lhc idea. We flew, we were safe, and we had fun. And Arizona has a pretty weird new historic marker.

SAHGA would like to thank some great people for helping out with the '92 Miller MyIn: Jason Otto, Ken Stumpe, Jerry Fowler and Jacque Neff at launch; Russ Anderson in the . LZ; Tina Brimmer, Rose Frankovich, and Bill Eve for a great pilots' breakfast; and Mark Stockwell for putting i1 all logethcr as this year's Meet Director. llANG GLIDINC

ABOVE: A look atthc launch from the air. Photo by Mark Sawyer. RIGHT: Q.J. Wilson launching a pilot at Dry Canyon. Photo

by Robin

1 Before we gc1 to the actual flying part, I want to explain righ1 up fron1 that ii wasn't my fa11l1. I sc1 up a good approach, plenty or airspeed, wings level. .. but Cirst things first.

Alamogordo, New Mexico's Dry Canyon Memorial Day Fly-In has hccome a long--running, fun-oriented an1111al event drawing about 50 pilots from across the southwestern U.S. A consistently soarable mountain site and the hospitality oflhe Rio Grande Soaring Assoeiation have made regulars of most attendees, which is as good a rccommcncla1ion as any fly-in can get.

This year's event was marked by odd weather conditions heralded by an incredible lightning show across southern New Mcxieo Friday night. Though the next clay was overeasl, AUGUST 1992

Dry Canyon indeed stayed dry and quite flyable. With Q.J. Wilson.Tommy West and Robin Hastings wiring folks off, launches were eonsistently excellent throughout the fly-in.

Conditions were light, bul straight in and often soarablc. Dave Sharp's high-speed flybys kept spectators at launeh amused, while Tony Barton wangcd and looped for the crowd in the LZ. Most flights were in the 15- to 30-minute range, though several pilots got over an hour in light, smooth ridge and thermal Jiff.

Now about the Dry Canyon LZ. It's big and flat, with lots or wind indicators and easy approaches from any direction. In fact, !he only obstruction was a little orange flag in the center or the b11ll's-cye, and most pilots had little

trouble avoiding it. Conditions were great, but we just couldn't get near it. Worse yet, those noses just kept pounding in. As we all watched the LZ videos at a local steakhouse thal night, the walls were reverberating with echoes of the "W" word.

Sunday saw rain for most of the day, bul that gave us a chance to explore the 11011·-flying side of the Alamogordo area. Pilots went trout fishing in mountain lakes, visited an arts and crafts fair in nearby Cloudcroft, went hiking (Lincoln National Forest is beautiful!), or wandered through the Space Museum or White Sands National Monument.

As skies cleared later in lhc clay, we gath .. ered at the White Sands Soaring Association's

41

with White Sands National Monument in the distance. Photo

clubhouse al the airport. J\ftcr checking out !he.

WSSJ\ sailplanes, we had a greal barbecue dinner, courtesy of the RGSJ\. J\ few hang gliders lowed up heh ind Cml Graham's while other folks ground handled parngliders.

N inelcen ninety-one National Champion Tony Barton held an informal X-C clinic, and one m two people caught demo ricks in WSSJ\ sailplanes. Those who slaycd late into the heard and told some lerri fie flying stories.

Monday morning found most pilots up at launch as Janel Burner and Tina Curlis look tandem sailplane rides with WSSi\ pilots llarshfield and .I im J\s we waited for conditions 10 build, Tina and Jim did a slow loop and several wi11govcrs in the canyon in front of Immel 1.

Soon ii was om1urn, and ovcrthc next few hours (al1ho11gh we could launch any lime) everyone go1 off. I ,if( was li1,h1 hut abundant, and a few made it up and away for shorl rtights.

Most pilots headed home Momlay evening,

42

hul some flying continued through the week at Dry Canyon and Vera Cruz, ano1hcr site al nearby Carrizozo. It was a friendly, fun fly-in, and 1hc good folks of the RGSi\ hope to sec you there IICXI

I) 2) 3)

/,anding Russ Anderson ( 14 feet) /\rt Slallings JimLersch

/)uralion I) Orrin Smith (8(1 minutes) 2) Jim Lcrsch 3) Dave Sharp

KC I)

Mark Sawyer.

courlcsy of the RC,SJ\. Significant improvements 011 lhc 4WD road to launch, and a shaded rnmada in the LZ arc planned for next year.

A special note should be: made aboul the cily of J\lamo11ordo's supporl of hang gliding.

For last Na1ional My-In, the; city donated and cleared a pcrmancnl I .Z. This year, the Chamber of Commerce provided a colorf11l billboard and an ad in llang Ciliding magazine prorno1ing the event. They also put in a breakdown area in the I paid for by a small motel lax.

I ,ikc l.akcwood, Oregon and !)unlap, Ten· nessce, i\lmnogordo is a small corrn111111ity making real cfforls lo welcome hang gliding enthusias1s. llopcf'rrlly, as word spreads, the fly .. in's popularity will continue to grow, and J\larnogordo will become a regional hr1b f'or hang gliding. 11 deserves to happen. 11111

Dave Sharp (38 miles)

New at the Dry Canyon launch this year was an extended downsloping concrcle ramp,

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COMPETITION CORNER

1992 Region 1 Championships

by Davis Straub/ Meet Organizer

May

continued the El Nino regime of high temperatures that began affecting Northwest hang glider pilots in Ma.rch, as temperatures for the month averaged five degrees above nonnal and rain was almost nonexistent in Seattle. There was a slight spot of inclement weather in mid June just after Lionel Space and I departed for the Sandia Classic in Albuquerque, but by the weekend of the 20th, June had heated up to recordbreaking temperatures. It was time for the Region One Championships at Chelan, Washington.

With no fronts to bring on instability, and a thermal low over California's Central Valley to match the high pressure ridge over Washington and Oregon keeping off the cooling Pacific onshore flow, conditions over the Eastern Washington flatlands promised to be challenging. With temperatures of 70 degrees at 6,000' (4,000' AGL), the dust devils wouldn't start until afternoon.

For three days 30 pilots from Washington, Oregon and Canada gathered at Chelan Butte, site of the 1985 and 1986 U.S. Nationals, to compete on triangle or out-andreturn tasks. Using an aerial start gate, tasks were called in an effort to get most of the pilots back to the goal and thereby encourage racing over merely surviving.

The first day task of Withrow to Mannsfield and back (45 miles), proved tough as many pilots went down without finding that first thermal out on the flats after getting up at the Butte. Four pilots made it to goal. Yours truly wound up 200 yards short racing to cross the finish line, first a minute ahead of the winner for the day, Dave Little, followed shortly by the meet winner Kevin Bye. The second day proved even tougher with no goal finishers. The task, an out-andretu111 to Sims Corner (62 miles) started with weak conditions at the Butte with many pilots

44

leaving to cross the Columbia River Gorge at 500' less then is considered prudent (7,000').

The first gaggle wasn't able to get much over 6,500' until about 20 miles out at Mannsfield, by which time the flats started heating up enough to start getting pilots up to the nonnal 9,000' to 10,000'.

On the way out to Sims, one pilot entered a 200' diameter dust devil at 500' AGL. He successfully made a few turns and then his nose was pitched up, his glider went upside down, he went weightless and then both leading edges were snapped simultaneously. He deployed his hand-thrown chute and then at 100' deployed his "PocketRocket" second chute for a very gentle, onhis-feet landing. Another pilot 3,000' over him in the same dust devil had a perfect view of the chutes as they blossomed, and was able to call an aid car from Mannsfield that turned out not to be needed.

As pilots made the turnpoint at Sims Corner, we were made very aware of the northwest wind that had built up to 10 to 15

miles per hour. We had to be very patient, thennaling almost endlessly in order to gain a few miles. For the two hours pilots struggled to make it back to Chelan with Kevin Bye getting almost to the rim at the Gorge to win the clay.

In order to make it a race, the task committee called a short task the third day, an out to the "Bump in the Road" and return to the Chelan Airport (25 miles). The first set of pilots to launch were able to get to 7,900' at the Butte in the first thermals, so we knew that conditions had improved. Still, getting that first thermal on the flats proved tricky, and a number of pilots went down at the Waterville road. After that things started booming as we quickly realized a hundredmile day was actually at hand. Sixteen pilots were able to make the goal, with Mike Dailey winning with a time of one hour and 22 minutes.•

Final Results 1992 Region 1 Championships Place Pilot 1) Kevin Bye 2) Dave Little 3) Davis Straub 4) Dan Keen 5) Paul Gallagher 6) Don Wanlin 7) Mike Hanington 8) Mike Dailey 9) Teny Taggert 10) Lionel Space

Glider Moyes GTR Moyes XS 155 HP AT 158 HP AT 158 UP Axis 13 HP AT 145 HP AT 158 UP Axis 15 Magic IV HP AT 158

1992 Region 9 Regionals

by Pete Lehmann Region Nine finally experienced a more nonnal spring than has been seen for the last couple of years. While the flying was still a bit eITatic, there were a number of notable features to the flights turned in for this year's Regionals. We had the first tow flights ever entered in the contest, the first wave soaring cross-country flight, and for the first time someone achieved three 60+ mile flights during the contest period.

The Regionals' format permitted contestants to fly open distance cross-country flights from any site in the Region. Flights were allowed on weekends or scheclulecl clays off, and spanned the period from mid-March to the end of May, thereby encompassing the Region's best flying conditions. The contestants' three longest flights were added up, and the winner was the one with the greatest total distance. To prevent one lucky HANG GLIDING

COMPETITION CORNER long-distance flight from blowing out the contest, and to emphasize consistency, individual flights were limited to a maximum distance of 60 miles each.

The contest attracted 29 pmticipants, three of which were Rookies. Fourteen of the contestants submitted flights, including one Rookie, Daniel Haubeil of Ohio. By virtue of his two 20.4-mile flights on his Formula 154 he wins the Rookie Class Championship with a (rounded) total of 41 miles. What is interesting is that his two flights were made from a platform tow vehicle, as were two of the only other flights entered from Ohio by LatTy Wright. It is surprising that it has taken this long for tow flights to make an appearance in the contest, but I am certain they are a harbinger of the future. Ohio is ideal for long X-C flights from tow, and, indeed, there was a 60-mile flight during contest period by a non-competitor.

As the administrator of this contest I am placed in the curious position of announcing that I am the winner. Flying my new Enterprise Wings Combat I managed to maximize the contest's possible 180 miles with three flights of 126.5, 86 and 72 miles for an actual total of 284.5 miles. The longest flight was flown on May 3 from Avonmore, Pennsylvania to Duncannon, PA and represents the new Pennsylvania state record, beating the I 06-mile record set in I 986.

Conditions were outstanding with climbs of up to 900 fpm and gains of 8,300 feet on the barograph trace of the flight. The other two flights were flown from Tempelton, PA, with one of them ending near Frostburg, Maryland on a heavily overdeveloped, light wind clay.

The biggest problem on that flight was dodging the huge areas of snow showers under the overdeveloped cumies.

The year's most unusual flight was made

by Virginia pilot Nelson Lewis. Flying his 155 Moyes XS from Woodstock above the Shenandoah Valley, he, along with other pilots, got into a spectacular wave, and climbed 10,000 feet to reach 12,000' MSL. After topping out he went over the back and succeeded in reaching and climbing in seven further ripples of the wave as it petered out over the flatlands beyond the Blue Ridge Mountains. While other hang glider pilots around the world have now successfully soared in waves, I believe Nelson's flight to be unique in his achievement of such a long flight by exploiting the secondary and AUGUST 1992

subsequent waves over the back. If anyone knows of other such flights I would be grateful for information about them.

Combined with his other two flights Nelson totalled 126 miles to take a strong second place in the contest.

Third place was taken by Randy Newberry (Wills HP AT) who entered three flights including a 57-mile flight along the entire length of Big Walker Mountain, a flight he has wanted to make for years. With his other two flights Randy totalled 90 miles for the contest.

Final Results 1992 Region 9 Regionals Place Pilot I) Pete Lehmann 2) Nelson Lewis 3) Randy Newbeffy 4) Tad Eareckson 5) Larry Wright 6) Rick Holtz 7) Ron Dively 8) Mike Neuman 9) Christian Titone 10) Paul Tidwell 11) Claire Pagen 12) Daniel Haubeil 13) Jim Rowan 14) John Pesch 15) Christy Huddle

Glider Miles Combat 180 126 XS 155 HPAT 90 HPAT 89 HPAT 74 Light Mystic 72 Combat 57.5 HPAT 55 54 K2 51 ?

K2 42.5 Formula 154 41 HPAT 37 25 K2 11 K2

Tad Eareckson (Wills HP AT) made the most of the ridge running potential offered by the Woodstock site to claim fourth place with a total of 89 miles.

Two other pilots weighed in with flights of 50 miles or better. Christian Titone got 54 miles early in the contest flying from the Sac in Pennsylvania, but managed no other flights. Perennial threat Mike Neuman flew 50 miles from Avonmore, PA on the clay I set the state record, but registered only one other short flight. Mike had earlier suffered a grievous disappointment when he showed up at Tempelton with a driver on the spring's best looking clay only to discover that he'd bent a downtube on his previous flight, and couldn't fly. Murphy's Law.•

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Hang Gliding magazine's

SPECIAL NEW PILOT EDITION II • Buying A Used Glider • Choosing An Instructor/School • The Design Of A Modern Hang Glider • Your First Mountain Flights • Leaming To Land ... and much, much more, including articles by Dennis Pagen, Mike Meier, Greg De Wolf and Matt Taber.

Spectacular color photography throughout. Of interest to beginners and experienced pilots alike, and a great way to introduce a friend or relative to the sport you love. A true collector's item.

$4.50 (+$1.50 S/H) USHGA • P.O. Box 8300 • Colorado Springs, CO • 80933-8300

HIGHER THAN EAGLES

by Maralys Wills (with Chris Wills) HIGHER THAN EAGLES documents the drama of a family overtaken by man's oldest dream-flying! It is the story of BOBBY WILLS, a

stubborn, feisty boy who overcomes a difficult childhood to achieve his dreams-including becoming the simultaneous U.S., Canadian and British hang gliding champion. But it is also about a family, swept along by one son's vision to the point where they can never tum back, even when tragedy strikes.

"A stunning, totally captivating book ... a brilliantly written human drama about a family alternately inspired and tom apart by the sport. The st01y of a boy who lived life with a passion that ve1y few will ever know."

-Gil Dodgen, Editor Hang Gliding magazine

$19.95/Hard Cover (+$3.50 S/H)

Available from USHGA • P.O. Box 8300 • Colorado Springs, CO • 80933-8300

DaviH Straub launching at Mirador Santa Catarina. San Antonin is the town below and Toliman and A titian volcanos arc in the distance.

by

I stepped off the plane n1 Panarna Airpor1 on a visi11o my father a few years back, I noticed 1hc perfectly formed cumulus clouds regularly spaced for as far as I could sec. Right then I wanted to come back to Cen!ral America wi1h my glider.

This year I was again looking up al 1he ct11nul11s-dapplcd skies, this time over Anligua in the highlands of Guatemala. As Belinda and r walked out or the Casa K'ojom, the local museum or indigenous music, the street and vacant lot in fron1 ofus lifted off in a 1wirling of corn stocks and other plant debris. In !he hack-· ground, the Volcano Agua shimmered in the heal and beckoned us 10 fly her nanks.

We were on our way to Lake Atillan and

J\uc:usr 1992

Straub and Belinda Boulter the tourist town, Panajachcl, that graces her northern shore, a three-hour drive from Guatemala City via the Pan American Highway.

There we would find John Olson and Saf'ari Sky Tours in residence next lo the lake and ready wi1h a sheaf of gliders 10 get us gringos into the air.

Guatemala has 32 volcanos, four them active. The highlands stretch wcs1 to cast across !he ct:ntcr of the country, with Pacific lowlands to the south and the largely trackless Pcten jungles to the nor1h bordering the Yuca1an Pen-· insula or Mexico. With Lake Atillan al 5, I00' and our launch at Mirador Santa Catarina al 7,000', we were surrounded by pine forests.

When you picture flying in central

or

America, you might imagine tropical forests.

My experience over the last two years of flying in southern Mexico and now Guatemala, is that the flying takes place in the highland areas.

Valle de Bravo, a favori1c of Mexican pilots, is at 6,000' and also in pine forests. The land around Lake Atitlan reminded me of Lake Chelan, brown and dry during the dry season October through May except for the forests, coffee plantations and the occasional banana

palm.

The lake i1sclfis 10 miles long m1d seven miles wide. On the sou1h shore two volcanos, Tolirnan and Atitlan, rise to over l 0,000' and over 12,000' respectively, with a third, San Pedro, rising 10 9,900' off to the southwest. In

47

the afternoon, a south wind from the Pacific (the Xoxomil - Sho-ko-mil) comes up and blows around the two southern volcanos, fanning a north-south convergence line all the way across the lake when it comes back together.

All the launches at Lake Atitlan face south toward the lake. There is a concrete ramp at Mirador Panajachel about 1,500' above the lake on the main highway into town about five road miles from town. This ramp has a limited setup area, but provides an easy glide to the best landing area in Panajachel, the Hotel Tzanjuyu.

The landing area is 100 yards long and flanked by the deep lake on three sides. We were able to have some Hang II pilots land there with experienced pilots in the landing area providing hand signals as guidance. Still, there were four water landings among the less experienced during our nine days there.

We were surprised to see the local Guatemalan student pilots install inner tubes on their crosstubes, but soon adopted the local custom ourselves. All the water landings experienced by the American pilots were without mishap, with pilots in the landing area swimming out in the 65-degree lake to assist in unhooking and getting the floating gliders into shore.

For two days after arriving in Panajachel, we waited out the north wind coming down from Denver along the east side of the Rockies and Siena Madres. On the third day the north wind died out and we were able to get up to launch to begin seven days of flying.

The launch at Mirador Santa Catarina to the east of town necessitated a 25-minute ride up in the Ford from Hell, but provided a larger setup area, much less traffic and more opportunities for thermaling to cloud base. There is no landing area below, and pilots were required to fly at least three air miles back to town to land at the river bed, soccer fields or Hotel Tzanjuyu.

A number of times the more experienced pilots didn't make it and were forced down at Santa Catarina to land in a very small section of reeds on the shore.

Because of these landing difficulties we recommend strong Hang III skills for pilots going to Lake Atitlan, unless you are with a group of more experienced pilots who will very actively assist you, and you are willing to risk landing in the water.

Lake Atitlan significantly alters the local weather. No longer did we see row after row of perfectly fanned cumies. We flew in a mix of thennals and ridge lift provided by the predominant southern wind off the lake. Cloud base

48

11

There are many flying sites in the Guatemalan highlands that have not been explored, but because of the many roads and cleared areas the difficulty would be minimal." around the lake was often low, right above launch at 7,000' to perhaps 8,000'. As the week progressed so did the flying, as thermals came to predominate and the cloud base rose to 9,000'.

We were able to fly for seven straight clays, mostly in thennals,jumping from ridge to ridge along the northern shore of the lake. Crosscountry flying away from the lake proved difficult as the highlands rose to about 8,000', the hillsides clotted with corn patches and small Indian villages. The cumies back behind the lake had substantially higher bases and promised good X-C potential if we could have gotten back there.

Lake Atitlan is not the only hang gliding destination in Guatemala. Lake Amatitlan, a half hour from Guatemala City and the major airport, has a launch that faces south and a landing field right below launch. While we don't know if people fly at Antigua, there is a road up Mount Aqua and it should be possible to fly X-C from there throughout the highlands.

We went on tour with all gliders, retrieval and room provided by Safari Sky Tours. If you decide to fly down on your own, it is quite possible to get around Guatemala with your glider and let the public transportation take care of your retrieval needs.

We flew down with Belinda's glider checked as a wind surfer. While itcost$75 to fly it down from Seattle, the airline didn't charge us on the way back. A bus to Panajachel from Guatemala City costs 80 cents (take a taxi to Transportes Reveille from the airport), and there is a large rack up on top of the bus (and all buses) for luggage. We were able to put Belinda's broken clown glider on a taxi and lash it down with two pieces of rope for the three-hour ride from Antigua ($50).

A bus ride from Panajachel to either launch should cost about 40 cents. Take the bus from the vegetable market past San Andres to Miraclor

Santa Catarina, or a bus from the main intersection toward Solola to Mirador Panajachel. The conductor will help with the glider.

Buses are everywhere in the Guatemalan highlands, so no matter where you fly to you will be able to get back.

The food and accommodations in Panajachel are above pilot standards with rooms ranging from $5 to $30 a night. Try the Hotel Regis with its natural volcano-fed hot tub- at three pilots to a room, $10/pilot. Meals in the many restaurants are very inexpensive.

If you have a little time and money, flying in Central America can provide that needed break from wintertime lack-of-airtime blues.

With peace in El Salvador, it is now also possible to fly a site near San Salvador. Costa Rica is also a possibility.

There are many flying sites in the Guatemalan highlands that have not been explored, but because of the many roads and cleared areas the difficulty would be minimal. Antigua and Panajachel provide excellent living accommodations, and there are many other towns and cities in the highlands where you can hang out while not flying.

If you are concerned about the political situation in Guatemala, either for your own safety, or out of concern for the lives of the Indians living there, be aware that the level of violence prevalent in the middle 80's has been significantly reduced. The indigenous people around Lake Atitlan demanded that the aimy quit their atrocities, and the army has for the most part complied in that area.

Guatemala is well known for its friendly indigenous people and their vibrant culture.

You will have many opportunities to interact with a truly wonderful country wherever you go.•

GUIDED HANG GLIDING SAFARIS

SOUTHERN CALIFORNIA with its varied flying sites and endless sun offers pristine flying conditions during the months of Oct. to May. IF YOU NEED AIRTIME please write or phone (714) 678-5418.

25099 Bundy Canyon Rd. Sun City, CA 92586

1992 USHGA MERCHANDISE ORDER FORM TOTAL

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OTHER USHGA CALENDARS SPECIFY YEAR: 1992 1991 1990 1989 1988 Excellent Photography- collect them all! .. @ $1.50 *'NEW" COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cation, cross-weave w/ side gusset, 3 colors on ash SPECIFY SIZE: MEDIUM LARGE XL reg. $39.95 ............. $34.95 "NEW" "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE .......... . .......... $24.95 ................. $14.95 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL ................. . *'NEW" "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy SPECIFY SIZE MEDIUM LARGE EXTRA-LARGE.. ................... .................... ............... $19.95 "NEW" USHGA Golf Shirt 100% combed cation. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only)......... .............................. $22.95 USHGA SCRAMBLE KNIT SWEATER by Nutmeg Mills Embroidered with Mtn. Glider emblem, 100% Cotton, "Natural Color" SPECIFYTYPE: CREW NECK or VEE NECI< and SIZE: SMALL MEDIUM LARGE X-LARGE (Reg. $39.95) CLEARANCE $29.95 USHGA LONG SLEEVE T-SHIRT 100% Cotton ·'Simplistic'' Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL .......... $18.95 USHGA MTN. GLIDER T-SHIRT White-100% cotton. Our most popular shirt SPECIFY SIZE: M L XL ................. $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: 3(6-8) M (10-12) L(14-16) .................. $9.95 USHGA NEON LOGO T-SHIRT 100% Cation Our beloved official logo, color revised of the 1990's. HOT! SPECtFYTYPE·. WHITETANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large (Reg. $9.95) CLEARANCE $7.00 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED .. $9.95 USHGA CORDUROY CAP Embroidered with "Glider Trails" design SPECIFY COLOR: ROYAL BLUE OFF-WHITE ..................... $9.95

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

(719) 632-8300

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RATINGS SAFE PILOT AWARDS BRONZE SANDRA KING TONI KW ALICK SILVER TONI KW ALICK GOLD DAVID KINCHELOE

LILIENTHAL AW ARDS BRONZE LARRY CHURCH BRIAN FOGOROS MARILYN RAINES

BEGINNER RA TINGS PILOT: City, State; Instructor/School Region 1 DUARTE, DENNIS: Mt. Vernon, WA; T. Johns/Cascade Soaring HIGH, DAN: Troutdale, OR; J. Asher/Hang Gliding School of OR KEE, MICHAEL: Everett, WA; J. Gamer/Rockys Flight School LINDSEY, MICHAEL: North Pole, AK; L. Thomas/T&L Sales & Service MORRIS, JEROME: Morton, WA; J. Reynolds/Capital City Hang Gliding Region 2 ALBARRAN, KIM: Sausalito, CA; L. Thor/Airtime of SF HERRICK, MICHAEL: Los Gatos, CA; P. Denevan/Mission Soaring ROBERTS, DAVID: San Francisco, CA; E. Mies/Airtime of SF ROCK, DANIEL: Daly City, CA; D. Murphy SCHRODER, MARGRET: San Francisco, CA; D. Murphy STIVER, SHAWN: Novato, CA; A. Whitehill/Chandellc SF WASSENAAR, YVONNE: San Francisco, CA; D. Murphy/Chandelle Region 3 BUTLER, BOB: Tustin, CA; D. Skadal/Hang Flight Systems GRODE, JOHNA: Mission Viejo, CA; D. Skadal/Hang Flight Systems GRZESIAK, DA VE: Glendale, CA; D. Skadal/Hang Flight Systems KRIVIT, STEVE: Pacific Palisades, CA; R. McKenzie/High Adventure LEVINE, GIL: Los Angeles, CA; A. Beem/Windsports Soaring Ctr. LOENGAA, JENS: Los Angeles, CA; R. McKenzie/High Adventure NEIGHBORS, ROBERT: Orange, CA; R. McKenzie/High Adventure RAMEY, ROBERT: Santa Barbara, CA; K. DeRussy/Hang Glider Emporium SNIR, SHIMON: Los Angeles, CA; A. Beem/Windsports Int'!

Region 4 BORDERS, JAMES: Albuquerque, NM; C. Woods/UP over NM Region 6 BOWEN, DOUG: Parsons, KS; D. Glover/Kitty Hawk Kites POOLE, THOMAS: Palermo, CA; G. Evans/Lookout Mtn FP SCHULTZ, THERESA: Hazelwood, MO; J. Hooks/Lookout Mtn FP WEBER, THOMAS: St. Louis, MO; J. Hooks/Lookout Mtn FP

50

Region 7 BARNHART, SCOTT: Lowell, IN; J. Mitchell/JJ Mitchell HG EVANS, GARRY: Arlington Heights, IL; B. Kushner/Raven Sky Sports FOO, WEI LENG: Slinger, WI; B. Kushner/Raven Sky Sports GOLDSTEIN, JAY: Chicago, IL; B. Kushner/Raven Sky Sports LEACH, JOHN: Bollingbrook, IL; B. Kushner/Raven Sky Sports OCKEN, ANDREW: Schaumburg, IL; P. Hall/Purdue HG PRIEST, WILLIAM: Troy, MI; N. Lesnow/Pro Hang Gliders SIPP, JEFFREY: Howard City, MI; B. Weaver/Kitty Hawk Kites SPISAK, CHUCK: Holly, MI; C. Thoreson/Lookout Mtn FP STOUT, TIM: Bloomington, IN; C. Thoreson/Lookout Mtn FP THOMAS, JOHN: Lisle, IL; J. Mitchell/JI Mitchell HG Region 8 DINKIN, DAVID: Marlboro, MA; J. Zagarello/Aeolus MAXWELL, WILLIAM: Marlboro, MA: J. Zagarella/Aeolus SHAISH, ELISHA: Stamford, CT; D. Glover/Kitty Hawk Kites TORGERSEN, DAVID: Uncasville, CT; D. Glover/Kitty Hawk Kites Region 9 AUGENSTEIN, GLENN: Louisville, KY; C. Woods/UP Over NM BURKE, KENNETH: Washington, DC; D. Glover/Kitty Hawk Kites COAKLEY, DAVID: Hyattsville, MD; R. Jacob/Sequatchie Valley CROWE, JIMMIE: Wayne, WV; B. Weaver/Kitty Hawk Kites DEVEREUX, NICK: Alexandria, VA; R. Jacob/Sequatchie Valley DORIA, SCOTT: Levittown, PA; D. Glover/Kitty Hawk Kites DUTTON, ANDREW: Ellicott City, MD; J. Middleton/Silver Wings GRAHAM, MATTHEW: Takoma Park, MD; B. Weaver/Kitty Hawk Kites KALIL, DA YID: Arlington, VA; D. Glover/Kitty Hawk Kites MCALLISTER, JOHN: Winchester, VA; J. Middleton/Silver Wings ORTMANN, MICHAEL: Annandale, VA; B. Weaver/Kitty Hawk Kites ROBINSON, DALE: Wilmington, DE; B. Umstattd/Sky High TAYLOR, NEIL: Arlington, VA; J. Middleton/Silver Wings THOMAS, HUNTER: Ashland, KY; B. Weaver/Kitty Hawk Kites Region 10 ABEL, DENNIS: Kill Devil Hills, NC; B. Weaver/Kitty Hawk Kites BASS, RICK: Florence, SC; R. Lisle BERWICK, KYLE: Miami, FL; J. Tindle/Miami Hang Gliding CAMERON, PATTI: Tallevast, FL; C. Thoreson/Lookout Mtn FP CAMPILLO, JORGE: Miami, FL; J. Tindle/Miami Hang Gliding CARLSON, MIGGEN: Nags Head, NC; B. Weaver/Kitty Hawk Kites CLOUGH, LARRY: South Bend, IN; C. Thoreson/Lookout Mtn FP DEVANEY, JOHN: Kill Devil Hills, NC; D. Glover/Kitty Hawk Kites DEYO, JAMES: Elizabeth City, NC; B. Weaver/Kitty Hawk Kites EADY, MARK: Lakeland, FL; C. Thoreson/Lookout Mtn FP FULLER, GLENN: Menitt Isl., FL; T. Emden/Sky Hook HG HIGGINS, TERRY: Kill Devil Hills, NC; D. Glover/Kitty Hawk Kites KENNEDY, REBECCA: Kill Devil Hills, NC; B. Weaver/Kitty Hawk MILLER, ERIC: Fayetteville, NC; D. Glover/Kitty Hawk Kites MILLER, ANDREW: Raleigh, NC; D. Glove1/Kitty Hawk Kites OLIVARES, JESUS: Hialeah, FL; F. Foti/Miami Hang Gliding RAUHE, TIMOTHY: Cary, NC; D. GloveI/Kitty Hawk Kites SNUGGS, THOMAS: Garner, NC; D. Glover/Kitty Hawk Kites WHITTLE, JAMES: Nags Head, NC; D. Glover/Kitty Hawk Kites Region 11 SHULTZ, LEN: Plano, TX; D. Broyles/Kite Enterprises

HANG GLIDING

RATINGS Region 12 BEELEY, JIM: Rochester, NY; B. Guderian/Rochester Area Flyers BOLOSKY, WILLIAM: Rochester, NY; R. McGovern/RAF CHANDLER, CHARLES: Simsbury, CT; W. Vaughn/lV!ountain Wings FERINDEN, FRED: Highland Park, NJ; B. Umstattd/Sky High GREEN, DAVID: Syracuse, NY; D. Guido/Susquehanna FP HUNTER, BRIAN: Pittsford, NY; B. Lyon/Rochester Area Flyers LEBLANC, JESSICA: Rochester, NY; B. Lyon/Rochester Area Flyers MILLER, BRYAN: Brockport, NY; B. Guderian/Rochester Arca Flyers PURSELL, EARL: Rochester, NY; R. McGovern/Rochester Arca Flyers SACHDEV, MARC: Pittsford, NY; H. Boessl/Rochester Area Flyers SOIFER, BOHAN: Co1inth, NY; D. Guido/Susquehanna FP SORENSON, CHUCK: Walworth, NY; B. Guderian/Rochester Area Flyers STRAUCH, CLINT: HOilywood, FL; J. Tindle/Miami Hang Gliding VAUGHN, BRIAN: Farmington, NY; B. Guderian/Rochester Arca Flyers VERDON, MICHAEL: Brooklyn, NY; D. Glover/Kitty Hawk Kites WACK, CHRIS: Williamsville, NY; B. Guderian/Rochester Area Flyers WHEELER, ERIC: Pittsfield, MA; W. Vaughn/Mountain Wings

Region 5 ALBRIGHT, ROBERT: Willow City, ND; R. Mitchell/Eagles Wings DELOZIER, DAN: Pocatello, ID; F. Gillette/Magic Valley Sky Sails Region 6 MC ELROY, JOE: Topeka, KS; R. Kenney/Prairie Hang Gliding SCHULTZ, THERESA: Hazelwood, MO; J. Hooks/Lookout Mtn FP WEBER, THOMAS: St. Louis, MO; J. Hooks/Lookout Mtn FP Region 7 DUBAY, DANIEL: Livonia MI; N. Lesnow/Pro Hang Gliders JAMES, CRAIG: Chicago, IL; B. Kushner/Raven Sky Sports NAUDI, DAVID: Hanover Park, IL; B. Kushner/Raven Sky Sports SCHMITZ, KEVIN: Milwaukee, WI; B. Kushner/Raven Sky Sports STOUT, TIM: Bloomington, IN; C. Thoreson/Lookout Mtn FP Region 8 JESTER, DANIEL: Bristol, CT; J. Nicolay/Morningside FP MASON, TOM: Hampton, NH; J. Hooks/Lookout Mtn FP MCMAHON, OLIVER: Nashua, NH; J. David

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 ARRIGONI, LONI: Seattle, WA; L. Majchrzak GREENE, ROBERT: Edmonds, WA; R. Gelfan/Dreamflights LYNCH, MALLORY: OR; W. Roberts/So. Oregon HG MORRIS, JEROME: Morton, WA; J. Reynolds/Capital City HG STONEBROOK, PHILIP: Ashland, OR; W. Roberts/So OR HG Region 2 ADAMS, TERRY: Cupertino, CA: W. Ostiguy/Western HG ALBARRAN, KIM: Sausalito, CA; L. Thor/Airtime of SF FALWORTH, PAUL: Sunnyvale, CA; P. Dencvan/Mission Soaring Center HEYMAN, CORY: Berkeley, CA; R. Patterson/BHGC PADDOCK, JIM: Sparks, NV; G. Jepsen/Adventure Sports POOLE, THOMAS: Palermo, CA; G. Evans/Lookout Mtn FP REDLIN, DAVID: San Francisco, CA; A. Whitehill/Chandelle SF Region 3 BUTLER, BOB: Tustin, CA; D. Skadal/Hang Flight Systems GRODE, JOHNA: Mission Viejo, CA; D. Skadal/Hang Flight Systems GRZESIAK, DA VE: Glendale, CA; D. Skadal/Hang Flight Systems JAMISON, BRIAN: Marina Del Rey, CA; D. Quackenbush/True Flight KRIVIT, STEVE: Pacific Palisades, CA; R. McKenzie/High Adventure LOENGAA, JENS: Los Angeles, CA; R. McKenzie/High Adventure NIEGHBORS, ROBERT: Orange, CA; R. McKenzie/High Adventure OWENS, STEVE: San Diego, CA; R. Mitchell/Eagles Wings HG POOLE, MARSHALL: Victorville, CA; R. McKenzie/High Adventure SEYMOUR, RICHARD: Los Angeles, CA; A. Beem/Windsports Int'!

THORNBURY, CINDY: Sylmar, CA; P. Thornbury/Windsports WALLACE, MARTY: Burbank, CA; A. Beem/Windsports International

Region 9 COLLETTI, BOB: Susquehanna, PA; B. Murphy/Ultralight Flight MA TYLONEK, JOHN: Upper Derby, PA; C. Thoreson/Lookout Jv!tn FP TRA TNIK, MELANIE: Arlington, VA; C. Thoreson/Lookout Mtn FP Region 10 BERWICK, KYLE: Miami, FL; J. Tindle/Miami Hang Gliding CAMERON, PATTI: Tallevast, FL; C. Thoreson/Lookout Mtn FP CAMPILLO, JORGE: Miami, FL; J. Tindle/Miami Hang Gliding DADISMAN, TAD: Kill Devil Hills, NC; D. Glover/Kitty Hawk Kites EHLERT, JOHN: Sunny Hills, FL; C. Thoreson/Lookout Mtn FP EVANS, GLENN: Jamestown, NC; G. Evans/Lookout Mtn FP FLYNN, HEATH: Orange City, FL; R. Jacob/Sequatchie Valley Soaring FULLER, GLENN: Merritt Isl. FL; T. Braden/Sky Hook HG HOWELL, RAMOND: Wendell, NC; D. Glover/Kitty Hawk Kites KAECK, JOHN: Ashville, NC; W. Vaughn/UP Soaring Center OLIVARES, JESUS: Hialeah, FL; F. Foti/Miami Hang Gliding PACE, BRENT: Jacksonville, FL; C. Thoreson/Lookout Mtn FP SNIDER, ROBERT: Miami, FL; C. Thoreson/Lookout Mtn FP SOO, JEFFREY: Chapel Hill, NC; D. Glover/Kitty Hawk Kites STRAUCH, CLINT: Hollywood, FL; J. Tindle/Miami Hang Gliding Region 11 ERICSON, GREG: Austin, TX; S. Bums/Austin Air Sports Region 12 HUMPHREY, PETER: New York, NY; S. Wise/Fly High Hang Gliding JEWELL, SCOTT: Binghamton, NY; B. Murphy/Ultralight Flight

INTERMEDIATE RA TINGS PILOT: City, State; Instructor/School

Region 4 BERGER, GREG: Denver, CO; M. Reeder/Colorado HG & PG School BORDERS, JAMES: Albuquerque, NM; C. Woods/UP over NM BRIMLEY, CURT: Salt Lake City, UT; K. Stowe/UP Soaring Center GIVAN, JOE: Littleton, CO; J. Fritsche/Colorado HG & PG School MELLE, SCOTT: Denver, CO; C. Baughman/Vulture Gliders

AUGUST 1992

Region 1 ALLMAN, RONNIE: Vancouver, WA; R. Gelfan/Dreamflights BECKETT, RICHARD: Seattle, WA; R. Gelfan/Dreamflights BLACKWELL, CRISS: Graham, WA; R. Gelfan/Dreamflights MIZUTANI, AKIHIRO: Renton, WA; T. Johns/Cascade Soaring

51

RATINGS Region 2 ANDRONACO, GREGORY: El CeITito, CA; S. Seabass/Berkeley HG HATFIELD, KELLY: Olympic Valley, CA; R. Leonard WILLIAMS, SCOTT: San Francisco, CA; J. Greenbaum/Airtime of SF

Region 4 CRAWFORD, ANSU: Broomfield, CO; J. Yocom SCHWAB, FRANK: Phoenix, AZ; D. Jones WRIGHT, JESSICA: Telluride, CO; Luigi Chiarani/felluride

Region 3 DARLEY, MAIK: Puhi, HI; D. Darling/Maui Soaring Supplies HARRISON, KELLY: San Juan Capistrano, CA; D. Skadal/Hang Flight MCSWEENEY, SHAN: Los Angeles, CA; D. Quackenbush/frue Flight TEPPER, MIKE: LB., CA; M. Fleming/forrey Flight Park WEBER, DEAN: Camarillo, CA; K. DeRussy/Hang Glider Emporium YOON, MIN: Los Angeles, CA; R. McKenzie/High Adventure

Region 8 SMITH, HAROLD: Meriden, NH; G. Crowe/Morningside FP

Region 4 MARTIN, RANDY: Albuquerque, NM; C. Woods/Up over NM Region 7 WEISNER, RON: Cullom, IL; A. Mantas/Spectrum HG Region 8 MASON, TOM: Hampton, NH; J. Hooks/Lookout Mtn FP MCCASLIN, MICHAEL: Gardiner, ME: J. Nicolay/Morningside FP Region 9 DEDOMENICO, ROBERT: Monroeville, NJ; M. Taber/Lookout Mountain FP EFFINGER, MIKE: Pewee Valley, KY; M. Taber/Lookout Mtn FP KELLEY, PAUL: Pasadena, MD; E. Logan/Penn-Aerie MOODY, STEVEN: Pittsburgh, PA: P. Brooks/Daedalus HG Region 10 JONES, DANIEL: Oakwood, GA; C. Thoreson/Lookout Mountain FP LEAVITT, CHARLES: Marietta, GA; M. Taber/Lookout Mountain FP Region 12 DRAGO, CHARLES: Greenwich, NY; R. Clark/Susquehanna FP LASSACHER, MAX: Middle Village, NY; G. Black/Mountain Wings LINZMA YER, NIEL: Morris Plains, NJ; G. Black/Mountain Wings MONGE, MARIA: MoITis Plains, NJ; G. Black/Mountain Wings ULLMAN, DAVID: Horseheads, NY; R. Clark/Susquehanna FP

ADV AN CED RA TINGS PILOT: City, State; Instructor/School Region 1 FIESER, JAMES: Bellingham, WA; T. Johns LA BRASCA, STU: Renton, WA; R. Gelfan/Dreamflights Region 2 BOWDEN, KIMO: Daly City, CA; E. Mies/Airtime SF BROWNE, CHESTER: San Francisco, CA; J. Greenbaum/Airtime of SF BRUHIS, OFER: Palo Alto, CA; P. Douglas NEWLAND, JOHN: Fremont, CA; G. Pierson/Wings of Rogallo SHEIKH, TAHIR: Fremont, CA; A. Whitehill/Chandelle ZIMMERMAN, RUSS: Oakland, CA; D. Buchanan

Region 9 HIGLEY, LEO: Eldred, PA; J. Kolynich/Free Spirit Flight KAUTER, WILLIAM: Columbia, MD; S. Kinslcy/CHGA Region 10 HOOKS, JAMES: Rossville, GA; M. Taber/Lookout Mtn FP Region 11 DOOGS, TIM: Fort Worth, TX; J. Hunt/Red River Aircraft

FOREIGN RATINGS BEG: TAYLOR, SYD: Isle of Man; C. Thoreson/Lookout Mtn FP NOVICE: BURGESS, BRAD: Mississauga, Ontario; D. Glover/Kitty Hawk Kites KACHLER, FROIM: Guatemala City, Guatemala; C. Thoreson/Lookout Mtn ROWBOTHAM, E.: Glasgow, UK; C. Thoreson/Lookout Mtn FP ROWBOTHAM, JULIAN: Putney, London; C. Thoreson/Lookout Mtn FP TAYLOR, SYD: Isle of Man; C. Thoreson/Lookout Mtn FP INTER: HRUZA, ZDENKA: Burnaby BC, Canada; T. Johns/Cascade Soaring ADV: TERUAKI, ITO: Tokyo, Japan; K. Stowe/UP Soaring Center

TANDEM ONE RATINGS WOODY ABEL MONTE BELL GERRY CHARLESBOIS STEVE FLYNN JIMMATUSH ERIC MIES DAVE NETO THOMAS PHILLIPS

TANDEM TWO RATINGS STEVE PEARSON

Region 3 BEAUDOIN, CHARLES: Los Osos, CA; B. Stephens/SLOSA KAMPEN AU, STEVE: Lake Elsinore, CA; D. Skadal/Hang Flight Systems

52

HANG GLIDING

CLASSIFIEDS HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, belll or dented down tubes, ruined bushings, bent bolts (especially the lican bolt), re-used Nyloc nuts, loose thimbles, frayed or msted cables, tangs with non-circular 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 condilion 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-ccrtified school.

HP AT 144-Excellent condition, Ap1il '92 new, magenta. $2,800 (801) 254-6141.

PROGRESSIVE AIRCRAFT BREEZE - 180, single surface, good condition. $700 (617) 471-6538.

K2 - 1991, custom sail, low hours, excellent condition, $2,950. HP AT l 58-1992, excellent condition, $3, I 00. (505) 821-8544.

RA VEN 209 - Brand new, flown only IO minutes. Red, black, rainbow. $600 OBO, (519) 884-1970 ext. 2233, (519) 884-6622 home.

K2 145 - 10 hours w/full glider sun cover and XC Bag, $3,200. CG 1000-Purple/yellow, woman's 5'9", 125 lbs.

S150. Will pay shipping. (501) 663-3166.

SENSOR - NEW 160 VGB. No airtime on this beautiful glider. Dark blue LE, emerald green LS. Glider was stored since purchase. $1,000 firm. (612) 476-2026.

K2 155 -Low hours. like new, warp TE. $3,200 (805) 7721441.

SENSOR B-C - Converted. New E model luff lines. New upper flying wires, 2 extra downtubes, well maintained. $7 50 OBO, (303) 923- 6117.

ROGALLOS K2 155 AIRW A VE MAG JC JV 177 - Orange and blue. good condition. $800 John (408) 624-3347.

Excellent condition, 20 hours airtime. $2,900 SENSOR SI OE-Excellent condition. It's a steal at$l,575 will ship. (505) 984-9872 evenings.

(310) 820- 3548.

KISS 150- 3 hours ainime. $1,200 Allan (415) 664-293 l.

ALPHA 245 - $500. Mystic 177 VG $800. Formula 154 $2,500. 159 Z- l Racer $2,200. 159 Z-l Zoom S1,600. Axis 15 $2,700. TRX 160 $4,300. 11 meter Pulse $3,200. Comet 165 $500. UP Dream 220 $1,400. (503) 998-1220 AXIS 15 -

Fly or parts. $700 OBO, (503) 389-3899.

AXIS 15 - L. green, green, <50 hours, good shape. Steal it at $800 OBO, you pay shipping. (805) 969-6653.

AXIS 15 METER SUPERSHIP - Never looped, never towed. Sail still crinkles like new. All options, including quick set-up feature. Very high performance for larger pilot.

Tuned for handling. NewTrilam leading edge pockets. Make Offers. (415) 258-8009 leave message.

DOVES WANTED - Electra Flyer, Doves A, B or C, wanted by instructor for school use. Any condition. Raven Sky Sports (708) 360-0700.

DREAMS IN STOCK - All sizes, including 145 's. Many other used gliders available, including Visions & Spcctrums.

Raven Sky Sports (708) 360-0700.

FORMULA 144 - Great shape. red LE, gold & white. $2,150 (602) 774-5490.

FORMULA 154 - Good condition. $1,[00 includes shipping. John (619) 226-7951.

FORMULA 154 (805) 772- 1441.

LET'S TALK! - Moyes XS $2,300. Axis !5 $1,400. Ball M-50, Ball M- 20, Performance VZ t1ightdeck, CG-1000 w/ BRS, Maxon 5 watt. l will ship. All goods in new/excellent condition. Call (303) 728-3905.

MAGIC KISS - Excellent condition, 5 hours ainime. Must sell now! $1,700 (503) 682-5612.

MAGIC KISS 154 - Must sell! Unbelievable price $650.

Leave a message, Chris (416) 293-9256.

HP II - Red, white & blue. Little used. Sail in excellent shape. $1,000 (512) 345-0945.

HP Il - Full race, clean, good condition. $880 OBO, (805) 685- 0132.

HP ll - lmmaculate, low UV, low hours. Minnesota glider.

New cables, neYer crashed. S900 OBO, (612) 559-08!6.

HP 11 - Pull race, magenta, blue, \vhite. Clean. crisp, beautiful. Chattanooga area. S l ,300 OBO, Gary or Alice (615) 821-4588.

SKYHAWK !68 - Excellent condition, rainbow sail, 2 extra downtubes. $1,100 OBO, (317) 289-2718.

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

SPORT 167 EURO - Full race, exceptionally clean, 50 hours, crisp sail, bright colors $1,500. Sport Keller pod/ harness, all blue, great shape $250. Mike (708) 462-9396.

SPORT 167 AT-Black LE, spectmm, low time, all accessories. $2,200. Dwane, (805) 928-5401.

MAGIC llI 166- VG, 4 FDT, pitchy. $650 (503) 254-2983.

SPORT 167 USA-1987. Red, white, blue. Tightsail,flies nice. $750. (801) 225-7973 Utah.

MAGIC IV 166 - Good condition, purple LE, rainbow undersurt-ace, $900. PacAir 6 ft. cocoon harness with parachute, 20 gore, $300. (501) 676-5611 Dave.

SPORT AT 180- Full race, excellent condition, beautiful colors, extradowntubes. $2,200 080. Mark (206) 391-5527, (206) 251-7237.

MAGIC IV 166-150 hours, red LE, clean, $650. CG-!000 w/chute, red, $400 or $900 for both. (415) 474-4431.

STREAK 130 - Very good condition. $400 OBO. Call Chauncey (408) 274-9391.

MAGIC IV 166 - Full race, mylar red LE, red DS with custom sailwork. Lots of good flying left. $700 Mike (916) 684-4955.

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

MAGIC IV 166-Full race, excellent condition, red LE, red undersurface, white TE. $1,000 will ship (805) 255-9415.

Excellent condition. 4.4 TE. $2,000

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." Aerosail, 1617 W 40th St, Chattanooga TN 37409, (615) 821-5945.

AUGUST 1992

KISS - 1989 full race, extra undersurface rib, beefed-up ,railing edge. S1,200 OBO, Dave (619) 582-4414.

MARK IV - Colorful, 3.5 hours, $1,800. Raymond Pod, excellent condition, $350 (602) 482-3352.

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.

TRX - Half season, never whacked, excellent condition, $3,600. Ball 652 deck-loaded, $500 (619) 944-3462.

VISION MARK IV - Excellent condition. $1,400 (209) 435-6414 or (209) 584-921 l.

VISION MARK IV 17 - Tri-lam, 5 hours $2,100. Call Tom (804) 978-7957 leave message.

VISION MARK IV 17 $1,400 (617) 471-6538.

[989, mint, less than 60 hours.

MOYES XS l 55-Full race, excellent condition, <30 hours, $2,395. Best prices on Moyes, Ball, BRS, all major brands.

Steamboat Ullraflight (303) 879-6284.

VISION MARK IV 19-Brand new, less than halfhour(no crashes!) Blue/yellow edge, knee-hanger harness, Bell he!met, getting out of sport. $1,800 John (703) 406-8660 VA.

NEW K-2 144 -

VISIONS & SPECTRUMS Sky Sports (708) 360-0700.

and Double Vision. (503) 479-5823.

PROFILE 17 -Good condition, incl. free Super Pre-Flight check with new wires and new hang strap by USHGA school/ shop, and two brand new spare safety edged uprights. Excellent glider by La Mouette in France, Europe's biggest glider manufacturer: $700. STIR-UP HARNESS-La Mouette.

Perfect for beginners: $200. PARACHUTE- Approved with the highly acclaimed Gern1an "'Gutes Siegel", $150. ··Going back to Europe Sale": Ernst (415) 641-4848/387-l 178 or Roger (415) 755-2580.

VJ-24 3798.

Bought-Sold-Traded. Raven

80% complete with plans. $650 OBO, (402) 423-

WILLS WING HP 1.5 - Nicest one you'll ever see. Very low hours. With Robertson Cocoon, SID chute, vario. $1,000 firm. (719) 543-9927 home.

53

CLASSIFIEDS COLORADO HANG GLIDING (303) 278-9566 24 HO URS. REGION IV'S OLDEST, LARGEST FULLTIME SHOP. "Celebrating Our 20th Ycar of Unsurpassed Safety\" Paragliders (all brands) ....................... $800-$3,000 Helmets (all brands, styles) ............... $58-$260 Used harnesses .................................... $7 5-$500 Varios (demo's, all brands) ................ $75-$500 Reserve Chutes (all sizes), never used, each inspected repacked, w/new bridle and bag ......... $265 Equipment \00% Guaranteed/Major Credit Cards SPORT 167 ......................... <5 HOURS .... $2,500 VISION MK IV 19 ......... <5 HOURS .... $1,800 EXCEL 160 ................... <40 HOURS .. $1,000 VISION ECLIPSE 19 ........... <60 HOURS .. $1,000 LT. MYSTIC 177 ................. <40 HOURS .. $1,000 PROD AWN 155 ................... <25 HOURS .. $700 DUCK 160 ............................ <25 HOURS .. $700 PROSTAR 166 ..................... <40 HOURS .. $500 COMET II 165 ..................... <50 HOURS .. $500 PHOENIX J 85 . .. ...... <40 HOURS .. $450 LANCER 180 ....................... <45 HOURS .. S300 A!l_offers considered. Equipment is 100% guaranteed, inspected, shipped anywhere. COLORADO HANG GLIDING (303) 278-9566, 24 hrs.

A BEST BUY! - $265 never deployed, new bridle, bag.

Inspected and repacked, all sizes. Fully Guaranteed! Colorado Hang Gliding (303) 278-9566.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $35.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 941J6. (415) SKY- 1177.

PARAGLIDERS ITV METEOR - Brand new, never flown, 1990 model. $2,000 (914) 856-0833.

PARAGLIDER-Pro-Design Airbow, pink, in good condition. $1,050 OBO. Carl (303) 443-3012.

WILLS WING AT 123 1991- and deluxe WW harness.

Perfect condition. $2,600 (818) 841-9239.

WILLS, UP'S, ETC - $795 +up.Instruction, equipment, southern California and European tours (714) 654-8559.

ULTRALIGHTS

GOLDEN WINGS 1103 Washington Avenue, Golden, CO 8040 I TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG ..................... Exe. cond ........ $1,300 Vision 19 (used) .................... Exe. cond ........ $1,800 Several Sport 167 ...... .. .. $1800 - $2,200 HP AT .................................... Demo ............. $2,800 Many other good used gliders $450-$1000 HANG GLIDING CENTER SPECIALS MK IV 17 Yellow/Black, Tri lam LE, Metal TE .. $1,900 MK IV 17 Red/Yellow/White.... .. ...... $1,400 MK IV 19 Blue/Purple/Chevron Rainbow, Metal LE ............................................................... $1,800 SPECTRUM 165 ................................................. $2,400 SPECTRUM 144 ................................................. $2,500 HP AT 158 ........................................................... $2,300 (619) 450-9008

SCHOOLS & DEALERS

EMERGENCY PARACHUTES

LA MOUETTE/COSMOS-Full range of trikes & accessories. JEFFERSON AERO SPORTS (503) 327-1730.

WANTED

ALABAMA ROCKET CITY AJRSPORTS-Certified instruction, sales, service, glider rentals. Send $1.00 for brochure, directions, accommodations, etc. to 106 South Side Square, Huntsville AL 35801. (205) 533-6605 or (205) 776-9995.

ALASKA ADVENTURE WINGS Hang gliding and PARAGLIDING, certified instruction, sales, accessories.

Statewide service. Tandem, towing, tours. (907) 455-6379.

Box 83305, Fairbanks AK 99708.

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 Pa1.:ific 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

WANTED-Sunseed, fixed wing hang glider. (503) 5354764 after 5pm.

SAIL WINGS HANG GLIDING - Instruction, sales, service. Pacific Airwave, Moyes, Enterprise Wings. Makers of Sun Covers/bags. P.O. Box 5593, Little Rock, AR 72215.

(501) 663-3166.

WANTED-TRIKE in good condition. (717) 629-6227.

CALIFORNIA

WANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

ACTION SOARING CENTER - In Lodi near Stockton.

Personalized USHGA certified instruction, sales and service.

Emphasis on special skills, techniques, launching & landing.

Demo's. Ask about tow clinic. (209) 368-9665.

r--------------------------------------,I

I USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum.

I Boldface or caps $i .00 per word. (Does not include first few words I which are automatically caps.) Special layouts or tabs $25 per I column inch. (phone numbers-2 words, P.O. Box-i word) I photos-$25.00 line art logos-$15.00 I Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for the August issue).

I Prepayment required unless account established. No cancellations I and no refunds will be allowed on any advertising after deadline. Ad I insertions FAXed or made by telephone must be charged to a credit I card.

Please enter my classified ad as follows: I I I Number of words: @ .50 = I Number of words: @; .00 =

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

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

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

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HANG GLIDING

,

CLASSIFIEDS

'

AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING.Complete.safe& fun, USHGA&APA certified training program. ivlountain 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 se1vice shop in San Francisco! 3620 Wawona, San Francisco CA 94116. (415) 759-1177.

MISSION SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special attention to take- off and landing skills. Custom superlite training gliders. Comfortable training harnesses!

Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in stock! Best trade-in prices. Try all the new harnesses in our simulator. Large selection of specialized equipment, beginner to XC. 1116 Wrigley Way, Milpitas (near San Jose) CA 95035. (408) 262-1055.

CHAND ELLE SAN FRANCISCO, INC. -Complete hang gliding and paragliding sales, service and instruction since 1973. Northern California's most complete repair facility.

New and used equipment and demo's, lesson packages, clinics and tandem lessons. 6880 Sir Francis Drake. Forest Knolls CA 94933, (415) 488-4202.

PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA cenificd instructors. \Vorld wide tours, accessories. Call for free catalog. (714) 697-4466.

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 E1v1PORIUM-The best training hill in the west is in Santa Barbara,ahanggliding VACA TIONPARADISE. High quality PERSONALIZED instruction focusing on the ski !Is that most affect your SAFETY. Call for vacation info and glider inventory. Tues.- Fri. l0-5, Sat. 10-4. 613 N. Mil pas, Santa Barbara, California 93103 (805 J 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. \Ve proudly offer \Vills \Ving, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008.

'-

><1t·;J;trJJj 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.

LAKE ELSINORE HANG GLIDING - Southern California USHGA Instruction, WILLS WING dealer & repair shop. FL YTEC instrument demo's & glider rentals. Located I min. from LZ. Come stay at our PILOT HOUSE, large 2 story house on I acre orange plantation with lots of shady palm trees & quiet surroundings. Ask for our complete tour package (714) 678-2482.

Hang Gliding Classifieds FAX line (24 hours) (719) 632-6417 AUGUST 1992

TORREY PLIGHT PARK, INC. - At the launch of the world famous TOITcy 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 \Ying and UP. 2800Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.

TRUE FLIGHT CONCEPTS - USHGA Certified Instrnction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 12 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050.

WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used glider & flight accessories in stock. Proudly demonstrating i'v1oycs, Pacific Airwave, Seedwings, ASI (Dreams), ESS rapid deployment parachutes. Ask about Windgypsy Safaris. Windgypsy, P.O. Box 506. Elsinore West Marina, Lake Elsinore, CA 92530 (714) 678-5418.

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 13\\'d., Van Nuys CA 91406. (818) 988-0111, Fax (818) 988-1862.

COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042. PO Box I 6934, Colorado Springs CO 80935.

COLORADO HANG GLIDING/PARAGLIDING - Celebrating 20 years ofunsurpassed safety. 1st USHGA certified school in the U.S.A. Region's largest and oldest. Operating full time since 1972. (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.

CONNECTICUT MOUNTAIN WINGS -

Look under New York.

FLORIDA

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

GEORGIA LOOKOUTMOUNTAINFLIGHTPARK-AMERICA'S #I HANG GLIDING SCHOOL, !lying site. Find out why three times as many pilots earn their mountain wings at LookouL! Complete certified training-"bunny hill" to mountain soaring. We wrote USHGA's OFFICIAL FLIGHT TRAINING MANUAL! Our specialties: foot-launch, tandem and tow instruction, FIRST MOUNTAIN FLIGHTS, customer service and satisfaction. Lesson packages. ratings, glider rentals, AEROTOWING. Largest inventory hang gliders (all brands), equipment. Complete sail/airframe repairs. Camping, SWIMMING POOL. Send SI for information packet. Route 2, Box 215-H, Rising Fawn GA 30738 (20 minutes from Chaltanooga, Tennessee) (800) 688-Li'VIFP, (706) 398-3541.

SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee

See

HAWAII MAUl SOARING-Pac Air K-2, Mk IV; Wills Wing Sport.

Rentals, sales, service. (808) 878-1271.

IDAHO TREASURE VALLEY HANG GLIDING - Airwave, Moyes, UP. Demo's, ratings, tours, se,vice. (208) 376-7914.

ILLINOIS RA VEN 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.

INDIANA JJ MITCHELL - USHGA certified instruction & TANDEM. PacAir dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856.

KENTUCKIAN A SOARING -

See ad under parts.

L/D ENTERPRISES -Sail and harness repair - Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder. CO 8030 I (303) 440- 3579.

55

I

CLASSIFIEDS LOUISIANA RED RIVER AIRCRAFT -

See ad under Texas.

MICHIGAN GREAT LAKES HANG GLIDING, INC. - USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859.

SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills,jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 866- 6153.

PRO HANG GLIDERS- USHGA instruction since 1978.

Advanced Instructor, Examiner, Observer. Safety is# I. We've been towing for a decade. Come on SE Michigan, let's wake up! We've gotasoaringsitenow. Give me a call at (313) 3999433, ask for Norm. 569 W Annabelle, Hazel Park MI 48030.

THERMAL UP, INC.-Most complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Ccrtified 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.

MINNESOTA

NORTH CAROLINA

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

COROLLA FLIGHT - America's most experienced tandem flight instructor, teaches utilizing A TOL and Double Vision. Call or write for information Greg De Wolf, Corolla Flight, PO Box 102 I, Kitty Hawk NC27949. (919) 261-6166

MISSOURI SAIL WINGS -

Sec Arkansas.

~EV ADA 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-Look under New York.

NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service.

Sandia Mountain guides. Wills, Seed wings, Pacific Ainvavc, Delta, Moyes. Albuquerque, NM (505) 821-8544.

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 SKYWARD ENTERPRISES - MARIO MANZO-Basic instructor. f'rame & sail repair. Sccdwings, CG-1000. Dayton/Chillicothe. (513) 256-3888 weekday evenings.

NORTH COAST HANG GLIDING-Certified Instruction.

New & used gliders. Specializing in Pacific Ainvave gliders.

Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144.

OREGON

NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hills. Arca 'sonly dealer for Pacific Airwave, UP, Seedwings and Delta Wing with demos in stock. \Ve are the largest, most complete H.G. accessory and repair shop of its kind in the country. Many new and used gliders in 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. f'L Y 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. Ce11ified school/instruction. Teaching since I 979. Arca 's most INEXPENSIVE prices/repairs.

Excellent secondary instruction ... if you 'vc finished a program and wish to continue. Fly the mountain! ATOL to\ving!

Tandem flights! Contact Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

GMIPARAGLIDINGSCHOOL-Open in New York, free color brochure (516) 676-7599.

56

AIRTIME OREGON - Ce11ificd instruction. Dealer for PacAir, UP, American Windwright, ASI & Moyes. (503) 998-1220.

SOUTHERN OREGON HANG GLIDING- Certified instrnction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-5823.

TENNESSEE HAWK AIRSPORTS - New and improved hang gliding!

Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch Mtn. -The longest ridge, two launches. The popular light wind indicator Windsok. Brochurcs available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056, Knoxville, TN 37940-0056, (615) 453-1035.

LOOKOUT MOUNTAIN FLIGHT PARK under Georgia. (800) 688-LMFP.

See our ad

SEQUATCHIE VALLEY SOARING SUPPLY -Certified, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers for all major brands. Located in the "Hang Gliding Capital of the East". For personal, professional service you can trust, call SYS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301 STAY WHERE THE FLIERS STAY - Crystal Air Sport Motel. Private rooms, bunkhouse, jacuzzi, pool. (615) 8212546 Chattanooga, TN. TEXAS A.A.S. AUSTIN AIR SPORTS - Come fly with us in the scenic Texas hill country. Our new airpark is located on Lake Travis, only minutes from Austin and Packsaddle Mtn. Flight Park. USHGA certified foot-launched and tow-launched training programs. We offer hang gliding, paragliding, sky diving and ultralight flying. Dealers for UP Int'!, Pacific Airwave, Enterprise Wings and B.R.S. Austin Air Park has one of the finest repair facilities in the country. Services include: airframe & sail repair, parachute mounting & repacking, custom harnesses, gear bags and flying accessories. Complete tow systems available. Write to: A.A.P., Route 2 Box 49 I, Spiccwood TX 78669 or call Steve Bums at (512) 474-1669.

AirCraft! -RED RIVER AIRCRAFT. Turning students into pilots. USHGA certified instruction, new and pre-owned wings and things, towing supplies, full service repair. \Ve're hip& cool with MC/Visa.4811 Red River, Austin TX 78751.

(512) 467-2529, FAX (512) 467-8260.

KITE ENTERPRISES - Instruction, sales, repairs, towing and foot launch. Dallas & North Texas area. 21 I Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

UTAH

PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS -Look under New York.

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.

VULTURE GLIDERS - Certified instruction, tandem instruction. Frame shop. Dealer for Enterprise, Pacific Airwave, Center Gravity. (801) 254-6141.

WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave.

Flight operations at Point of the il'lountain. Call Gordon (80 I) 277-1042.

VIRGINIA KITTY HA WK KITES -

Need help writing your ad?

Call Jeff (719) 632-8300.

See North Carolina.

SILVER WINGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Scedwings & UP. (703) 533-1965 Arlington VA.

HANG GLIDING

CLASSIFIEDS ONLY $169. Mallettec, PO Box 15756, Santa Ana CA. 92705. (714) 541-2625, Mark Mallett.

PARTS & ACCESSORIES

EASY TO USE, TOUGH TO ABUSE - Get instant response and the Litek sound. The E model is available from your full sen•icc dealer at only $249 (not incl. Ball clamp) or direct at 503-479-6633 (\/!SA, MC, AMEX). Available in ft/ min or meters/sec dial. free brochure. LlTEK, 4326 Fish Hatchery Road, Grants Pass OR 97527.

HIGH QUALITY HELMET-at an affordable price. D.O.T. Brushed nylon liner with high strength polycarbonate shell.

ONLY $55.00 + $4.00 S/H. Great for schools. GOLDEN WINGS. 1103 Washington Avenue, Golden, CO 80401.

(303i 278-7181 or TOLL FREE 1-800-677-4449.

FL YTEC VA RIOS 40% OFF! -Limited number of2000series flight decks, brand new, full factory warranty. Call Carol (510) 490- 4385.

maxon·

SP-2000 Series

NEW IO-CHANNEL PROGRAMMABLE MAXON SP2000 - 5 watt hand-held 2-way radio programmed with three USHGA and three \Veather frequencies. Durable, rugged, easy to use. Rechargeable nicad battery (typical 8 hour life). Pilots#! choice' Special price: S349. Additional Maxon options available. Lookout Mountain Flight Park, (800) 688LMFP. (706) 398-3541.

THE FAMOUS "LAMBIE LID" - Aerodynamic hang glider helmet $85. Full- face version, with kevlar-fiberglass guard Sl20. Jack Lambie. 8160 Woodsboro, Anaheim CA 92807, (7141779-1877.

GRADE A SHEEPSKIN - hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NEW MAP POCKETS standard. \Vam1est hand fairings in the world. Send $47 to Wyo. Acrolites, PO Box 880, Casper WY 82602. (307) 235-3367, add $15 for X-large. Custom orders accepted.

LITEK VARIO-Includes mounred ball clamp. $175 (619) 488-1525.

MAXON MOBILES-3 USHGA channels $295. MAXON 5 watt-3 USHGAchannelsS349.lVIAXON I watt-I USHGA channel $190. !COM 2SAT-$369. NOHYPOXYGEN Ill 02 system-5 1/4 lb., 200 liter, $350. UVEX ARAMID full face helmet I lb. 5 oz., $325. Optional visor, headset/VOX installation. X-C smoke bombs, 45 sec., as low as $4. Signal mirror $8.00, Jack-the-Ripper cutaway knife $15., Silva compass SI 00. Pendulum Sports, Inc. l-800-WE FLY X-C.

PARA-SWIVEL - Don't leave the ground without one! $84.00 + $4.00 S/H. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401 (303) 278-7181. 1-800-677-4449.

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

HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS! - 12", light, tough. fits all gliders. Send $37 + £2.95 shipping per pair to Sport Aviation. PO Box 10 I, Mingoville PA 16856. Ask about our dealer prices.

AUGUST 1992

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.

57

CLASSIFIEDS Send S.A.S.E. for sale flyer or call Kentuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129 (812) 288-7111 Calls returned collect.

A vailablecolors: fluorescent pink/yellow or fluorescent pink/ white. $39.95 (+$4.00S/H). Send to USI-IGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (719) 6328300, FAX (719) 632-6417. VISA/MC accepted.

Proven Pilots Say That...

".,. WTND ADVISORY AIR/ WIND SPEED INDICATORS HELP You LAUNCH & FLY SAFE!"

QUICK RELEASE CARABINER-$49.95. Extra ball lock pin. $29.00. l0,000 lbs., dealers welcome, patent pending.

Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983.

RAYMOND HARNESS - Brand new, manyextra's-built in oxygen holder, water bladder & antenna, $450. Two Free Flight chutes-spectra line/kevlar bridles, 18 gore, $300 each.

2nd Chantz, $400. For 6'- 6'3" pilot. $1,300 takes all. (619) 944-3462.

THE SENTEK SX DIGITAL ALTIMETER/V ARIOMETER-has the quality and features pilots really need·. high accuracy, quick response, ease of operation, reserve battery, a rngged case, and the crisp Sentek audio. $339. Price includes shipping, clamp, 2 year wmTanty. For info or to order (check or M.O.) write to: SENTEK, 16212 Bothell Way SE, #F252, Mill Creek WA 98012, (206) 338-9149.

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

TEK 6" WHEELS - $25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 3791668.

AUSTRALIA- We need qualified hang gliding/paragliding instructors. Certified tandem with coastal site experience.

Send resume to: Chris Boyce, AERIAL TECHNIQUES, PO Box 180, Helensburg NSW 2508, Australia. Phone (042) 942-545, fax (042) 943-188.

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.

58

NEW LOW COST XCR-180 - Aluminum cylinder 41b system provides up to 3 hours constant service, $359.95 XCR-480 (liters), XCR-240, the liglltest/lowest cost composite fiber oxygen systems available. Either XCR system, $499.95. Completereadyto install with Oxymizer, f1owmete1/ adjuster, remote valve, holsters, lines and hardware. ($15 SI H). 1-800-468-8185, (801) 364-4171 eves & wknd. Major CC accepted. Mtn High E&S Co., 516 12th Ave., SLC Utah 84103.

BUSINESS AND EMPLOYMENT OPPORTUNITIES

SKY-TALKER II

STOP GETTING RIPPED OFF - They can't touch this!

Save$ mail orders. NEW-MAXON SP2000 lO ch. w/tone $367., VOX$74. HAM RADIOS, YAESU FT41 lE$309., MOD $30., ICOM 2SAT $309. MOD $40. ALINCO DJFI T $285. Dealer for Aircotec Alibi varios, Ball, BRS, High Energy, Safewheels, V Mitts, Raymond, Second Chantz.

Tow rope l/4" poly $30 per 1000', 3/16" poly $25 per 1000'.

DEPENDABLE-WINDTUNNEL TESTED & CALIBRATED- Built to last, impact & corrosion resistant. Easy to read. Satisfaction Guaranteed. Now only $15 (+$2 S/H), foreign orders add $2. Pacific Resources U.S.A., PO Box 9064, San Diego CA 92169.

FULL AND PART TIME - USHGA ce1tified instructors.

Innovative equipment, the latest training methods. Soaring Safaris. Send resume: Mission Soaring Center, 1116 Wrigley Way, Milpitas CA 95035. (408) 262-1055.

DON'T GET CAUGHT LANDING DOWNWIND! 1.5 oz. ripstop nylon, UV treated, 5'4" long w/11" throat.

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

HANG GLIDING

Be /fl/brmetl I

t2J

\\ I 4

'E:A

AA

\\. '"~ rt'j

4~ti,t 4 -

:~::n~:::APA • Safety

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

3314 w. 11400 s.

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

• New Products • Glider Reviews • Competition News • European Undate •Who's Who • Facts & Figures f 11// Color MtJ/tJZJite

CLASSIFIEDS Tours, Box 581, Crystal Bay NV, 89402. Include return address.

PUBLICATIONS & ORGANIZATIONS

DARE DEVIL FLYERS III-THE PARAGLIDERS - As seen on Prime Sports Network. Paraglide in scenic Telluride, Colorado. $24.95 HAWAIIAN FLYIN'- Soar Hawaii and experience its beauty as only a hang glider pilot can. $33.00.

HANG GLIDING EXTREME - Hook in and hang on for this tour of the most spectacular sites in the U.S. $34.95 USHGA VIDEOS, PO Box 8300, Colorado Springs, CO 80933. Be sure to add $4 S/H. (719) 632-8300.

HANG GLIDING CARTOONS - Easy reading for HG pilots. A picture on every page! $9.95 plus $2 P/H (CA residents add 8.25% tax). Put the check in mail to: Bob Lafay, 11431 Caem Ave., Tujunga CA 91042. Dealers inquire.

PAYOUT WINCH TOW TRAILER - 3000 feet 1/4 inch poly, adjustable boom for glider attachment, pilot actuated 3ring release. Boom detaches for travel, custom protective cover. Complete, ready to go on any pickup, $1,400. Magic III glider (shown) less than 100 hours, $625. Spcedrail unused $40. CB radio for glider with rechargeable C cells and charger, tuned trailing edge antenna, $40. (501) 922-5284 Arkansas.

TOW EQUIPMENT & MISC.-Tow cylinders &gauges, pulleys, round parachutes, windsocks, XC planners, XC glider bags, FM radio holsters & assorted gear bags. Mike (708) 462-9396.

This is the one II

Un~.JilftfJI!

By Golden Wings

EAST COAST VIDEOS HENSON'S GAP & WHITWELL-! 991, big air and tandems (55 min.). MICHIGAN HANG GLIDING-Video site guide, including towing (77 min.). OLD TIME MOVIE-(1975-1980) High Rock, Lookout, Warren Dunes, PA Regionals 78-79, and more.

Water & land towing. (93 min.) $29.00 EACH (+$3 S/H) Michigan add 4%. Foreign orders $10 extra. Send to: Wayne Bergman, 80 E Lincoln, Muskegon Heights MI 49444. (616) 739-5363.

THE ENDLESS THERMAL-A video by award winning photographer John Blacet. Beautiful scenery, fantastic flying and original music make this high quality, feature length video a must. Fly the northern California coast, Elk Mountain, Hull Mountain, Paradox Colorado and Lakeview Oregon. See a balloon drop in closeup detail and explore a new site via helicopter. VHS 90 minutes: $33.00 +Shipping: US/ Canada $2.90; Foreign: $11 (ainnail), CA add 7 .25% tax.

Blacet Research, 15210 Orchard Rd, Guemeville CA 95446.

MISCELLANEOUS CLEARANCE-CHEAP T'S - Cheap in price, but not in quality. The miginal USHGA logo (black/neon, light blue or tan T) and "bars" design (white or yellow T). sizes: SMALL & MEDIUM ONLY! $6.00 (+$2 S/H). Substitutions will be made, depending on availability. USHGA, ordering info. see below.

PARAGLIDING BOOKS- WALKING ON AIRPARAGLIDING FLIGHT by Dennis Pagen & PARAGLIDING-A PILOT'S TRAINING MANUAL by Mike Meier (Wills Wing). $19.95 each +$4 S/H, available through USHGA, see misc. for details.

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.

SOARING- Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

Tow line recovery System Nothing attached to pilot or bridle.

CLEARANCE-USHGA SCRAMBLE KNIT SWEATER - 100% cotton, natural color, embroidered Mtn. Glider design. Available in Crew or V Neck, sizes S, M, L, XL. Regularly $39.95-CLEARANCE PRICED $29.95 (plus $4 S/H). USHGA, ordering info. see below.

UNLIKE OTHER SYSTEMS, no deployment mechanism is required. Fully self actuating when tow line is released.

Reduces wear on line & rewind motor. Reduces tum around time. Two sizes. $125/$135 incl. shipping. Check or money order. Also available, 3/16" braided Kevlar GOLDLINE towline, $109 per 1,000 feet. Golden Wings, 1103 Washington Ave., Golden CO. I-800-677-4449 ULTRALINE IN STOCK - Tops in economy, strength and wear. 3/16" X 3000' delivered $105.00 From the original Ultraline source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508, (318) 981- 8372. MC.

TOWING AIRCRAFT - From Red River. Towing supplies, bridles, releases, recovery chutes, platfom1s and more. (512) 4672529.

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.

60

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 CENTRAL AMERICA ON $10! -Safari Sky Tours comes into your home, schoo] or club with a new promotional video produced by Paul Hamilton and Adventure Video. Discover what it's all about. Mail $10 cash to: John Olson/Safari Sky

DON'T FORGET THE CHILDREN - Our most popular T shirt, the "Mtn. Glider" is available in three children sizes: Small (6-8), Medium (10-12), Large (14-16). 100% preshrunk cotton. $9.95 + $3.00 S/H. Adult sizes M-XL $12.95.

USHGA, ordering information see below.

HANG GLIDING

CLASSIFIEDS CLASSIFIED ADVERTISING RATES The rate forclassifie<l advertising is S.50 per word (or group of characters) and S 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 cancel1ations 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 (719) 632-8300 or l'AX (719) 632-6417.

STOLEN WINGS USHGA LONG SLEEVE T-SHIRT-colorfully screened, 100% preshnmk cotton! Available in GRAY or WHITE. $18.95 (plus$3 S/H) Please specify color and size (S,M,L,XL) when ordering. USHGA, ordering information see below.

RECOVERED - Blue/gray WW flight bag, complete.

Supposedly found in the Owens. Must positively ID, call Tom (707) 224-7390.

LOST BATTENS - on April 26th, 1992 at Woodstock VA LZ. Battens fora Magic IV XC 177. Reward! Call Kit Erskine (301) 475-3278 anytime.

USHGA POSTER! -Full color 24" X 37" $5.95, ordering information see below.

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 A VIA Tl ON HILITE 3 23, serial # 857486.

Flour. yellow w/green (canopy only). Yellow & pink Apco bag. APCO AVIAT!ON JETSTREAlv[ 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, #I 055B. Brown leather gloves, red UVEX downhill ski helmet, AIRCOTEC Alibi 11 #4425.

KELLER INTEGRAL HARNESS, well used. Pink w/lavcnder, size I 50-170, w/18 gore PDA chute. Orange freeflight 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.

POUND-Al ti-Vario, al Ed Levin during the Silent Airshow.

Must identify! (916) 452-0787 work & home. (CA)

THE USHGA MTN. GLIDER DESIGN -Our most popular design, can be found on several official USHGA merchandise items.

Lapel Pin, Full Col01 ............................................... $4.95 ................................................ $4.95 Log Book Cover Sew-On Emblem, Full Color .... .. ........ $4.95 Decal, Full Color ................................................... $1.50 Keychains ............................................................. $1.50 T-shirts M-L-XL ............................................... $12.95 Embroidered Caps White, Navy, Purple, Red ...... $9.95 SHIPPING: Orders under $9-add $2 S/H, over S9-add $3.50 S/H. Ordering info. see below.

USHGA ORDERING INFORMATION - Send your orders to: USHGA, PO Box 8300, Colorado Springs CO 80933. (719) 632-8300, FAX (719) 632- 6417. Colorado Residents add 3% tax. VISA/lV!C accepted. Don't forget to add S/H! DON'T LEA VE YOUR GROU"ID-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS.

AUGUST 1992

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 (w/broken antenna) serial #21100746; Litek V-12 vario & Cloudbase 1350 altimeter; white Bell helmet; pink & white 22 gore parachute w/red bridle and paraswivel, attached to Applied Air Research ELA PS 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.

LOST -Battens on June 8th, 1991, near White Cliffs Beach, Plymouth MA. Call Donald Saccone (617) 857-1031 wk.

DREAM 220 - Blue LE, wavy rainbow pattern. Front to back red, blue, green, white, red, purple white. Dark green bag. Taken from LZ near San Jacinto College, San Jacinto CA (Soboba flying site) on 8/10/91. Call (800) 734-0622

STOLEN ON 7/19/91 - From a car in Hollywood, CA Knee-hanger harness, green with a "Finstuwalder label; white parachute mounted in red pocket. Reiner Kaiser, 7848 Manchester#!, Playa Del Rey, CA 90293 (213) 823-7383 WW Z-2 HARNESS - Navy blue with red/white/blue striped. BRS & hand deployed parachute, Roberts vario.

Taken at Owens Valley (Janies) May 25th, 1991. $100 Reward (714) 677-6065 leave message.

MAXON 6 CHANNEL 5 WA TT PROGRAMMABLE FM RADIO- Picked up/stolen from Oceanside, OR on April 6, 1991. 500 P.Ivl. Taken from meet director while meet was in progress! Serial NO. 01009862 $100.00 REWARD - NO QUESTIONS/GAMES. Jas. Asher, OHGA FLT. DIR. (503) 245- 6939 or 828 S. W. Chestnut St, Portland OR 97219.

STOLEN WINGS are listed as a service to USHGA members. Newest entries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine.

Please call to cancel the listing when gliders are recovered.

Periodically, this listing will be purged.

INDEX TO ADVERTISERS

Adventure Sports ................... 45 Adventure Video .................... 34 Air Gear ................................. 22 AirWear Sports ...................... 34 AirWorks ............................... 45 Ball Varios ........................ 39,59 Bradley Co ............................. 37 BRS ........................................ 15 Cross Country Magazine ...... .43 HG Federation of Australia ... 67 Hall Bros ................................ 21 High Energy Sports ................ 43 Hang Glider Heaven .............. 13 Lookout Mt. Flight Park ........ 28 Morningside Hang Gliders ... .43 Mountain Condo .................... 21 Pacific Airwave ...... Back Cover Paragliding Magazine ............ 59 Pro Design ............................. 21 Sport Aviation Publications ... 34 UP International ....................... 6 U.S. Aviation ......................... 20 USHGA ..................... 4,46,49 ,62 Wills Wing ............................ 2,3 Windgypsy ............................. 48 61

• Colorfully Embroidered

• Vented Long Rugby Tail

Kinglou{e

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

SIZES:

Medium

Large

X-Large

$22.95 (+ $3 .50 S/H)

XXL (white & navy only)

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

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ST. PAUL, MINN -- Whaddyano? Many not only read this column; they act. Wills Wing received "a lot of inquiries" asking about a new glider mentioned here (5/92 issue) . Surely they enjoy the way you like their gliders, but WW diver fans, you gotta let 'em finish it first. If you' re callin' all the time, they won't get much work done. By July they hadn't selected a basic format, so no preproduction prototypes are flying.

The company advises that average development time for a new glider can be 6-18 months after they've settled on a prototype.

Wills indicates, "It is unlikely we will be able to begin delivery of any new high performance glider until the fall of 1993, after the 1993 World Championships."

Vigorous summer sales have kept their attention on glider production. Prez Rob Kells estimates they' 11 surpass the 1,000 gliders per year barrier.

Reaching "four figures" of glider production assures a slot among the Int'l Big Four.

NIFTY-WIDGET DEP' T: After several pilots -even some genuine sky-god types -- have managed to launch with a control bar connection not connected, Wills developed a no-disconnect base tube.

Employing a compact hardware arrangement, the control bar neatly folds in two, employing a sturdy hinge hidden in flight byasleeveheldfastwithbulletsnaps.Appears it'd be much handier to pack in your coverbag, too.

Launching with your glider intact might be more certain if you used a checklist.

Every airline pilot uses 'em. So do most other pilots. Now you can, too. Just order the Hang Check, a plastic-laminated checklist and preflight guide that can hang from lower rigging.

Condensed print keeps the comprehensive c:1ecklist small yet close at hand. Developed by Kevin Kratina, the Hang Check can be· purchased for five bucks and an SASE. He' 11 make your customized list for $10.

Make a suggestion to him that he uses in future versions and he' 11 send you a freebie. A single saved launch would make it worthwhile. Write 115 Woolbright #710, Boynton Bee.ch FL 33435.

•••Pacific Airwave reports the multi-national company's new K4 has established its winning ways early. UK star John Pendry took his fourthin-a-row European Champs. Another K4 (Mark Chick's) won the Japan Classic in another early-summer meet. Prez Ken Brown says this has allowed the American division to concentrate on development and marketing of the Vision Pulse. The company received HGMA certification

for the K4 in June. , , , Brown says, "After looking at the statistics, it is obvious that ... our membership is growing older and little effort is being put forward... to promote growth." Though he's a bit biased, Ken feels, "A strong Pulse is what the industry needs."

PacAir has long prided itself on supporting schools in their work to bring in new students. , , , Mal Gross is at it again! Yep, the NAA' s writin' letters. The good news is, these letters are trying to preserve hang gliding in the San Bernardino mountains. NAA has a letterhead that boasts a long list of the "Right People." Under President Gross, the National Aero Club has used its prestigious name and broad connections to assist several sites.

Many pilots recall the older NAA which seemed to have interests quite distant from hang gliding. Gross and his deputy, Art Greenfield, have gone the extra mile to win back support.

Surely the Crestline Soaring Society welcomes help as they work to retain their popular launch and landing site. , , , Back East, the Tennessee Tree Toppers also had promising site news. The club bought its own launch several years ago, but leased a landing area. When it went up for sale last spring, club officials got nervous.

A 260-acre parcel, which includes the LZ, listed at $300,000 firm, a lot for any organization, but especially for a hang gliding club. However, a deal was struck with a local land owner who will buy half the total.

The club will retain a large landing zone ("' 50 acres) by reselling 13 five-acre homesites as a means to fund their share. Papers were "at the lawyer's office" in early July, reported club board member, Cliff Whitney. Interested in one of these desirable lots? Call the local shop (Sequatchie Valley Soaring) at 615/9492301. , , , Here's an event reminder as time runs short. The Grandaddy of HG Fly-ins is coming again. Easily qualifying as the nation's largest assemblage of pilots, Telluride '92 also incorporates this year's Nationals at the sky-high site. Nats: September 5-12; with the 19th Annual Telluride Hang Gliding Festival following the next week. Need info? Write Nick Kennedy at PO Box 1026, Telluride CO 81435. You may also call 303/728-3905 (evenings) . The Nats offers 125 pilot slots. Call soon! Need lodging? Call Telluride Accommodations at 800/ 728-9292.

Outta room! So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or messages: 612/ 450-0930. THANKS!

© 1992 by Dan Johnson AUGUST 1992

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K4- the difference is AIRWAVE

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Airwave K Series K4 - the Airwave team again set the standards . Sporty but friendly handling, powerful performance. 155 sq ft of efficiency for the mid-weight pilot.

H igh performance hang gliding means fast efficient climbs followed by long extended glides . It means leisurely thermall ing , ground skimming dives or exhilarating w ingovers . W ith the K4 it's all pure enjoyment.

NEWS FLASH! K Series Wins!

Owens Valley Pre-Worlds John Pendry K4 155 1st European Championships John Pendry K4 155 1st Region 2 Championships Mark Bennett K4 155 1st Ken Brown K4 155 2nd Reto Schelari K2 145 3rd Torrey Pines Air Races David Smith K3 160 1st Jeff Williamson K2 145 2nd Nathan Welchel K3 160 3rd Don't wait till you've been passed up on your way to cloud base or goal. Hook into the K Series today!

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The K4 is a state of the art hang glider which today means not only a high top speed but also an amazingly low stall speed .

It means light precise handling combined with co-ordination so good that thermal ling becomes a pure delight .

It means having an efficient t ri mmer system which transforms the glider from being docile and easy handling into an out and out racer which will convert that precious altitude into cross country distance fast and efficiently.

It means a glider that is light weight for general easy use and for easy transportation .

It means a g lider that has been thoroughly tested both for extremes of load and pitch stability plus being comprehensively flight tested .

It means a glider built with quality and integrity using the best available materials.

It means K4 .

K4 - the essential wing .

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Pacific Airwa v e, 1 083 Madi s on L ane , Salinas, California 93907. Phone (408 ) 4 2 2-2 2 9 9 F ax ( 408) 7 58 3270