September 1992 $3.95
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INSURANCE INFORMATION
The cost of the insurance is included in the full membership fees with the member as additional insured. USHGA provides a C.Ombined Single Limit Bodily Injury and Property Damage Liability Master Policy in the amount of $1,000,000 per claim which rovers all recreational flying. USHGA's insurance is valid ONLY while flying in the U.S., U.S. Properties, Canada, and overseas while on USHGA approved business. •Foreign pllylllCl!tl must be in U.S. fUNDS drawn on a U.S. BANJC.
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USHGA Paragliding Survey We need your help! In the July issue of Hang Gliding, USHGA President Gregg Lawless reported on the status of paragliding in the USHGA. Your Board of Directors wants to know how you feel about the major issues facing our relationship with paragliding and why. Please take a few minutes to answer the questions listed below by circling your response. We have provided space for brief comments and encourage you to comment on the issues listed and to add issues that you feel are relevant. Please reply before Sept. 30, 1992. We need your comments for the fall BOD meeting. •
Should the USHGA offer USHGA membership to paraglider pilots? YES \Vhy _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ NO
•
•
•
•
•
Should the USHGA offer paraglider ratings to its members? YES
Why-----------------------------------
NO
Why-----------------------------------
Should the USHGA participate in the development of tandem paragliding? YES
Why-----------------------------------
NO
Why-----------------------------------
Should the USHGA provide administrative services to the APA on a contract basis, if requested? YES
Why-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-
NO
Why-----------------------------------
Should the USHGA attempt to ban the use of paragliders at USHGA-insured sites? YES
Why-----------------------------------
NO
Why - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
Should the USHGA be the official NAA representative of paragliding in the United States? YES Why _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ NO
•
•
Why _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~
Why-----------------------------------
Should the USHGA be the official NAA representative of hang gliding in the United States? YES
Why - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
NO
Why-----------------------------------
As a hang glider pilot, have you flown a paraglider? YES
Why - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
NO
Why - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
•
As a hang glider pilot, have you flown in the same air with paragliders?
•
NO Comments-------------------------------------Which USHGA Region do you live in? _ _ _ _ __
•
What is your current pilot rating? _ _ _ _ _ _ __
•
How long have you been flying? _ _ _ _ _ _ _ __
YES
Comments--------------------------------------
Additional Comments:
THANKS for your participation.
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 competi tion 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
~
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 third 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-..,.,;Nt;
1208 H. East Walnut • Santa Ana• CA • 92701 • Phone (7 14) 547 1344 • FAX (7 14) 547 0972
Dealer Inquiries Invited
Hang Gliding Lesson #1
Lakeview, Oregon Hang Gliding Capital of the West Come to the season end FLY-IN, Sept. 26-27. Cash awards will be given for monthly long-distance flights. Plenty of camping and motel accommodations available. (503) 947-6040
Fly hard, fly safe, fly with High Energy Sports To reduce risk of bodily injury or death while hang gliding you need a complete safety system. From your glider to your hang straps you need to know you have the best system for you. We at High Energy Sports specialize in harness-parachute systems designed for the worst circumstances.
COCCOONS, PODS, PARACHUTES, etc. • Flat Circular Solid Gore Construction • Vent Cap Covering Apex Hole • 1/2" Tublar Nylon Reinforcement At Apex • All Seams Reinforced With Type III Webbing • Y-Tabs At Each Line Attachment • Type XVIII Bridle FAX (714) 972-1430 • Parachute Safety Lock System • Continuous Webbing Sewn With Five Cord Thread • Each Harness Custom Sized • Safety Back Strap • Adjustable Padded Leg Straps • Two-Week Delivery • Custom Options • Your Choice Of Colors
NEWS FLASH ... Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print!
J11~S~S~
USHGA -
Public Relations P.O. Box 8300, Colorado Springs, CO 80933
7 . ~
2236 W. 2nd St.• Santa Ana, CA 92703 • (714) 972-8186
752 Casiano Drive #B, Santa Barbara, CA 93105 Phone 805-687-4663, Fax 805-968-0059
INTRODUCTORY SUBSCRIPTION 1 year subscription I 6 issues $30, issues: February, April, June, August, October, December Experience the world of Hang Gliding in your own home ... Europe's most comprehensive, full color magazine.
Payment: CHECK or MONEY ORDER to: "Schutte Sails" CR OS s co u NT RY752 Casiano. Drive/#8, '.santa Barbara, - :cA 93105 USA. ;",' ' ,'
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Volume 22
CONTENTS
Issue No. 9
(USPS 017-970-20)
Features
Columns 12 Accident Reports
20 Site Reports: Shaw Butte, AZ Dry Canyon, NM
by Doug Hildreth Send us the missing information.
19 USHGA Reports
© 1992 by Rob Richardson
by Jan Johnson
All the info you'll need to fly these famous sites.
USHGA awards report and nominations solicited.
24 Care And Feeding Of The Payout Winch
42 Competition Corner by Scott Lesnet
© 1992 by Dave Broyles
The Region VII Championships.
Lots of helpful hints.
56 Product Lines
28 The SWIFT Dominating The Pre-Worlds
by Dan Johnson The latest news in the hang gliding world.
by Brian Porter A 25 to 1 foot-launched sailplane walks away from the competition.
Departments
34 Hang Gliding 9ll © 1992 by G.W. Meadows What to do in an emergency.
39 The Wondrous Wind © 1992 by Michael Robertson Page 28
Part III on the Robertson Charts of Reliability. Some comments on towing over water.
COVER: Tandem flying in Switzerland. Photo by
44 Whitewater Kayaking For Hang Glider Pilots
Gerald Janes.
CENTERSPREAD: Brian Porter approaches goal
3 9 14 18 47 55 55 57
Paragliding Survey Airmail Update Calendar of Events Classified Advertising Index to Advertisers Stolen Wings Ratings
near Goldfield, NV in his Swift during the PreWorlcls. Photo by Fast Frog.
by Erik Fair Hang gliding pioneer Roy Haggard comments on the similarities between d1is and our sport.
SEPTEMBER 1992
DISCLAIMER OF WARRANTIES IN PUBLI· CATIONS: The material presenLed here is published as part of an· infonnation dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes oo liability concerning the validity of any advice, opinion or recommendation expressed in the material. All individuals relying upon lhe material do so at their own risk. Copyright© 1992 United States Hang Gliding Association, lnc. All rights reserved to Hang Gliding and indiv idual contributors.
7
FASCINATION
IN PERFECTION
NEWS FLASH! New world paragliding record documented by Brauniger LCD VII barograph - Kari Castle . 59.5 miles on July 28 from Horseshoe to Bishop , California. Congratulations Kari!
The feather. Nature's stroke of genius. Robust , light, reliable optimum precision . Nature is evolution . Optimizing , experimenting and using only the best. This is the principle we live by. The feather in our sign is a symbol that stands for fascination and perfection.
J1BRAUNIGER FLUG ELECTRONIC
Gil Dodgen, Editor/Art Director John Heiney, Leroy Grannis Photographers Harry Martin, JJJustrator Dennis Pagen, Rodger Hoyt, G.W. Meadows Staff Writers Tim Rinker, Design Consultant
AIRMAIL
Office Staff Jerry Bruning, Executive Director Greg Huller, Ratings & ICP's Cindy Evans, Member Services PJ More, Special Projects & Competitions Stu Clark, Insurance & Member Services Jeff Elgart, Marketing & Advertising D. Dean Leyerle, Merchandise Services
USHGA Officers and Executive Committee: Gregg Lawless, President Paul Voight, Vice President Russ Locke, Secretary Dan Johnson, Treasurer
REGION 1: Gene Matthews. REGION 2: Lynda Nelson, Russ Locke, Connie Bowen. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Mark Macho, Glen Nicolet. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Rod Hauser. REGION 8: Randy Adams. REGION 9: Pete Lehmann, Jeff Sims. REGION 10: Matt Taber, Rick Jacob. REGION11: Jeff Hunt. REGION 12: Paul Voight, Paul Riker!. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Lisa Tate. Jim Zeise!, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Terry Reynolds. 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 FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, by a means of open communication and to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLID· ING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS 017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, 80933-8300.
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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 tor 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. SEPTEMBER 1992
Volume 22, Issue No. 9
Certification And New Designs Dear Editor, I read the letter from Chuck McGill (July '92) wondering if his opinions are representative of other USHGA members, and if so, what led him to his conclusions. His claim that the HGMA "has promulgated standards and specifications which have prevented designers and builders from turning ideas into products" demonstrates a lack of understanding about the basis and content of the HGMA standards. There is nothing, I repeat, NOTHING in the United States to prevent designers I builders of unpowered ultralights (hang gliders) from turning ideas into products, except the limitations the designers/ builders place on themselves. The USHGA doesn't require certification except in certain USHGA sanctioned competitions. The HGMA doesn't require certification to manufacture or sell a glider in this or any other country. The FAA doesn't even require certification, yet. Certification compliance is voluntary in the U.S., though thankfully most manufacturers and pilots feel voluntary compliance is the best and only way to prevent mandatory government intervention in the process. If mandatory FAA certification were to be adopted, you can be sure the cost of every new glider would rise significantly. The current HGMA standards are a good example of a living document, that is modified and adapted as technology in the sport changes. I do not believe that the current standards "stifle innovation and choke growth." A good example is the SWIFT rigid wing that Bright Star Gliders is beginning to produce. The SWIFT is not cuJTently certified, but Bright Star is seeking compliance by working with the HGMA on the process of any changes that may be needed. Ce11ification certainly isn't easy, nor is it repressive. The idea of a "multi-level certification program" as Mr. McGill suggests, isn't necessary. A new glider needs to satisfy not only the safety concerns of the designer I builder but those of the pilots flying it and the sport as a whole. Germany requires, by law, that all hang gliders be ce11ified. It has a
multi-level certification program to allow prototypes to be flown with certain restrictions, yet this system didn't prevent the two recent fatalities on separate new designs. Had these designs been in the U.S. where they could have been sold to the flying public, provisionally "blessed" under a multi-level system ... well, you get the idea. No system is perfect, and HOMA certification can't protect a pilot from himself, but it's the only thing we've got. I would recommend that any designer/builder interested in gaining the acceptance of the buying public avail himself of the knowledgeable help of the HGMA. Eric Beckman Santa Rosa, CA
More On Thermal Detection In response to Mr. Fischer's letter which appeared in the June issue: I must say that, based on two years of inflight testing of the Thermal Rider, including cross-country flights, thermals are waimest in the center, and that the air outside the thermal is cooler than the core but still warmer than the surrounding air. Whenever you have upward air movement, air is displaced and other air moves down. Mr. Fischer's calculations fail to take into account what happens to the air as a thermal staJ'ls its way upward! As a bubble of air starts upward, the displaced air moves along the outside of the the1mal downward. Note that at this point the air has not been moving down far enough to gain heat. In addition, the air lower is hotter anyway (remember your lapse rate). As the thermal passes upward, the air displaced downward mixes by way of eddies, and thus is both warmer than the smTounding air as well as cooler than the core. Assuming that falling air is going to travel thousands of feet downward just does not fit in with atmospheric dynamics as we know them. I believe that a better visualization of the them1al is one with a core going up, and localized mixing with cooler downward flow, but only downward moving until the thermal has passed. Without additional cooling occurring, the "outside the thermal" air just could not continue to travel downward, especially when 9
AIRMAIL the air gets watmer as it falls due to the very warming Mr. Fischer refers to. I would like to add that Mr. Fischer and I have been co!1'esponding and he has sent me much valuable information and insights on thermals, the Thermal Snooper, and on international marketing. His thermal size calculations were especially interesting. I thank him for stimulating debate, and hope that anyone else with an opinion might take the time to drop me a letter. Working at the cutting edge of technology requires much careful thought, analysis, and comments from the rest of the flying community. I do feel, however, that time will prove my analysis to be accurate. I am constructing a transmitter downlink to capture in-flight data on a PC in my car from all my instruments. This data should help clear up the question. Until then, I await your comments. Dave Green c/o Computer Doctors 9204-B Baltimore Blvd. College Park, MD 20740
Circling Glider Performance Dear Editor, I welcome the opportunity to respond to Davis Straub's letter in the July issue to clarify my previous comments (Hang Gliding, May 1992) on his article ("If Gravity is the Engine, Weight is the Fuel - Part II," March 1992). Clearly I did not convince him that his method of calculating glider performance in circling flight is fundamentally incorrect (irrespective of whether he uses either the cosine of the bank angle or the cosine squared). The problem is that the effect of turns cannot be represented by an effective increase in glider weight. Moreover, there is no need to do this since the performance equations for a circling aircraft can be derived in a straightforward manner or found in standard engineering texts. Calculations with these equations demonstrate that Straub 's Fig. 4 results are physically impossible. In straight flight, for example, increasing glider weight simply increases all sink rates and flight speeds in proportion to the square root of the weight ratio. If the pilot and glider
10
weight increase by four, the stall speed, minimum sink speed, minimum sink rate, best glide speed, tenninal velocity, etc. will all double. The shape of the glide polar doesn't change, it will simply expand in both directions. This leads to polars of heavy gliders crossing polars of lighter gliders (see Straub's Fig. 3). Circling flight is produced by banking the wing and increasing the wing lift, not from increasing the glider weight. In fact, with its actual weight, the airspeed of a circling glider can never exceed the maximum (te1minal dive) straight flight airspeed no matter what the bank angle or angle of attack. And the glide polars won't cross one another. If the glider weight is assumed to increase to represent the bank angle then some peculiar things will happen. At high bank angles, the fictitious weight becomes extreme and calculated airspeeds are unrealistically high; for a 90° bank the airspeed is infinite! Hypersonic hang gliders anyone? Straub's Fig. 4 shows this kind of trend; even for a fairly high angle of attack the airspeed is nearly 80 mph at a 60° bank angle. Consider a situation that could occur if the glide polars for different bank angles crossed one another. Two pilots are attempting to escape cloud suck. Both pilots pull in to a 50 mph dive in straight flight and are just able to keep from climbing. One pilot begins to circle at a 60° bank angle while maintaining 50 mph. According to Straub, this pilot would begin to rise toward cloudbase. I think most experienced pilots would instinctively expect just the opposite; initiating a steep turn would increase their sink rate and help them escape cloud suck. Again, this is precisely what the standard aircraft perfonnance equations predict. What is missing in Straub's method is the effective loss of aerodynamic efficiency that occurs when the wing is tilted in banked turns. In straight flight the wing lift directly opposes gravity to support the glider weight. In circling flight the wing lift no longer directly opposes gravity, and more lift is needed to make up the difference. But this extra lift (which balances centrifugal force in the turn) comes at the price of more induced drag. This increased drag reduces the effective aerodynamic efficiency of the glider and is the reason why circling flight inher-
ently increases the sink rate (for a given airspeed) compared to straight flight. Bob 01miston Sunnyvale, CA
Maintaining Control Dear Editor, There was a comment in the "Aiimail" column in the July mag which I feel should be addressed. Norm Krannitz, who commendably wrote to discuss an accident he'd had, said, " ... and when I did get airborne I did not have enough speed for effective roll control, and was too low to pull in to increase my speed." This statement encompasses a misunderstanding of "best glide" speed which I have seen cause several launch mishaps; it has undoubtedly caused many tree landings as well. The fact that Norm was flying too slowly to control his glider, backed by the launch conditions described, indicates that he was flying near stall, and therefore well below best glide. Pulling in on the bar would have increased his glide, and would have increased his ground clearance as well as his control. (Unless the slope was shallower than his glider's max. L/D, in which case he'd better find another place to fly.) This happens because, up to maximum glide/or the existing conditions, pulling in will increase your ground speed more than it will increase your sink rate. The same principle applies when trying to squeeze over an obstruction into an LZ, though the problem here is likely to occur when a headwind has altered your best L/D speed considerably from that in still air, and you fail to recognize this fact. Anyone not familiar with the concept of best L/D and how it varies with windspeed should do some reading and discuss it with other pilots until it is 100% clear to him; the best time to learn is not when you are careening toward a rock-strewn hillside or trying to squeak over a power line. Anytime you are flying too slowly to control your glider, your first reaction should automatically be to speed up, unless the situation is absolutely hopeless, in which case you should probably flare. Without control, you are helpless. Mark Wallner Indian Head, MD HANG GLIDING
AIRMAIL Weird Safety Devices Dear Editor, Perhaps there should be some sort of back-up strap from the front of the harness to the basetube to help alleviate the forgot-tohook-in-and-can't-hold-on-any-longer type accidents. How about a rear view mirror so you can see if you're hooked in? At least you could get one last look at the people standing on launch who didn't yell at you: "Hey Stupid, you forgot to hook in!" Since crashes on landing accounted for two out of five of the 250 reported 1991 accidents I have been wondering if someone couldn't come up with some sort of roll or crash cage. A simple device could consist of two pieces of curved tubing that connect the ends of the control bar to the nose of the glider. These would hit the ground first and absorb a lot of energy in collapsing. In event of a dropped-nose landing they would act as skids. If you help someone do a hang check please be serious about it. Don't just look to see that they are hooked in, but that legs are in their straps, all cables are properly connected and battens are correctly secured. In other words, do a visual preflight. You might save a life. Dan Tatum Huntsville, AL
Reinventing The Wheel And Towing Comments Dear Editor, As a 14-year hang glider pilot, a 13-year tow pilot and a 12-year trike pilot, I felt compelled to write my first letter to "our" fine publication. I've relished it for years. My comments, though general, are mainly related to towing. I'm continually amazed by the "reinvention of the wheel" and "forgotten knowledge" in this sport. With mixed emotion, I observe our participants rediscover things such as GL V's (ground launch vehicles). The first one I saw was in 1982 or '83. As a matter of fact, Hang Gliding
SEPTEMBER 1992
magazine did an article on air-to-air towing about then, and as I recall even had one on the front cover. I do R&D for a living, and think that it is tragic that so much time, money and resources have been expended to acquire empirical infonnation that goes unused, undocumented or unaccounted for. It's agonizing to watch people struggle through the same learning curve, being unable or unwilling to tap into the wealth of existing knowledge. For those of us who travel, it's amazing how much disparity there is across the country on issues such as towing techniques and related hardware. What is considered to be the "only way" to tow in one area, is considered to be "out of the question" in another area. This would account for my two dozen or so releases and bridles that have cluttered my garage. "Most" of them really do work, honest! Current USHGA emphasis, along with efforts to compile and homogenize towing technology in general, will hopefully accelerate the evolution of this launch alternative, rather than prolong it. The proactive steps to upgrade and implement tow ratings seems workable. The list of heavy hitters tied into the program is right out of Who's Who in hang gliding. Though admittedly aloof, I really appreciate the movers and shakers in this sport. In reference to G.W. Meadows enjoyable article on aerotowing, I'd like to pass along a little information related to trike towing. It's been my experience that the unpopular aspects associated with this approach are easily coITected. In towing with my Cosmos trike I'm able to give a much friendlier ride than that described in his article. I'll pass the specifics on to the gurus for future reference. In closing I must reiterate the profound comment of Steve Mock, a fellow ultralight "operator" from Oklahoma: "It isn't that flying is so important, it's just that all other pursuits of man are so trivial." Chuck Burgoon Houston, Texas
Hook In And Leg Strap Check Dear Editor, In the period from 1980 to the present there have been reported four fatalities resulting from total failure to hook into anything, and one from failure to step through either of the leg loops (the same problem on the other end). In doing a traditional hang check there are several obligatory operations between the check and the launch. One must regain one's footing, stand up with the glider, and possibly walk a few steps to launch position. This delay between the check and the launch has been a factor in fatal accidents in the past. In addition, hanging from the straps does nothing to ensure that one has found his or her way through the leg loops. A secondary visual or tactile inspection must be made. My hang check method consists of simply lifting the glider immediately prior to launch until I feel the suspension and leg straps tighten. The delay is eliminated and the secondary check is made automatically. Tad Eareckson Annapolis, MD
Chinese Hang Gliding Did you know that the Chinese designed or invented many of the toys we use today, toilet paper, bicycles, porcelain, firecrackers and the seismograph? But there is something else they never get any credit for, which is the invention of the first bamboo hang glider. Gao Yang (550-559 A.D.) tested "manflying kites" - an early form of hang gliding - by throwing condemned prisoners from a tall tower while clinging to contraptions made of silk and bamboo. It is claimed that one flew for two miles before crash landing. In the year 1192 a Chinese man jumped from a minaret in Canton, using a parachute, but the Chinese had been experimenting with parachutes since the second century B.C. Too bad we can't test a few ancient gliders on some of our current leaders. Julie Manion Quincy, CA
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ACCIDENT REPORTS by Doug Hildreth Pilot: Phillip SIDNER Age: ? Rating: Novice Experience: ? Flight Designs Lancer Glider: Date: June 1992 Oatman Mt., Gila Bend, AZ Location: Head, Fatal Injuries: Event: Two pilots went up for their second flights of the day. Another pilot launched first. Phil launched alone. He worked lift in the bowl "for a while." Then, while on approach to final at about 250 feet, he "disconnected" from his glider and fell to the ground. May have attempted parachute deployment. Killed on impact. Comment: "The highest probability seems to be that Phil hooked into the flat hang loop only, and just partially with the carabiner point pushing down on the flat p011ion. There was an indentation on the hang loop where the biner 'could' have been. He probably came unhooked during final as he went upright and grabbed for the downtubes." We have all actually seen or can imagine the tip of an open carabiner hooked onto the flat portion of a hang strap. This is not likely to occur with a round loop (rope) or a locking carabiner that has been locked. This exact scenario has been postulated in other "disconnect" accidents. Although the strongest arguments in favor of a locking carabiner are strength and the fact that it can't "spring open," the other benefit is that in order to lock it, it must be completely through the loop. Addendum: "Phil must have been very excited about his first flight and was in a huny after he saw the other pilot soaring. We also believe that having to self-launch in rowdy, strong conditions, his lack of experience at self-launching, coupled with the newness of the harness and carabiner and flying a bonowed glider, that Phil had to have hooked in inconectly. "Without being able to look at what he was doing - holding the glider with one hand, hunching over under the glider - he had to hook in by feel. The backup perlon 12
loop was missed, and the flat webbing hang strap was hooked about half way across. Slightly opened carabiner on the hang strap. This con-esponds with how the carabiner lock was found. "After launch the carabiner rotated to a horizontal position, with the lock and gate up, and the harness strap on the non-gate side. The harness strap then slid backwards along the non-gate side, causing the carabiner to rotate out of the webbing."
Pilot: Frank HUNGERFORD Age: ? Rating: ? Experience: ? Glider: ? Date: ? Location: Owens Valley, CA Injuries: Fatal Event: Found dead in canyon several days after flight. Comment: How about some info?
Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:
? ? ? 3-4 years Vision Mark IV May 1992 Soboba, CA Fatal
Event: Relatively unknown pilot launched and began doing what appeared to be uncontrolled 360° turns. Tums got closer and closer to the hill until he crashed downwind into the hill. Comment: How about some info?
That's four fatalities so far this year. Event: Flew into a tree. Pilot was approaching a somewhat restricted landing zone and was intently watching the wind sock. He flew right into the tree in front of him. Comment: Don't forget to watch where you are going. Event: Failure to hook in. Pilot hooked in and waited for it to get better. It didn't. He waited half an hour. Unhooked and got a soft drink. Conditions immediately improved. Glider was still first in line for launch. Other pilots behind were impatient. Pilot ran back to his glider, picked it up and launched. Dropped 20 feet to soft landing. Comment: There are two things that must be said immediately prior to launch: "HOOKED IN," "CLEAR.".
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? ? ? ? ? ? Little Black Mtn., San Diego, CA Fatal
Event: Foreign pilot rented a glider. Pilot induced oscillations after launch. Crashed.
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Wills Wing cautions all pilots to very carefully pref'light lhe mylar insert along the leading edge. ll is possible during setup for the front tip of' the baucn, acting through the sail cloth, to push the rear edge or the mylar insert forward, folding the mylar under itself and creating a raised area in the mylar insert. The resulting disruption of the airflow is sufficient to cause a very significant and potentially dangerous effect on the flight characteristics or the glider. The folded-under mylar can cause a strong turn, a premature stall, and unusual pitch response. This problem is most likely to occur on gliders having rcla1ivcly looser sail tension, such as Spectrum models. If this prnhlem is discovered during preflight, de-tension the crossbar, remove 1he battens in the affected area, smoolh down the mylar insert, and reassemble and preflight the glider.
T/\NC,
The addition of a tang (Diagram 2) has this problem. We recommend that owners of' Moyes World Beaters replace side rtying wires if they use the thimble
Regarding the article about the Trancas site near Malibu, California, we said the radio frequency was 144.250 This is NOT the designated !GA channel. The correct USllGA The side rtying wires on Moyes GTR World Beater series gliders manufactured before May I, 1988 attach to the pin in the control bar using a stainless thimble. During paek--up the wire can become kinked at the end of the second swagc, causing stress and affecting the ultimate strength of the wire
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Marc Doerner
Pioneer sailplane pilots at the ceremony. Torrey Pines, CA One of the world's bcst--known soaring sites, Torrey Pines Glidcrport, was declared a national landmark by the Na1ional Soaring M11sc11m or the Soaring Society of America on Saturday, June 6. Various local and national notables were present at the ceremony, including pioneer sailplane pilo1 Woody Brown and intcrnation-ally-·known Dr. Paul MacCrcacly, dcsigncrinvcnlor of the Gossamer Condor and other solar-powered aircraft. "Torrey Pines is much more important than people realize because it has been a continual catalyst for thinking," said MacCrcady in a news story by Ed Jahn printed in the San Diego Union-Tribune. Charles 1,indhcrg made a sailplane nigh1 from Mount Soledad to Del Mar in 1930. Other long-distance soaring flights, including a sailplane flight to Arizona, have been made from Torrey Pines. Event organizer Dr. Larry Fogel said the next step would he an attempt to gel the site designated a national historic landmark, which should protect it from further develop mcnt. Regional pilots arc upset to the point or boycott over the present state of the historic site's development. Torrey Pines has been plagued for the last couple of years by an ongoing battle. I\ local concessionaire is opposed by the sailplane club, radio controlled sailplane clubs and 1hc Torrey Pines llang Gliding Association, which arc represented by the Soaring Council. Developments which have been called "improvcmcnls" were lahclccl acsthc1ically offensive and unsafe ror flying by pilots and their representatives. HANC G1.1mNc
altcmpl lo undermine and usurp the authority or the TPHGA and the soaring council. However, the concession permit will come up again in January. when it may not be renewed ir the current concessionaire fails lo submit the winning bid, or if San Diego authorities clceiclc that the park is not being operated in !he hes\ interests of the City and the flight 's users. That is what many hang glider, sailplane and radio-controlled glider pilots arc hoping will occnr. W.A. Roecker
Braunigcr now has updated sof1warc for the Braunigcr LCD VII harograph flight deck. Software has recently been FA! approved and can be used lo download the barograph information on a computer and printed ouL For FAl--approvcd record attcrnpls there is an Epson 1'40 batterypowered field printer available that can print out record allcmpls in the field. For more information conlact: Brauniger USA, Advanced Air Technology, 29 State SL, Santa Barbara, CA 9310 I (805) %2-8999, FAX (805) 964 3337.
Hrad and Dmmita Ffall, Tl'HGA officers. Brad is council president.
Some items or disagrccn1c111 include: lhc noise, air and ground pollution of the site by diesel generators; Jack of consultation with the clubs nbmil the scheduling of pay-lo-fly events, the permanent parking of cars and trucks within the fenced areas intended for landing approaches and hang glider setup; allowing tandem glider flights only by pilots on !he concessionaire's payroll or for a fee; and the removal of many bang glider tic· downs and the placcrncnt of a smaller number of new ones oul in !he landing area. by the almosphere of noise, diesel smoke and commercialism at lhc motorless historic silc, and dismayed by the concessionaire's uncon1promising altitude, many hang glider pilols have been boycotting Pines. The disagreements between the concessionaire and site users escalated sharply over a period or months, involving 1hc threat or lawsuits from the concessionaire and a barrage of' ll:ttcrs from unhappy pilots to !he of San Diego. !n the end, the City revoked the silc use permits previously held the various clubs for several years, and gave the concessionaire total authority over the operation or the site. 111 the latest escalation or ill will, the conccssionairn has formed another hang club, which is presumably free. The requires the Torrey Pines I lang Gliding Associal ion to charge $20 per year for membership and to provide sile insurance. The formal ion of the new hang gliding club was seen by Southern California pilots as an SrwrnMBER 1992
l lawk Kites and Pacific J\irwavc announce the first Airwavc Vision Class Competition. Oct. 30-31 arc lhc dates for this first-time-ever event, to be held in Head, North Carolina on the dunes. The event should challenge all the best pilots with closc--ttHhc-ground, same--glidcr flying. 11 ecliminates one of the big variables, glider performance and handling, and puts everyone on a more level playing field. The corn petition will be limited to 30 pilots with novice or higher ratings. For more information conlact Bruce Weavc:r or McWilliams at Kitty Hawk Kites (919) 441 A 124 for registration i111'orrna1io11. The entry fee is $30.
APCO Aviation of Israel reports that I ,ars T",rnridscn took t'irst place in the Danish National llang nliding Competition for 1992 flying a Santana SRC. The competition look place in Fasterholt, the towing center of Denmark. In South Africa and Canada a number or top ranking pilots, including Andrew Smith and the Muller team of Canada, arc busy preparing for the coming X-C season, in an a11ernpt to win APCO's promised prize or $ I 0,000 for a new X-C paragliding world record.
Take a flying vacation this fall at the US!IGA National Ply·ln, October 3 through 11 ! Hosted l>y Looko111 Mountain Flighl Park during the fall soaring season (when winds arc great and temperatures comrortablc), the; nine-day fun evcn1 superb mountain and thermal soaring for Novice (and above) pilots at one of America's prcmit:r Clying sites. With an easy concrete ramp takeoff and huge 45-acrc landing field, Lookout is one or the most-flown sites in lhe eastern United Slates. For inexperienced mountain pilots, a 15-minutc turnaround (paved road bollom to top) and plenty of shared rides back up the mountain means lols or practice nights each day. But why break down your glider al lhc boUom? Lookoul 's Dragonfly aerotug will aero tow you up to 3,000 feel above the I Z (1,650 feet above the mounlain), where you'll have plenty of time to hook a lhcrmal. And you can land next lo your campsite. Lookout's LZ offers inexpensive camping, with a 20 by 40-foot swimming pool and a lighted volleyball court. With eight great flying sites in !he northwest Georgia and Cha!lanooga, Tennessee area, hang gliding excursions lo olhcr mountains arc planned, including trips to Alabama and North Carolina. (Come White Sides, the 2,000-foot mini-El Capitan
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If you I re a sport aviation enthusiast, UPDATE l of the East!) If you 're looking for a new glider, come fly all the latest and greatest from all the major manufacturers. Demo Days is a great opportunity to test-fly and compare gliders, and get a good deal on a new glider. And if you're still on the training hill or haven't made your first mountain flight yet, Lookout's highly-acclaimed Flight School offers lessons every day at their superb practice hills. And special clinics for mountain pilots will be taught if you 're looking to add to your hang gliding skills. Whether it's for the week or just a weekend, you'll have lots of fun and get lots of flying at the 1992 USHGA National FlyIn! For further infmmation, call Lookout Mountain Flight Park at (706) 398-3541.
Flight Log Software Cloudburst Computer Works has updated the Windows 3.x version of its popular Flight Log software based on prerelease customer response. This latest update of the computerized "log book" includes enhanced reporting capability and is priced lower than the initially planned release. Cloudburst Computer Works is still offering its DOS version of the Flight Log software, which also includes graph capability as well as reporting. The lower-priced Windows version does not currently include graphing capability. Both versions of the Flight Log software are menu-driven, fully documented and run on most IBM compatible PC's. The Flight Log software was developed for pilots interested in using their flight log information for better flight planning and to simplify maintaining and summarizing log book data. The DOS and Windows versions of the Flight Log software store a multitude of flight data, calculate great circle distances and are far more "flexible" than standard log books, since they allow pilots to select various sorts and selection criteria for subtotaling and reporting their logged flight data. This software is also ideal for compiling club and competition logs. The prices are $19.95 for the DOS version and $24.95 for the Windows version, plus $2.50 shipping per copy. A sample program is available for $5.00. Contact:
SEPTEMBER 1992
Cloudburst Computer Works, 20120 Broken Sabre Lane, Monument, CO 80132.
you should join NAA, "the National Aero Club of the United States."
John Heiney And Judy Leden To Be Featured In ESPN Production American Adventure Productions is a television production company based in Aspen, Colorado. John Wilcox, President and Executive Producer, was the producer and director of "The American Sportsman" and "Mutual of Omaha's Spirit of Adventure" series. Currently, he has a contract with ESPN to produce a series of adventure and wildlife specials that focus on the environment. The series is called Canon's "Expedition Earth," and the series host is Jaws author Peter Benchley. On Oct. 16 (9:30-10:30 PM EST) one of the specials will focus on hang gliding in New Zealand. Soaring far above the splendid peaks of New Zealand's southern island, John Heiney, aerobatic champion and famous hang gliding photographer, and Judy Leden, current women's distance world champion of Britain, will soar together from the summit of the country's highest mountain, Mt. Cook. In this first-time attempt, the pilots will strive to carry their gliders from sea level to 12,000 feet amidst deep crevasses and severe avalanche dangers to soar from the top of this awesome peak. As the pair waits for the perfect moment to launch from Cook's summit, Americanborn skier Jim Zellers and native kiwi extreme skier Bruce Grant will join the team in a first descent attempt from the summit. A veteran of first descents, Jim has both Patagonia and Mt. McKinley in his back pocket. Bruce has represented New Zealand in two Olympics in the giant slalom event. Other films in the series include: Amazon: Journey To The Lost World (Oct. 23, 9:30-10:30 PM EST), Skydiving: Project Freefa/1 (Oct. 30, 9:30-10:30 PM EST), and Earthwinds: The Flight (the first around-theworld balloon attempt, air time to be announced). Contact: American Adventure Productions, Inc., 319 Baltic Ave., Aspen, CO 81611 (303) 920-3777, FAX (303) 920-4961.
• Soaring • Ballooning • Ultralights • Aeromodeling • Aerobatics • Homebuilts • Parachuting • Helicopters • Hang Gliding NAA is the umbrella organization for al I major airsportorganizations, and represents U.S. sport aviation internationally. It is the nation's oldest and most prestigious aviation organization. Supported by thousands of individuals, aero clubs and corporations, NAA is also the nation's official aviation record keeper, as well as the custodian of many of the most prestigious aviation awards. Gain access to information on all air sports by joining Chuck Yeager, Dick Rutan and thousands of other air sport enthusiasts. Become a member of the National Aero Club of the United States. I wish to apply for membership in the National Aeronautic Association. I have enclosed mycheckfor$22 ( please enclose $37 for foreign mailing). Name Address City
State
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Signature
National Aeronautic Association 1815 N. Ft. Myer Dr. - suite 700 Arlington, VA 22209 • 703-527-0226
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CALENDAR OF EVENTS Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets.
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) 897-9076.
Until Dec. 1: 1992 Region 9 Year-Long X-C Contest. Fly from any site on any day. Winner will be the pilot with the single longest flight of the year. Open and Rookie Classes. Contact: Pete Lehmann, 5811 Elgin St., Pittsburgh, PA 15206 (412) 661-3474 (before 9:00 PM) FAX 3436.
Sept. 5-12: 1992 U.S. Nationals, Telluride, CO. All teams and individual pilots welcome. Trophies for teams and top individuals. For accommodations call 1800-233-9292. Early registrants will be promptly sent rulebook, turnpoint and goal photos, local info and maps. Entry refundable until Sept. I, 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.
Until Dec. 31: East Coast X-C Contest. Send description of longest East Coast flight to: Randy Adams, P.O. Box 369, Claremont, NH 03743. Flights may be foot- or tow-launch and must originate east of Mississippi. Until Sept. 30: Lakeview, OR "HG Capital of the West" 1992 Umpteenth 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. Sept. 5-6: Labor Day festival landing field fund raiser at Henson's launch. $7 per head, pot luck dessert (bring your best). Oct. 24: Octobe1fest celebration and fly-in. Come enjoy the great fall soaring and colors. Food and entertainment. Landing field fundraiser. Oct. 24-31: 1992 Team Challenge. Three- to fiveperson teams. Hang II OK. Lots of fun. If you don't have a team don't wony, you'll be assigned one. Contact: Sequatchie Valley Soaring, Rt. 2 Box 80, Dunlap, TN 37327 (615) 949-3384. 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.
18
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: Towing Clinic. Towing at its finest. We're losing sites, so catch the wave of the future. Classes being filled. Contact: Action Soaring, Lodi, CA (209) 3689665. Sept. 19-20: ICP. Contact: Pat or Curt at Sport Soaring Center, Minneapolis, MN (612) 557-0044. Oct. 3: (rain date Oct. 10) CHGA!MHGA' s First Annual Fly and Ft)'l"The Pulpit" JO-year birthday party, McConnellsburg, PA. Celebrating the 10th year of site ownership. Fun flying and barbecue, as well as team and individual X-C events, with an emphasis
on fun! Campgrounds and motels nearby. Contact: Capitol HGA (301) 441-3095. 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' I meeting for USHGA Certified Instructors, prior to the USHGA BOD meeting. Contact: Pat Denevan (408) 262-2482 Milpitas, CA. Oct. 9-11: USHGAfall 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) 6952162. Oct. 17-18: Vision Classic, sponsored by PacAir and Mtn. Wings, Ellenville, NY. Low-key competition for any Vision glider pilot. Family fun events for nonpilots. Contact: (914) 647-3377. 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) 962-8999.
HANG GLIDING
receives lhc lJSHGA Presidential Citation from USHGA !'resident Gregg '1992 Hoard of Directors meeting. Photo Jan Johnson.
and groups who have made contributions to the spor1 of hang This year Lubbock's own was awarded the Presidential for his innova1 ivc ATOL I ruck system, leadership in developing and !raining protocol for the technique, being a generally great person. Other recipients were: Chapter of' the Year and Newsier/er of' Year: Sylmar Gliding Association their Jligh Times newsletter. Commendations: Phil Haynes f'lrmrn,,,111 of Morningside Recreation Claremont, New llampshirc; Pant long·time service 1o the BOD and of f'lying activities in Region I Rich hang gliding ranger or Yosemite; Lcsnc1 and Rod Hauser --- promoting gliding within the general aviation SEl'ff.MBER 1992
community and USHGA representation at Oshkosh. Ni\!\;\ ward: Doug Hildreth work in promoting saf"c1y. l.etters of'i\pprecialion: l'.J. More volunteer assistance to local national projects; Rodger l loyt site development. Nominations for this year's awards should be sent to the USIIGA office with a copy sent to the Regional Director l'or s11bmission at the next USIICiA Board of Dircc.:lors meeting. Documentation mus1 be received by the start of the meeting. One be nomina1ccl in more than one category, however, the categories to be considered must he clearly indicated in the supporlivc documenlat ion. The A wards Committee has set an unofficial goal of' recognizing at least one USHGA member in each region with a commendation.
Ni\;\ Certif)rnte. Contributions on the national level recognizing safety. Requires letter of support. !'residential Ci/a/ion. This is the organization's highest, most prestigious and oldest award. It is the only award thal may be presented to individuals outside the organization. It is presented for a contribution or effort which has rcsulicd in the significant advancement of the sport. The nomination must cite the el'f'orl and include names, dates and location as appropriate, as well as the address and phone number of' the nominee. The effort need 1101 have occurred in the current year. Chapter of'the Year. Awarded for overall excellence in programs and activities for and novices, site procurcmenl, development and retention, safety, member·· ship and development, meetings, and special pro gm ms and act ivitics which occurred within the current year. Please suhmi1 documentation which cites location, dates, achievements and appropriate contact people. News/et/er of'ihe Year. Awarded !"or overall cxcellc11cc in service to members, layout, article variety, promotion ol' general enhancement or the sport and meeting puhlica1ion d(:adlincs. The newsletter mus1 be published within the current year and must be a USI IGA Chapter publication. Nominations should include ihrce issues of !lw ncwslcltcr and names and addresses of the cdilors if this information is 1101 included in !he publica1ion. lc'xceplional Service;\ ward. This award provides an opportunity 1o recognize one lJSI IG!\ member who has provided the most outstanding volunteer service 10 the USIIGA, for activity on the national, regional or local levels. The volunteer work may have begun prior to the current year, or may be completed at a future date, but must be ongoing in the current year. Nominations should cite aclivit ics, locations and dates as appropriate, and include the name and address of the nominee. Recipients must be USHGA members. Commendations. This award provides an opportunity to recognize members' efforts in providing volunteer service Lo the organiza .. lion at the local, regional or national level that is of exccllcnl quality and/or or significant in1portance lo the Association. 1111
19
The Shaw Butte LZ as seen from above launch.
and photos
Betsy and I j,nally pulled away jt-mn the Los Angeles area on July 15. Our .first slop was Phoenix, Arizona and one phone cal! to John Leslie showed us what southwestern hospitality is all ahout: "C' mon over' 1/1 don't.fly,/' /!just drive.fcJr you' " We /efi 01.1r/1>Ur· I egged "kids" in his backyard under a misting system that lowers the temperat11ri' about 1.5°, and headed to the Shaw Batte IZ ..
Bulle is a lilllc 800' bump just norlh of Phoenix, Arizona that is rarely flown by the locals in the: summerlimc. One hundred and ten· degree tcmperalures are commonplace, and if' the locals rly !hey usually wait l'or the evening glass-off when the heal is a litllc more hearnble. Cross-country flights arc common here, espc· cially since the primary I ,Z is lrt:aehcrous. Dcf'initely walk through the LZ with a local before deciding lo fly here. The Arizona Hang Glider J\ssoeia\ion (AHGA) has a slack of con1rac1s J/2" thick
20
1
by Rob Richardson
securing access to this si1c. The City of Phoenix, Arizona Public Service, and other agencies arc all keeping an eye 011 the hang glider pilots, so please follow all of the rnles. There is a locked gale 011 the road to launch, so you 'II have to hook up with a local pilo1 anyway; their keys can't be lom1cd. The penalty t'or losing a key is to pay for rc:-keying and distribution of1he new to all users ol' Shaw Bulle a several lhou.wmd dollar expense. The road 10 launch is maintained by Shaw Bu/le Users, which the /\HG/\ is a member of. To keep 1he road in good repair, 4WD is required for all vehicles (even though the road would be passable in 2WD). This is conlract11ally required, so please observe it. We're also required lo have all vehicles down the road before dark, so plan accordingly. Also, due to neighbors complaining about dust, there is a five mph speed limit on the road. In other words, just slick it in 4WD low and crawl up the hill to keep evl:ryone else happy. Yield lo all other lrafTic, be it cqucslrian, hikers, mountain bikers, or whatever. All pilots mus( sign in on the site log at launch, and they must be USHGJ\ members flying hang gliders. The AllClA is currently negotiating to allow parngliders, but there arc
many rocks to fray lines and a full page of requirements that needs lo be met. In short, !his is not a very good site for paraglidcrs. The main launch faces southwest and consis1s of a short, fairly l'lat dirt ramp with no obstructions and a steep drop-off immediately following the ramp. Since strong winds are common and there's "ramp suck" 10 pul I you off before you're ready 10 launch, all visiting pilo1s must be Hang IV wi1h CL, J\ WCL, and TUR sign-offs. There's also a south-facing launch, which makes the site flyable in sou1h-soulheas1 to west winds. Note that wind directions can be deceiving al launch due to wrnp-·around, so check several streamers. Also, 1herc arc rattlesnakes, scorpions and ccn1ipcdcs at launch, so be obscrvanl. The LZ is a l'lood con1rol clam with rocks, dirt as hard as rocks, 1rces, and a fair downslope. It's notorious for thermal wind shifts and broken downtuhes. Again, make sure you check this LZ out carcf11l ly before deciding 10 fly here. This is a challenging site, especially midday, bu1 if you have the necessary skills il can reward you with some excellen1 flying. l f you 're near Phoenix, slop by and give John Les Iie a call. You may decide not lo fly, bul you'll probably still have a good time.
I !ANG GurnNc
Site Info -
Sl1a-w Butte, Arizona
SITE NAME
Shaw Butte
CHAPTER
Arizona Hang Glider Association (AHGA) P.O. Box 39013 Phoenix, AZ 85069
LOCATION
10 miles north of downtown Phoenix. Take I-17 north from Phoenix to W. Peoria Ave. and tum right. Head east on Peoria to the end and turn left on N. 7th Ave. Head north on 7th to the end, and the LZ is on your right.
ALTITUDE
2,200' MSL, 825' AGL.
RATING
Advanced (Hang IV) with CL, AWCL, and TUR sign-offs required for visiting pilots. Local Inte1mediate (Hang III) pilots can also fly here with a special sign-off. Paragliding is currently being negotiated, and the list of requirements already looks huge. Don't count on being able to fly your paraglider here very soon or very easily.
PROTOCOL
Every pilot must be a cmTent USHGA member with liability insurance. A liability waiver must be signed, and all pilots must sign in on the site logbook before flying. 4WD is required on the road to launch, which has a five mph speed limit.
RESTRICTIONS
Launch is in the 3,000' ring of the Phoenix TCA, but the 6,000' ring is only 1/2 mile to the north. All high-altitude and X-C flying must be done to the north (away from the TCA). Heading north you also need to avoid the Deer Valley and Scottsdale Municipal Airports, which are standard five-mile control zones.
FEES
Full membership - $25/year, which includes a monthly newsletter. Daily membership - $3/day.
LAUNCH
Fairly short dht ramp with a 10° slope and unforgiving rocks on the steep hillside below. A launch crew is needed in higher winds. The south launch is very flat and also full of boulders and should not be used unless there are soarable winds.
DIRECTION
SSE to west winds between the two launches. Be careful that you know the true wind direction, as east winds can wrap around the mountain and seem to be blowing up launch.
SETUP AREA
Room for 10+ gliders within 50' of launch, which is more than enough.
ROAD
Everything past the locked gate is 4WD only, due to contracts. 20 min.
CAMPING
No camping is permitted in the LZ or at launch. There is a KOA campground eight miles to the north (at Deer Valley Road and 1-17).
X-C
Excellent for 25+ miles. The first few miles have no LZ's, so be sure to get high before leaving (not above the 3,000' TCA layer, however). The next 18 miles have many LZ's and beyond that there are a couple of LZ's to the Verde River (a good destination 27 miles away). Beyond there you need 10,000' MSL to cross the badlands. The site records is 87 miles.
BEST TIME
Shaw Butte is flyable year-round. March-May and September-October are usually best, and altitudes of 6,000'-8,000' are common then.
FREQUENCY
CB (60%) and Ham FM bands (40%), no established frequencies.
CONTACT
John Leslie, 602-997-5364 (Observer) Dave Smith, 602-997-7856 (Observer) Jwy Dalen, 602-934-6094 (Observer) Don Jones, 602-842-1214 (Examiner)
MISC
There is a locked gate on the road to launch, so you must fly with a local pilot at all times. Keys cannot be loaned out.
SEITEMBER 1992
21
Site Info - Dry Canyon, New- Mexico SITE NAME
Dry Canyon
CHAPTER
Rio Grande Soaring Association (ROSA) c/o Tom West, President 1314 19th Street Alamogordo, NM 88310
LOCATION
Eastemedge of the Tularosa Basin.just above Alamogordo, New Mexico. Take Highway 70/54 (also I-82 at this point) north to Indian Wells Blvd., and turn right. Go 1/2 mile to Florida and turn left. Follow Florida 11011h a couple of miles and turn right into Hobby Park (across the street from the Betty Dare Good Samaritan Center). Follow the gravel road, bearing right at the first fork.
ALTITUDE
7,000' MSL, 2,400' AGL.
RATING
Novice (Hang II) with mountain experience. Paraglider pilots - Class 2 required due to the glide to the LZ and turbulence at the site. Although they are allowed, this is a vet)' challenging site for paraglider pilots.
PROTOCOL
Every pilot must be a cmTent USHGA or APA member with liability insurance. ROSA membership is not required, but all visiting pilots must check in with the ROSA before flying.
RESTRICTIONS
Holloman AFB lies about 10 miles SW of launch, and the restricted airspace extends almost to Highway 70/54. Pilots are advised to remain on the east side of the highway at all times. There is also an RC park just west of the primary LZ that should be respected from 500' AGL down.
FEES
Full membership - $20/year. Includes a periodic newsletter and use of all sites administered by the ROSA. This is a real bargain, as the ROSA administers a lot of sites!
LAUNCH
Short concrete ramp with a 30° slope and a steep rocky slope below.
DIRECTION
Launch faces SW, and can be launched in south to west winds.
SETUP AREA
Lots of room for 40+ gliders within I 00' of launch.
ROAD
Last two miles are a rugged 4WD road, which can be impassable depending on recent weather. 45 minutes.
CAMPING
Plenty of inexpensive camping available on the way to launch. There is a KOA campground (800-424-8227) close to the LZ, and some local motels may give discounts to visiting pilots (especially during fly-ins).
X-C
Good. Straight downwind (NE) is difficult due to heavy forestation, and Holloman AFB and White Sands Missile Range prevent travel to the west. Site records include 125 miles to the north (Vaughn) and 113 miles to the NE (Ramon).
EVENTS
Dry Canyon Fly-In: Fun fly-in held each May on Memorial Day weekend. Fun competitions and open X-C. Columbus Day Fly-In: Fun competition for all levels, usually held the weekend before Columbus Day (in October).
BEST TIME
Dry Canyon is flyable year-round, and usually soarable. Strong gusty winds are common in March and April; thunderstorms are common in July and August. Best X-C months are May and June.
FREQUENCY
151.625 and other USHGA frequencies.
CONTACT
Robin Hastings, 505-382-7446 Dave Sharp, 505-434-5180 Tom and Cindy West, 505-437-5213
22
HANG GLIDING
Canyon is known to 1he locals as 111c Soar Spot oj'the Southwest. It's 1101 the
site in New Mexico, hut it is probably 1hc most consistent. Located above Alamogordo in the middle of' the Sacramento Mo11ntains, it can be flown year-round in any wind direction that does11 't have the word "cas1" or "north" in it. II is primarily a thc:rmal site, but can he excellent for ridge soaring in the spring and fall. Dry faces the Tularosa Basin, which strctcbc:s northward for I 00+ miles, with good LZ's and roads the entire wny. The of Alamogordo is I 00'1< behind hang gliding. L:ist ycm's National was event oft he year' Alamogordo has provided an eight-acre I .Z f'or permanent use as a hang gliding park, and even paved part of it with gravel. This makes f'or a luxurious breakdown area /'rec or grass stai11s, mud and Ilic assorted hushes and cacti that domi1rntc the surrounding landscape (most of the vcge1a1ion in New Mexico bi1es). Dry Canyon is 011c or several sites in the area administered hy the Rio CJnmclc Soaring Association (ROSA). The RGSA has about :m members, so 1he skies arc rarely crowded. (Ac· tually, that's truly an 1111dcrsta1cmcnt. Ilclsy and I wen: there an entire snarahlc weekend and hoth days we were the only pilots flying! )
Dry Canyon launch from the air. Visiting pilots arc always welcome, and fees are minimal. USJIGA or AP/\ membership is re> quired, as well as hang checks bcl'orc every flight. They also have ,1 "buddy syslc'.m" in l'ull swing, where pilots dcmblc--chcck each other's gliders before launching. I guess yourdriverlrns to check yom glider out if' there arc no other pilots around. Launch is a fairly short concrete ramp wilh no obstruct ions, and it makes for an easy launch i11 most conditions. The hill drops away at about
The author's wifl' Betsy prepares to launch al Dry Canyon.
SEPTEMBI!R 1992
60°, and 1hc mountain below would be very unforgiving in the event of a blown launch. Since the ramp is so short, launching in no--wind conditions could be treacherous. For1unately, no-wind conditions arc pretty rare al Dry Can· yon. Most I fang 11 's should have no problem at all with the launch. The primary l .Z is a huge rectangular area with minimal slope and no ohs1ruc1ions, a fairly hct'ty three miles from launch. Single-surface gliders and parnglidcrs would have trouble making it there without rinding some lif't. There arc also a couple of' smaller LZ's closer to the mountain, as well as miles of' landable scrnb brush. There's an airstrip for RC'sjust west of the I .Z, and hang glider pilots arc requested lo stay clear of it. The only real drawback to Dry Canyon is the road to launch, which is trnly !J.WJ) only. Make that a rugged 4WD with good ground clearance. Bob Lafay probably described the road best as "the 111osl rugged trail l 'vc ever scl:n way beyond picks and shovels and even a 'dozer would have trouble." The RC.SA members tell me," You should have seen it before we graded it! " Somehow, though, they always seem to make it up when it's flyable. IC you can convince someone else lo haul you up, you should l'igmc Dll compc'.nsa1ing them at kast $5 for their trouble--· and that's a real bargain! Many thanks lo Nohin I /ostingsfiJr his help in preparing this report.
winches arc not a new thing. Bill Bennett set a tow altitude record at I ,akc Havasu in I 972 using a payout winch with I 0,()00 feet ol' 'J/'.12" stainless steel cable and a li!llc 15.5foot standard tow kite. He got np to about 5,()00 feet.
a
Bennett Mountain winch with 24-volt ball-bearing aircraft starter motor. The chain drive is more efficient than a belt drive. The 24-vol! motor is run at 12 volts to extend the life of the motor. The Mountain winch uses a feedback system to regulate line tension.
©1
24
by
Broyles
It is a winch which uses a braking mechanism to control release of the tow line under pressure as a hang glider is towed up. A payout winch has a motor to rewind tht: line after the glider has released from tow. Braking mechanisms incluclc a111omotive and motorcycle disk brakes and hydraulic pumps. The most common brake arrangement is a fixed automotive or motorcycle brake caliper to the side of the winch, with the brake disk on the axle of the winch drum and the disk attached lo the side or the winch drum with bolls and spacers. A disk brake caliper may be arranged a number of different ways, but the most popular is to have a single hydraulic piston on one side pushing against a brake pad. On the other side is a brake pad monntcd in the caliper housing. Either the caliper housing or the disk must be mounted lo provide sich-to-sidc movement so the disk will stay ccn1crcd in between the lwo brake pads. If this is not done, then pad and disk wear will be uneven and braking effectiveness will be greatly decreased. If the caliper mechanism is designed with a hydraulic piston on each side, then the housing and disk may both be fixed. !\. second brake may be put on the other side of the drum to decrease brake heating and pad wear. Many payout winches designed for tandem use have a brake on each side. There will be a hydraulic cylinder which is usually an automotive master cylinder connected to the brake calipers with a hydraulic tube or hose. Some master cylinders arc mmmtcd on or near the payout winch, while others arc connected to the brake via a long flexible hydraulic line, so the master cylinder may be operated by the driver of the tow vehicle. !\. mechanism is provided Lo press on the master cyl indcr piston and create pressure at the brake caliper. The most common arrangement is some sort of jack screw combined with a toggle clamp, an industrial item used to quickly apply or remove pressure to the master cylinder. HANC GLIDJNC
A pressure gauge is usually provided in the brake line close to the master cylinder to provide the operator with a measure of the force being exerted by the brake. When force is applied to the master cylinder, it is converted to hydraulic pressure which is exerted equally on the gauge, the brake line and the interior of the brake calipers. The piston moves and presses against the pad which presses against the disk. Either the disk or caliper housing moves, and allows the pad on the other side to press with equal pressure on the disk, or if the caliper is dual piston, then the opposing piston presses against the pad which is pressed against the disk. In either case, if everything is mechanically correct, then both pads are pressing against the brake disk with a force proportional to the pressure on the master cylinder and gauge pressure. Friction then retards rotation of the disk which is attached to the drum of the winch and thus line tension is created on the tow line. The amount of force on the pads is indirectly proportional to the torque exerted by the brake on the drum. The line tension is directly proportional to that torque divided by the distance from the axle of the drum to the tow line where it contacts the surface of the wound rope, or the bare drum if most of the rope is out.
So What Does All This Boring Stuff Mean To You? It means that the gauge pressure and the line tension are not directly related. Two key factors in the relationship are the coefficient of friction and the varying distance from the winch axle and the tow line as line pays out. The coefficient of friction is the ratio between the force pressing two surfaces together, and the force needed to slide one of the surfaces across the other. For instance, if a piece of rubber is pressed onto a road with a 1000 pounds of force, then the rubber is pushed sideways with enough force until it slides, and if the sideways force is 900 pounds, then the coefficient of friction is .9. The size of the piece of rubber makes no difference. (I will leave you physics buffs to prove that this is true.) Likewise, if the brake you are using on your winch has 10 square inches of piston and the gauge pressure is 100 pounds per square inch, then the SEPTEMBER 1992
force pressing the brake pads is lOOOpounds. If the coefficient of friction is .15 then the force exerted on the disk is 150 pounds. If the centroid of the pad is one foot from the axle of the drum then the torque exerted on the drum is 150 ft.lbs. If the distance from the axle to the rope is nine inches or 3/4 foot, then the force on the tow rope is 200 pounds. Simple, huh! We learn in physics or by the school of hard knocks that there is a difference between the coefficient of static friction and the coefficient of dynamic friction. Picture a big old box full of bricks you want to slide down a concrete ramp at a warehouse. It just sits there resisting your every push. So you get a buddy and you both push. The box starts sliding. Sudden! y you realize thatthe box no longerneeds to be pushed. It slides faster and faster until it hits the back of your pickup truck at the bottom of the ramp and puts a big dent in your bumper. Well, you just demonstrated the difference between static friction (the friction between two surfaces not moving in relation to each other), and dynamic friction (the friction between two surfaces which are moving relative to each other). The brakes on a payout winch have the same problem. It takes a lot more force to start the winch turning than to keep it turning.
More About Coefficient Of Friction When force is generated by friction between two surfaces moving relative to each other, work is done. That work heats the brake all to hell and gone. When I was a kid, my mom had an Olds station wagon with a big engine and triple deuces. Since she never drove it faster than the speed limit, I felt obligated to go out and clean out the carbs. Now, that car weighed 5,000 pounds and would go 130 mph. If you tried to stop fast, the brakes would overheat, and by the time you were down to 70 mph there would be a really bad smell and NO BRAKES. The coefficient of friction of those brake linings would go down to almost nothing. (Brake drum distortion took care of the rest.) The point is that the coefficient of friction changes as a function of temperature-usually downward with composition brakes and upward with semi-metallic brakes.
About Rope Wrap And Varying Line Tension I tested a payout winch which used a small fire hose reel as the winch drum. This drum has moderate width, a small center diameter and very large flanges. You can put a lot of rope on it, but the effective radius of the drum varies from 6" to 14" with 3,000feetofrope. The result is that with a given gauge pressure and no particular heating of the brake, the line tension varied from 125 pounds at the start to 250 pounds with most of the rope out. And you wondered why your ribs hurt at the top of the tow. So what does this mean for the user of a conventional winch? The line tension is going to peak right at launch, both because of the difference between static and dynamic friction, and as a result of the inertia of the winch drum and rewind motor. The brake is going to heat up as a function of the product of brake pressure and payout speed, may either (depending on the composition of brake pads) decrease line tension, or with semi-metallic pads increase line tension. The line tension is going to tend to increase as the effective drum diameter gets smaller as rope pays out. Thus, as a winch operator, you are going to have to understand the system you 're using and do creative pressure twiddling to compensate. Does this create an unsafe condition? No, not particularly, except that the winch operator needs to avoid providing the pilot with unsafe tow line tensions, especially close to the ground. Good communications are helpful, but the best thing is to have a really knowledgeable winch operator who knows how to keep pressure twiddling within safe limits.
Types Of Winches The old Bennett Mountain - a winch, now out of production, designed and manufactured in Florida, but marketed in part by Delta Wing Kites - uses a motorcycle disk brake and has a feedback mechanism which senses the line tension, and adjusts accordingly. The feedback mechanism is based on the brake caliper being mounted so it pivots on the axle of the drum. This allows the force exerted on the disk to be measured at the far end of the caliper mechanism. Pressure is held on the 25
master cylinder with a spring, so that the brake is locked. As line tension increases, the spring pressure is reduced by the free end of the caliper until the brake slips. Variation in tow force due to changes in the coefficient of friction is thus eliminated - no peak in pressure at the start, and no change due to the temperature of the brake. Because the Mountain also was designed with a wide drnm, with a large diameter and small flanges, the amount of change caused by the rope wrap is very small. So the line tension is relatively constant through the tow. The operator just sets it at the first of the day and leaves it alone. Since a payout winch with a feedback mechanism is a little hard to understand, and complex to produce, no one is cmTently manufacturing one. The Bennett Mountain has been out of production for many years, so a wellmaintained Mountain is a real value if you can find one. The hydraulic winch uses a hydraulic pump as the brake. By vatying a restriction on the output from the pump, the line tension can be varied. As with the other types of winch, the hydraulic winch is sensitive to the change in rope wrap, however, the coefficient of friction problem is eliminated. An electric or gasoline motor can tum another hydraulic pump to backfeed the winch's pump, thus making it act as a motor and rewinding the rope. The only production winch based on the hydraulic pump is the Sky Hook, and I don't know how the line tension is regulated on this system. I speculate that gauge pressure between the pump and the restriction valve would indicate line tension, although only indirectly. Some brands of winch have a level winder. ATOL in particular has a very well-designed level winder which insures that the rope will be wrapped very uniformly. To minimize side loads on the level winder, the ATOL system has a rope guide between the winch and glider. The level winder is driven by a chain coupled to the axle of the winch, and works for all the world like the level wind on a bait-casting fishing reel. Some other winches - the Mountain, for example - have a manual level-winder. This consists of a pivoted rod with a rope guide which is moved back and forth by the winch operator. Systems that don't have a level winder require that the operator use gloves or a block of wood to guide the line onto the drum. Regardless, it is necessary that the line be wound evenly and tight for safety's sake. Especially if
26
"The payout winch and launch platform are tools to get you in the air, just like the trusty 4 WD pickup truck that takes you up the hill. The payout winch, just like the pickup, needs regular preventative maintenance and a trained operator to be reliable and safe." a wooden block or glove is used, the operator needs to be careful that a tangle, knot, foreign object in the line or the end of the line itself doesn't sneak up from behind and injure something. Tightly wrapping the line on the winch drum at rewind prevents several problems. The first and most dangerous is that a loop of rope might fall off the drum and around the axle of the winch. As soon as rope pays out to this point, the rope will iffetrievably hang and quit paying out. At higher line tensions, if the line is loosely wrapped, the tow line may sink clown into the wrap and hang up on payout, causing a jerky tow at best, and a weak link break at worst.
Maintenance And Use Tips Maintenance of the winch includes care of the brake mechanism. Just as your car needs new brake pads occasionally, so will your winch. The operator should inspect the pads before each clay's use to insure that they are adequately thick and won't damage the disk. I recommend that only the best semi-metallic brake pads be used if available, for longer life and less possibility of fading. The brake fluid in the system should be periodically checked and kept topped off. I only use DOT 5 Silicone brake fluid, which is very expensive and rather hard to get. J. C. Whitneys has it. This may be a false extravagance, but I believe that the rubber in the brake cylinders will last longer, and the DOT 5 is much more resistant to heat and moisture contamination.
Should you change over from regular brake fluid (DOT 3 or DOT 4) flush your whole system with alcohol first. The brake system should be checked for brake fluid leaks, especially at the calipers, where a leak may get on the disk and really affect the braking action. If you have a long hose between the winch and master cylinder, its condition should be observed and it should be replaced at the first sign of deterioration. The pressure in this line is not going to be very high, in fact, the same as the indicated gauge pressure. However, it is still wise to use high pressure line with a metal braid cover. A smaller interior diameter line will work just as well as a bigger line, and the braided cover will prevent line expansion as the pressure is adjusted up and will provide a steadier pressure. The system should be purged of all air. Air in the lines will cause pressure variations caused by changing temperature, and will cause surging of the tow line, especially with a feedbacktype winch. The Bennett Mountain, because of the position of the caliper, is particularly hard to purge of air. The winch must be partially dismantled and the bleed valve must be positioned at the top of the caliper. I use a large plastic veterinary syringe with a small clear plastic hose on it to back flush the brake system with fluid. Many of the various payout winch designs use brakes from various vehicles, and often the
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adaptation is not easily maintained. If you have trouble replacing brake pads or purging air out of the brakes, check with the manufacturer to find the proper method. If an electric motor is used for rewind, then a battery will typically be needed for the winch. The sort of service which a winch battery undergoes requires an RV or boat battery, unless the battery is cared for very well and never discharged until dead. If your system has a separate battery, the battery can be connected to the tow vehicle battery via a length of four-gauge welding cable with a jumper cable clamp installed on the end. This will allow the vehicle to charge the winch battery, and will run the winch even if the winch battery was dead. The vehicle should be kept idling when the line is being retracted. I speak with experience because I used to have my winch mounted in my boat, and ran it off the boat starting battery. On several occasions I ran my boat battery down and had to be towed in, not to mention having to hand wind 2,000 feet of tow line onto the drum or having to extract tow line from someone's boat prop. Most often a car starter motor is used for rewinding the winch. I have also seen an electric winch motor from an off-road winch used. The one I particularly remember was reversible, and it was a common practice to use reverse to stop the winch quickly. The winch burned out aHer a year's use from the high current load caused by that practice. If you have to replace your winch motor, see if it is possible to obtain a winch motor with ball or roller bearings. Car starter motors are not meant to be run continuously or at high rpm, so the plain bearings soon wear out. As the bearings go, so goes the rest of the motor. One of the local winches just burned out a motor, and this pointed out several things that many people don't necessarily understand about electric motors. A DC motor draws current as an inverse function of rpm - maximum curTent at stall, minimum cunent at max rpm. The heat it dissipates is the difference between the work it is doing and the power in watts it is consuming. The heat is actually proportional to the square of the cmTent flowing through it. What that means is that the motor will really heat up if you gear it too high. If the motor heats up a lot, it means that most of your battery power is going toward heating up the motor instead of pulling in rope. A little trial and etTor with the pulley size on your rewind motor will save a lot of grief in the long run. SEPTEMBER 1992
The drum of the winch should be kept covered when not in use to extend the life of the line. A side-effect of this is that the disk on the brake of your winch may rust. If you have a rusty brake disk on your winch, the coefficient of friction will be higher until the rust is polished off by the brake. With the regular, but not the feedback winch, it is important to reduce gauge pressure until the disk is clean. If the disk is really rusty, I recommend that the winch be subjected to a few dry pulls until the line tension settles down. So what's a dry pull? Hook the end of the rope to a spring scale or line tensiometer attached to a post or fixed object. Set the gauge pressure at your usual amount. Have the driver pull rope out at about 10 mph. Observe line tension on the scale. Learn what line tension you may expect. This should be done several times per tow season to verify that tow tension is remaining constant. If the disk is rusty the line tension may be abnormally high. As the disk cleans off, the tension should become steady and drop to the expected level. If the disk is contaminated with oil, grease or brake fluid, I recommend that you clean it off to avoid contamination of the brake pads. Organic composition pads will be ruined by this sort of contamination. Semi-metallic brakes can probably tolerate a fair amount, but the braking efficiency will really go down until the disk is really clean. If your brake pads have
soaked-in grease, oil or fluid, replace them. (Semi-metallic pads don't absorb oil, grease or fluid.) Proper line tension is more properly the scope of another article, but expected line tension will usually be between about 90 and 200 pounds. A final point about operation of payout winches. All oftbe physics was meant to show the relationship between the pressure indicated by the pressure gauge and the line tension. The most important thing you can learn about your payout winch is that gauge pressure and line tension are not the same thing. The next thing is to learn how they really relate to each other. Nothing will substitute for regular dry pulls with your winch to calibrate the line tension. Hang gliding is minimalist flight - not short-duration flight, or short-distance flightbut flight with a minimum of aircraft. Obviously, platform launch using a payout winch doesn't make it simpler. The payout winch and launch platform are tools to get you in the air, just like the trusty 4WD pickup truck which caITied me to the top of Mammoth Slide at Telluride. The payout winch, just like the 4 WO pickup, needs regular preventative maintenance to be reliable and safe. And just like the 4WD pickup going up to Mammoth Slide, it also needs a trained operator to be safe. But that's another story. •
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photo by Mark Bennett
or the las! three years BrightStar(iliders has been developing a new rigid the Swift (I fong (; Ii ding, Jarnrnry 19() I), and wi\11 the first production Swirts coming off the line, we needed a proving ground for the We had four things to prove: I)
2)
'.l)
4)
The Swi rt 's performance is far greater than a (kx wing's. It could be flown from the same launch, in the same air, and land on the same terrain as a flex wing. The wing's integrity co1ild hold up to 1he punishing environmental conditions as arc present in the Owens Valley. Thal winning would he easy.
The Pre-Worlds was the perfect arena in which to demonstrate these capabilities. l! was likely lo be the contest of the year, with a great many of the best pilo1s from around the world attending. No fewer than three of the previous world hang gliding champions would be there to compete against. The Brigl1t Star Swif't Flying Team, consisting of Brian Porter, Eric Beckman and Steve Lantz, could be considered ;1 mo11ey crew. In rccclll years we had all been hang gliding compGtition per year. Coming into this meet, I had amassed 20 homs or flying time on the Swift with only two hours in thcnnals and none of it cross-country. Stc~ve had just received his new wing and hadn 'I test flown it. Fortunately Steve had taken a few bmmy hill nights on one of the factory prototypes his total flight experience in the Swift. Eric, on the other hand, was al\ old salt with a hundred hours on the wing and, unlike me, had actually flown in the Owens Valley. So, as individual pilots f'or the Blight Star team we organized our drivers and headed out fort he Owens Valley, dogs and camping gear in the hack. I laving traveled south l'rom Bishop lo Horseshoe, we set up our foot-launched sail .. planes for a 60-rnilc nigh1 back lo Bishop. On this day Steve went for his first flight in his new bird, hut not before his Swift went on a flight witho11t him. Before Steve could decide which launch 10 use, his 125-pound Swill tha1 had been 1emporari ly unattended, lifted off and dove down thlo !'ace of the hill, pulling up to fly away from launch on a perfect glide, but miraculously, a strategically placed sage bush caught the Swift's nose, rel urning it to !he earth side-" ways. The winglct was damaged and the pai111
28
HAN<; GumNc
pho!o by Brian Pol"lcr
scratched, but 45 minutes later (with the hL:ip or some five-minute epoxy) Steve launched on a flight toward Bishop. I launched at 4:00 PM and flew north to Bishop airport. I approached the designated landing field in a brisk but smooth valley wind, which became Jess smooth near the rough ter· rain below. On final over lhe volley hall court where six hang glider pilols were playing I encountered sudden sink in the first or many rotors. To reach my intended landing field I was forced to release the naps and dive. The volley ballers scrambled out of the way, diving fort he ground as I pulled up lo miss the net. I was all over the joystick, holding the Swift steady. One ballooning flare and a dive to the ground transitioned into a serene and perfect flare and a landing on my reel. Finally the first day or the meet had arrived. and it was f11JI or all the things typical or in the Owens: dust devils, turb11Jcnce, high-alt it 11dc oxygen-starvlxl air, desert terrain, and strong gust fronts. 011 this day the Swift team marked their maps with alt itudcs for a 20: I final glide to goal. I went onto final first, but choked under the pressure or making my first goal in two yl:ms. l could 1101 accept the idea that this machine could gel a glilk of over 20: I. As it turned out, the goal that day was constrnctcd or yellow cloth, and with Lile amber I was wearing (turns yellow white) it could not be SFl'TliMBER I 992
seen amongst the white sands of the dry lake bed, and I ended up over goal with 3,000 reel. In this meet there was a rule that a pilot had to he under 1,000 feel to make goal, so I dove, spinillcd, whip stalled, overbanlrnd, and prnctically over'()' cd my wing trying to get down, all
the lime climbing at 300 feet per minute or better! l headed a mile down the valley and back again. Eventually, I crossed goal at 2,000 J'eet and radioed in, "Swift is that good enough?" "No you need to gGI lower." I was going lo have to break my Swift in midair to get down any faster, but finally I found some sink and spirnlkd down to be scored IO seconds before John Pendry. This was all part or the ramp up period: a li!tlc faith and common sense would have put me '.lO minutes ahead. Day I would he the only day in which Class If and Class I pilots would be scored together. Originally,Torn Kreyche (meet director) had planned to score both classes together so that direct comparisons could be made and the scores for the two classes separated at the end or the meGt. Bowing to insurmountable political pressure, scoring plans were revised so that Class II was scored separately, which seemed reasonable enough, but scoring prob-· !ems would continue to hassle the Swift team. On the second day the Swifts annihilated the flex wings on a 120-milc nm to Darwin. The best !'lex wing pilol (John Pendry) was well over an hour behind 11s on this 3.5-hour flight. John was 30'Yr) slower, but not over the entire course, as we were with him and the other tkx wings 40 miles out and gained the hour during the 40-· mile final glide. nric (who won the day) and I had lakc11 different routes to goal, he the back (continues ... )
29
range and I the front, but still we met at goal, landing within 50 seconds of each other. After the second day our scores ceased to be published. Tom would occasionally hand us a single set of Class II scores, but our results were never posted with the flex wing's, and the scores posted in the competition headquarters often had zeros listed for Team Swift. We found this frnstrating because many competitors didn't even know that we were winning! Quite often we would be packed up and leaving goal before most of the flex wings had arrived . From the second day on we started calculating our final glide from 30 miles out (and sometimes 40) at 20: l and successfully accomplished these glides flying an average of 55 mph. In the Whites, where thermals were close and the mountains high, we flew with flex wings constantly because our sink rates were comparable, and the climb window narrow. When it came time to leave the Whites, glide became everything. The third day of flying was a disaster for Team Swift. The task was a 100-mile flight north to Gabbs, Nevada. Eric made it to goal after being stuck clown low and almost landing out. I failed to bring a map and soon was lost 50 miles out. To make matters worse, I was consulting with Steve, who as it turned out was also lost, even though he had a map and compass. Steve over-flew goal by 25 miles and I turned east on a wild goose chase, landing a full 50 miles off the course line nearTonopah, Nevada. That day I saw the sun set and the stars come out as I huclcllecl safe and warm inside the Swift pod waiting to be retrieved. I had flown 120 miles, but half of it in the wrong direction. This was the only clay that a flex wing would reach goal before a Swift. Dust devils on launch caused many a pilot
32
grief, but none more than Steve Moyes. I was beginning to believe he had some sort of dust devil homing device on his wing. It seemed like a devil was trying to tear his glider apart every clay, but the fourth clay was the worst. On launch a huge dust devil stalked its way up the hill, upending hang glider after hang glider, heading straight for my Swift. Like some angry giant, the dust devil flipped the first glider completely over for a loop, tumbling it with the pilot still clipped in. The next glider, Steve Moyes' of course, was picked up and spun on a wing tip like a top. Other gliders were turned or tossed to the side until the devil reached me. I dove headfirst onto my glider, landing on the center section of the wing and grasping the leading edge. The glider started to lift off in the devil with the left tip rising. It felt like some kind of magic carpet ride as I levitated in space for a few moments. Just as I thought I was going for the ride of my life, the devil dropped the Swift to the ground and rushed up the hill as quickly as it came. Steve Lantz was called back to work as an airline pilot instructor (something about opening a new route to Russia) and was unable to complete the meet. So on the fourth day Eric and I were on our own for the flight to Tonopah, the town I had inadvertently visited two clays prior. The fastest Swift cruised the 92-mile course at an average speed of 41 mph, including a final glide right at the Swift's Vne speed of70 mph in strong turbulence. The fifth day of flying was a 93-mile straight-line task to Darwin. I made another 20: 1 final glide from 30 miles out to win the clay. Eric had the altitude to overtake me but flew too fast on his final glide, and had to stop and climb to make goal. Flying to Goldfield (107 miles) on the
sixth flying day was the most difficult clay of the meet. Conditions were not strong and nearly everyone went clown (or started to go down) around the 70-mile mark (Coaldale). On this clay Eric and I flew together, but at Coaldale I flew a straight line into Dinosaur country and Eric took the smart route off near the high country. I was losing altitude and drifting further from retrieval roads as I contemplated landing out. Landing any hang glider out in Dinosaur country promised a hard and potentially deadly landing, but with the Swift it was rather nice, because I had two basic landing options. I could land on my feet, or if the terrain allowed, a wheel landing was the preferred option. Of the eight landings I experienced in the Owens, two were on my feet, five on the wheel-skid system, and one on my knees. If I was in the midst of a foot-landing and started to lose it, the wheelskid system would kick in and save my ass. A typical landing on the wheel and skid (no wind, 10,000-foot density altitude) would result in a
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40-foot ground roll. The end result of the day was that Eric and I made goal. Everyone else went down except for one maniac factory flex pilot, Larry Tudor. Seems Larry got left behind, and because of this was forewarned by his flying mates to try another path to goal. So an hour and a half later, after you would swear the lift was gone, here comes Lany. The last day of flying was a short task, 70 miles north to Luning. Unfortunately, Eric got caught low in a bad cycle and ultimately went down short. Of course this gave me the opportunity to catch him in points, after I had buried myself on the third day by an hour and a half. It took the entire meet to catch Eric (although he still beat me by six minutes in the final standings), but I was ahead of John Pendry by day four because of the speeds we were flying. At the start of the day it was irritating to hear Tom Kreyche stand up at the pilots' meeting to congratulate Lany Tudor, "The only pilot to
make goal." Eric retorted, "What about the pilots who beat him there," and Tom responded, "You guys are so fast you don't even count." And he was right, because he hadn't counted us in the scores since day one of the meet. If this contest was really about cross-country racing it seems to me that the Swift could not be ignored. Our total elapsed time of 20 hours for the meet was more than four hours ahead of the fastest flex wing's. I believe that this meet represents hang gliding history in the making. Never before in competitive hang gliding has a new design so dominated its competition. Consider that the world's best pilots, on the finest flex wings available, were beaten by weekend pilots on a new high-technology wing. Some would argue that the Swift is not a hang glider, but I would counter that this is because they have lost sight of the hang gliding movement. In the beginning, hang gliding en-
compassed all foot-launched flying machines, no matter what their construction. I can only hope that the sport will endeavor to expand its horizons, not limit them. •
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Hang Gliding 911 What To Do In An Emergency -Part I © 1992 by G.W. Meadows
Figure 1
have wanted to see this article written for a very long time; in fact, I have tried to get some of my friends in the medical field to write it. I know that reading this article is not going to turn you into Marcus Welby, but I also know that most people won't take the time to attend a simple eight-hour basic first aid class. I have no real credentials in this area except for my First Responder certificate. This article came from lots of research, and I only hope that maybe it will make a difference sometime. You will note that CPR is not included simply because I don't feel that it is something someone can learn by reading alone. I highly recommend a CPR course, available most everywhere. 34
HANG GLIDING
This article also has no ente1tainment value; in fact it's pretty dang boring, but greatly needed. Please take the time to read and absorb its contents. If you drive a car for enough miles you'll eventually see an accident. If you watch horse racing long enough you'll eventually see a jockey get hurt. Likewise, if you do enough hang gliding, you 're likely to see an accident one day. The people who are the closest to the victim when this accident happens very often have the opportunity to make the situation much better than it would be otherwise. The amount of training you have in the area of first aid can sometimes literally make the difference between life and death. The biggest problem with hang gliding injuries is that the pilot is, by nature, less accessible to emergency crews. The events that take place between the time the accident occurs and the anival of professional help can have astounding effects on the survivability of the accident. The purpose of this article is to familiarize you with the most common hang gliding injuries, how to recognize them, and the actions you should take upon approaching an accident scene. There is no substitute for professional training in first aid, and I highly recommend that everyone reading this take the time to take at least a minimal class in basic first aid. I was fortunate enough last year to be able to take a First Responder class when I was working at Kitty Hawk Kites in North Carolina. This was a 40-hour class that expanded greatly on the basic first aid program, which is an eighthour class in most places. Also available was a CPR class which I participated in. The knowledge attained in these classes has made me much more comfortable when approaching any accident scene. Knowing that I don't have to stand around helplessly really boosted my confidence. I have yet to use my new skills in a hang gliding-related accident situation, but I have used them on the highway several times. Unfortunately, not everyone will take the time to complete one of these first aid courses, so I'll outline some of the things you should do if you approach a hang gliding accident. My reference books are The American Red Cross' Standard First Aid book and a manual titled First Responder, A Skills Approach written by Keith J. Karren and Brent Q. Hafen (Third Edition). Because we fly prone and very often hit the SEPTEMBER 1992
ground face first, there are certain common injuries in our spmt. Other injuries are a result of hitting the ground with other parts of our anatomy (most frequently a limb). I'll cover these common injuries and what to do as you approach an accident victim with them.
Patient Assessment The ability to assess a conscious or unconscious patient's condition is one of the most important and critical parts of first aid. There are three main purposes of patient assessment.
Unfortunately, head and neck injuries are a byproduct of flying (or rather crashing) in the prone position. Rule #1 about a pilot who has crashed a hang glider and potentially hit the ground with anything other than his feet, is to assume that he or she has a neck injury. The spine is divided into five sections (Figure 1):
I. To win the patient's confidence, and as a direct result alleviate some of the anxiety contributing to his or her discomfort. 2. To quickly identify the patient's problem or problems and establish which one requires immediate care in the field. 3. To obtain information about the patient that may not be readily available later in the hospital, such as observations about the environment in which the patient was found.
I. 2. 3. 4. 5.
There is a "routine" to assessing the patient. Of course, there will be instances which require altering this routine, but listed below is the "normal" sequence in which the assessment is perfonned
Head And Neck Injuries
Cervical spine - neck Thoracic spine - upper back. Lumbar spine - lower back Sacrum Coccyx or tail bone
The nervous system consists of the brain, spinal cord and nerves that control and permit all bodily activities and sensations. A muscle will not move if the nerves that serve it are cut. Since all the nerves that serve the whole body are routed from the base of the skull through the vertebrae which make up numbers 1, 2 and 3 above, you can see how touchy a neck injury can be. If the spinal cord is damaged severely enough in the neck (cervical) area, all sensations below that point can be lost pennanently. Very often it happens that a person may not initially have the damage that can be caused by a traumatic episode, but can suffer that damage by moving the affected area improperly soon after the incident. Because of this, rule number one when first affiving upon an accident scene where head or neck injuries are even suspected, is: Don't move the l'ictim unless he is in imminent danger of additional injury. Many times the victim will be conscious and you must have him or her stop moving around. Adrenalin can cause an accident victim to think that he wasn't injured very badly when the opposite could be the case. Have the conscious victim recline until a complete assessment can be performed. If the victim is unconscious, check to make sure that he or she is not in danger offurther injury (lying in the road or on the edge of a cliff). If there is no immediate clanger you should begin the assessment.
Arriving On The Scene As you anive on the scene, quickly assess the accident environment. As mentioned before, check for possible dangers to the hang gliding victim, such as dangling power lines, partiallyinflated parachute on a windy clay, or any item that may pose an additional hazard to the victim or yourself.
Establishing Rapport And Controlling The Scene When you anive at an accident scene, you may find the pilot hmt, frightened, anxious, and often angry and in shock. These are all highintensity emotions. You will need to establish scene control by utilizing the three "C's": competence, confidence and compassion. If you convey these, you will get more cooperation and have to deal with fewerinational responses. If the patient is conscious, look directly at him and say, "Hi, I'm (yourname), everything's going to be just fine. I'm going to help you. Is that all right?" Legally, you must be given consent to administer any type of first aid. This can be actual consent, where the victim states orally that it is okay for you to help him, or it may be implied consent, where the unconscious
35
A-Airway B - Breathing C - Circulation
A-Airway Is it open? If there's no breathing, first the airway must be opened. When unconsciousness causes the tongue to relax, it frequently will fall back and block the airway. When this happens, simply opening the airway will often allow resumption of breathing spontaneously. To open the airway, first look inside the victim's mouth. If you can see liquids like vomitus inside, quickly wipe the fluids away with your index and middle fingers, wrapped in cloth (like a T-shirt sleeve). If you can see solid foreign objects, such as broken teeth or dentures, remove them quickly with your index finger. Next you must use one of two methods for opening the airway. Note that the general method is the HEAD-TILT/ CHIN-LIFT MANEUVER. If a neck injury is suspected, us the JAW THRUST MANEUVER
Figure 2 Head-Tilt/Chin-Lift Maneuver
Head-Tilt/Chin-Lift Maneuver (Figure 2) 1. Place the tips of the fingers of one hand
risks death, disability or deterioration of his condition. In the latter case, the law assumes that the victim would give his or her consent. Ask the victim his name, and address him by name throughout the examination. Maintain eye contact during these important first few seconds and be courteous. Speak calmly and deliberately. People who are under stress or in medical shock process info1mation more slowly. Speak distinctly. Raise your voice only if the person is hard of hearing or disoriented. People follow emotions, and emotions can escalate quickly in tense situations. If the victim is unconscious and there are other bystanders around, send one immediately to call an ambulance.
Conducting A Primary Survey The three major pa1ts of the primary survey are referred to as the ABC's.
36
underneath the lower jaw on the bony part near the chin. Put the other hand on the victim's forehead, and apply firm backward pressure. 2. Bring the chin forward, supporting the jaw and tilting the head backward. Do not compress the soft tissues underneath the chin since they might obstruct the airway.
Jaw-Thrust Maneuver (Figure 3) If you suspect a cervical-spine (neck) injury, forward displacement of the jaw may be necessary.
1. Place your elbows on the smface on which the victim is lying, putting your hands at the sides of the victim's head. 2. Grasp the jawbone on both sides where it angles up toward the victim's ears. Move the jaw forward and (at the same time) tilt the head backward.
Figure 3 Jaw-Thrust Maneuver 3. Retract the lower lip with your thumb if the lips close. A victim who is unconscious and breathing can maintain an open airway by being placed on his side with the knees bent to maintain the position. Again, if you suspect neck injuries, it is best not to move the victim from the position you found him in.
B- Breathing Now that the airway is opened, you should check to see if the patient is breathing. While maintaining an open airway, place your ear close to the victim's mouth and nose for three to five seconds and: LOOK for the chest rising. LISTEN for breathing sounds. FEEL for breath against your cheek. This process should take only three to five seconds. If the patient is breathing, keep him or her in the present position and go on with your evaluation. If the patient is not breathing and not lying on his back, he must be moved so that you can perfonn rescue breathing. "Log roll" the victim as a unit, taking care to keep the head and neck in alignment. Plan the move, perform it carefully, and only move the victim once if possible. After positioning the patient, give two breaths using the method described next.
HANG GLIDING
Rescue Breathing Mouth-To-Mouth Ventilation The air that we breathe contains about 2 l % oxygen. Of this 21 %, only 5% is used by the body;, the remaining 16% is exhaled. Because the exhaled breath contains about 16% oxygen, a patient can be oxygenated using only the rescue breather's breath. After you have established that the patient is not breathing, use the hand engaged in the head tilt (on the forehead) to pinch together the patient's nostrils, and remember, the airway must remain open. Follow these basic procedures for mouth-to-mouth ventilation. l. Open your mouth wide, take in a deep breath, and cover the patient's entire mouth with your mouth, forming a tight seal. Give two initial ventilations at I to l .5 seconds per ventilation. Allow for full exhalations between ventilations, and for completely refilling your own lungs after each breath. Use full, slow breaths. If you hurry or blow too hard, you will blow air into the stomach, resulting in a condition which will almost certainly cause vomiting and the risk of sucking vomitus into the ILmgs. 2. Remove your mouth and turn your head toward the patient's chest each time you take a breath. With your peripheral vision, watch the patient's chest rise, and with your head turned you can watch it fall. 3. If you cannot blow air into the lungs, reposition the patient's airway and try again. The most common cause of difficulty with ventilation is improper position of the head and chin. 4. After the first successful ventilations, give one breath every five seconds, or approximately 12 per minute.
C - Circulation Now determine if heart action and blood circulation are present by feeling the RADIAL PULSE (at the wrist) or, if the victim is unconscious and the radial pulse is absent, feel the CAROTID PULSE (in the neck). The carotid pulse is usually the last pulse to disappear if the victim goes into shock. Check to see if the pulse is absent or ifit seems weak. This is something you should practice on yourself to make sure that you know how to properly take a pulse at both the wrist and the neck. SEITEMBER 1992
At the same time, check for serious or profuse bleeding. If the victim is wearing one of the newer type, front-opening harnesses and you haven't already clone so, you'll need to attempt to open the harness (gently) to allow you access to the victim's body. Check for bleeding by gently, but thoroughly and quickly, running your hands over and under the bead and neck, upper extremities, chest and abdomen, pelvis and lower extremities. Use extreme care in case a spinal injury may have occurred. Check your hands often for blood. Bleeding wounds can be misleading in that they sometimes are not as serious as they look. During the primary survey, only deal with bleeding that requires immediate action, such as hemorrhage that is spurting or flowing freely.
Using Direct Pressure As A Method Of Controlling Bleeding The best method of controlling bleeding, and the one that should be tried first, is applying pressure directly to the wound. Direct pressure is best applied by placing the cleanest material available (such as a handkerchief or T-shirt) against the bleeding point and pressing firmly with the heel of your hand until a bandage can be applied. (A dressing is a sterile or as cleanas-possible covering for a wound, while a bandage holds the dressing in place.) Check the dressing every few minutes; if it soaks through with blood, do not remove it, simply place another dressing on top of it and resume pressure. To apply a field bandage, wrap the dressing firmly with a glider tie, belt or strips of fabric. Remember, this is to hold the dressing in place. Do not apply the bandage so tight as to cut off circulation. Do not remove the bandage or the dressing once they have been applied; bleeding may restart if the bandage is disturbed.
Elevation If the hemorrhaging area happens to be a limb, elevation of that limb should be used in conjunction with direct pressure to stop bleeding. Elevating the bleeding part above heart level slows the flow of blood and speeds clotting. Do not elevate an injured limb if you suspect that a fracture, dislocation, impaled object, or spinal injury has occutTed.
Indirect Pressure Arterial bleeding can be controlled by thumb or finger pressure applied at any of 22 pressure points. Pressure points are places where an artery is close to a bony structure and also near the skin surface; pressing the artery against the underlying bone can control the flow of blood to the injury. Use of pressure points requires skill and a knowledge of the exact location of each point.
Tourniquet A tourniquet is a device used to control severe bleeding. This is something that has been (in my opinion) misrepresented in movies and on TV programs as a commonly-used method of controlling bleeding. It is used ONLY AS A LAST RESORT after all other methods of control have failed, and is used only on the extremities. Before you use a tourniquet, you should thoroughly understand the dangers and limitations of its use. Improper use by inexperienced, untrained persons can cause severe tissue injury or loss of a limb. The tourniquet may completely shut off the blood supply to a limb, killing all tissue below the tourniquet. The pressure from a tourniquet can crush underlying tissue, causing petmanent damage to skin, nerves and muscles. As a general rule, consider a tourniquet only when a large artery has been severed, when a limb has been partially or totally severed, and when bleeding is completely uncontrollable.
Determining The Chief Complaint Up to this point, you have looked for signs of immediate injury to check the ABC's of emergency care. You were more concerned with the quality of the response when you asked the patient, "Are you okay?" Now it is time to ask specific questions and listen carefully to the patient's symptoms. The answer you receive from the patient when you ask, "Can you tell me where you are hurt?" is the CHIEF COMPLAINT. In many instances this will be obvious, such as the patient who lies bleeding under his glider after crashing into the side of the hill. Even in this circumstance, however, it is useful to determine
37
what is bothering the patient most, because his concerns may lead you to unexpected findings. For example, the pilot who pounds into the side of the hill may have a dramatically obvious open fracture of the arm, yet his chief complaint may be, "I can't breathe," leading you to discover an unsuspected chest injury. Most chief complaints are characterized by pain, abnormal function, some change from a normal state, or an obse1vation made by the patient.
Assessing Vital Signs After the chief complaint has been investigated, the patient's vital signs should be assessed. Those vital signs which can easily be monitored in the field are: 1. PULSE 2. RESPIRATION 3. TEMPERATURE Knowing how to read and interpret these signs correctly determines how successful your emergency care will be. Vital signs should be checked at two- to five-minute intervals. Changes in vital signs will reflect alterations in the patient's condition. You can monitor all of these vital signs with your senses (look, listen and feel).
Pulse We all know what a pulse is. Each time the heart beats, the arteries expand and contract with the blood that rushes into them. It can be felt at any point where an artery crosses over a bone or lies near the skin. When you take a pulse, you should note the following: 1. Its rate, which is expressed in beats per minute. Normal resting rates are 60 to 80 beats per minute for an adult. 2. Its strength. A normal pulse is full and strong. A thready pulse is weak and rapid. A bounding pulse is u1111s1wl/y strong. 3. Its rhythm. An irregular pulse is one that is spaced iJTegularly. A normal pulse is regular. IJTegularity of beats usually signifies cardiac problems.
The pulse is most commonly taken at the wrist where the radial artery crosses one of the bones in the forearm named the radius. To take the radial pulse:
38
• The patient should usually be lying or sitting clown. • Use the tips of two or three fingers, and examine the pulse gently by touch. • You can count the number of beats for 15 seconds and multiply by four to obtain the number of beats per minute. • Always write clown the pulse (in the usual hang gliding case, scribble in the dirt) and any other vital signs immediately after taking them. Do not rely on your memory. • Avoid using your thumb to take pulses, as the thumb has a prominent pulse of its own that may be felt by mistake. As mentioned earlier, another area where a pulse may be taken is the carotid artery in the neck.
Respiration
Temperature The most common temperature taken in the field is the relative skin temperature, which is accomplished by touching the patient's skin with the back of the hand. It is useful as an indicator of abnormally low and high temperature. Changes in temperature can alert you to certain injuries and illnesses. A patient whose temperature is low may be suffering from shock, heat exhaustion or exposure to cold; a high temperature can result from fever in illness or heat stroke. The body temperature can change over a period of time or be different in various areas of the body. Circulatory problems may result in a cold appendage, while an isolated "hot" area may indicate a localized infection.
Putting It All Together
The number of times per minute a person breathes in and out can be a telltale sign of injury or illness. A respiration consists of one inhalation and one exhalation. The normal number of respirations per minute varies with the sex and age of the patient, but the average is 12 to 20 times per minute. Normal respiration is effortless and occurs without pain. The depth of a patient's respirations gives a clue as to the volume of air that is being exchanged in a given amount of time. You can gauge depth of respiration by placing your hand on the patient's chest and feeling for chest movement. You should note at least one inch of expansion in a forward direction. Notice how hard it seems to be for the patient to breathe. Cardinal signs of respiratory distress include flaring of the nostrils, contracting of the trachea, and the use of accessory muscles in the neck and abdomen.
The next installment of HANG GLIDING 911 will deal with the secondary survey and the field treatment of broken and dislocated bones, shock and head injuries. •
SPECTRA
FINGER FAIRINGS
The primary survey (ABC's) identified any life-threatening injuries for which you gave emergency care. The chief complaint helped to identify the patient's major problem. The vital signs gave you a good indication of the patient's physical condition. A key point is to identify and give emergency care for any life-threatening condition and to activate the emergency care system (ambulance) as quickly as possible. The amount of patient assessment and emergency care you provide after the primary survey will depend upon the response time of ambulance personnel.
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HANG GLJOING
The Wondrous Wind & Towing Over Water The Robertson Charts Of Reliability- Part III article and chart© 1992 by Michael Robertson
Last month we concluded the Windividual RCR. Let's now bounce back to the Wind RCR. First, a few notes. These ramblings just scratch the surface of an instructor-centered, holistic approach to risk management and judgement training. Most of this stuff is eventually gained by experience, but by then it may be too late. There's an old saying: "Experience is the comb life hands us after we go bald!" Ideally, flyers should begin with these good habits. We never stop learning though, so buy a notebook or attend an RCR seminar. The USHGA, many dealers and I cany them. These notebooks explain the system more cohesively and comprehensively. It has taken 20 years to hone it into its present form. Surely one salient suggestion will justify the paltry $10. Please buy them, read and discuss them and make them work for you and yours. In keeping with our practice of beginning at the end, and in view of our recent return from a splendid boat-tow course near Huntsville, let's launch into the bottom half of the Wind RCR dealing with site reliability. The variables naturally need to be changed for towing. The scoring guides are also modified. The Charts are a wonderful tool to help appreciate and adapt to new locations. Hidden Valley Resort scores well.
SEPTEMBER 1992
The Wind Items (11) Wind Speed, (12) Gust Factor, (13) Crosswind: (11) and (12) are more critical for foot launch than tow. The important point here is that forces increase with the square of the velocity, so a 10 mph wind is four times as strong as a 5 mph wind. Thus, the allowable gust factor is half the allowable wind speed. Also, to maintain high reliability, if the wind is strong, it needs to be smooth. It also means that if you hit something, the force to be dissipated by the glider and pilot increases dramatically with the speed of the crash. Since we're talking about water towing, additional observations are appropriate. Water is very forgiving on body parts but is less so on glider parts. A badly blown launch off the back of a boat can easily result in a broken leading edge, keel and/or crossbar, while it almost never results in injury. This brings the anxiety level way clown when teaching over water, since people quickly realize that the worst that will happen is that they'll go for a swim. (This presupposes that they have adequate flotation to prevent drowning and that they hit the water at less than 60 mph.) Weak link strength has been debated at great length, but let me add my vote for light pressures on launch and relatively low-strength weak links, especially for begin-
ners. In my opinion most tow accidents could be avoided by combining this with the golden rule of having the winch operator observe the pilot at all times. Visual signals back up radios. Waving legs (or glider) calls for less pressure; spreading them asks for more. We made thousands of tow flights during the "dark ages" from '68 to '78 without a lockout. But one manufacturer in Southern California caused a half dozen fatalities in one sixmonth period by failing to adhere to these basic guidelines. Ignorance isn't bliss. David Broyle's July weak link article refers to the fallacious fear of rope breaks more than glider failure. (About his excellent article: A couple of other things that increase pay-out winch line tension are the line burying in itself and the line pulling off the drum at an angle.) (See Dave's follow-up article in this issue. Ed.)
Towing rewrites (13) completely, since the tow vehicle generates its own straight-in air. Even a 90° crosswind diminishes to less than 45° at launch. Water towing, however, adds a complication. Launching crosswind on a boat can cause the boat to tip away from the wind with disastrous results. It is usually easy to take off directly into the wind on water and assign someone the task of balancing the boat during
39
launch. If you 're launching off the Queen Mary or a garbage scow this is not a problem. DM,Robcruonl979(ReYOS/91)
Now for the four "hill" variables when towing (see the chart). An analysis of Runway Reliability: CL>•)
1-10 1'>1.k.rorn,eleorolozy, 11-20 Sl!e
Item (14) converts to length and width when it comes to towing. A narrow, short road would score low, while an infinite sod fa1m or ocean might be considered ideal. Item (15) becomes Smface (Grade) for towing. There are few things spookier than approaching launch speed tandem on a bumpy runway, wondering if the glider will stay in its mounts long enough to become airborne squarely. One of the things that makes our Hidden Valley site so excellent is that the waterways are long and wide and in the fo1m of a huge "X" so that we can take off into the wind whatever its direction. But the waves do not have room to build and make ocean type bumps (watch out for big boat wakes). Another concern in stronger winds is planing speed. If the hull does not plane until 20+ mph water speed, and the wind is blowing 20, one may be tempted to launch while the bow of the boat is still high, thus leaving the glider at an unsafe angle of attack on launch. It is important to adjust the nose angle or launch hot. On water it is rare to find a hill - as those frustrated Newfoundland water skiers have discoveredso the grade is perfect. When dealing with width, consider upwind obstacles and shoreline turbulence. If taking off into the wind means heading toward a shoreline, tum shortly after launch to keep the glider clear of such nasties. Examining the runway on water means knowing the shallow spots, reefs and sand bars in addition to high density and high traffic areas to be avoided. Items (16) and (17)-landing and takeoff area: Landing on floats is duck soup. Land fliers have a tendency to flare high and drop hard on the floats. A better approach is to let the floats touch down in the roundout and ski them out. We suggest beginners land near the boat well away from shore and obstacles. Approaches should be made such that all turns are away from the shoreline and landings made parallel to, rather than at beaches, docks or boats. As with foot launch, if landing in a confined space, land the longest way irrespective of wind direction in winds under 15 mph. Takeoff involves some extra considerations when boat towing. Visibility of the driver is
40
1.
Cloud Cover%
Black
2.
QoudType
Nimbus = 0
Pa .. ial ,;n%
(Mediurn)
(Hlgh)
Gray
Oear, While
Uneven
J:ven
OverM~1 ""',,%
S!ratus
~ l--3.-(-Sh_ear_)-Fro_n_ts_ _-,1-~~&";~"~1"~'--P-re_ _ _ _Pru-,---~~illne"-------1----I
~
0
~
4.
Lapse Rate
High
s.
Moisture
Wei
6.
Barometric Pressure
Falling
7.
Tcmperatme
8.
TimeofDay
Dry Rising
Steady
Low
Hioh
Hol
C-Old
One - Three p.m.
~ - 9. Season ~
Low
Morning/ i:;'ycninr1
Spring
f,Jj
Summer
South
Nonh
10.
Wind Direction
Ea.<1
11.
Wind Speed, (m~h)
25 advanced
12.
Gust F3.ctor, (mph)
12 advanced
13.
Crosswinds
14.
Hill Size and Shape
Downwind= 0 45 ° '"O 0 ' Huge
15.
Slopec of Hill
Undercut = 0
Winier We,1
None
,~,:_ "0',.;CC\
None
'" nov"ce\ f"-nU
16. 17. z
~
,~
.-->'cu)ar\
LandUlgArea Takeoff Area
18.
Hill Covering
19.
Localion fWind 0..-ioins' Visibility
20.
NOTE:
None Small
"-,-'
,_
C""
Small, Downhill
Hilly,
Wi~-
Trees
Slol, Small Foof"~ 0 M'r fagged Pine Roe-~ TieMid
Afr
u·~u ... lain
Traffic
lmi ...
t
Geolle Sleen
3mi.
Uphill
Open, Huge T
vel
Open, Grassy Gradu~I
Maple Te••
5 mi.
Any 'O's reduce the overall reliability lo O!
Sand Grass Ocean Side • L . La.kc Side 100 mi. +
TOTAL SCORE= !l!'UlY.2_
RELIABIL!TY NOTES:
75% 65% 50%
S1d.Up:seR11e..-i 1 cperlCOO' Doyourwindividu:i.Jehm
Level I Level II Level lII
Phn )'Olll bnd.islil,S l lcg.or figu1e 8 'S"(m (oi Gm 3«1) Try never to ,::h.i.nsc rwo thlnp •t onu in wind :uid/0! wing
ie: new hill and new lurne.ss, or new glider :uid wind chln_ge. lfC wudiible.
illcg.altoflyin1oc!ouds::',!Lnim:Jm<:ie1.-..oc.e 20C/Yhorfzonrll,SCO'vwicJ.I
When flving over waler, NEVER lock the screw gate o! your carabiner, and ALWAYS carry a hook knife. With limited visability (one !O two mi.) your landing are:i must always be wilhin view.
impaired during the acceleration as the boat plows to a high angle before planing, so care must be taken to observe any potential traffic. As mentioned earlier, beware of boat wakes and keep balanced (the driver can also turn toward the wind or high wing). A lifting tip can exceed the ability of the pilot to weight-shift correct it. This is more of a problem tandem than solo, due to the bigger wing and higher speeds needed for launch. Environs Variables are super up in God's country as we 'II see. Item ( 18) converts to Surroundings for towing, that is, the suitability of the areas surrounding launch for landing if the pilot ventures off line. Flying from Penn Lake is 10/10 be-
cause it is huge and forgiving. Grass and open fields are good, while jagged rocks and trees are obviously no good. The reliability score drops rapidly as crops grow to maturity (especially com as high as an elephant's eye). Item (19), Location (Wind Origins) is about the same for both mountain flying and towing. It never ceases to amaze me how far wind shadows extend downwind of major obstacles. Water landings minimize the effect of lowlevel turbulence, since the glider can be flown onto the water with good speed and control without that moment of crosswind gust vulnerability that is always present during a footlanding full flare. Our spot is 9/10 for most launches with two miles of space before low, rounded hills ruffle the airflow. Item (20), Visibility: Towing over a huge HANG GLIDING
gliders has been for me, and eontinues to be, a dream come free!
The author (in the white helmet) prepares to launch a student on his fin,1 solo.
landable surface can lempt us to fly near or above clouds, because the view is so spectacular and morning misl so common. Walch out for these temptations resul1 ing from as mist has been known to thicken rather than as the sun rises, a situation to which we Another area of' concern is that last solo night at dusk. Withou1 some sorl oflight on lhe • it can be dilTicull and scary trying lo find a lone glider in a lake as dark descends. (lood luck if'the pilot slrnys from his flight plan and net,ds help. In this paradise, wi1h pristine air and zero pollution, visibility ol l 00 miles is possible. (Rernemher that in the U.S. it
is illegal to/ly a hang glider after sunset .....f,:d.)
I have commented on water towing in this article because rnany people may not be aware that lhii; is one or the mellowest and easiest ways to help new pilots aehievc high altitude solo flight. and to appreciate the beauty of seemingly unlimited space. We've had several remarkable successes, ineluding a (J:i .. year-old rc1ired pilot who soloed after only four 1andem fligh1s. I !is six solos were as solid as anyone 011 the lake. I .asl week we soloed an 18--year .. old, who had never flown anything, after seven tandems. 11 changed his life. I find it hard lo sit still while people complain lhat om form of flying is expensive, diffiCllll or prohibitively dangerous. Flying hang
One area or safety 1hat is compromised while watcrtowing is parachute. Handdeployed chutes become sodden masses, so Ibey arc less reliable (although the chute pros say a wet chulc will deploy almost as fast as a dry one with synthdies). Roekel deployed, water-proof jobs are better, although 1he canopy portion still gets wet if it's worn on the harness. T'he reserve system could be mounted near the lop of the control bar, but in the even! or a struc1ural failure or a mickiir able to find the handle amid the eould be minimal. However, having reviewed several serious tan .. elem accidenls, l have concluded that while parachutes were no1 able 10 prevent some fa tali· lies, these pilols might have survived had they been over water. I believe that with an emergency reserve is beuer than flying without one, hut I'm comfortable doing my tandems over water until l figure out a be1ter moul1l for the rocket. Emergency reserves are not a guarantee of Responsible flying, mellow conditions, empty air and good judgmen1 aren't either, hu1 they go a long way. So does lop equipment. We find the Pac/\ir Double Vision to be a pure joy lo fly and leach on. The lighter pressures and superb performance result in twice the airtime and half the hot lub time for us. Ill
STANDARD EQUIPMENT , 1,000 fl. or 5 M/S VSI Scale • 1 ft. or 1 Meter /\LT Increments (MSL) • RF Shieldin,J • Relativfl /\ltitude • 5 Stage Vario Damping • Barometric Pressurn (Hg or Hecto Pascal) • /\djustablo /\udio Threshold • Choice of Piozo /\udio Sound: VABI-PITCH - BEEP INTEflBUPT-V 1\1~1-BEEP • 4 Stagci /\veragor • Mount (Velcro Strap, Steol Bracket, or Ball Clamp) OPTIONAL EQUIPMENT with Flight !.. inker and Software E.) Probo • Operation /\ltitudo 2,000 ft. to • Operation Temperature 13 to 11 deg. Celsius WARRANTY • M22 flight computer and accessories am warranted for a of 1 year from date of proof of warranty card) or ·1 of manufacture software updates) In Water Voids Warranty. • Specifications Subject To Change Without Notice
M22 SEPTEMBER J 992
41
COMPETITION
CORNER
Larry Bunner Maintains Region VII Championship Title by Scott Lesnet Larry Bunner, of Byron, Illinois, took home the Champion title for the second year in a row with a 40-mile flight to a designated goal. Lan-y's entire flight, which included doglegs to avoid overflying congested areas, was made at less than 3,000' AGL in light thermal conditions. Second place went to Mike Smith of Carol Stream, Illinois and third place went to Richard Sacher of Jeffersonville, Indiana. The Region VII Championships were held at Albertus Airport in Freeport, Illinois, July 3-5. This year's competition was significant in that it took place less than 90 miles from Chicago's O'Hare Airport and less than 25 miles from controlled airspace at Rockford, Illinois. The task was time and distance with an airport identified as goal
42
each clay. It was interesting to note that although we established a leisure class for less serious competitors, we had no entrants, even though the majority of contestants had personal bests of less than 20 miles. The meet was conducted under an authorization from Flight Standards District Office (FSDO) Du Page. Inspector Dan Coleman was assigned to coordinate FAA involvement with the event, and Bob Luna (Air Worthiness) petformed basic equipment inspection prior to the operation. Our official FAA Authorization served to legitimize the event and to open the door at the only holdout airp011 contacted for permission to be declared as goal. Mr. Coleman established protocol for our operation through Rockford airspace and set criteria for FSS reporting.
Without their suppo11 and involvement it is doubtful the meet could have happened. I have requested Mr. Coleman's comments and will share them with you in a future article. Our objective this year was to conduct a safe, fun meet and to open another airp011 for hang gliding. We achieved all three objectives. During the three-day meet we conducted nearly 200 static tow launches with only one downtube as a casualty. Each of the 35 pilots signed up got at least two flights during each day's competition. We opened Albertus and each target airport to towing, plus it is likely that FSDO comments will help open more airports to us in the future. Special thanks go to the City of Freep011 and Albertus Airport for hosting the event. Mayor Dick Wiess spearheaded our acceptance, Ray Chicon, Transportation Director took care of the pre-event details, and Dave Krier, Airport Manager let us have the run of the place only two clays after taking over as FBO. Thanks also go to Peter Birren, who designed the invitations sent to all USHGA members in Region VII, Jan Hartowicz and Kathy Petersen, tow drivers extraordinaire, and Dave Whedon who gave up his glider to be Safety Director and remind us where we had the privilege of flying. •
HANG GLIDING
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With all the different hang gliding harnesses being offered today. how do you find the one that's right for you 7 And when you invest in a new harness. you will need to be comfortable with it for a long time. Try a few on for size .. you know. just like buying a new suit. After narrowing your choices by inspecting the materials. features. construction. etc.. hang in a sample for at least 15 minutes. Feel for pressure points under the arm. at the hips and ankles. and at the suspension lines. (These will certainly irritate you after only a few flights.) Will your harness meet your needs when your flying ability matures7 One harness that deserves a closer look % is the AirFlare from AirWearSports. The AirFlare is designed for ultimate comfort and ease of use by the new pilot and world champion alike. It includes over 20 very special features as standard items in one total package price. Contact your dealer about our '"new pilot discount:· or call us for a dealer near you. We know you'll be comfortable with your choice of the AirFlare .A. u//imote bar-stuffing freedom
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QUANTITY O Understanding Iha Sky . . .... S19.95 ~ Hang Gliding Flying Skills . . . . . . . S9.95 C: Hang Gliding Techniques . . . . . . S6.95 G Powered U/lraliQht Flying . . . . . . $11.95 ~ Powered UL Training Course. . . S9.95 C Paragliding Flight.. . ..... :S 19.95 Save 10% order two or more books! Save 20% order all .six books! Total amount !or all books$ _ _ __ Postage and Handling Sl.95 Overseas airmail i! desireo (S6.00Jbook) _ _ TOTAL E N C L O S E D - - - - - SEND TO (Pleasa Print} NAME--------ADDRESS - - - - - - - CITY,STATE - - - - - - COUNTRY/ZIP-------
obstacles or terrain. The main difference lies in the anticipa·· lion of the natural "power bursts" that line the comse. "On a cross-country flight, your anticipation ofliJt is strictly visual and ahstract," says Haggard. "On a kayak nm you hear the rapid long before you sec it, and when you see it there's nothing abstract about it-~ what you see is what you get." Haggard enjoyed kayaking right l'rom the star! because "the boats were good enough that I didn't feel an overwhelming urge to redesign them all." But, in the final analysis, he loves kayaking f'or much the same reason he loved hang gliding: "Both sports challenge you to operate in concert with the power and beauty of nature," he says, "and what's more; fun than that?"
by airjunkic who has driven an airplane or a sailplane AND logged time in a hang glider will tell you flat 011t: Hang gliding is the rtyingisl flying there is a cabinless merging with the sky itself' complete with decent speed range, solid structure, and directional control that fol-lows your spine. Similarly, if water is your clement, kayaks arc the only way to go. Whitewater rafting is fun, hut a raft shields you from the environment just like a sailplane. A motorboat bulldm:es water like a eomrnercial jetliner bulldozes air. Kayaks join your hips to the water with just the right blend of buoyancy and balance. encase you from the waist down in an elegant plastic shell. Flick your hips and dip your paddle, just so, and you'll dart precisely where you want to go. "Not many people realize how nrnch hang gliding and kayaking have in common," says Roy I laggard of Temecula, California ·-·~ the man who designed the UP Comet and launched the cm of double surface, fixed airfoil hang gliders: "Pirst, a kayak is basically a wcightshiflwatercral't. Second, both hang glider pilots and kayakcrs need lo stay current, because fun and safety in both sports depends on practiced technique and precise timing of control input. Third, both craft navigate fluid mediums (air and water) that cannot be controlled." Haggard has been an avid kuyakcr since leaving hang gliding several years ago. He finds the "rtuid aspects" of the two sports most intriguing. "I once sat.at the bo11om of Lava Falls in the Grand Canyon and calculated its force in horsepower," says Haggard. "I came up with something like IO million. I'm sure if I tried to do the same for an Owens Valley thermal l 'd come up with another big number." The point,
44
Hang gliding pioneer Roy Haggard gets airborne in a boat.
says Ilaggarcl, is "you can't buy, or even design, something that powerful to play around in." Haggard says a moderate whitewater kayak run is comparable to a cross-country soaring !'light in a hang glider: "You have bursts or power (rapids, thermals) that challenge your piloting skills. And you have calm glides (relatively calm waler or air) in between." Reading the flow is also similar, despite the fact that waler is 800 times denser than air: "Hang glider pilots can learn a lot about fluid dynamics by spending time in whitewater," he says. "River hydraulics give a great visual representation of what happens to airflow when it is disturbed by
You don't even have to like whitewater to enjoy kayaking. Sea kayaks longer and faster than their river-running counterparts zip through calm water or ocean swells equally well. All river kayaks and most sea kayaks enclose your lower body in a scaled cockpit. Getting out of an upside down kayak is easy given just a few hours or professional instruction. Kayaking, like hang gliding, requires a little finesse hut not mnch strength. Instructors in both sports will tell you that relaxation and motivation arc the keys to skill development and safety. Two days of professionally supervised practice of basic paddling skills and water rescue techniques will teach you enough about whitewater kayaking to get you safely down a solid Class II (mild lo moderate) whitewater run under professional supervision. And, just four hours or sea kayaking instruction is cnougli Lo get you out cruising, unsupervised, with friends on a lake or bay. Just like in hang gliding, the key to kayaking happiness is getting off on the right foot. At beginning levels, only a professional instructor knows how to structure your experience for maximum fun and safety. II
Erik Fair was a stq/T writerfcJr ! fang Gliding magazine he/ween /981 ·-1986. 11 is latest hook, Ca/ijcJmiaThri//Sports($/4.95, Foghorn Press, San Francisco) can hefound or ordered al mos/ Cal!fim1.ia hook stores. Direct mail order price ($17.95) includes tax and shipping. Call Foghorn Press at (800) 842··7477fordetails.-Ed. HANG GLIDING
!3e /tJ/brmetl I
8t1tk /ss11/J8 Avt1/h'7/e/ 3314 w. 11400 s.
Subscriptions: $24/year U.S. $36 Canada - $44 overseas Back Issues: $5.00 each - all back issues (4) $14 (both include postage)
South Jordan, Utah 84065 Bus 801-254-7455 • Fax 801-254-7701
• Glider Reviews • Competition News • European U ndate •Who's Who • Facts & Figures f11/I Color Md/dzi11e
1992 USHGA MERCHANDISE ORDER FORM QIY.
TOTAL $
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% cotton, 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 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL ......................................................................................... $14.95 *'NEW'' "LOOP" SWEATSHIRT 9 oz. set-in lleece - 50/50 heavyweight, red and white on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE ......................................................................................................................... $19.95 **NEW** USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) ..................................................................................................... $22.95 USHGA SCRAMBLE KNIT SWEATER by Nutmeg Mills Embroidered with Mtn. Glider emblem, 100% Cotton, "Natural Color" SPECIFY TYPE: CREW NECK or VEE NECK and SIZE: SMALL MEDIUM LARGE X-LARGE (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: S(6-8) M (10-12) L(14-16) .................. $9.95 USHGA NEON LOGO T-SHIRT 100% Cotton Our beloved official logo, color revised of the 1990's. HOT! SPECIFY TYPE: WHITE TANK TOP or BLACK T-SHIRT & SIZE: Small Medium Large X-Large (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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"NEW" Hang Gliding magazine "SPECIAL NEW PILOT EDITION" launching, landing, buying a used glider, etc ............................. $4.50 "NEW** Higher Than Eagles by Maralys & Chris Wills. The story o1 early hang gliding and Bob Wills. Hardcover. ............................. $19.95 *'NEW" UNDERSTANDING THE SKY by Dennis Pagen Micrometeorology for pilots. Almost 300 pages, 260 photos & illustrations $19.95 "NEW" THE ART OF SKYSAILING by Michael Robertson. Covers material used in ICPs, including Charts of Reliability .................... $9.95 PARAGLIDING· A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding ......... $19.95 HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney The Official USHGA Training Manual. Over 200 pages ........................ $29.95 PARAGLIDING FLIGHT-Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FLYING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. ......................... $9.95 HANG GLIDING TECHNIQUES by Dennis Pagen Continues where FL YING SKILLS left off. For intermediate to advanced ............... $7.50 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalities ................................. $8.95 FEDERAL AVIATION REGULATIONS Federal Regulations covering ALL types of aviation .................................................................. $8.95 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X·C LOG BOOK 64 pages. Very clean! For those who like to document their ll'lght. ............................................................... $3.95 USHGA FLIGHT LOG BOOK 40 pages. The official USHGA flight log book ........................................................................................... $2.95
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Official USHGA WindsokrM Pink/yellow or pink/white .......................................................................................................................... $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights ......................... $4.95 USHGA LAPEL PIN Beautiful mulli-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $4.95 USHGA 1988 WORLD TEAM PIN Commemorating the world meet in Mt. Buffalo, AUSTRALIA ............................................................ $1.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................... $4.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last! .......................................................................... $1.50 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Mtn. Glider shaped. Screened white on red .............................................................. $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem ............................................................... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker..................................................................... $ .50 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTIC-white with blue lettering ........................................ $5.50 METAL-(zinc) with white on blue lettering ............................ $6.50 *'NEW*' DAREDEVIL FLYERS 111 • THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ............ $24.95 *'NEW** HAWAIIAN FLYIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.) ......................................... $33.00 "NEW" HANG GLIDING EXTREME video. Let's you see some of the most spectacular sites and introduces you to some famous pilots! (50 min.) ...............................................................................................................................$34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG .................................... $9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range ................................ $5.95 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard Rogallo flying into the golden sunset. (Circa 1977) ............. $3.95 'Posters are NOT AVAILABLE on International Orders-SORRY!
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PAYMENT must be included with your order. FOREIGN orders must be in U.S. FUNDS drawn on a U.S. BANK!
CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one) acct#________exp . _ __ Signature_ _ _ _ _ _ _ _ _ __
SHIPPING .01 · 9.99 ADD $3.50 10.00 -19.99 ADD $4.00 20. · 34.99 ADD $5.00 35. · 49.99 ADD $6.00 50. + ADD $7.50 Canada & Mexico add $1.50 extra lnt'I surface add $5.00 extra Int'! air add $15.00 extra
SUBTOTAL
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SHIP TO: (Street address if possible) NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA#_ _ _ _ _ _ _ _~ CITY/STATE/ZIP_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORADO SPRINGS, CO 80933-8300
(719) 632-8300
FAX (719) 632-6417
CLASSIFIEDS HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with 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 condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGA-eertified school.
K2 - 1991, custom sail, low hours, excellent condition, $2,950. HP AT 158-1992, excellent condition, $3,100. (505) 821-8544.
ROGALLOS
K2 155-20 hours. $2,900. Won't last long. (717) 864-3448.
AIRWAVE MAGIC IV 177 - Orange and blue, good condition. $800 John (408) 624-3347.
K2 155 -Low hours, like new, warp TE. $3,200 (805) 7721441.
ASSORTED GLIDERS-220 UP Dream SI,500.; 165 C2, low hours $600.; 19' Antares, good condition S400.; Moyes Maxi $300.; Fledge IIB, modified $700. (907) 455-6379.
KISS 150-3 hours airtime. $1,200 Allan (415) 664-2931.
SPORT AT 180 - Full race, excellent condition, beautiful colors,extradowntubes. S2,200 OBO. Mark (206) 391-5527, (206) 251-7237.
LET'S TALK! -Moyes XS $2,300. Axis 15 $1,400. Ball M-50, Ball M- 20, Performance VZ tlightdeck, CG-1000 w/ BRS, Maxon 5 wall. I will ship. All goods in new/excellent condition. Call (303) 728-3905.
TEXAS - Trades, new, used. locator service. Call RRA (512) 467- 2529.
AWESOME BEGINNER PACKAGE- Moyes Mars 190, Ball M50 w/speed indicator, cocoon harness w/ESS 25 gore parachute. All equipment less than 5 hours. Must sell! $2,600 OBO (3 !OJ 451-2016. AXIS 15 -
6141. HP AT 158 - Very clean, excellent performer, less than 40 hours. $2,100 OBO (602) 791-0816. HP AT 158 -
Low hours. $1,700 OBO (503) 389-3899.
HP AT 158 - 1 yearold, low hours, $2,200. HPl-$500. Call (717) 476-6645.
MAGIC KISS - Excellent condition, 5 hours airtime. Must sell now' SI,100 (503) 682-5612.
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. DOVES WANTED - Electra Flyer, Doves A, B or C, wanted by instructor for school use. Any condition. Raven Sky Sports (708) 360-0700. DREAM 145 - Excellent condition with wheels. S 1,100 OBO (602) 371-1514 evenings. DREAMS IN STOCK -All sizes, including 145's. Many other used gliders available, including Visions & Spectrurns. Raven Sky Sports (708) 360-0700. FOR1v!ULA 144 - Great shape, red LE, gold & white. $2,150 (602) 774- 5490. FORMULA 154 8479.
1990, great shape. SI,500 (505) 881-
FORMULA 154 - Good condition. S 1,100 includes shipping. John (619) 226-7951. FORMULA 154 (805) 772-1441.
MAGIC KISS 154 - Must sell' Unbelievable price $650. Leave a message, Chris (416) 293-9256. MAGIC IV 166 - Good condition, purple LE, rainbow undersurface, $900. PacAir 6 ft. cocoon harness with parachute, 20 gore, $300. (501) 676-5611 Dave. MAGIC IV 166 - Full race. mylar red LE, red DS with custom sail work. Lots of good flying left. S700 Mike (916) 684-4955. MARK IV - Colorful, 3.5 hours, $1,800. Raymond Pod, excellent condition, $350 (602) 482-3352. MK IV 19- Blue trilam LE, yellow trim, speedbar & spares. Never damaged, 20 hours. SI ,750 (319) 277-4137. 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 ivlissions. Call Tony (805) 6441242 ext. 123, (805) 658-0958. 1v!OYES XS 155 (310) 451- 2016.
Clean, all new wires/VG. $1,800 OBO
Excellent condition, 4.4 TE. $2,000 NE\\' K-2 144 -
and Double Vision. (503) 479-5823.
GElvfINI 164 - Harness & more. Rainbmv colors, clean, excellent condition, must sell. S650 OBO (818) 896-0924.
PROGRESSIVE AIRCRAFT BREEZE - 180, single surface, good condition. $700 (617) 471-6538.
HANG GLIDER SAIL REPAIR & REBUILDING BY DE"INIS VAN DAM I AEROSAIL - Serving the hang gliding community for over a decade. "Integrating aesthetics with the highest order of structural integrity." Acrosail. 1617 \V 40th St., Challanooga, TN 37409 (615) 821-5945.
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.
HP II -Immaculate, low UV, low hours. lvlinnesota glider. New cables. never crashed. S900 OBO, (612) 559-0S 16. HP AT 145 NEW - $3,200. Vision Mark IV 19, near new $1,600. HaJTier 147, near new $600. 152 Foil Combats. $2,100 and S3,200. 222 Dream, new $2,600. 149 Raven. S400. 135 Comet, $550. 160 Olympus, $200. (801) 254-
SEPTEMBER 1992
SENSOR 5 IO B/C - Full race, faired, all white, new wires, cover bag. $450 (714) 492-4389. SENSOR 510E-Excellent condition. It's a steal at SI,575 will ship. (505) 984-9872 evenings.
SKYHAWK 168 - 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 S 1,500. Sport Keller pod/ harness, all blue, great shape $250. Mike (708) 462-9396. SPORT 167 USA-1987. Red, white, blue. Tight sail, flies nice. $750. (801) 225-7973 Utah. SPORT 180 - Excellent condition, 20 hours $1,500. CG 1000 harness and parachute, John (818) 441-8826.
VISION MARK IV - Excellent condition. $1,400 (209) 435-6414 or (209) 584-9211 VISION MARK IV 17-Tri-lam, 5 hours$2,IOO. Call Tom (804) 978- 7957 leave message. VISIONS & SPECTRUMS Sky Sp01ts (708) 360-0700.
Bought-Sold-Traded. Raven
COLORADO HANG GLIDING (303)278-9566 24 HOURS. REGION IV'S OLDEST, LARGEST FULLTIME SHOP. ·'Celebrating Our 20th Year of Unsurpassed Safety!" Paragliders ....... .. ... (all brands) ................. ... $800-$3,000 Helmets .................. (all brands, styles) .......... $58-$260 Used harnesses . ................ ..................... . ...... $75-$500 Varios ..................... (demo's, all brands) .... ..$75-$500 Reserve Chutes (all sizes), never used, each inspected repacked, w/new bridle and bag ..................... $265 Equipment 100% Guaranteed/lvlajor Credit Cards SPORT 167 .... ................... <I HOUR ..... .... $2,400 LT DREAM 220 ... ............. <2HOURS ........ $2,400 LT DREAM 145 ........ ........ <2 HOURS ........ $2,000 VISION ECLIPSE 19 ······· .<60HOURS ...... $1,100 LT. MYSTIC 177 ....... .. ..... <40HOURS ...... $1,000 LT DREAM 185 ................. <50HOURS . ..... SI,000 PRODAWN 155 ... ... ......... <25 HOURS ...... $600 MOYES MEGA II . ............ <40HOURS .. ... $550 PROST AR 166 .... ............... <40HOURS .. ... $450 COMET! 165 ....... ········· ... <50HOURS. . ... $475 PHOENIX 60 185 ......... .... <45 HOURS ...... $450 SEAHA WKS 170 ......' ...... .3 FOR ........ . ...... $750 All offers considered. Equipment is 100% guaranteed, inspected, shipped anywllere. COLORADO HANG GLIDING (303) 278-9566, 24 hrs. FALL CLEARANCE Formula 144 ........ .......... New ....... ........... Best Offer Formula 154 Demo . ......... 5 Flights Only ... S2,795 .... Best Offer Mark IV 17 Full Race ......... New. Spectrum 144 . .. ............. ................. .............. $2,400 Spectrum 165 ...... .... ................. $2,200 HPAT 158 ........ ..... .. ......... .... . ................... ..$2,000 MANY MORE TO CHOOSE FROM: THE HANG GLIDING CENTER (619) 450-9008
47
Hang Gliding magazine's
SPECIAL NEW PILOT EDITION II • Buying A Used Glider • Choosing An Instructor/School • The Design Of A Modem 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 turn back, even when tragedy strikes. "A stunning , totally captivating book ... a brilliantly written human drama about a family alternately inspired and torn apart by the sport. The story of a boy who lived life with a passion that very 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
CLASSIFIEDS GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG ............... Exe. cond ........ S l ,300 Vision 19 (used) ............. Exe. cond ........ $1,800 Several Sport 167 ..................................... S 1800 - $2,200 HP AT ............................ Demo .............. $2,800 Many other good used gliders $450-S I 000
LA MOUETTE/COSMOS -Full range of trikes & accessories. JEFFERSON AERO SPORTS (503) 327-1730. WANTED SPORT 150- Or similar type. Will pay up to $1,500. East coast preferred. Call (908) 928-4282. WANTED - Sunseed, fixed wing hang glider. (503) 5354764 after 5pm.
EMERGENCY PARACHUTES WANTED - TRIKE in good condition. (717) 629-6227. 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 94116. (415) SKY- 1177. PARAGLIDERS ITV METEOR 103 - Excellent condition. Flown less than 3 hours on a grassy slope. Orange, green. S l ,400 (508) 7419077.
WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco. CA 94116. (415) SKY-1177. SCHOOLS & DEALERS A LAil AMA ROCKET CITY AIRSPORTS-Certified instruction, sales, service, glider rentals. Send $1.00 for brochure, directions, accommodations, etc. to 106 South Side Square, Huntsville AL 35801. (205) 880-8512 or (205) 776-9995. ARIZONA
UP JAZZ 25 -Good shape $950. 33 cell Excalibur 330, new Sl,600. APCO Starlite 22, sweet first glider SI,600. (907) 455-6379. WILLS WING AT123 1991 - and deluxe WW harness. Perfect condition. S2,600 (818) 841-9239. WILLS, UP'S, ETC - $795 + up. Inst,uction, equipment, southern California and European tours (714) 654-8559.
ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 938- 9550.
ULTRALIGHTS ARKANSAS FOXBAT TRIKE - Manta 21 l Fatbat, Kawasaki 440A engine, propeller new precision 54" $1,550. Wing: Vision Mark IV 19 $1,750. Accessories: quad gauge (mpr, cht, rpm, egt) $225. BRS ballistic parachute, 750 lb. SI, 150. Trailer, $250. Call Don Williams (216) 582-2121 after 6 pm.
CALIFORNIA 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. AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA &APA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Funston. The only full service shop in San Francisco! 3620 Wawona, San Francisco CA 94116. (415) 759-1177. 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. COMPACT WINGS PARAGLIDING - Wills Wings, UP and others. APA & USHGA Class II instruction. Great flying year-round. Southern California and European tours. Located at best paragliding site (Soboba). (714) 654-8559 HANG GLIDER EMPORIUM -Best training hill in the west! Full service hang gliding/paragliding shop, established 1974. 613 N. Milpas St., Santa Barbara CA 93103 (805) 9653733. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008.
SAIL WINGS HANG GLIDING - Instruction, sales, service. Pacific Airwave, i'vloyes, Enterprise \Vings. Makers of Sun Covers/bags. P.O. Box 5593, Little Rock, AR 72215. (5011 663-3166.
,--------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum. Boldface or caps $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $25 per column inch. (phone numbers-2 words, P.O. Box-1 word) photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. No cancellations and no refunds will be allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:
I I Number of words: I Number of words:
@ .50 = @ 1.00 = - - - - - -
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
Begin with 19 issue and run for consecutive issue(s). My check 0, money order 0, is enclosed in the amount of
$_ _ _ _ __ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300
L--------------------------------------~ SEPTEMBER 1992
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CLASSIFIEDS WINDSPORTS - LA 's largest since l 974. Firtcen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 988- 0111, Fax (8l8) 988-1862.
SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee
See
HAWAII MAUISOARING-PacAirK-2,Mk!V;WillsWingSport. Rentals, sales, service. (808) 878-1271. IDAHO
COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042. PO Box 16934, Colorado Springs CO 80935.
TREASURE VALLEY HANG GLIDING - Airwave, Moyes, UP. Demo's, ratings, tours, service. (208) 376-79I4. ILLINOIS
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.
COLORADO HANG GLIDING/PARAGLIDING - Celebrating 20 years of unsurpassed safety. I st USHGA cc1tified school in the U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566.
RAVEN SKY SPORTS - (312) 360-0700 or (708) 3600700. Please sec our ad under WISCONSIN.
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 1 acre orange plantation with lots of shady palm trees & quiet surroundings. Ask for our complete tour package (714) 678-2482.
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.
JJ MITCHELL - USHGA certified instruction & TANDEM. PacAir dealer. 674I Columbia Ave., Hammond, IN 46324 (219) 845-2856.
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.
KENTUCKIAN A SOARING GOLDEN WINGS - Sales, service. USHGA certified instruction. Dealers for Wills Wing, PacAir. 1103 Washington Avenue, Golden, CO 8040 I. (303) 278-7 l8 I.
LOUISIANA
CONNECTICUT
MICHIGAN
MOUNTAIN WINGS -
Look under New Yark.
FLORIDA
TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, 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. l3 l85 Gladstone Ave., Sylmar, CA 91342. (818) 367-6050. ULTRAFLIGHT HANG GLIDING - Wills Wing, Scedwings, Moyes, High Energy and more. Servicing Lake McClure area. (209) 874-1795 Waterford, CA. WINDGYPSY - USHGA Certified school specializing in personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. Wide range of new & used glider & flight accessories in stock. Proudly demonstrating Moyes, Pacific Airwavc, Secdwings, ASI (Dreams), ESS rapid deployment parachutes. Ask about Windgypsy Safaris. Windgypsy, PO Box 506, Elsinore West Marina, Lake Elsinore CA 92586, (714) 678-5418.
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Sec ad under parts.
RA VEN SKY SPORTS-(414)473-2003. Please sec our ad under WISCONSIN.
L/D ENTERPRISES -Sail and harness repair - Equipment manufacturing -Towing supplies - 5000 Butte #183, Boulder, CO 8030l (303) 440- 3579.
PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel, UP, and many more. APA & USHGA certified instructors. World wide tours, accessories. Call for free catalog. (714) 697-4466. TORREY FLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and spectators. Refreshments and souvenirs at the Cliffhanger Cafe. Certified Training prog.ram featuring tandem soaring lessons. New, used, rental and demo equipment by Delta Wing and UP. 2800Toney Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202.
INDIANA
RED RIVER AIRCRAFT -
See ad under Texas.
GREAT LAKES HANG GLIDING, INC.- USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near Warren dunes (616) 465-5859. PRO HANG GLIDERS- USHGA instruction since 1978. Advanced Inslructor, Examiner, Observer. Safety is# 1. We've been towing for a decade. Come on SE Michigan, let's wake up! We've got a soaring site now. Give me a call at (313) 3999433, ask for Norm. 569 W Annabelle, Hazel Park MI 48030. MINNESOTA
WE CAN TEACH YOU FASTER AND SAFER, MIAMI HANG GLIDING, INC. has the most advanced training program known to hang gliding today. USI-IGA certified school specializing in personalized flight training. Full service shop handling all makes and models of gliders. For more info call (305) 573-8978.
SPORT SOARING CENTER/MINNEAPOLIS - Instruction, equipment dealers for Pacific Airwave, UP & Wills Wing. (612) 557-0044. MISSOURI SAIL WINGS -
Sec Arkansas.
GEORGIA NEVADA LOOKOUTMOUNTAINFLIGHTPARK-AMERICA'S #1 HANG GLIDING SCHOOL, tlying site. Find out why three times as many pilots earn their mountain wings at Lookout! 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 $1 for information packet. Route 2, Box 215-H, Rising Fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398-3541.
ADVENTURE SPORTS - Siena tours our specialty USHGA & AP A 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.
HANG GLIDING
CLASSIFIEDS NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service. Sandia Niountain guides. Wills, Seed wings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505) 821-8544.
NORTH COASTHANGGLIDING-Ce11ified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 \V. 75th St., Cleveland, OH. 44102 (216) 631-1144.
KlTE ENTERPRISES - Instruction, sales, repairs, rowing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwavc, Wills Wing.
OREGON
UTAH
SOUTHERN OREGON HANG GLIDING - Certified instruction, ATV retrieval. Pacific Airwavc, \Vil ls \Ving, UP. (503) 479-5823.
YULTURE GLIDERS - Certified instruction, tandem instruction. Frame shop. Dealer for Enterprise. Pacific Airwave, Center Gravity. (801) 254-6141.
NEWYOR.K AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. four exclusive training hills. Arca 's only 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. f\'1any 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. l-800-525- 7850. FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instrnction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction ... if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-3317. GMI PARAGL!DfNG SCHOOL-Open in New York. free color brochure (516) 676-7599. 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, (3151 866- 6153.
THERMAL UP. INC.-ilfost complete hang gliding shop in area. Located on top of Ellenville Mountain. USHGA Certified Instructor and Observer. Concentrating on hang gliding instruction with emphasis on launching and landing techniques. Dealer for all major brands. Offering expert sales and service with lowest price in area. Large mail order inventory. Tom Aguero, P.O. Box 347, Cragsmoor, NY 12420. (9141 647-3489.
PENNSYLVANIA MOUNTAIN TOP RECREA T!ON - Certified instrnction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY!
MOUNTAIN WINGS -
WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (80 l) 277-1042.
Look under New York. VIRGINIA
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. TENNESSEE HA WK AlRSPORTS - New and improved hang gliding! Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. Fun! Fun! Fun! Clinch Mtn. -The longest ridge, two launches. The popular light wind indicator Windsok. Brochures available. Your satisfaction is the key to our continued growth and success. Hawk Air Sports, Inc., P.O. Box 9056, Knoxville, TN 37940-0056. (615) 453-103.5. LOOKOUT MOUNTAIN FLIGHT PARK under Georgia. (800) 688- LMFP.
See our ad
KITTY HA WK KITES -
See North Carolina.
SILVER WINGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Secdwings & UP. (703) 533-1965 Arlington VA. WISCONSIN RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aero towing & tandems by Brad Kushner. Sales/service/accessories for all major brands. PO Box IO l, Whitewater \VI 53190 (414) 473-2003. PARTS & ACCESSORIES
SEQUATCHIE VALLEY SOARING SUPPLY - Certified, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers fonill major brands. Located in the ""Hang Gliding Capital of the Enst''. For pcr~onal, professional ~crvicc you can trust, call SYS, RT 2 Box 80. Dunlap, TN 37327. (615) 949-2301 ST A Y WHERE THE FLIERS STAY - Crystal Air Sport Motel. Private rooms, bunkhouse, jacuzzi, pool. (615) 8212546 Chattanooga. TN. TEXAS
NORTH CAROLINA COROLLA FLIGHT - America's most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Cail or write for information Gre_g Dc\Volf, Corolla Flight, PO Box 102 l, Kitty Hawk NC 27949. (919) 261-6166 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 cast c:oast, just south or 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. Frame & sail repair. Seedwings, CG- I000. Dayton/Chillicothe. (513) 256-3888 weekday evenings.
SEPTEMBER 1992
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. \Ve offer hang gliding, paragliding, sky diving and ultralight flying. Dealers for UP Int'I, 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. \Vrite to: A.A.P., Route 2 Box 49 l, Spicewood TX ,8669 or call Steve Burns at (5121 .j74- I 669. AirCrnft! - RED RIVER AIRCRAFT. Turning students into pilots. USHGA certified instruction, new and prcowned wings and things, towing supplies. full servic-c repair. \Ve're hip &cool with MC/Visa. 48 l l Red River, Austin TX 78751. (512) .\67-2.529. FAX (512) .j67-S260.
BlG WHEELS - Saves gliders on hard landings' Very sturdy, excellent for solo/tandem flying, required for USHGA training. $36.95/sct (plus shippingJ,discounts available. (800) 688-LMFP. (706) 398-3541.
Due to production schedules, we work two months in advance. Please place your ad early to avoid missing a particular issue.
51
CLASSIFIEDS LITEK VE-35 - and aircraft altimeter mounted on panel with ball clamp. $165 (818) 568-6975. MAXON MOBILES-3 USHGA channels $295. MAXON 5 watt-3 USHGAchannels$349. MAXON I watt-I USHGA channel $190. ICOM P2AT-$389. NOHYPOXYGEN llI 02 system-5 1/4 lb., 200 liter, $350. UVEX ARAMID full face helmet, I lb. 5 oz., $325. Optional visor, headsetNOX installation. X-C smoke bombs, 45 sec., as low as $4. Signal mirror $8., Jack-the-Ripper cutaway knife $15., Silva compass $100. Pendulum Sports, Inc. 1-800-WE FLY X-C.
EASY TO LSE, TOUGH TO ABUSE - Get instant response and the Litck sound. The E model is available from your full service dealer at only $249 (not incl. Ball clamp) or direct at 503-479-6633 (VISA, MC, AMEX). Available in ft/ min or meters/sec dial. Free brochure. LITEK, 4326 Fish Hatchery Road, Grants Pass OR 97527. FLYTEC VARlOS 45 % OFF! - Limited numberof2000series flight decks, brand new, full factory warranty. Call Carol (5 JO) 490- 4385.
HIGH QUALITY HELMET-at anaffordable price.D.O .T. Brushed nylon liner with high strength polycarbonate shell. ONLY $55.00 + $4.00 S/H. Great for schools. GOLDEN WINGS, I 103 Washington Avenue, Golden, CO 80401. (303) 278-7181 or TOLL FREE 1-800-677-4449.
MIN[ VARIO- World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92705. (714) 541-2625, Mark Mallett.
GRADE A SHEEPSKIN - hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NEW MAP POCKETS standard. Warmest hand fairings in the world. Send $47 to Wyo. Aerolites, PO Box 880, Casper WY 82602. (307) 235- 3367, add $15 for X-large. Custom orders accepted.
THE FAMOUS "LAMBIE LID" - Aerodynamic hang glider helmet $85. Full- face version, with kevlar-fiberglass guard $120. Jack Lambie, 8160 Woodsboro, Anaheim CA 92807, (714) 779-1877.
maxon·
SP-2000 Series
NEW IO-CHANNEL PROGRAMMABLE MAXON SP2000-5 watt handheld 2-way radio programmed with three USHGA and three weather frequencies. Durable, rugged, easy to use. Rechargeable nicad battery (typical 8 hour life). Pilots #1 choice! Special price: $349. Additional Maxon options available. Lookout Mountain Flight Park, (800) 688LMFP, (706) 398-3541. LATEST UVEX HELMETS - Ultra lightweight (one pound), most popular hang gliding helmet, full-face protection, using world's strongest fiber. $299 (plus shipping), discounts available. (800) 688-LMFP, (706) 398-3541. HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS! - 12", light, tough. Fits all gliders. Send $37 + $2.95 shipping per pairto Sport Aviation, PO Box JOI, Mingoville PA 16856. Ask about our dealer prices.
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Sell your unused equipment with the help of a Hang Gliding classified ad. For more details call Jeff (719) 632-8300. HANG GLIDING
CLASSIFIEDS SKY-TALKER II The Sky-Talker II, 2 meter FM antenna, will boost the transmitted and received signal by 3 times, and will not interfere with your vario. Intenrnlly 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.
PARA-SWIVEL - Don't leave the ground without one! $84.00 + $4.00 S/H. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Avenue, Golden, CO 80401 (303) 278-7181, 1-800-677-4449.
STOP GETI'ING RIPPED OFF - They can't touch this! Save$ mail orders. NEW-MAXON SP2000 10 ch. w/tone $339. VOX $99. HAM RADIOS, YAESU FT 41 IE $299. VOX $74. MOD $30., ICOM 2SAT $289. MOD $40. ALINCO DJFIT S285. Dealer for Aircotec Alibi varios, Ball, BRS, High Energy, Safcwheels, \I Mitts, Raymond, Second Chantz. Tow rope 1/4" poly $30 per 1000', 3/16" poly S25 per 1000'. Send S.A.S.E. for sale flyerorcall Kentuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129 (812) 2887111 Calls returned collect. DON'T GET CAUGHT LANDING DOWNWIND! LS oz. ripstop nylon, UV treated, 5"4" long w/11" throat. Available colors: fluorescent pink/yellow or fluorescent pink/ white. $39.95 (+$4.00 S/H). Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (719) 6328300, FAX (719) 632-6417. VISA/MC accepted.
QUICK RELEASECARABINER-$49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Themrnl 19431-41 Business Center Drive, No11hridge, CA 91324. (818) 701-7983.
SYSTEK II VARIOMETER - Designed for thermal flying. Hang glider and paraglider pilots. Perfect for entry level pilots. Adjustable audio set-point, mount included, other options. Affordable S185. Systems Technology Inc. PO Box 7203, Knoxville, TN 37921 (615) 531-8045.
NEW LOW COST XCR-180 - Aluminum cylinder 41b system provides up to 3 hours constant service, $359.95 XCR-480 (liters), XCR-240, the lightest/lowest cost composite fiber oxygen systems available. Either XCR system, $499. 95 Complete ready to install with Oxymizer, flowmeter/ adjuster, remote valve, holsters, lines and hardware. ($15 Sf 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 FULL AND PART TIME - USHGA certified instrnctors. Innovative equipment, the latest training methods. Soaring Safaris. Send resume: Mission Soaring Center, 1116 Wrigley Way, Milpitas, CA 95035. (408) 262-1055.
THE SENTEK SX DIGITAL ALTIMETER/VARIOMETER-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 warranty. For info orto order (check or M.0.) write to: SENTEK, 16212 Bothell Way SE, #F252, Mill Creek WA 98012, (206) 338-9149.
SEPTEMBER 1992
TEK 6" WHEELS -$25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 3791668.
Need help writing your ad? Call Jeff (719) 632-8300.
53
CLASSIFIEDS SEQUATCHIE VALLEY SOARING SUPPLY We are looking for instructors who: Are goal oriented and not afraid to work. Are USHGA-certified instructors or have a teaching background. Have a good attitude and know what it means to give outstanding customer service. Have a knowledge of glider maintenance and repair. Want to be involved in mountain flying as well as aero, boat and truck towing. We offer: The chance to make a good base salary plus commissions. A great group of people to work with. Instructor apartments (available). An outstanding employee discount policy. All of the training you'll need to be successful with us. SVS, the fastest-growing hang gliding school in the East, has openings for full-time instructors. Only those interested in helping make SVS famous for customer service need apply. [f you want to learn more or would like to grow with us 1 we should talk. Call Rick Jacob or Cliff Whitney at the shop (615) 949-230!. PUBLICATIONS & ORGANIZATIONS
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 Caern Ave., Tujunga CA 91042. Dealers inquire.
PARAGLJDE 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 infonnation. SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 8824!. (505) 392-1177. TOWING AIRCRAFT - From Red River. Towing supplies, b1idles, releases, recovery chutes, platforn1s and more. (512) 4672529. WILL NOT LAST LONG!! - Complete ATOL-type truck towing system. Used forover 500safe tows. Includes vehicle, automatic pilot release and 5,000 feet of line. System is in Delaware. Best cash offer over $700! ! (415) 323-7689.
VIDEOS & FILMS CENTRAL AMERICA ON $10! -Safari Sky Tours comes into your home, school 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 Tours, Box 581, Crystal Bay NV, 89402. Include return address. DARE DEVIL FLYERS lll-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 whirlwind tour of the most spectacular sites in the US. $34.95 USHGA VIDEOS, PO Box 8300, Colorado Springs, CO 80933. Be sure to add $4 S/H. (719) 632-8300. EAST COAST VIDEOS - HENSON'S GAP & WHITWELL-1991, bigairand 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.
COMPLETE TOWING SYSTEM - With truck. Improved ATOL: dual brakes, levelwind dustcover, quick pressure release, quick hose disconnects, 4000' 725# Spectra towline, payout off drum, only rewind through level winder, 12/24v permanent magnet motor, ball bearings, continuous duty rating, towline retrieval kites. 1982 Dodge mini pickup: 2600cc, 4WD, 5 speed, new: head, transmission, clutch, tires, cassette/AM/FM. Oversized alternator and batteries, sliding rear window, 3 support glider rack-easily converts to launch platfonn. Tow system installed in bed, wooden coverbox, cedar camper top. Ready to tow, can deliver, checkout included, training available. $6,995 (907) 455-6379.
MAPS 7885.
MAKE THE MOVE TO QUALITY THAT LASTS -High performance Spectra & Dacron ropes, coated to last longer and bond fibers. Pulls and damage can occur if not coated. Light, strong and easy to splice. Call David F. Bradley (215) 723-1719, FAX (215) 453-1515.
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.
MISCELLANEOUS Largest selection in US. Map Store, 1-800-332-
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~artfM1
By Golden Wings
Tow line recovery System Nothing attached to pilot or bridle.
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.
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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 Kevaler GOLDLINE towline, $109 per 1,000 feet. Golden Wings, 1103 Washington Ave., Golden CO. l-800-677-4449
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). White, 100% preshrunk cotton. $9.95 + $3.00 S/H. Adult sizes M-XL $12.95. USHGA, ordering info. see below.
Hang Gliding Classifieds FAX line (24 hours) (719) 632-6417 HANG GLIDING
r-----------,
GONE
CLASSIFIEDS
USHGA LONG SL~:EVE T-SHIRT-colmfolly screened, 100'7, preshrunk cotton! Available in GRAY or WHITE. $18,95 (plus S3 S/1-!J Please specify color and size (S,M,L,XLJ when ordering. USHGA, ordering info. see below.
STOLEN - While in Santa Fe, NM over the l 991 holidays. WILLS WING 223 PARAGLIDER, serial# 21003. Purple w/gray & pink (canopy only). Gray Wills Wing bag w/red stripe. APCO AVIATION HILITE 3 23, serial # 857486. Flour. yellow w/green (canopy only). Yellow & pink Apco bag. APCO AVIATION JETSTREAM HARNESS-NEW, turquoise blue w/nour. yellow storage bags and pink base in 1urquoise & flour. yellow bag, size medium, serial #433. Free Flight PDA 20 gore chute, #l055B. Brown leather gloves, red UVEX downhill ski helmet, AIRCOTEC Alibi 11 #4425. KELLER INTEGRAL HARNESS, well used. Pink w/lavendcr, size 150-170. w/18 gore PDA chute. Orange freetlight helmet, gray Calgary 88 gortex gloves, Patagonia jacket-red with blue lining, w/\Vills \Ving on the back. And other nonHG items. Willi Muller, (403) 932-6760, !'AX (403) 9326760. LOST - Blue High Energy Pod, PDA parachute, full-face carbon fiber helmet, al Ed Levin Park, Milpitas CA. Please call Alan Kenny (408) 942-1773.
BALLISTIC l 0.6% to 23.4°/o INONEYEAR! That's over 1,000 new buyers! According to 1.431 USHGA member surveys from late ·g l. pilots "going ballistic" leaped from 10.6% to 23.4% since ·go.
BRS' popular "Quick Draw" CORDLESS model can be easily installed on many leading harnesses, $499.
STOLEN WINGS arc listed as a service to USHGA members. Newest entries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically. this listing will he purged.
INDEX TO ADVERTISERS
USHGA POSTER! -Full color 24" X 37" S5.95, ordering info. sec 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/MC accepted. Don't forget to add S/H 1 DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advenising is S.50 per word (or group of characters) and $1.00 per word for bold or all caps. Minimum ad charge, $5.00. A fee of$15.00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing I 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advcnising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX 1719) 632-6417. STOLEN WINGS RECOVERED- Blue/gray WW flight bag. complete. Supposedly found in the Owens. Must positively JD, call Tom (707) 224-7390. LOST BATTENS - on April 26th, 1992 at Woodstock VA LZ. Battens for a Magic IV XC 177. Reward! Call Kit Erskine (301) 475-3278 anytime. SEPTEMBER 1992
Adventure Sports .............................. 27 Adventure Video .............................. 43 Air Gear ............................................ 32 AirWear Sports ................................. 43 AirWorks .......................................... 38 Ball Varios .................................. 41,45 Bradley Co ....................................... 38 Brauniger ............................................ 8 BRS .................................................. 55 Cross Country Magazine .................... 6 Hall Bros .......................................... 32 High Energy Sports ............................ 6 Lake County ....................................... 6 Lookout Mt. Flight Park ................... 42 Mountain Condo .............................. 32 NAA ................................................. 17 Pacific Airwave ................. Back Cover Pacific Resources ............................. 26 Paragliding Magazine ....................... 45 Pro Design ........................................ 32 Sequatchie Valley Soaring ............... 33 Sport Aviation Publications ............. 43 UP International ............................... 13 U.S. Aviation .................................... 12 USHGA ............................... 2,16,46,48 Wills Wing ......................................... 5 Windgypsy ....................................... 33
THANKS FOR YOUR BUSINESS ! Now,totheother76.6%ofyou ... We can think of many good reasons you should go ballistic today. Here's four of our very best:
JEFF LOYNS (7 /89) BRS Save #35 GREG ROSSIGNOL (6/90) #40 CARL SHORIT (8/90) #44 BRUCE BOLLES (7 /91) #52 BRS has documented 54 saves thm 12/31/91
I BRS sells rocket models which • swiftly (in under 1 sec) deploy your chest-mounted parachute. Ask your harness maker about their "BRS Option" so you can quickly add our CORDLESS rocket.
•
.:l.i/.:)'
MAKING FLIGHT SAFER
BR S • 1845-HG Henry Avenue South St. Paul, MN 55075 • USA 612/457-7491 • FAX: 612/457-8651
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Glliio ST. PAUL, MN -- As fall arrives, equipment news tends to decrease. Sales may slow in the fall yet we see increased use of the equipment bought earlier in the flying season. • • • One site showing unusual amounts of hang gliding activity was Oshkosh '92, the 40th Annual EAA Convention. Surprised? We can identify three different facets to the story: the Association's booth space, participation in demonstration flying, and the appearance of the Moyes/Bailey aerotug. ••• For the past couple years, USHGA has exhibited at several airshows in a combined sport aviation association booth under the masthead of NAA. By sharing the space, the costs can be justified for associations which typically struggle to fund such promotions. Within the NAA tent, each organization sold merchandise. After four of these events, USHGA appeared to be doing well moving tee-shirts, caps, calendars, and the like. Regularly throughout the week at this year's Oshkosh, I saw these items being worn by some of the hundreds of thousands of visitors. Executive Director, Jerry Bruning, and Jeff Elgart of the Colorado office manned the booth all week, aided by volunteers from nearby hang gliding clubs. Besides the merchandise, membership materials were distributed and a static hang gliding simulator allowed hundreds of passers by to "feel" hang gliding. Great exposure on a budget, Oshkosh attracts nearly one million spectators qualifying as the largest air show in the world. • • • Tho not the first appearance of hang gliding or aerotowing, the '92 efforts took hang gliding participation to a higher and more professional level. Such positive results are thanks to the persuasive and persistent tactics of USHGA Director Rod Hauser (who just relocated from Wisconsin to Arizona) . Getting a slot to fly the main runway at Oshkosh involves massive amount of politics. This is easier to comprehend when you consider how many commercial exhibitors pay thousands to display at the convention. All want their piece of flying time. Five-minute flight windows to show your wares have become more precious as the airshow grows in size and stature. , • , Super looper John Heiney was towed aloft on the main runway to perform his aerobatics for huge crowds . Both he and Bill Bryden of Indiana fl~W the main runway as well as the separate ultralight runway on several occasions. One excellent demo involved both Heiney and Bryden maintaining in thermal lift for several moments while limited to a 300 foot AGL ceiling. The area normally buzzes with the many noises of powered aircraft. Yet for a few minutes, hang gliding had
stage center with an impressive silent exhibition. The announcer followed the action in a soft voice similar to a golf narrator. , • , Bill & Molly Moyes and Bobby & Connie Bailey were accompanied by other tug operators Phil Proctor (Sequatchie Valley Soaring) and Jay Darling (Great Lakes HG) . This group coordinated nicely with the towed pilots to show the potential of hang gliding in the flat lands. As they see opportunities for further participation in the '93 event, Moyes and Bailey plan to purchase display space to market their tug and their soon-ready Tenpest ultralight sailplane. , , , All those involved are to be commended for giving hang gliding the best forum yet at this major gathering. •, • Given all the positive media for the aerotug, Cosmos trike aerotugger, Jon Leak, and his group in the Cleveland, Ohio area called to say that reports seem biased against trike towing. In fact Leak reports logging over 1, 000 hours aerotowing with the French trike. Maybe they' 11 provide an article to the magazine? , , , With fall here and winter not far away, tour operators are revving up. Mr. Mexico, JohnOlsonofSafariSkyTours, plans "to work all the sites from my past itineraries." These will include Colim/Tapalpa in December, Valle de Bravo in January, Lake Ati tlan in February and March, and a new tour to Gmanajuato, Mexico. Olson's tours have won praise in years past. Now he can also tickle your interest with a video. See his ads for more info. • • • Achim Hageman of Santa Barbara is planning his third New Zealand Expedition to fly from Mount Cook, the down-under country's highest summit. Departure is set for January 15th from Los Angeles. Call 805/962-8999 for more info. •, • To close, Tom Sandage has announced his Geometry Adjusting Suspension System (GASS?) . Sandage says the simple device, "mechanically couples pilot control movements to complimentary frame geometry movements." In such a system, "the X-Bars no longer float freely, but are inversely slaved by pilot position and the relatively high leverage ratio of the suspension system." Initial tests claim increased roll rates with a more stable feel (less wobbling than loosely-set VG system gliders). Sandage says he's filed for a utility patent and hopes to sell the concept to glider manufacturers and individuals. Both new and existing gliders could be fitted with the device. He also feels a glider's HGMA certification will not be affected, tho this isn't official. Interested in hearing more? Call 816/254-4708 or 314/796-4399. • •, That's all! So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Call/fax 612/450-0930. THANKS!
© 1992 by Dan Johnson
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HANG GLIDING
RATINGS SAFE PILOT AWARDS BRONZE RICHARD BEACH LISA BEARD ROBERT ORMISTON
SILVER DAVIS STRAUB JEFF WILLIAMSON
LILIENTHAL AWARDS BRONZE DAN DUBAY BRIAN JAMISON WAYNE RIPLEY
SILVER MARILYN RAINES WAYNE RIPLEY
GOLD WAYNE RIPLEY ERIC WINKLER
ELERSICH, RICH: Quartz Hill, CA; A. Beem/Windsports Int'! EMERSON, JEFFREY: El Cenito, CA; S. Seebass/Berkeley HG Club KING, MICHAEL: Fallbrook, CA; R. Mitchell/Eagles Wings HG LUETKEMEYER, JOHN: Columbia, MO; L. Haney/Sail Wings SEKI, KOICHI: Sylmar, CA; Greblo/Windsp011s SLETTO, MARK: Cypress, CA; D. Skadal/Hang Flight Systems Region 4 BATAKIS, ED: Colo. Spgs, CO; G. Pollock/Wasatch Wings CORBETT, SCOTT: Phoenix, AZ; R. Mitchell/Eagles Wings HG CORBETT, ALLEN: Phoenix, AZ; R. Mitchell/Eagles Wings HG DUNN, ROD: Rio Rancho, NM; C. Woods/UP Over New Mexico HANSELMANN, MIKE: Conales, NM; C. Woods/Up over New Mexico HARRIS, JOHN: Albuquerque, NM; C. Thoreson/Lookout Mtn FP TALARICO, KENNETH: Phoenix, AZ; B. Holmes/Sky Sails of AZ Region 7 HAUN, JAKE: Woodstock, VA; B. Weaver/Kitty Hawk Kites HEINEMANN, STEVE: Madison, WI; B. Kushner/Raven Sky Sp011s HIGGERSON, MIKE: Glen Carbon, IL; R. Smith/SO IL HG INNOCENTI, DAVID: Oak Brook, IL; A. Whitehill/Chandelle SF KING, PHILIP: Evansville, IN; P. Hall/Purdue Hang Gliding Club LAAK, TREVOR: Madison, WI; B. Kushner/Raven Sky Sports LAMBERT, MARK: Battle Creek, MI; J. Mitchell/JI Mitchell HG MACBETH, ANDREW: Fayetteville, NC; B. Weave11Kitty Hawk Kites SCOTT, CHRISTINE: Monona, WI; B. Kushner/Raven Sky Sports VAN EGMOND, ANDREAS: Madison, WI; B. Kushner/Raven Sky Sp011s Region 8 GELINAS, MARK: Acushnet, MA; J. Nicolay/Morningside FP NOLAN, LARRY: Lowell, MA; J. Zagarella/Aeolus PEABODY, JOHN: Easthampton, MA; B. Weaver/Kitty Hawk Kites
BEGINNER RA TINGS PILOT: City, State; Instructor/School Region 1 FLOYD, RICK: Seattle, WA; T. John/Cascade Soaring GILBERTSON, DWAYNE: Grants Pass, OR; W. Robe11s/Southem ORHG KIMBALL, BRUCE: Seattle, WA; J. Garner/Rockys Flight School LEUTHOLD, COLIN: Ft. Wainwright, AK; L. Thomas/T&L Sales PISTON, CHARLES: Bellevue, WA; B. Weaver/Kitty Hawk Kites PYREN, BRETT: Redmond, WA; B. Weaver/Kitty Hawk Kites SEGLE, DALE: Entiat, WA; J. Garner/Rockys Flight School Region 2 BRITTSON, DOUGLAS: Sacramento, CA; R. Spear/Airtime of SF COX, CYNTHIA: Sunnyvale, CA; D. Burns/Mission Soaring Center LAROCHE, JEFF: San Francisco, CA; J. Greenbaum/Airtime of SF SEMETER, EDIE: Santa Rosa, CA; E. Beckman/Bright Star Region 3 BOHCALI, RAFF!: Toluca Lake, CA; G. Reeves/Windsports Int'! D' AGOSTINO, JOE: Huntington Beach, CA; R. Pelletier/Hang Flight EISAGUIRRE, LEW: Beverly Hills, CA; J. Greblo/Windsports Int'! SEPTEMBER 1992
Region 9 BALLENGER, ROB: Coopersburg, PA; B. Weaver/Kitty Hawk Kites DAN ISA VICA, TOM: Bridgewater, VA; C. Thoreson/Lookout Mtn FP FUNK, NATHAN: Olmsted, OH; D. Glover/Kitty Hawk Kites FUNK, CHRISTOPHER: Strangsville, OH; B. Weave11Kitty Hawk Kites GEBBY, PAUL: Solon, OH; Bruce Weaver/Kitty Hawk Kites GREGOR, JOSEPH: Columbia, MD; B. Weaver/Kitty Hawk Kites HATHAWAY, JON: Lancaster, PA; Bruce Weaver/Kitty Hawk Kites KELLY, SEAN: Wilmington, DE; B. Weaver/Kitty Hawk Kites LAWLER, SCOTT: Dresden, OH; B. Weaver/Kitty Hawk Kites LONG, JAMES: Funkstown, MD; W. Vaughn/Mountain Wings OLD, LEIGH: Dublin, OH: M. Delsignore/North Coast HG TWICHELL, ARTHUR: Alexandria, VA; R. Jacob/Sequatchie Valley Region 10 BUTTER.BERG, KRIS: Greensboro, NC; B. Weaver/Kitty Hawk Kites COPE, CHRISTOPHER: Miami, FL; J. Tindle/Miami Hang Gliding COSSABOOM, RODNEY: Ft. Walton Beach, FL; J. Hooks/LookoutMtnFP COUSINO, JOHN: Chattanooga, TN; C. Thoreson/Lookout Mtn FP EUDY, DARRELL: Stanfield, NC; B. Weaver/Kitty Hawk Kites HOWERTON, JOHN: Birmingham, AL; C. Thoreson/Lookout Mtn FP KNIGHT, WILLIAM: Swannanoa, NC; B. Weaver/Kitty Hawk Kites
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RATINGS LARSON, DEAN: Miami, FL; J. Tindle/Miami Hang Gliding LOURIE, JOHN: Charleston, SC; C. Thoreson/Lookout Mtn FP MCWILLIAMS, LAUREN: Meridian, MS; C. Thoreson/Lookout Mtn FP OKEEFE, DONALD: Doraville, GA; J. Hooks/Lookout Mtn FP RENNER, JOE: Woodstock, GA; C. Thoreson/Lookout Mtn FP TORRES, ANDRES: Miami, FL; F. Foti/Miami Hang Gliding Region 11 CHARLTON, STEPHEN: Weslaw, TX; J. Hunt/Red River Aircraft CHARLTON, SCOTT: Fort W01th, TX; J. Hunt/Red River Aircraft MEHTA, SHREEFAL: Dallas, TX; D. Broyles/Kite Enterprises WONG, WAH: Houston, TX; F. Burns/Austin Air Sports Region 12 BREDERSON, DEAN: Penfield, NY; B. Guderian/RAF BRENT, STEVE: Penfield, NY; B. Guderian/Rochester Area Flyers CASPER, BERT: Johnson City, NY; W. Vaughn/Mountain Wings DOUMA, CHRIS: Brooklyn, NY; W. Vaughn/Mountain Wings FELLIN, JACQUELINE: Kingston,NY; W. Vaughn/Mountain Wings MULLER, WILLIAM: Warwick, NY; W. Vaughn/Mountain Wings PLANKEN, GARY: LIC, NY; W. Vaughn/Mountain Wings POOLEY, NATHAN: New Paltz, NY; W. Vaughn/Mountain Wings SLAYTON, CHAD: Mendon, NY; P. Schultz/RAF/FLAP
Region 3 BARMAKIAN, BRUCE: R. McKenzie/High Adventure BOHCALI, RAFFI: Toluca Lake, CA; G. Reeves/Windsports Int'! EISAGUIRRE, LEW: Beverly Hills, CA; J. Greblo/Windspo1ts Int'! FROSCHAUER, DAVID: Valencia, CA; G. Reeves/Windsports Int'! LEVINE, GILL: Los Angeles, CA; A. Beem/Windsports Int'l OLIVIER, KLEIN: W. Los Angeles, CA; G. Reeves/Windsports Int'l SEKI, KOICHI: Sylmar, CA; Greblo/Windsports Int'! SLETTO, MARK: Cypress, CA; D. Skadal/Hang Flight Systems Region 4 DUNN, ROD: Rio Rancho, NM; C. Woods/Up over New Mexico HANSELMANN, MIKE: C01rnles, NM; C. Woods/Up over New Mexico HARRIS, JOHN: Albuquerque, NM; C. Thoreson/Lookout Mtn FP TALARICO, KENNETH: Phoenix, AZ; B. Holmes/Sky Sails of AZ VAN WINKLE, BRYAN: Draper, UT; K. Stowe/UP Soaring Center Region 5 WARD, GERALD: Jackson, WY; G. Pollock/Wasatch Wings Region 6 CONNAUGHTON, KASEY: Tulsa, OK; M. Hair/Sport Wings of OK Region 7 SINASON, JEFF: St. Louis, MO; R. Smith/SO IL Hang Gliders
NOVICE RA TINGS PILOT: City, State; Instructor/School Region 1 BRIGGS, STEVE: Talent, OR; J. Jernigan/High Times Over Oregon BROWN, KEITH: Kirkland, WA; T. Johns/Cascade Soaring BUTLER, DAVE: White City, OR; J. Jernigan/High Times over OR HILL, ROGER: Mosier, OR; J. Asher/HG School of Oregon KIMBALL, BRUCE: Seattle, WA; R. Gelfan/Dreamflights LINDSTROM, JIMMY: Seattle, WA; T. Johns/Cascade Soaring Region 2 BLODGETT, CRAIG: Reno, NV; R. Leonard/Adventure Spotts BOKKIN, BRIAN: Anderson, CA; P. Sergent/HG Connection BRITTSAN, DOUGLAS: Sacramento, CA; R. Frey/Airtime of SF BURMESTER, CHRIS: Kensington, CA; S. Seabass/Berkeley HG Club FRIESEN, MATT: Vacaville, CA; G. Hamilton/Sacramento HG FROEHLING, HAROLD: San Jose, CA; W. Ostiguy LAROCHE, JEFFREY: San Francisco, CA; J. Greenbaum/Airtime of SF LUMLEY, RANDY: South Lake Tahoe, NV; D. Zmrzel/Adventure Sp01ts MELERO, IVAN: Daly City, CA; A. Whitehill/Chandelle SF NOWOROESKI, MARK: Berkeley, CA; R. Patterson/BHGC SHARIFI, NADER: Fremont, CA; D. Yount/Mission Soaring Center SHARKEY, JOHN: Walnut Creek, CA; R. Frey/Aiitime of San Francisco VAUTOUR, GREG: Mammoth Lakes, CA; D. Conners/Caldera Air Sports WATSON, CRAIG: San Ramon, CA; A. Whitehill/Chandelle SF WEBER, RICK: Sunnyvale, CA; D. Murphy/Chandelle SF
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Region 8 CHANDLER, CHARLES: Simsbury, CT; J. Nicolay/Morningside FP FUREY, RODGER: Taunton, MA; J. Nicolay/Morningside FP Region 9 DANISA VICA, TOM: Bridgewater, VA; C. Thoreson/LookoutMtn FP Region 10 BROWN, ANDREW: Kill Devil Hills, NC; P. Williams/Kitty Hawk Kites COPE, CHRISTOPHER: Miami, FL; J. Tindle/Miami Hang Gliding COUSINO, JOHN: Chattanooga, TN; C. Thoreson/Lookout Mtn FP EADY, MARK: Lakeland, FL; F. Foti/Miami Hang Gliding FRY, BRIAN: Kirkland, WA; R. Brown/Air Play'n HOWERTON, JOHN: Bi1mingham, AL; C. Thoreson/LookoutMtn FP LARSON, DEAN: Miami, FL; J. Tindle/Miami Hang Gliding LOURIE, JOHN: Charleston, SC; C. Thoreson/Lookout Mtn FP MCWILLIAMS, LAUREN: Meridian, MS; C. Thoreson/Lookout Mtn FP NUNNALLY, KEITH: Hueytown, AL; J. Hooks/Lookout Mtn FP OKEEFE, DONALD: Doraville, GA; J. Hooks/Lookout Mtn FP SNUGGS, THOMAS: Garner, NC; D. Zmrzel/Adventure Sports TORRES, ANDRES: Miami, FL; F. Foti/Miami Hang Gliding WHITTLE, JAMIE: Nags Head, NC; P. Williams/Kitty Hawk Kites WORKMAN, BRIAN: Orlando, FL; C. Thoreson/Lookout Mtn FP Region 11 CONWAY, CRAIG: Austin, TX; J. Hunt/Red River Aircraft JABLIN, MIKE: Austin, TX; J. Hunt/Red River Aircraft KELLEY, SEAN: Round Rock, TX; J. Hunt/Red River Aircraft
HANG GLIDING
RATINGS Region 12 BREDERSON, DEAN: Penfield, NY; B. Guderian/RAF FELLIN, SCOTT: Kingston, NY; W. Vaughn/Mountain Wings
Region 2 FIEBIG, KLAUS: San Francisco, CA; S. Bickford GUZMAN, MARCO: San Mateo, Ca; A. Whitehill/Chandelle Region 6 FAULCONER, CURTIS: Parkville, MO; G. Bitikofer
INTERMEDIATE RATINGS PILOT: City, State; Instructor/School Region 1 JIPSON, RON: Bellingham, WA; T. Johns/Cascade Soaring Region 2 ABKOWITZ, DAVID: Palo Alto, CA; G. Pornaras/Mission Soaring LAMAR, PHILIP: San Jose, CA: R. Canham LARSON, DAVIN: Berkeley, CA; J. Close/Berkeley HG LEE, BRIAN: Oakland, CA; S. Seebass/Berkeley Hang Gliding MELEAN, ARTURO: San Leandro, CA; D. Yount/lvlission Soaring ROBINSON, STEPHAN: Bishop, CA; M. Gibson/Awesome Air STEWART, ARIC: Berkeley, CA; R. Patterson/BHGC STOECKER, BOB: Portola, Valley, CA; J. Woodward/Natural Flying YARES, JAMES: San Mateo, CA; A. Whitehill/Chandelle Region 3 EVLING, JENS: Monterey, CA; M. Taber/Lookout Mtn FP POPE, JEFF: Kaneohe, HI; J. Forburger/ATOL Region 4 COUSINO, RON: Hot Sulphur Springs, CO; K. West/Golden Wings MAYO, GARY: Steamboat Springs, CO; J. Gildehaus Region 7 BRADBURY, STEVEN: Lagrange, IL; B. Kushner/Raven Sky Sports WILSON, LARRY: Davisburg, MI; J. Asher/Hang Gliding of Oregon Region 8 FOLEY, JOHN: Quincy, MA; J. Porter Region 9 DECKER, RAY: Woodward, PA; R. Cobb/Wind Drifter ECKHARDT, JIM: Nags Head, NC; G. Keoho/Kitty Hawk Kites ZRONEK, STEVE: Huntington, WV; E. Baker Region 10 CAMERON, PATRICIA: Tallevast, FL; C. Thoreson/Lookout Mtn FP DUBOIS, MICHAEL: Tallahassee, FL; C. Thoreson/Lookout Mtn FP KELLY, JIM: Chattanooga, TN; C. Thoreson/Lookout Mtn FP
1
Region 8 BARNES, LARRY: Wiscasset, ME; R. Bradley/Maine HG Assoc DA VIS, JOHN: Wendell, MA: G. Crowe/Morningside FP LULL, CLIFFORD: Northampton, MA; G. Crowe/Morningside FP WOZNICKI, STEVEN: New Britain, CT; K. Gurskis/CHGA Region 9 BEATTY, THOMAS: Beech Creek, PA: L. Higley ROHRBACH, GLENN: Sinking Spring, PA; D. Brown/Blue Ridge HG Region 10 BLAND, STEVE: Apex, NC; D. Ricc/Sauratown Mtn HG BURFORD, CHUCK: Kennesaw, GA; M. Taber/Lookout Mtn FP FREEMAN, GUY: Nashville, TN; C. Whitney PAYLOR, ALAN: Shaw AFB, SC; C. Thoreson/Lookout Mtn FP Region 11 LIPFORD, MARK: Plano, TX; T. Doogs/Red River Aircraft Region 12 TOMPKINS, BEN: New York, NY; P. Voight/Fly High HG
MASTER RATINGS ROB RICHARDSON
FOREIGN RATINGS ADV: SHIMA, KOJI: Kanagawa, Japan: A. Whitehill/Chandelle SF
TANDEM I RATINGS JIM COLE THOMAS ELLIS JAMES FIESER JEFF JAMES PHILLIP PROCTOR ROB RICHARDSON
ADV AN CED RA TINGS PILOT: City, State; Instructor/School Region 1 SUMMERS, BOB: Seattle, WA; D. Chadwick SEPTEMBER 1992
59
i::;;jjji K4- the difference is AIRWAVE
Airwave K Series K4 - the Airwave team again set the standards . Sporty but friendly handling, powerful performance. 1 55 sq ft of efficiency for the mid-weight pilot. High performance hang gliding means fast efficient climbs followed by long extended glides . It means leisurely thermall ing , ground skimming dives or exhilarating wingovers . With the K4 it's all pure enjoyment.
, NEWS FLASH! K Series Wins!
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Owens Valley Pre-Worlds John Pendry K4155 1st European Championships John Pendry K4155 1st Region 2 Championships Mark Bennett K4155 1st Ken Brown K4155 2nd Reto Schelari K2145 3rd Torrey Pines Air Races David Smith K3160 1st Jeff Williamson K2145 2nd Nathan Welchel K3160 3rd Don't wait till you've been passed up on your way to cloud base or goal. Hook into the K Series today!
\..
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 thermalling becomes a pure delight. It means having an efficient trimmer 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 glider 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 Airwave, 1 083 Madison Lane, Salinas, California 93907. Phone (408) 422 -2299 Fax (408) 758 3270