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

MEMBERSHIP APPLICATION

ZIP_ _ _ _PHONE(_) _ __ NEW MEMBER

_RENEW/USHGA# _ _ _ _ _SEX (M/F) _ _ _ _BIRTHDATE_ _~/_ _~/_ __

···············································································-···-·········"'···················· ANNUAL bUES: Includes 12 issues of HANG GLIDING magazfri¢, liability insurance, tatirigs, ofh.erbenefits. and

FULL MEMBER:

1 Year$ 49.QO U;S, ($55.00 Canada & Mexico*)($ 60.00 International*) . . 2 Ye.irs $ 98.00 .U.S; ($110.00 Canada & Mexico*)($120,QO lrtterpatio11al*) . 3 Years $l47.00 {$165.00 canada. & M~xi@*){$180JlQ)nternatio1w1*J.

$_ _ _ __

su:sSt::RIPtrbN FEES:

1•· Year .$35.00 U.$. ($•• 40ido ca11ada. & Meld£() U(S 50'.@•· International!) 2 Years $65.oo U.S. ($ 75.00 dmada & Mexico*)($ 95.00ln:tema.tional.:) 3 Years $95.00 U.S. ($110.00 Canada & Mexico*)($140.00 International*)

$... •-_---~--=.........$.... --........- - ~ $_ _ _ _~

PARAGLIDING:

(Includes paragliding ratings and 6 issues of PARAGLIDING magazine) Nonc..USHGA member ($49.00 annually. Non-U.S. add $12.00 postage) . . .

$.......,...............,..,....,.......--

$_·_-~-.,....,..,...,...

ns. $---.........,.,..,,..,._,,,,,_= Family Metrther. $24.50 (Musi reside With t'Ji1 lii$Jber-111c1&c!J a11 benett1s q~pt 1nai1 - - ·$<......·-.-.....,,_........................,,,,

. .

--------=

Family Member $2f50 _(Must reside with fult men1ber,Incllides aH benefits except -mag) $•__ - ·. -·

Full USHGA meinber ($15.()0 annuany. N"on'.'US; add $12.00 postage).. •. . $;,_•·-~---------------~ Family Member>$7.50 (Must reside with full illembersliiclu<les all benefiis exceJiVliiag) $""••~..;.;................____

........................................................................................................................ OTHER OPTIONAL MEMBERSHIP PROGRAMS: 1ST CLASS MAIL SERVICE: ($24.00-U.S., Canada, & Mexico only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __ AIR MAIL SERVICE: ($30.00-Western Hemisphere, $44.00-Europe, $57.00-AII Others) . . . . . . . . . . . . . . . . . . . . . . . $ _ _ _ _ __ NAA MEMBERSHIP ($24.00 annual dues includes FAI license) . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __

•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• VISA CHARGE MY: MasterCard Credit Card# __- __,;.....__..__..._;.;.,..,,.........----------------,,----.....:...;..;......_........_ _.......,....._<Exp Date_ _.....,......________......,. Phone:( y· Signature

.•.........••...••••...............••..•...........•... -.-...-.-..-.-.-..-..;....-.-.-..-.-.-.-.-..~.-.-.-.-.-..-.~.-.-.-.......-.-.-.-.-............... ......

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

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

(09/92)

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COCCOONS, PODS, PARACHUTES, etc.

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Price: $165 Distributed by PRO DESIGN USA Dealer Inquiries Invited. Phone Orders: VISA, M/C, AMEX 1600 E. Cypress Ave. #8. Redding, CA 96002 Phone (916)222-4606 FAX (916)222-4640

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Volume 22

CONTENTS

Issue No. 11

(USPS 017-970-20)

Columns

Features

15 Competition Corner

20 Site Report: Dinosaur, Colorado

Hang Gliding Capital of the West 1992 season awards, by Dave Baleria. Region JV Championships. by Nick Kennedy. Summer fly-in, Mt. Nebo State Park, AR, by Walter Jordan.

Page 20

47 Accident Reports by Doug Hildre1h

OUder care, harness woes. checking tips. sighting glide angles and more.

Painfully familiar scenarios.

26 The Wondrous Wind Part II

by Dan Johnson

63 Product Lines News on Seedwings and Air Sports International. a new tug and more.

29 Hang Gliding 911 Part II

Page 34

7 11 12 40 53 60 61

34 The 1992 Lakeview, Oregon Fly-In by Dave Baleria Three new site records are set at this 165+ pilot get-together.

44 Whitewater Body Boarding For Hang Glider Pilots by Erik Fair Soaring U1e rapids.

48 Sky Hook Sled Rides article and photos by John Heiney A how-to guide to balloon drops.

NOVEMBER 1992

Departments Airmail Calendar of Events Update Ratings Classified Advertising Stolen Wings Index to Adve1tisers

Page48 COVER:John Heiney upside clown in his UPTRX at the Telluride, CO World Acrobatic Championships. Photo by Jol111 Heiney. CENTERSP READ: Phi l Morgan and Marl-. Pou~tinchian enjoy a wonder wind at Petite Jean Mtn. near Monilton. AR. Photo by Phil Morgan.

D£SCLA1MER OF WARRANTIES IN PU'BLlCATIONS: ·111emateria l presented here is published as pan of an infom1ation dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the validity of any advice. opinion or recommendaiion expressed in the material. All individuals relying upon the material do so at their own risk. Copyright© J992 United S tates Hang G liding Association. Inc. All rights reserved to Hang Gliding and individual contributors.

•• )

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

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 1O: Matt Taber, Rick Jacob. REGION11: Jeff Hunt. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Lisa Tate, Jim 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 (FA!), of the world governing body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAJ-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 GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (USPS017-970) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled sport and educational organization dedicated to exploring all facets of unpowered ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. NOVEMBER 1992

Volume 22, Issue No. 11

A Brief History Of Reality Dear Editor, The recent article by Brian Porter on the Swift"s performance at the pre-worlds, which expressed some discontent at the lack of recognition given the Swift team by some of the other participants, has crystallized some things that have been floating around in my head. There are hang gliders and there are ··Jiang gliders." depending on your definition. Some definitions encompass everything from a paraglider to craft such as the Swift. I'll go out on a limb and predict that the mciiorilv of hang glider pilots have a concept in common that narrows their definition of a "hang glider" quite a bit compared Lo that above. Lo the exclusion of foot-launched parachutes or sailplanes. In the beginning there was bamboo, polyethylene. and duct tape, and Man turned his gaze skyward. and dreamt of floating above the surface like the birds. His wings took on many shapes and forms, and all who rode upon them enjoined into a brotherhood of aeronauts. Things change. Within Lhe not too distant memory of those ancient to the sport, today's stiff blade ··hang gliders" would mosl probably have been considered by the majority Lo be a rigid wing, just like a popular rigid wing of an era past called the Fledgling had been. At that Lime I believe the most distinguishing characteristic of a rigid wing was that the airfoil retained its shape on the ground, or if you will, without the benefit of any airtlow to support the airfoil contour - just like a modern contemporary ··hang glider." When the Fledgling gained popularity and started to dominate competitions, there was a great hue and cry across the land demanding a separate class for the offensive infidels and their blasphemous conveyances. The Chosen would have a level field above which to frolic, all unto themselves, that is until '"hang glider" evolution and performance caught and even surpassed that of the stagnating Fledglings. Then iL was okay. Then, doomed to extinction, or worse, motorization, the Fledge was tolerated as nearly equal, and in competitions allowing separate classes pilots often chose to lly in the same class with the formerly disdained rigids. Other impure flying apparatuses have made their appearance from time to time, and have competed successfully against the Chosen Ones, but in such infrequent number and with so little threat of propagation as to stir little objection. There were, however, even amongst the Chosen, those who were older and wiser, and a small piece was sometimes borrowed from the unwashed. And there would be realized a minuscule increase in performance. and the newest improvement would be taken up and spread throughout the populace. And so, imperceptibly, incrementally, the accepted perception of purity and reality was altered ... forever.

It was inevitable that someone would one clay resurrect the spirit of the rigid wing with vengeance and determination. The Swift is a marvelous craft, and my hat is tipped to all involved with the project. It serves as inspiration Lo others, working to advance the state of the art. We need to have people willing to break away from the conventional in order for us all to enjoy the benefit of evolution and progress. I remember when simple flexible sail batlens were first introduced. They were viewed as inconvenient complications by some pilots. until the wings that incorporated them proved superior, by whatever minuscule amount. Today the advantages of the added complexity of current stiff-wings is taken for granted and indeed is a source of pride, rarely if ever questioned. But fear not, the Swift is merely the latest or many configurations which have come and gone this way before, and indeed several before the birth of the first Rogallo. from which the true ··hang glider" is said to be descended. The lack of prosperity, I believe, for designs of a more rigid nature is their relative lack or portability/collapsibility, high initial expense, and more complex requirements for repair and maintenance. And most of all I feel the 111aiori1y of hang glider pilots want to tly '"hang gliders.·· They walll to hang, not sit. They wm11 to effect control by weight shift, not stick shift. So, given the choice, with money no object, I think mosl would choose to fly a '"hang glider," not what is more properly described as a foot-launched sailplane. On the other side of the fence, those who would rather fly a sailplane probably want more performance than a foot-launchable sailplane can offer. So, all this would seem to indicate a limited market for some astounding aircraft capable of foot launch. Hopefully there will be enough turnover of both hang glider and sailplane pilots willing to accept the necessary compromises to allow these farsighted individuals to nourish and continue their innovation, from which we shall all ultimately benefit. As for myself, I prefer a marriage of the two philosophies: a wing which embodies elements of a hang glider and those of more "conventional" aircraft. I most desire a flying wing under which the pilot is suspended and utilizes weight shift in combination with independently-activated surfaces at the wing Lips to effect control. I want the maximum performance achievable in a configuration which does not sacrifice the kinesthetic essence of the "'hang gliding·· experience. This leaves me wishing somebody would hurry up and build a new-age Fledgling that will glide at 20: 1 and roll up like a rag wing. I have confidence in the talent and genius we have out there; I think iL 's doable. I've even heard of projects headed in that direction. In the meantime, I do believe we need to more precisely define our realities with respect to 1he various types of hang gliders. I feel there is room for, and a need for, an additional category. We have weight-shift-only craft, and craft with

AIRMAIL independent control surfaces. I propose three separate classes (four if you count paragliders), to more accurately reflect the various configurations and performance levels, and to provide for more equitable comparisons (or competitions). The breakdown would be as follows: A) Pure weight shift only, pilot suspended, no independent controls. B) Augmented weight shift, pilot suspended, independently activated controls. C) Three-axis control, pilot supported, no weight shift. So how about some rebuttal, concurrence, clarification, elaboration, or additional insight. This publication is undoubtedly the perfect focal point, but I may be contacted directly at the address or phone below. Larry Witherspoon 4260 W. 182nd St. Torrance, CA 90504 (310) 370-9793 P.S. Can anybody please put me in touch with Dave Butz? I'm told he put some theories into the air some years ago I'm interested in. I can't find him.

Aerial Racism Dear Editor, As a member of USHGA since 1975, I found the September l 992 issue to be among the most interesting in quite a while. From the earliest clays of the sport, pilots have been experimenting with their own funds and (literally) lives to produce better handling and higher performing hang gliders. Remember, for the first few years there were no backup parachutes if things did not go as planned. That is serious commitment! Along comes the SWIFT with a bunch of weekend pilots and the Pre-World boys get a severe drubbing! Their performance was so outstanding that it must have been a dream, because the officials decided to ignore the true results of the flights. "You guys are so fast you don't even count." The SWIFT appears to be the first really major breakthrough in hang gliding since the advent of the double-surface glider. It is not for everybody, but it should be allowed to compete on an equal footing, because this is the only way we arc going to drive performance higher. This aerial elitism docs the sport no good. Performance has stagnated for years now, with only increases in handling to show for higher price tags. It almost sounds like aerial racism. Paragliclers and rigid wings arc different and therefore can't fly at my site. We all are in this for adventure, fun, and the pure joy of airtime. I hope we don't lose sight of that for the sake of hurt feelings because somebody's innovation and

creativity blew the doors of the old established style of glider. That would be too sad to admit. Pete McEvoy Brea, CA

Great Calendar Dear Editor, I just received my copy of the 1993 USHGA calendar, and want to congratulate Jeff Elgart and the whole team that put it together. The design is terrific, every photo is great, and it will really showcase the excitement and beauty of hang gliding through the corning year. But I especially want to compliment Mark Sawyer for April's photo. It's just incredible! The composition! The lighting! And that beautiful, beautiful glider! Photographs like this could be hung in the finest art museums in the world. Perhaps next year you might consider devoting the entire calendar to Mr. Sawyer's photography. Julie Ann Tucson, AZ Check out the na111e on the keel of the glider in the photo 111entioned above. -Ed.

Aero-Tug Accident Dear Editor, Four months have passed since my crash. Fortunately, I 'vc regained control of the old brain, and would like to take this opportunity to pass on my experience in hopes that the rest of you might avoid a similar predicament. Lookout Mountain Flight Park had acquired a new Moyes aerotug, and I was the aero-tow tug pilot - claiming 200 plus tows to date. At 11 :00 A~, on May 17, 1992, I had clcciclccl to take two more tows and then call it quits for the day. The conditions on this particular morning were very light - great for towing. Takeoff went smoothly, with the glider getting off, then followed by the tug lifting off, thus increasing my angle of climb. My airspeed was pegged at four mph above stall. I took my eyes off the airspeed indicator to watch the hang glider's progress when the engine abruptly seized. I can distinctly remember taking my hand off the throttle to wave the hang glider off, and it was at that point that I fully realized there was no time! l pulled the tug's rope release and pushed the stick forward. All this occurred somewhere around 50 feet. The combination of high nose angle plus the pull exerted by the climbing hang glider on the tug rope brought the tug plane to a screeching halt, so to speak. I believe my response time was less than one second, but this left the tug plane just hanging with very little elevator authority. The aircraft nose fell through the horizon into a 30° below attitude,

with the ground rapidly rushing toward me. I attempted a nose-up input at approximately 25 to 30 feet, with no response. My feet, butt and gear impacted simultaneously. I consider myself fortunate in that my friends were there to immobilize me. The doctors tell me that I'll be walking in a year or so, but that I shouldn't plan on winning any foot races. I've spent a lot of time (sometimes it seems like that's all I've got!) talking with many knowledgeable individuals about this accident. I believe that tow pilot survivability can be improved as he/she passes through the "low and slow" envelope. From takeoff to a minimum safe altitude of approximately 150 feet, the tug will have to fly five or six mph faster. This will, of course, make it more difficult for the hang glider pilot, but will allow the tug more airspeed margin, thus aiding control as well as a lower nose-up climb attitude. At the point the tug passes 150 feet, it may then be slowed to accommodate the hang glider. During this transition up to 150 feet, the tug pilot should be predisposed to release the tow rope at the slightest indication of trouble. By initiating this release, it could provide that "fraction of a second" that will give the tow pilot the "edge." The hang glider will have ample speed, and after releasing the tow rope at his encl should enjoy a safe landing. In summary, there is a risk envelope. Get safely above it. ''Daddy" Dick Reynolds Rising Fawn, GA

Multi-Level Glider Certification Dear Editor, When I wrote the letter to Hang Gliding about a multi-level glider certification system, I was responding to a question posed by G.W. Meadows in Hang Gliding 101, ·'Is Hang Gliding A Dying Sport?" (March, 1992). I knew my opinion was not widely accepted clue to the unfortunate fact that certification happens only one way, and opinions have been distorted for so long by the admonition: "Purchase only a certified glider." My letter was not intended lo be an allinclusive solution to the sport's malaise, just a discussion of, and proposed solution to, one aspect of our "problem," if indeed we have a problem. A small sport might be just what we need in the opinion of some, although I personally would prefer something between the situation we have now and the wild and wide-open clays and ways of our hang gliding pioneers. I think it bears mentioning that my original letter was not printed in its entirety, although the basic premise was intact. I didn't invent the idea that manufacturer's associations hinder markets in which member manufacturers participate. These distortions, including limiting entry of new manufacturers by erecting of "batTiers" (intentionally or not), are typically exposed to fledgling business and HANG GLIDING

AIRMAIL economics students. They learn it's easier and more sanitary for producers to compete by keeping products off the market (by making it difficult for these products to meet ·'standards and specifications") than it is to go head-to-head in the marketplace and risk losing market share. For consumers, this means higher prices, generic products, and a less dynamic product marketplace. It's very easy for proponents of the HGlv!A 's existing "barrier" certification system to point out Lhe fact that their efforts do not stifle dynamism in the marketplace for ships. In effect, the HGMA says that what didn' I happen (new designs, new products) didn't 1101 happen because of anything 1hev did. It's the rationale all manufacturer's associations use - show us a product that didn '1 happen because of us, they say, and we didn't have anything to do with its not being the product it wasn't.

A further complication has to do with the the sport's governing body (USHGAJ fostering the entrenched interests by reinforcing the idea that pilots should buy only the certified equipment "blessed" by the HGMA and, by implication, not buy uncertified gliders. This being the case. USHGA should require the HGMA to restructure the certification program so that the product development cycle is not hindered. The "one-step'' certification system presents a large and expensive barrier Lo designer/builder aspirants. It is repressive since it has the effect of discouraging prospective designers/builders prior to their committing a design to the drawing board. He (or she) wants the advantages of a certification system like pilot bias toward certiried equipment, and proof in court that "industry standards" have been adhered to in design and manufacture. Why bother even considering initiating a design process. much less starting a business, when the HGMA 's certification program looms on the horizon as such a formidable obstacle'? As if there aren '1 enough problems to overcome in starting a business, is it in the interests of the membership to have the HGtvlA certification program acting as a disincentive to prospective designcrs/builclcrs/manufacturers when it could very easily be restructured to clothe opposite·J A multi-step certification program will have the effect of preserving the desirable aspects of the present system while easing the process at the "front-end" where new ideas are floating around in prospective dcsigncr's/builcler's minds looking for some rationale for commitment of time, talent, and capital. What if all pilots had to have the highest hang rating before flying at any sites or purchasing any glider. How many pilots would we have·' About as many as we now have manufacturers·) We create a multi-level pilot rating system to give pilots an entry-level, to bring them along as their skills develop, and to give them incentive to achieve. Why should the certification system for gliders be any different'? In a multi-step certification system. the first step would be very easy to complete, bring new NOVEMBER 1992

ideas and products into the open, and give pilots choices. Some pilots will always need the "fullycertificd" label on their glider, and that choice should be theirs to make. But what about others who might only need to know the ship has been successfully flown (certification l) in order to buy it'' For others, certifications 2, 3, etc. might indicate intermediate levels of certification and performance they're satisfied with - and shouldn't that be their choice to make? A new equipment maker competing at the entry-level in a multi-level certification system would have incentive to aspire to higher levels, and hopefully lo the highest level (the present HGIVIA level). During the Golden Age of hang gliding many pilots built gliders in their garages and called themselves manufacturers. What a dynamic (and tragic) time that was! I'm not advocating creating a situation like that again by any means, but consider the fact that somewhere between then and now we've pared down to only a handful of manufacturers. Is it a coincidence that this parallels the rise in influence of the HGMA and the promulgation of "standards and specifications"·) There has to be some middle-ground, some compromise that fosters a more dynamic environment for all interests in hang gliding, and a multi-level certification system is a good start. Chuck tvlcGill P.O. Box 304 Mercer Island, WA 98040 / 1ry ID publish as many fellers ID the edi!or as possible. Ajier all, this is your magazine. Unfonuna1elv. 11·e ha,·e .,pace limilalions. so please In' ID be concise, limil your feller to a single topic, and gel /0 your main poinls quickly. Try 110110 11·aste words. digress. or go imo unnecessar\' de1ai!. When forced 10 edi! letters ID a reasonable !englh I fry Ill_\' bes/ lo re1ain !he in/en/ and salient con/en/. This is diff1cu/1 and lime consuming at bes/, and can be an a/mos/ impossible task when! am conji-omed 1rith a lhree- orfour-page singlespaced docwnenl. We used lo hare a po/icv oflimiling wordcoun/ in /et/ers, bu/ so111e people hal'e more lo say 1ha11 a/hers. and I pre/er not lo i111pose such a /i111i1a1ion. Keep all this in mind when ll'riling a feller 10 the edilor. and remember the old saying: "The bes/ 11·m· 10 lose your reader is 10 say ereryrhing." -Ed.

More On Care &Feeding of the Payout Winch Dear Editor, I appreciated Dave Broyles article on the payout winch in the September issue. I would like to acid a few ideas which may help others care for their "mountain on wheels."

First, if the rewind motor is getting its power from the tow vehicle (boat, car or truck) I would recommend installing a two-baLtery isolator between the charging system and the vehicle/winch system. Such an isolator will prevent the winch motor from running down the vehicle battery. The winch should have its own battery yet be charged from the vehicle. Such a unit (Part #29-102 $41.83) is available from Wrangler Power Products (800) 962-2616. They will provide installation instructions. Second, I'd like to share an idea that will make your rewind motor last considerably longer. \Ve use a car starter motor and have had very few

problems. The motor is fairly cheap and is available from Carqucst (Part #34-1056). It's an early year Ford motor. Dave says, "As the bearings go, so goes the rest of the motor." The bearings for this motor cost about 50 cents from the local guy who rebuilds starters/alternators and they are very easy to replace. Here's another idea that will make the bearings last at least twice as long on any system. Replace the sheave (pulley) on the drum shaft with a sheave that has a bearing(s) in the center and a flange mounted directly on the axle. This flange has a hole in it that mates with holes in the sheave. When the rope is paying out the sheave turns freely on the drum axle and the rewind motor docsn 't turn. When it's time to rewind the rope a I/ 4" pin is inserted in the holes in the flange and the sheave so the pulley is not free to turn on the axle. After rewinding the rope the pin is removed so the rewind motor doesn't undergo unnecessary wear while it's not needed. This also means that the friction and inertia of the motor arc not a factor in the actual tow. At first this might sound like an extra step in rewinding but we've found it worthwhile. Third, I'd very strongly suggest having a hydraulic pressure gauge where the pilot can see it. We have a gauge facing the pilot and a gauge facing the driver. We set the pressure before launch and only change it during the tow if an emergency situation arises that calls for no pressure. We basically run the low vehicle fast on the first twolhirds of the runway and then slow down for the last third. This results in lower tow line tension al first then higher tension after the glider is up at least 500 feet. The higher tension is due to static friction as the drum approaches not turning. By the way, we have found that this gives the highest tows and removes the possibility of a winch operator messing things up. We typically tow to 2,000 3,000 feet on an 800-foot runway. Fourth, if you use a spring system to apply pressure to the master cylinder you will not have as much trouble with varying pressure if the disk is not running perfectly true. If the master cylinder is locked down solidly the pads will not be able to move as the disk wiggles. Just one more item of curiosity: Why arc the three people in the boat on page 4 I wearing helmets·J Is this in case their wives find them out !lying on a Saturday instead of mowing the lawn, and come after them with rolling pins·, These guys

AIRMAIL fly with wet parachutes but wear helmets in the boat? Seriously though, I have found teaching students over water to be a very painless and productive activity. There have been a couple of times when I was glad I was flying over water and not over land. David Kincheloe Graham, NC

Cooperation, Not Competition Dear Editor, I am writing a letter that I do not believe I should have to write. This is regarding the continuing controversy over whether paragliders are hang gliders and whether they should be represented by the USHGA. Dumb. The subject should never have come up. We have allowed an unthinking segment of our organization to obscure the facts with a lot of nonsense about why the two segments of ultralight soaring cannot peacefully coexist, and about how one or the other faction may dominate the other within the organization. The pertinent facts, as I see them, are these: 1) Paragliding as a sport will either grow or not grow regardless of whether it is guided by the same organization or a different one. In other words, ignoring them won't make them go away. 2) Paraglidcrs will have some degree of conflict with rigid frame hang gliders whether or not they are a parl of the same organization. Once again, ignoring them will not make them go away. 3) It serves the best interest of neither paragliders nor rigid frame gliders to have soaring community issues settled by a bunch of mindless, disinterested bureaucrats. Like the fAA. Like state legislatures. Like the Department of the Interior. My observations over a number of years tell me that if two organizations using public property and public airspace arc having public disagreements that's who will ultimately make the decisions: the public agencies. Furlhermore, if those discussions involve words like "safety" and "liability" the easiest decision a bureaucrat can make when deciding which type of aircraft should be allowed to fly is neither. 4) The most likely source of constructive solutions to the issues we face is from discussion and compromise within the community of individuals most directly effected. 5) The most likely way to ensure that the necessary discussions and compromises take place is to conduct them under the aegis of a single organization which has the authority to mandate a uniform set of rules for both groups. To the paraglider pilots who arc afraid of being dominated by an organization built by people flying the more traditional types of hang gliders I would say that your fears arc unfounded; there are few, if any people in positions of real influence in the APA who did not start with hang gliding. Far and away the majority of the world class

paragliding competitors are former (or current) hang gliding competitors. Your organization is already dominated by hang glider pilots. You arc us. To the hang glider pilots who are afraid of the USHGA coming under control of the paraglider enthusiasts if paragliding takes off here like it has in Europe I would say, who knows? Maybe. It is not impossible that the USHGA will come to have a significant majority of its membership flying dangle-divers in the future, but consider that if indeed the paragliding segment of the sport grows that much the intercommunity issues will be the same whether we are one organization or two. The difference will be that when we try to resolve our differences it will be us and our little organization against them and their big organization. The central point is this: Our interests will always coincide more than they will differ. Regardless of which segment grows how much, ultralight soaring is and will continue to be a niche sport. That is to say, it will never amount to a pimple on a gnat's ass in the overall aviation picture. Larry Tudor is a superb pilot, but he's as famous as he's gonna get. The general public doesn't care about us. We have had to fight for our right to airspace and the fight will never be over. For whatever differences our different classes may have, from paraglider to Swift we are more like each other than we arc like anything else. We, the "traditional" hang glider pilots are more likely to lose our flying privileges to the various conventional aviation interests than we are to an overgrown segment of ultralight soaring enthusiasts. Survival of our relatively unencumbered flying privileges (both classes) will hinge on consolidation of our assets rather than fragmentation. To survive the political realities of today and tomorrow we will have to resolve our conllicts quietly and internally. Whatever intraorganizational problems we may have should be kept neatly out of sight so that when we deal with outside agencies we present firm confident organizational views without having to explain away a lot of negative comments. In short, cooperation not competition. William Woodruff Imperial Beach, CA

Election Snaffu Dear Editor, I don't know what happened, but I wasn't on this year's Region 2 director ballot. Stuff lost in the mail or more probably something I forgot to do, but no matter, there's always next year! I just wanted to let everyone I've been talking to know that I was serious about running and will try harder next year to get it all straightened out. Ray Leonard will make a fine director and gets my full support. Mike Badley Sacramento, CA

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Act of August 12, 1970: Section 3685, Title 39, United States Code.) 1. Title of publication: HANG GLIDING a) Publication No. 0895433 2. Date of filing: September 1, 1991 3. Frequency of issue: Monthly, Jan. - Dec. a) No. of issues published annually: 12 b) Annual subscription price: $35.00 4. Location of known office of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933) 5. Location of the headquarters or general business offices of the publishers: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933) 6. Names and addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933). Editor and managing editor: Gil Dodgen, 6950 Aragon Cir. #6, Buena Park, CA 90620. 7. Owner: United States Hang Gliding Assn, Inc., P.O. Box 8300, Colorado Springs, CO 80933. Its Officers are: Gregg Lawless, President, 9127 Bittercreek Ln., San Diego, CA 92129; Paul Voight, Vice President, RR 2 Box 561, Pine Bush, NY 12566; Russ Locke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Dan Johnson, Treasurer, 8 Dorset, St. Paul, MN 55118. 8. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities: none. 9. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 10. Extent and nature of circulation: (A) Total No. copies printed: 10,379 av.Imo. preceding 12 mo.; 10,625 for Vol. 22, Issue 9. (B 1) Paid circulation through dealers and carriers, street vendors and counter sales: 1,194 av.Imo. preceding 12 mo.; 1,759 for Vol. 22, Issue 9. (B2) Paid circulation, mail subscriptions: 8,358 av.Imo. preceding 12 mo.; 8,317 for Volume 22, Issue 9. (C) Total paid circulation: 9,552, av.Imo. preceding 12 mo.; 10,076 for Volume 22, Issue 9. (D) Free distribution by mail, carrier or other means, samples, complimentary, and other free copies: 168 av.Imo. preceding 12 mo.; 172 for Vol. 22, Issue 9. (E) Total distribution: 9,720 av.Imo. preceding 12 mo.; 10,248 for Vol. 22, Issue 9. (F1) Office use, left-over, unaccounted, spoiled after printing: 348 av.Imo. preceding 12 mo.; 285 for Vol. 22, Issue 9. (F2) Returns from news agents: 311 av.Imo. preceding 12 mo.; 92 for Volume 22, Issue 9. (G) Total: 10,379 av.Imo. preceding 12 mo.; 10,625 for Vol. 22, Issue 9. I certify that the statements made by me above are correct and complete. Signed by: Jeff Elgart, Manager, Director of Circulation. HANG GLIDING

DON'T PUT THAT

HARNESS AWAY JUST YET!

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.

Nov. 6-8: Basic ICP. Nov. 9-10: Ad\'(/nced ICP. Nov. 14-15: Tandem Clinic. Contact: Ray Leonard, Adventure Sports (702) 883-7070.

Nov. 14-16: JCP. Contact: Don Quackenbush, True Flight Concepts (818) 367-6050.

Nov. 14-16: Basic!Ad\'{/nced Jns/rucror Clinic, Tek Flight Products. Contact: Alegra Davidson (203) 379-1668.

Nov. 26-29: Arizona Sport Pi/or Assn. (ASPA) 5th annual Thanksgi1•ing loll'-in, on beaches in Mexico four hours south of Phoenix. Aero/truck towing, hang gliders/paraglidcrs. Food for the weekend and turkey feast, plus fireworks. Non-members $60, ASPA members $35. Contact: Brad Lindsay (602) 863-9909.

Until Dec. 1: /992 Region 9 Year-Long X-C Conies/. Fly from any site on any clay. 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.

Contact: Ross Gaddes, Bossons Rd., Te Aroha, New Zealand, tel. 07-884-8184.

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.

Feb. 25-28, 1993: Soaring Sociery of America annual convention, Washington State Trade and Convention Center, Seattle, WA. Displays, lectures and seminars. Contact: Soaring Society of America (SSA), P.O. Box E, Hobbs, NM 88241 (505) 392-1177.

Dec. 27-Jan. 8, 1993: Nell' Zealand Hang Gliding and Paragliding Assn. Nalional Championships. Held at the Kaimai and Paeroa Ranges in the Waikato-Rotorua district of the north island. Overseas pilots invited. Glider rental, accommodations and transport can be arranged.

NOVEMBER 1992

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' . COMPLETE I FLYING VACATION $649 INCLUDES: 7 nights lodging, 7 days car rental, 7 days glider rental, membership fees for Sylmar flight park, maps and planning assistance to other Southern California flying sites

March 13-20, 1993: Paragliding X-C Meet. March 20-27, 1993: Master Cup of Hang Gliding. Governaclor Valaclares, Brazil. Contact: Haroldo Castro Neves, Av. Brasil, 2.920 - 5° anclar - CEP 35020-070, tel. (033) 271-1333, FAX (033) 271-6769.

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

Until Dec. 31: Easr Coast X-C Conies/. 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. 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.

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famous pilots and manul'acturcrs. Contact: Soaring Society or America (SSA), l'.O. Box E, Hobbs, NM 88241 (50S) 392 11

The Citizen Ambassador Progrnm, which is a subsidy operation of People to People International, has invited the USIIGA to participatt: in an exchange program by sending a team of hang glider pilots to Russia. The trip will be scheduled during 1991 and will he approximately 16--20 days in duration. About (iO'Yr! of the time will he spent on hang gliding activities with 40% scheduled !'or cultural activities. All costs an, carried by team members. Sponsors arc wclcorne lo participate in this event. More details will follow in subsequent lfm1i Uliding issues. If you would like to be considered for a team position, please notify USll(,A l leaclquartern at (719) 632-8300.

The ramous 'lbmessce Tree Toppers hang gliding club is in the process of a1tcrnpti11g lo purchase a permanent landing zone. They have raised $16,500 but need $20,000 hy December 31, J 9<)2. I\ TIT lifetime club membership is $500, and the money will conlributc to the LZ project. Donalions arc also solicited. 111 addition, there arc home sites J'or sale on TIT land, and these sales will raise additional money l'or the club. Contact: Cliff Whitney, R1. Box 80, Dunlap,TN (615)9492301

White Cliffs, a popular coastal site in New England is presently in danger of closed to hang gliding. The site, located in Plymo11th, Massaclmsetts is privately ow1wd, requiring a courteous relationship between pilots and landowners. All pilots wishing to fly this site must contact a Skyriders club member and umlcrsland the rules before at1cmpling to fly at this site. l;or more information contact Jim David at (508) 692-3492 or Alan Pond at (h 17) 344--5097.

Pacific Airwavc has announced that it has arrangl:d and will hold three seminars in January 1993. An ins1ruc1or seminar will be held on January 11-15 and will include basic and advanced instructor ccr1iricatio11. This seminar will also include Standard First Aid ccrlification (required for inslructor ratings). A towing seminar will he held from January l 6--19 and will include extensive training in theory as well as practical. Pilots who salisfactorily complete 1his course will receive 1hcir TOW sign--off. On .January 24 a 1andem seminar will be held. Those in this seminar will have the opportunity to receive the Tandem I, Tandem and Tamkm lnslructor raling (as qualified) in both the foot-launch (l;l ,) and platform--la11nch (Pl,) A TOW sign-off is required to atlcml the Tandem seminar. All or tlic.;sc seminars arc subsidized by Pacific /\irwavc to keep the costs 10 the applicanl as low as possible. All gliders will be provi(kd PacAir so pilots only need to worry about gelling to the seminars with their harness The seminars will be rnn by n.w. Meadows and the price is fixed, so 1he more pilots who participate lhc less the cost will be per person. Pacific Airwavc wishes to extend the offer to a1lcnd these seminars to all pilols and dealers or the brand or or sell. Contact l'aciJ"ic Airwavc at (!J08) 422--2299 for more inl'ormation. is limited, so tip

or America will he The holding its annual convcnlion in Sealtlc, Washi11g1on at 1hc Washington State Trade and Convention Center starting on February I ()()3_ I ltmdrcds of" soaring pilots from the U.S. and around the world will allcnd, and the will fea111rc displays of' the instrumentation, equipment and technology. In addi1ion there will be three oJ" lcclures and seminars given by

Thc,rc has been some confusion relating lo renewing subscriptions lo Crnss Country

magazine. The magazines arc bt:iug mailed directly from France to subscribers, and when it is time to renew they include a form in the last issue received. Sclrnlle Sails, the U.S. distributor, also mails a rencw:11 form lo subscribers one lo two weeks before they receive their last issue. If, in 1991, you subscribed to Cross Counlry through Schulle Sails, and thl:n in 1992 you rc--subscribed directly with [."ranee, Scl111llc Sails would appreciate it if you contac1 them. Please send a note indicating tlrn1 you subscribed dircclly with the publisher in France in 1992, and include proof of pay men I. In appreciation of' yom help in this maltcr Schulll: Sails will give you a $3.00 discount on the 1993 subscription rate. You must rc--subscrihc through Schulte Sails to get the discount. Contact: Sclrnllc Sails, 170 H. Main SI., /\rcadc, NY 14009 (716) 492-4S7(1 (phone/ !;AX).

(right) and lJni!ed Stales Marine Corps Major Mm·k "Forger"

Stucky. On September 26th, 1992, !Jnitcd States Marine Corps Major Mark "J<'orgcr" and Wills Wing test engineer Mike Meier presented a paper entitled "Developmental Hang Flight Tesl or an Advanced IlANC GJmJNC

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

GONE

BALLISTIC

UPDATE Glider" to the Society of Experimental Test Pilots during their 36th Annual Symposium held at the Beverly Hilton Hotel in Beverly Hills, California. Major Stucky, a Marine Corps test pilot presently stationed at China Lake Naval Weapons Center, specializes in systems development for the F/A-18 Hornet fighter aircraft. He is also a long-time hang glider pilot whose experience elates back to the old standard Rogallo clays. Major Stucky conceived the idea of applying classical flight testing methods and procedures to a modern high performance hang glider, and presenting the results as a paper at the SETP symposium, an annual event where member test pilots share information and lessons learned from their testing experiences during the previous year. Major Stucky conducted his flight test program on the Wills Wing HP AT 145. The paper presented to SETP included both the results of Mark's classical testing, and those of Wills Wing's certification testing of the glider, as well as an overview of the history and development of hang gliding and a look at future directions of foot launched flying, including paragliding and rigid wing foot launched sailplanes. A total of 20 papers were presented at this year's symposium, covering topics such as Vortex/Flow Control on the X-29, Retrieval of the Intelsat Satellite by the space shuttle ''Endeavor," and the development of the BD-10 Personal Supersonic Jet Aircraft. Each year at the symposium awards banquet, the Ray E. Tenhof Award is given out for the most outstanding paper presented. This year, four additional papers were given honorable mention awards. The hang gliding paper was exceptionally well received by the SETP members, and was in fact named "first runner up" finishing just behind the winning paper in the judges' scoring for the Tenhof A ward. This event marks another milestone for the sport of hang gliding in our continuing efforts to obtain recognition from our fellow airmen as a legitimate form of aviation.

Preliminary Paragliding Survey Report In the September issue of Hang Gliding a request was made of you, the membership, to share your opinions with the Board of Directors NOVEMBER 1992

regarding several key issues involving paragliding and the USHGA. The responses began pouring in rapidly in the first week of September, so much so, that several of the staff members at headquarters began making bets as to the number and the overall tone of the responses we would receive before it was all over. As I began compiling the information we were all quite surprised at both the number of responses received and their general tone. The total number of responses received as of October 2 was 371. (Sorry Greg H., you lose!) The largest percentage of the responses came from regions on the west coast with the following breakdown: REGION I RETURNS:

11.32%

REGION 2 RETURNS:

20.49%

REGION 3 RETURNS:

15.90%

REGION 4 RETURNS:

8.36%

REGION 5 RETURNS:

2.96%

REGION 6 RETURNS:

3.23%

REGION 7 RETURNS:

5.12%

REGION 8 RETURNS:

6.47%

REGION 9 RETURNS:

7.28%

REGION 10 RETURNS:

6.47%

REGION 11 RETURNS:

2.70o/c

REGION 12 RETURNS:

3.77%

REGION 13 RETURNS:

1.62%

Also noteworthy was that the largest number of respondents were Advanced rated and had better than IO years tlying experience. The pilots who spoke out in favor of the USHGA offering membership, ratings, etc. to paraglider pilots, all seemed to feel that doing so would increase the membership base and, therefore, the power of the organization, and that helping paragliding can only protect our interests in the long run. Those who spoke out against the USHGA offering membership, ratings, etc. to paraglider pilots, all seemed concerned that doing so would be exposing the USHGA to extra liability, and the risks associated with a new sport. The full results of the paragliding survey went to the Fall Board of Directors meeting for review and further discussion. An in-depth report will appear in the next issue of Hang Gliding. -

by Cindy Ernns

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UPDATE Mingus, Arizona Landing Zone Petition Drive Pilots are encouraged to solicit signalures for the following petition and submit them to the address listed. These signatures will be submitted to the City of Cottonwood, Arizona, for the purpose of demonstrating interest in the procurement of a flight park at the base of Mingus Mountain. Acquiring signatures for this effort may not seem like a significant contribution by an individual. However, this effort was made twice in 1989, once for Lake Elsinore, CA

and once for the landing zone at Crestline, CA which was threatened by the addition of power lines and encroaching residential construction. The petition signatures from the USHGA members which were submitted to the city of San Bernardino played a vital role in the decision to obtain an alternate landing zone for Crestline. I was told personally by a city representative that decision makers there had no idea so many people were concerned about the site. As with any petition drive, numbers are critical and timing is important. Take the page or a copy(s) of it to work, to launch, to church, whatever. Try to fill it up before

sending it in. If you plan on soliciting signatures, please send them by the encl of November as I need to deliver them at a meeting in December. Your contribution will be appreciated by all the pilots who currently fly Mingus, pilots who aspire to fly Mingus, and the city of Cottonwood. Please forward the signatures to: Arizona Sport Pilot Association, 13026 N. Cave Creek Rd. #103-159, Phoenix, AZ 85022. Your help is appreciated.

~Brad Lindsay

---------------------------------------------Petition For A Landing Zone At Mingus Mountain, Arizona The signatures below represent the interest of concerned citizens involved in sport aviation in securing a permanent, safe landing area at the base of Mingus Mountain located in Cottonwood, Arizona. Development in this area has been increasing in recent years, and could leave this site without a safe landing zone for hang gliding and paragliding pilots. DATE

NAME

ADDRESS

HANG GLIDING

COMPETITION CORNER Best 1992 X-C Flight

Hang Gliding Capital Of The West 1992 Season Awards by Dave Baleria A s advertised in Hang Gliding, Lakeview, Oregon held a 1992 season finale fly-in on the weekend of Sept. 26-27 to celebrate the end of their $800 purse, four-month X-C contest. The spot landing contest, held on Saturday the 25th and sponsored by Hunter's Lodge & RV, was canceled when the afternoon winds changed to the northwest and no one could get off Black Cap. Hunter's deserves our thanks anyway. I heard that only about eight pilots made it to Lakeview for this weekend, with only three attending the Sunday awards presentations. (Mike Stevenson agrees with me that the season should encl on Labor Day, since many pilots go to Lakeview at this time anyway for a second summer flying holiday. Let Barb Gover of the Lakeview Chamber of Commerce know. Her concern is that it is already the big rodeo weekend. An acrobatics demo over the fairgrounds as part of the opening ceremony would be great.)

Best July X-C Richard Wood of San Francisco won the $100 award for the best June X-C flight and donated it back to the Black Cap LZ fund. Pacific Power & Light sponsored this event and cash award.

Best July X-C "Little Ray" Rauen of San Francisco. who regularly flies with another of Lakeview's top pilots, Dave Hopkins, has been busy. In addition to a 123- and a 140-miler, he set a new Lakeview area as well as a new Sugar Hill. CA site record this summer. He launched from Sugar on July 26 at I :45 P~!, flew northeast, getting to a high altitude of NOVEMBER 1992

15,200' MSL, and landed in Rome, Oregon at 8:30 P\I. The distance: 160 miles. He reports that the Alvord Desert cost him and his HP AT 145 a 200-miler because of75 minutes of sink. Ray won the best July X-C $100 sponsored by the Forest Products Credit Union. I've bought Lakeview the additional USGS lopo maps for this area. We're bound to see more flights heading downwind in that direction.

Best August X-C The renowned Dave Hopkins of Bucksport, Maine had several 100+ mile flights this summer here: 122, 118, and a 110-miler. His 118-miler on August 20 from Sugar Hill to north of Andrews in the Alvord Desert earned him the TC! Communications $100 for the best X-C of August.

Best September X-C There were no flight declarations for this last month of the contest! Too bad, as I watched many flights being made over the Labor Day holiday weekend that could have earned this month's $100. Despite the stable, light, north wind conditions Sunday, a number of already entered pilots managed to get up from Hadley Butte and go, one to 25+ miles. I think everyone thought these would be too short to win, considering the eight 100+ mile July and August flights. I thought I heard that Mike "Mad Dog" Rabi, of Portland, OR, who holds the Oregon Open Distance X-C record of 156 miles, flew 90 miles east from Sugar on Saturday the 5th. My records don't show Mike as having entered the 1992 contest, however. If he did, the Chamber never got a completed flight declaration for that flight.

This season-long $200 award, sponsored again by Pacific Power & Light, ran from June I to September 25. Ray Rauen's July 26th 160-miler won him this award too, making him a top money winner of $300.

Best Accumulated X-C Miles The winner of this season-long $200 award, also sponsored by Pacific Power & light, flew no less than a total of 862.5 miles! Not surprisingly, Dave Hopkins took this one. He tied Ray for top dollar winner by also earning a total of $300. We all owe the Lake County residents, sponsoring merchants, and especially Barb Gover and all the folks at the Chamber of Commerce a very big thanks for making this the best yet Hang Gliding Capital of the West Fun Family Fly-In. They made it happen all season long this year, plus the very popular July 4th Fly-In, and look forward to next year.

1993 USHGA Nationals In Lakeview? The Hang Gliding Capital of the West is eagerly awaiting the Board of Director's decision on this. One of the California chapters is apparently asking for it to be held here. Lakeview has the sites and open arms. Out-and-return from Sugar or Black Cap lo the North Abert Rim, Highway 395/ transmission line crossing and back to Lakeview, anyone? How about first to goal from Tague's Butte or Black Cap south to Alturas? Then there is Sugar or Bucks to Frenchglen or Hadley Butte to Lakeview.

Buck Mountain, California This new east-facing site is located east across the Warner Mountain Range from and close to Sugar Hill. Ray Berger of Beaverton, Oregon, has a 72-miler from it and many others have already flown it. It is far easier to get to and launch from than the demanding 15

COMPETITION CORNER Horse Mountain/Eagleville site much further south, offers a big setup area and great X-C potential. Barb agrees it should be in the 1993 site guide update and should also probably

count in future Lake and Modoc county contests. Look for a detailed site guide excerpt on it in a future issue of Hang Gliding.•

Region IV Championships Paradox '92 by Nick Kennedy PAR•A•DOX: A seemingly contradictory flying site that occasionally gets really good. And if you were there during the Region IV Championships, August 7-9, you found out just how good it can get. The week before the contest a weak, slow-moving front meandered through bringing widespread rain and general overdevelopment to the entire southwest area. The day before the event started, Thursday, saw partial clearing and some respectable flights by early arrivals. Pilots were arriving from all points on the compass, the skies were drying out, winds were light, and it looked like it just might turn on in a big way. Pilots expressed an interest in forming teams to deal with Gang Green, so teams of four were formed and almost everyone jumped on the bandwagon. The UP team recruited Brad Koji, a Wills pilot, and formed UP-AT which shortened to UPA. The Banditos from Flagstaff looked strong and members of Team Tucson were no launch potatoes either. The Groundhogs came out of their holes to bore some holes in the sky and Lost, But Making Good Time was happening. The Superzero's were gonna try to not zero every day, although it looked like it might be a close race for the cellar with the Bombers from New Mexico. A interesting aspect of this contest was the planned morning seminars each day on cross-country techniques, safety tips and various aspects of contest flying. They were great! The top pilots in attendance got right into the discussions and the topics were interesting and varied, from pre-contest planning at home to retrieval considerations

and many subjects in between. These seminars were definitely a highlight and will be continued in the future.

Friday, August 7 Friday morning greeted us with heavy clew and rather chilly temperatures for August, but the sky was clear and there was no wind always a good start for a big day of hang gliding in Colorado. At the morning pilot briefing the rules, scoring format and launch and landing conditions were discussed and reviewed. The large wall maps were discussed in detail and the law was laid clown on the specific launch conditions needed to safely get away. This is necessary at Paradox because it would be hard to walk away from a blown launch and help would be a long time coming. It worked! The entire meet was accident free! A special thanks to all of you who were extra careful at launch. A 39-mile task to the Norwood Airport was called and the clay was on. The contest was scored with one point per mile measured clown to the quarter mile with a 25% bonus tacked on if you landed at the goal field. You could also fly open distance in any direction at the same one point per mile. We all piled off the hill about 12:30 PM and were surprised to find a hidden cu-nim right behind launch clumping rain just a few miles northwest! We all got high and bolted outa there, with a few stuck on launch while it blew clown, but not out. We all flew east toward goal and the big-mile open distance

routes to the east-northeast. Flying was easy as a minor cloud street was popping, right on course. The ground was still fairly wet and base was kinda low (for Colorado) at around 12,000', but there were fat cores every couple of miles and the going was great until my big aspirin dose started to wear off. I suffered a bunch of cracked ribs in a blown launch the week prior and was forced to wave goodbye to Peachy, Barton, Sharp and Koji and land at the goal while the others continued on. While those guys continued downwind, Kevin Lande! and John Johnson came in to join me at goal for smooth landings in the light west wind. J.J., suffering from a bad cold, could barely speak and I could barely walk because of my bad ribs. We dubbed ourselves Team Handicapped - just an excuse, of course. Soon Randy Cone and Zoardog drifted in and landed. Zoar was fired up as it was the first time he'd made the Norwood goal, after literally years of trying during past Manufacturers League Meets. J.Z., Russel Anderson and Ansu Crawford came up just short of goal. Meanwhile, Tony Barton and Dave Sharp flew out over Iron Springs Mesa, Horsefly Mesa, and Ridgeway Reservoir, continuing northeast of Ridgeway to win the day at 71 miles, with Brad Koji taking a slightly more northerly route landing at the 67-mile point, and Butch Peachy going down somewhere at the 66-mile mark. About dusk it started to rain lightly and the score board was moved to the Gang Green camp. We partied well into the night. A helluva start for the contest.

Saturday, August 8 Another good looking clay started with a pilot briefing and a good seminar by Brad Koji, and since only five pilots landed at the Norwood Goal we called it again to give everybody a chance to make it. After launching I wound up low in front with Don Jones, Zoar, J.Z., and Butch Peachy, scratching our you know whats off. J.Z. and Butch zigged when we zagged and they took off and left us sitting in the LZ. The day overdeveloped for a while and only about half the field ended up getting any real distance. Brad Koji and Butch Peachy were the only goal finishers with Tony Barton landing just a field or so short. J.Z went clown in the boonies up on the Uncompahgre HANG GLIDING

We all packed it up and headed to the Bedrock store for the final scores and awards ceremony. Thanks to evcryonG involvGd in this contest ei1hcr as a competitor, driver, seminar leader or launch assistant. It was really fun! We hope you had a good tirnc and that everyone comes back next year. Contes/ Organizer I f>irec/or I Scorer: Nick

Kcnmxly. Turnpoi/11 f)irec/or: J:ktsy M11cnnich I Kennedy

Left lo Barton,

Nick Kennedy, Meet Director; Brad Koji, first; Butch Peachy, second; Tony

Pla1c:a11, and we had a good laugh all afternoon lislening to him and his driver go al it over the radio. But Jim tied for Lhird ror the day so ii was worlh ii. I think. Stan Mish hung in there for a respectable 32 miles with J..J. heh ind him at 26.5. Later, around 4:30 or so, it started to look good again and pilots slowly started hailing oil and going up in the late day lapse/ convection. I! was swee/. I\. co11ple of real low·timc; pilols got in some great thermal action, with one, Leo Van der Bosch, with a little radio control help from launch, made a couple of' good saves down low and then worked ii up high, blowing hy a couple of Jiang IV types in his full race Dream 14:'i. J\ few la!G launchers got down the road and scored well: Jeff Malin, Dan Romero, and Jim. Lcrsch and lngo Zimmermann all gol in around 20 miles, which really made the difference i11 the final scores. Once again the party WGn! on well into the night al the Gang Green Mobile Party Unit.

9 We wokG up and couldn't believe it another good looking day in a summer or wind, cold, rain and generally pukc-colorGd skies. To ensure that we got in a good tough round to sort out the scores, and get Gvcryom,

Nov1,MBE1, 1992

on the road that al'ternoon, we eal!Gd a 40race with a turnpoint at the lowers, mile on the Gast end of Paradox VaJIGy. Only one point separatGd Brad Koji and Butch PGachy and we needed a real task to sort things out. Brad had been in thG lead by only one point every day, and this sure made Butch twitch a lot. Butch talks prclly rast, and at this, Lhc last day's pilot meeting, he was talking like a used car salesman who was about to lose his job. Fast. I originally thought that only a few four or five would make it, and man was I wrong! The day turned on in a big way with lots of that 1,000 up stuff every few miles, and a lot of pilots ended up making it! WhilG thG finish line at goal I was scanning all 1hc major frequencies and knew pilots were gctt ing high and doing a lot or bar stuffing. Peachy had to beat Koji by two places at lhl: fi11ish to win. Well, the results speak for themselves. The UP guys tried every legal trick in the book to get pasl Koji, hut nothing panned out and Brad smoked in rirst, crossing the line for a convincing win! Barton was second across, then Dr. Dave Sharp. Where was Peachy'/ "llc's comin'," replied Barton with his funny smile. Butch finished fourth on this, the final day, good enough to retain second place overall. Soon pilots started strcamcring in across the finish with 19 in all making a goal appearance.

l'/acP Name Koji Peachy Barton 4) Sharp Zeise! 5) 6) .Johnson J\ndcrson 7) Mish 8) 9) ZimmGrmann 10) Malin

2) 3)

4) :'i)

6) 7) 8)

Trnm UP!\ IJPJ\ llPJ\ UP!\ Gang Green Bandito Tucson Bandito Tucson Groundhogs

699.25 UPJ\ Koji, Peachy, Harton, Sharp TUCSON tJ.06.:'i J\ndcrson, Zimmermann, Smith, Lcrsch LOST, BUT MJ\KJNG GOOD TIME :l:'i3.2:'i Landcl, Kirschvink, Crawford, Perkins GROUNDI IOC.S :l20.:'i Malin, Rodriques, Simmons, Cone BJ\NDITO 315.0 Jones, Nucman, Mish, Johnson 243.0 GJ\NG GREEN Zeise!, Zoardog SUPER ZEROS Larsen, Kennedy BOMBERS 100.7.'i Frazier, Lemon

SpGcial thanks go to Susan PGachy who helped almost cvcryonc off launch, and Betsy Muennich/Kcnncdy who sat out at the turnpoint on Day 3. 111111

COMPETITION CORNER

End of Summer Fun Fly-In, Aug. 28-30 Mt. Nebo State Park, Dardanelle, Arkansas by Walter Jordan A s the remnants of hunicane Andrew moved through the eastern part of the state, this central Arkansas site was spared the rain and high winds to allow an enjoyable threeday event of fun flying, a spot landing contest, and open distance flying. Day one was rather uneventful. Out-ofstate pilot Guy "Wingnut" Freeman showed up bright and early. It was good to see a Tennessee pilot in Arkansas for a change. That day saw Guy, Phil Morgan, and "Meet Head" Dave Dunning taking a couple of smooth sled rides each. Saturday dawned with clear skies and very brisk winds from the southwest. Around noon the conditions mellowed somewhat and pilots began launching. These early flights were hit and miss with some pilots climbing out, some sledding on clown to the field, and two going for distance. James Linscome took the distance honors with a 28-mile flight to Jerusalem, Arkansas to land in fellow pilot Richard Campbell's mother's spacious front yard. Ray Cline, Mark Poustinchian, Robert Simpson, Phil Morgan, Dave Dunning, Guy

Freeman, and Missouri pilot Bill Finn all had good flights. Phil Morgan nailed the spot that day. Saturday evening brought a wonder wind to the south face, allowing Tony

Middleton, Walter Jordan, Dave Barnes, and Phillip Reed soaring flights until just before sunset with landings at the lake field, three miles from the mountain. Sunday brought light south winds switching to allow launches off the east side. Several pilots flew and thermalecl before a high overcast moved in to shut the soaring clown. Chris Price was able to land on the bank of the Arkansas River at Dardanelle, about five miles distant. Many thanks to Park Superintendent Andy Thomas and the staff of Mt. Nebo State Park. Check your calender for next year and plan on coming on clown to enjoy the good flying and good times. This event was dedicated to David DeArmond who passed away the night before the fly-in began. •

the

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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.

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( 1

flying site called Dinosaur is located abo111 IO rniks from the town ill Colorado of the same name, and consists of tliree lannchcs and I wo LZ's that arc actually located a couple or miles into ll1ah. Though lcclmically the launches arc on ClilTRidge, the nameDi110.rn11r has stuck with the site over the years. I'm told that Utah pilots say it's a shame that the best flying site in Colorado is actually located in Utah! There's also a good tow road south or town (whicl1 means it still in Colorado) that c11rrcn1ly holds the site distance record i!'you can cal I a \ow road the same sit,~! The town or Dinosaur, Colorado is pretty easy to drive past if you blink. There arc 1wo small resta11rnnts, a co11plc of gas stations (one with a mini-market), a liquor store, a mole!, an RV park, City l lall, and I think that j11st aho111 wraps it 11p! There's ,I proposition on the up coming hallol to allow Iimitcd-stakcs gambling, and ir ii passes I '111 sure that the small li11 Jc town

or Dinosaur will become m11ch larger very s,m11. l lang gliding competilions have been big business for the I own in the past, but we could easily be forgotlcn if' gambling brings lots of money in. J\lthough Dinosaur is an unregulated site, directions to launch will still not be included in this article. Pilots or any experience level benefit by at least talking lo local pilots before al!crnpting to fly, and 1his series or articles is inlcmlccl to promote safe and responsible use or sites by J\s far as I'm concerned, the names and numbers of local contacts arc the most valuable information included in these arliclcs. Dinosaur is basically a "big air" crosscountry site, even though ii has 1wo reasonably good I Z's. It should he notc:d thal the X-C is over some pretty desolate areas, so it's nrnndatory lo have a chase crew 1111lcss yoi1 likc spending days in the desert waiting for a ride (assum-

ing you land next lo the road if not, add a couple more days for walking lo the road!). Try to bring your own chase crew, but if yo11 encl up shorl yo11 may he able lo hire someone in I own (o chase yo11. The site is lop-landahlc, but you need lo stay 11,ay back from the edge lo do so. 1'm told that in strong conditions a jiill mile back isn't quite far enough! There arc currently three dirt launches (facing from south lo southwest) along the, which faces so11thcasl. Since the prevailing winds arc west lo srn11hwcst, Dinosaur is rarc:ly ridgc-soarable. There arc uswilly plenty or thermals blowing up the race making for turburclativcly easy launches and lcnl flying, There's also a northeast-facing launch at Tanks Peak which hasn't been used since 1986 (northeast winds aren '1 common hen,). J\lihougl1 the launches arc also suitable rorparagliders, paragliding is no\ recommended during thc summer due to the slrong conditions. There arc two established LZ's al the base or Ilic ridge. The closer is known as the Snake !'it because Mike, Warden once found a snake (here, and has a fairly substantial slope to it. The Corral is flatlcr, but much farther away. Bolh I Z's arc fairly large, but should he checked out carefully before heading up to la1111ch. DinosaurNalional Monument isolTlimils to hang glider landings, i11cl11ding the Visitm Center. Mosl of' the Monument you wouldn't want to land in anyway, hut plan on a ticket if you sci it down there. The road lo launch is also enforced by Rangers, so watch your speed_ fiarly in the morning and late in th,: evening there's lots or wildlife 011 thl: road, so drive much more slowly than the speed limit. The launches and IJ,'s arc all owned by the BLM, and they're happy lo have 11s there. They even publish hang gliding i111'orma1ion in their BLM newsletters! Ill

Experience the Htullcss Thermal, a season Jong hang gliding odyssey, superbly photographed above 1hc Northern

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Site Info - Cliff Ridge/Dinosaur SITE NAME

Cliff Ridge I Dinosaur

CHAPTER

None

LOCATION

10 miles NW of Dinosaur, Colorado. Take I-40 west from town 8-9 miles, and turn right on county road 16. The LZ's are 4-5 miles north, on your left. NOTE: CONTACT A LOCAL BEFORE DRIVING TO THE LZ!

ALTITUDE

8,100' MSL, 2,100' AGL.

RATING

Intermediate (Hang III) with TUR, RLF, and FSL sign-offs, Class II paraglider pilots. Novice (Hang II) and Class I pilots may be able to fly in the lighter early morning and late evening conditions. Paragliders are not recommended at all during summer months.

PROTOCOL

Every pilot must be a cuJTent USHGA or APA member with liability insurance.

RESTRICTIONS

There is no restricted airspace until you reach the Control Zone at Hayden (100 miles from launch). If you need to go through the CZ your driver can call the tower and get permission for you to fly in it. (It has happened!)

FEES

None

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t has been a year and a half since our last Wingtips. We get many requests to make this a regular column, but what is little known is that it is regular. The schedule of appearance is based on a rather complex equation having to do with blue moons, sunspot cycles, big foot sightings and the number of Elizabeth Taylor wedding rings. Curiously, the outcome of the equation always seems to coincide with the exact ti1ne when my notebooks are full. Without pondering this mystery further, here are the latest tips for the winged. NOVEMBER 1992

Glider Care Lord knows none of us want to jeopardize the integrity of our flying machines, yet on any hill where gliders gather you can see actions that worry us warts. The one with the highest cringe factor in my estimation is a pilot doing a hang check and lying down with his full weight pressing on the belly bar. This procedure places an inordinate amount of stress on the basetube/ down tube fittings that may elongate holes, bend fixtures and bolts, or eventually create fractures (see Figure 1). Don't do it! It's just about as easy to place your hands on the ground to do your hang check. We have even witnessed pilots standing on their belly bars to facilitate attachment of the nose cone. This is a major no-no. Be more cooperative and assist each other with nose cone attachment in windy conditions by lifting each other's keels. Incidentally, lifting the keel rather than pulling down the nose during a fullbody-weight hang check puts much less stress on the glider as long as you hold the keel close to the rear cables. Another stressful experience for your glider is moving it on the ground when it is set up so that it hits something solid with the trailing edge. This will cause sail stretch more quickly than a John Heiney loop record. The end resnlt is flutter and loss of performance. Clear your wings carefully before you turn your glider on the ground. Finally, when rolling your sail, gently pull it out from between the leading edge and keel and roll it loosely to prevent creating creases and breaking down resin. That's important for

F'/11<'. tN!NGDE~!NEO --rJP.

MOV'.E CJ...D.5E WIN& To A,___,,GN !MA&t=:5

F/GU!ZE. 2. .

sail longevity. When you tie your sail don't crank the ties down like the ropes on your favorite bondage partner. The sail ties are only there to hold the roll of sail in place until the cover is zipped up. (P.S. - A little silicon sprayed on your cover zipper will ease its passage and insure its long life.)

Harness Woes I found out the hard way why you want short shoe laces. When I zipped up my pod some time ago a hanging lace jammed the zipper. When it came time to land I had to push my free foot down on the zipper talon which stripped the zip. I was able to monkey it back, but the zipper was never the same. It proved its independence at the worst

HOF<./ EON

~-~--==ST/CJ<..

orz

GAtTEN

3 I

:z. I

ff~ !-, /

• -p I L.J:TT$

FIGU!'<.£

Af3<2Ur 4)£ LElvGTl-/5 GIV,E:S A T<J I GLJOE. f'?sA,tO,

-1-/i

possible time. I just zipped up for an 85-mile flight in this year's League Meet. During a stressful turn, high Gs popped the zipper its entire length. Imagine how I enjoyed flying for four and a half hours holding my knees up in the freezing temperatures at cloud base. Okay, I admit I still fly with long shoe laces, but I make darn sure they're tucked into the sides of my shoes. Check yours out and benefit from my tribulations.

Checking Defined Tips Many high performance gliders are substituting more effective reflex bridles for defined tips, but these "dive sticks" are still commonly found on intermediate and most used gliders. They will not do their job if not set properly. Hard landings, elongation of holes through wear and ground handling can change a defined tip's setting. It is quite common to see defined tips set differently on the left and right wing. On cetiain wings this may cause a landing problem, but usually it only causes a turn at very high speeds. In any case, your tips must be set the same. To check them, have a friend hold your glider level and sight from one side to the other as shown in Figure 2. Note that the far tip will appear very small, but with careful observation you can tell if it matches the close one. If there is a mismatch, check for bent defined tips and straighten them if necessary. Otherwise, bend the low one up to match the highest one on the assumption that the leading edge has twisted somewhat to take out the slop of bolt holes and bushings. HANG GLIDING

Sighting Glide Angles While we are exercising our talented eyes, let's learn a little trick that can come in handy when pioneering new sites. Our quest is to sight the site's glide ratio to the landing field. To do this, hold a suitable stick, weed or batten at arm's length in a vertical position as shown in Figure 3. Place the end of the stick on the horizon and mark with your thumb the point on the stick that seems to coincide with the landing field. Now you have a vertical distance on the stick that represents the vertical drop to the landing field in the short distance from your eyeball to the stick. To find the glide ratio, simply measure how many marked stick lengths it is from where you are holding the stick to your eye. To do this, keep your arm outstretched and measure the stick back to your eye (but don't poke it in your excitement at learning a new trick). The number of stick measurements along your arm is the glide ratio. This method is at least as reliable as the protractor/level methods for glide ratios over 5 to I. In addition, you can use almost any straight item as a measuring device. Close, high mountains will introduce great errors in sighting the horizon, however, so in this case hold the stick downward with the encl aligned with the landing field and have a friend guestimate when your arm is horizontal.

Interlude Here we take a break from our linear learning process to contemplate the spiritual. Last July I was flying from Dinosaur to Meeker. Colorado with some 45 pilots each trying to outrace the other. About a third of the way along this 65mile flight I noticed an arc of impressive clouds building five miles west of course line. I thought I'd be smart to break away from the herd and race beneath the clouds in well-marked lift. To my chagrin, when I reached the first cloud it clwincllecl and I was left lone! y and low over noman's land. I limped along while radioing my driver about the imminent all-night retrieve. I flew to a cliff about 700 feet off the deck, puttered in petered out lift, then left to face a certain landing and self scorn. Suddenly a brown image flashed to my right, then turned a perfect climbing 360. It was my guardian angel disguised as a magnificent golden eagle. I didn't wait for an invitation and joined her immediately to find a vigorously NOVEMBER 1992

climbing core. That eagle and I shared the lift for almost I 0,000 feet, topping out over sixteen grand. She was bold enough to circle close at my altitude and curious enough to leave the thermal when she outclimbed me and reenter below. The whole experience was mystical because of its dramatic reversal of my expected fate and the unity experienced with a seemingly ethereal creature. Christianity, as interpreted by many, postulates a one-time limited appearance on this planet. In the words of the Bard, "We strut and fret our hour upon the stage and then are heard no more." Many Eastern religions, on the other hand, imagine an endless cycle of birth and rebirth, often moving up the chain of species according to our merits. It seems to me that the ultimate incarnation would be a glorious golden eagle. Could it be that I was joined that day by one of our former compatriots who is no longer with us in human form? It gives me pleasure to think that this is possible, and solace to hope that I too may have the chance to flash my wings and help a fellow pilot after I have quit this form.

Speed At Altitude We have been asked a number of times what happens to glider performance at altitude. In general, we all know that the air gets less dense, so we go faster. To best imagine how this speed thing works, simply note that flying in less dense air is the same as increasing our wing loading in all respects except handling. Thus we sec that all speeds increase proportionally, so that we move forward faster and sink faster but retain the same glide ratio at any given angle of attack. Our maximum glide ratio is the same at 20,000 feet as it is at sea level, but it occurs at a higher speed. It should be mentioned that the increase in speed takes place whenever the air becomes less dense, whether the result of increased humidity, increased temperature or increased altitude. In our book Understanding The Sky we provide a chart of the Standard Atmosphere. This is the average atmospheric condition found around the world and adopted internationally for purposes of altimeter coordination. From this chart we can see that the density changes 3'k per 1,000 feet. This would give us a speed change of about 1.6% per l,OOOfcct in the lower 10,000 feet (the change in speed is based on the square root of the density).

In the real world the Standard Atmosphere never exists. In fact, in thermal conditions the lapse rate is such that density falls off closer to 4% per 1,000 feet, and a good rule of thumb is: flying speeds increase 2% per 1,000 feet of climb. What does this mean in the real world? Well, for example, your glider that lifts off at a minimum speed of 18 mph at sea level would require about 24% or 4 mph more speed on the 12,000-foot launch at Telluride. Are you ready to boogy? Landings at 6,000 feet in the Owens Valley occur at speeds more than 2 mph greater than at sea level (that's ignoring the notable heat factor). Are you ready for some high stepping? Finally, ponder the situation when racing X-C. That flight at 18,000 feet occurs at speeds 16% greater than at 10,000 feet. Put that in your calculator and see what it does to your transit time.

Thermal Learning We try to encl our exploration of flying matters on a light note. The last time we offered a whimsical poem that has subsequently been set to music by a banjo player in Texas. Owing to that reception we dare proffer another, although its meter only seems appropriate for a gourd shaker in New Guinea. But perhaps you can relate to the feeling. •

How I learned To Thermal by A. N. Onymuss Without a care, my weight I shifted, Through azure air at ease I drifted. I had a scare as a wing was lifted. II

My vario squealed, my stomach churned, My senses reeled, but I had to learn. My fate was sealed as I made a tum.

III

My 'biner creaked, but I held on tight, My mind was freaked, my knuckles white. I nearly geeked, but I did it right.

Without half trying I found the core, There's no denying, I learned to soar. If this is flying, then give me more!

The Robertson Charts Of Reliability

How

can a weighty word express a weightless wonder? In the top half of the wind RCR we will attempt to demystify the weather. In the normal flow of things, after an orientation lecture using film, history and philosophy to introduce the new student to the theory required to become a reliable pilot, this would be the first of the core lectures. This is also some of the most comp Iicated and misunderstood theory with which we have to deal. Why would we begin with this? We start with weather because we need to ascertain its reliability first, before we make a decision to go fly. This RCR can be completed at home, begun the night before. Complications are reduced when dealing with a relatively small area and short period of time. Since the middle ages wc have known that air does have mass and is stuff of substance. Weather is one of the most talked about, most written about and probably least understood aspects of day-to-day life. Another one of the wonderful side effects of learning to fly is getting on first name basis with this invisible medium. It's a gas to learn. We start our lecture (after a review of the lessons learned from history) with a macrometeorological overview involving the differ-

step down to a local synopsis. Then we kick right into the chart and develop the rest of our wondrous weather stuff, stm1ing with the four sky variables.

1) Cloud Cover The key is to see uniformity in the sky for high reliability scores and to watch out for the nasties that a di verse, differentiated sky can announce. As the chart indicates, uniformity and light color, either clear or white, is the most reliable sky. Remember that the essence of reliability is the absence of imminent change, so, while an overcast clay may be less pleasant, it is more reliable. As with all the charts, especially this and the Windiviclual, it is very important to monitor change and adjust our scores while flying. When in doubt, wait it out. If in the air, land.

cntial heat-driven triple-cell theory and coriolis effect derived from the earth's rotation. This gives us our big picture of clockwise flow around highs: strong winds on the outside, Iight in the center and the reverse for lows. This immediately gives us a powerful predictive tool. Now we add continental convection and

2) Cloud Type Reliability and desirability for advanced thermaling are not necessarily compatible. Here we get a chance to introduce our first zero for reliability - the anvil-shaped iceberg of the sky, the CB (cumulonimbus), a nasty, noire, noHANG GLIDING

fly guy. Dancing around squalls and thunderheads is dicey at the best of times, and downright deadly at the worst.

OM.Rob4lson I979(Rc;,05J91)

m.@fu>®irU:;i@llil

3) Fronts (Shear) By their very definition, whether warm or cold, these guys predict change, and change is unreliable. Recognizing impending change and avoiding surprises is important. Most obvious are changes in l and 2 but changes in 5, 6, and 7 and 10 and 11 are also indicative. We usually hold the discussion of shear until #4, # 11 dropping in midday could be the ominous '"calm before the storm." Note that pre-frontal scores are lower than post-frontal.

4) Lapse Rate This anti-Icarus phenomenon, and especially its ability to change in the surrounding air while remaining the same inside a thermal, is the main reason for accelerated lift. At this point in the lecture we trace the blossoming of a typical thermal, graphing the results of differential lapse rates at ground level, 1,000', 5,000' and even at 10,000' (somewhat pointless in the East). It's my recommendation to beginner pilots to leave thermals when they get to 600 or 700 feet per minute, to avoid encountering the kind of shear which accompanies a pegged vario. It's also time to mention that the stronger the lift, the steeper the bank of the turn should be. The main lesson imparted to the novice here is that vertical shear - whether produced by thermals, mechanical turbulence or even other aircraft-is something to be expected and dealt with correctly. Any time the nose of the glider drops, go with it. Pull in slightly. Do not push out! Close to the ground this could result in an unrecoverable stall, and at altitude could contribute to a tumble. One should also pull in when experiencing strong lift, whether from natural causes or as a result of a hot tow. Hitting a shear while turning or breaking a strong weak link with the bar pulled in will most likely prevent a whip stall, or turn a potential tuck into a wingover. We don't go into the subtleties of dry air versus moist air adiabatic lapse rate; we just mention the fact that a high lapse rate combined with high moisture can produce a disturbing shear. Watch out for thunderheads embedded in NOVEMBER 1992

Cllitmrru @Jr m.@Ilnfillli>Illlnfiy { IBl. IC m. )I©

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(MtdiumJ

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Gray

Clear, While Overcast 100% Stratus Cirrus

0-lO

Cloud Cover %

Cloud Type

Nimbus = 0

(Shear) Fronls

Cumulus Any

Lapse Rate

High

Low

Moisture

Wet

Dry

Black Partial SO%

"-'

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ITll!!II..ITAIBlITII..IT'!I'li' ClA•l

Uneve

Even

Pre

Post

None

I i

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Barometric Pressure

Falling

Temperature

Low Hot

TimeofDay

One -Three p.m.

Sea.son

Spring

Fill

Sununer

Morning.I Evenin9 Winter

Soulh

Nonh

West

I ~

10.

WindDireciion

East

11.

Wind Speed, (m~h)

25 advanced

12.

Gust Factor, (mph)

12 advanced 17 novice\

13. 14.

Crosswinds t<>off nernendiculai\ Hill Size and Shape

15.

Slope of Hill

Downwind= 0 45 ° ('0 °, Huge ROll9h Underrut = 0

16.

Landing.Alea

Rising

Steady Hil?h

Cold

None

(15 novice)

§ ~

17.

Takeoff Area

18.

Hill Covering

19.

Location (Wind Qri9ins) Visibility

20. NOTE:

NOTES:

Cliff SmaJI, Downhill Wires Slot, SmaJI Footin" Poor P[ne fagged RocJ...'V Trees Mid Mollnlain lmi ..... 3mi.

None None Sm ill Smooth

Gentle Steen

Uphill

Hilly, Trees

Maple Trees

Au Traffic

Open, Hllge level Open, Grassy GadllaJ Sand G,ass Ocean Side •

I 11

''~

L . Lake Side

5mi.

Any 'O's reduce the overall reliability lo O!

100 mL +

TOTAL SCORE~

[ " ---

REL!AB ILITY

75% 65% 50%

Sid. l..ap$-e Rm =2' e per lCOO Ne,·ct 1:U:coff i!ownwir.d Do )"OOt wind.ividu.1 chm

: 1

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Level I Level II Level III

Plmyourlandin~3lcgorfigyreS·s·rsr.v·rorfim}OO) Tryr.cver~ch:m3,crv,olh.ing.12tonc.einwind1!1d.'o:wing

nJcpltotJyin:oc!oull: ~!inin:umcie:i...-.r.ce

ic: new lull :uid r,ew h1me!JS, er r.ew glider and V.lJ1d change. l.l( UJ"U"~!.J;ble.

20CO' ~Orizo~.ll.J, ~(()' Hfl[CiJ

When flying over waler, NEVER Jock lhe screw gaie of yollr c.arabiner, and ALWAYS carry a hook kmfe . ... With limited vis.ability (one to two mi.) :,-our landing ate:i must always be wichin ~·iew.

the haze of a hot summer day. On to the Weather Report threesome.

a drizzle developed and turned my Double Vision into a dive bomber. If it happens to you, pull in two or three inches, land hot and get out the shampoo.

5) Moisture As mentioned in the last article, just as pulling in when the nose drops is anti-intuitive, so is the fact that moist, wet air is lighter and less stable than dry air. Number five and #7 are the bookends for #6, but first a couple of pointers about #5. We can fly in the rain, but beware of reduced visibility without glasses. A hint (from JeanMichel at PacAir) is: if flying in wet stuff, soap those tri-lam leading edges to prevent the water from beading, thus disrupting tl1e airflow and dramatically changing the trim of the glider. I was reminded of this just last week when

6) Barometric Pressure We want to monitor not only whether we're in a high or low but whether it's changing. Note that a rising barometer is al ways more reliable than a falling one. Checking back to the flow around highs and lows we see that a rising barometer leads toward lower winds while a falling barometer points to the opposite, heading to the edge of the high or the center of the low.

7) Temperature Another causative factor in #6. While winter may not be pleasant, it does provide for cold temperatures and thus dense, reliable air. A final thing to consider here is altitude, which has a lot to do with density and hence the reliability of a given launch (or landing, e.g., Telluride). Look out when temperature/density/altitude combine to increase the speed necessary for a safe launch (not to mention increased stall speed, etc.). On the other hand, a small ridge can be soarable in very light winds on a cold, dry day at sea level. On to time variables.

prize. Winter here in the Janel of ice and snow provides an excellent opportunity for towing. The lakes get hard enough to drive on and are huge and handy.

10) Wind Direction With some exceptions, notably eastern coastal areas, "East is least and West is best." The reason wind direction is considered a time variable is that it gives us timing on weather patterns. Refer back to Macro Met. These variables are more of a concern when flying higher sites for extended periods. For example, our 100' training hill at Etobicoke' s Centennial Park, a stone's throw from Toronto's International Airport, is great when a southeast

wind convects off Lake Ontario around midday. Having now completed the key Wind and Windiviclual RCRs, I want to stress the need to practice and perfect the scoring routine and make it work for you. Buy a notebook from USHGA, your instructor or me. Review it and your texts and slot relevant theory into an appropriate line on one of the charts. Attend or give a seminar on using the system, and/or take an ICP. Ahead we have the Wing RCRs: three charts designed to help appreciate the strength of our gliders, their prefened modes of flight, and how to select the right one for you. We owe it to the sport we all love, and to those who love us, to be careful. We also owe it to ourselves to stay off the morgue shelves. •

8) Time Of Day As "time and the hour run through the longest day," verily the morning and the evening (watch out for poor depth perception, strong gradient and reduced visibility at dusk) are reliability enhanced, while the midday heat needs be vilified.

9) Season

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Ball Proudly Announces The Model M22. The new standard for paragliding. Whether you compete or not, we'll help you be a soar winner. Comes with our standard 1 year warranty (void if submerged). See your local Ball dealer for details. For inquiries, call 1-800-729-2602 • Fax (303) 530-4836

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

M22 (Standard Model Shown)

HANG GLIDING

The Secondary Survey Head

Hang Gliding

Shoulders & Arms Chest

Back

911

Hips

What To Do In An Emergency

Legs, Ankles, Feet

Figure 1

n Part I of this article we dealt with the ABC's of life support and the primary survey. We included such things as opening the airway, artificial (rescue) breathing, and controlling blood loss. In this, the final part of this series, we'll cover the secondary survey and how to field-respond to such problems as sprains, strains and fractures. Again, keep in mind that this article in no way replaces professional training that you will receive from places like the Red Cross. SEPTEMBER 1992

The Secondary Survey Once you have completed the quick primary survey, attended to life-threatening problems, and taken vital signs and the medical history, take a closer look at the patient and systematically examine him from head to toe for less obvious injuries or medical problems. This examination, called the secondary survey, consists of conducting a full-body assessment with your hands, checking for swelling, depression, deformity, bleeding, etc. Be very careful not to move the patient unnecessarily until you are sure that there are no neck or spinal injuries. The examination itself may cause the patient some discomfort, but it helps if you explain what you are going to do. Be very systematic in your approach; it will keep patient discomfort to a minimum. Begin your examination at the head, and end it at the feet (Figure 1), checking all parts of the body in the following order: HEAD NECK SHOULDERS AND ARMS CHEST ABDOMEN HIPS BACK LEGS, ANKLES AND FEET As you run your fingers and hands across the body parts of the victim, you should be careful to notice any deformities, depressions and tender areas. As you check the head area, notice any fluid coming from the nose, mouth or ear area. The face should be symmetrical, and the teeth should align well. The eyes should track a moving object smoothly and together into all four quadrants of their normal range of motion. As you check the neck area, the trachea should be in the mid-line of the neck. The patient should be able to swallow without discomfort. Any tenderness in the rear neck region should be regarded as an indicator of cervical fracture until the patient has been examined for that possibility by a physician. Frontal neck pain may indicate an injury that could restrict the airway or circulation to the brain. As you check the shoulders and arms, feel the clavicles, shoulders and each arm. Note dislocations at the joints and any fractures. Have the patient grip your hands to see ifhe has equal strength in both hands.

When you are checking the chest, look for abnormalities, soft tissue injuries or apparent breathing problems. Be alert for cuts, bruises and indentations, or other signs of fractures. Begin checking the abdomen by visually examining for protrusions, soft-tissue wounds, lumps, or swelling. Gently feel for the presence of abnormal masses. Ask about abdominal pain. Pain plus a rigid (wooden or boardlike) abdomen indicates serious internal injury. If this is the case, the patient also will experience pain upon taking a deep breath, and therefore may breathe shallowly. In such cases, do not put pressure on the tender area. Recognize this as a medical emergency and call for help immediately. Damage in the pelvic and hip area can cause great pain, so be gentle as you check this area. Tell the patient what you are doing to help prevent embmrnssment. First put your hands on each side of the hips and compress inward, checking for tenderness or instability. Visually note any possible loss of bladder control, bleeding, or an erection in a male patient (a possible central nervous system injury). To check the back, slip your hand beneath his back (without moving the patient) and feel for possible fractures, dislocations, or deformities. If you need better access to the back, gently lift the patient's arm on the side that you are examining. Place the arm across the chest, with his hand toward the opposite shoulder. This will let you slip your hand clown the full length of the spine. Do not lift more than is absolutely necessary. Ask the patient to tell you ifhe experiences tenderness at any point. If he does, keep the patient immobile. Check simultaneously, with little or no spine movement, for bleeding in this area. Keep the patient quiet until ambulance personnel arrive, and immediately relay this information to them. Checking the feet, ankles and legs includes looking for bruises, fractures, dislocations, or swelling. Check for abnormal positions of the legs. Signs of a fractured hip are a leg that is turned away, shortened, and/or rotated. Feel the entire limb for protrusions, depressions, abnormal movement, and tenderness. Check for the presence of a pulse, sensation, and motion. Check the warmth of the limb as a circulation gauge.

Putting It All Together The primary survey (as discussed in the September issue of Hang Gliding) identified any life-threatening injuries for which you give emergency care. The chief complaint helps to identify the major problem of the patient. The secondary survey identifies any non-life-threatening problems that should be cared for if time allows. A key point is to identify and give emergency care for any life-threatening conditions and to activate the emergency-care system (ambulance) as quickly as possible. The amount of patient assessment and emergency care that you provide after the primary survey will depend upon the response time of the ambulance personnel.

Dealing With Sprains And Fractures As you perform the secondary survey you may encounter injuries to the skeletal or muscular system. This portion of the article will deal with the treatment of these problems

Fractures A fracture is a break in the continuity of a bone. It may be either closed, in which the overlying skin is intact, or open, in which the skin over the fracture site has been broken. Bone may or may not protrude through the wound. Open fractures are more serious than closed fractures because the risks of contamination and infection are greater. The most common fracture that occurs in hang gliding accidents is a spiral fracture of the humerus (upper arm bone). These fractures are produced by twisting injuries mostly the result of the pilot continuing to hold on to the downtubes with both hands as the glider comes to an abrupt stop, such as nosing in on landing or crashing into the side of the hill. The most important emergency care is immobilization of suspected fractures. The general principles for immobilizing fractures are as follows: 1)

Remove clothing and jewelry around the injury site. If the victim's harness is interfering with your treatment of an area then carefully remove it. If the victim also posHANG GLIDING

sibly has spinal injuries do not try to remove the harness unless it is absolutely necessary. (Once medical crews have arrived on the scene, then help them with the removal of the harness. Many harnesses have been needlessly cut off a patient simply because the emergency medical crews did not know an easy way to remove the harness. Some harnesses, because of their design, may have to be cut off anyway.) 2)

Immobilize fractures involving joints in the position in which they are found.

Cover all wounds, including open fractures, with sterile dressings, then bandage gently. Do not attempt to push the bone ends back underneath the skin. Avoid excessive pressure on the wound. Support the fracture with your hand under the fracture site.

Apply a splint using materials available such as boards and torn T-shirt or cardboard and tape. An effective improvised splint must be: Light in weight but firm and rigid. Long enough to extend past the joints and prevent movement on either side of the fracture. (Two splints may be tied together to reach the necessary length.) As wide as the thickest part of the fractured limb.

A simple emergency splinting technique is to tie the patient's injured leg to the uninjured

one, or secure the injured arm to his chest if the elbow is bent or lo his side if the elbow is straight. Always put padding between lhc legs and underneath the arm if possible. Fractures to the collarbone (clavicle) often occur when a person falls with the hand outstretched or when he sustains a blow to the shoulder (such as with a downtube on a bad landing). Emergency care for a fractured collarbone involves the application of a sling and swathe (Figure 2). Immobilization will help prevent both additional injury and unnecessary pain. With all splints, slings and swathes, check the extremity often for circulation. If the fingers or toes are abnormally cold, then loosen your work a liulc.

Sprains A sprain is an injury in which ligaments (tissue that connects bone to bone) are stretched and partially torn, usually clue to sudden twisting of a joint beyond its normal range of motion. In most cases, it is best to care for the sprain as if it were a fracture and immobilize it accordingly. In the case of a sprained ankle, assume that the injury is a fracture, since without an X-ray a sprain cannot be differenliatccl from a fracture. Most sprains (about 80 percent) are caused by the ankle turning outward, toward the outside of the body, with a popping or ripping sound. Do not allow the patient to walk or stand on a sprained knee or ankle. Loosen the shoelaces so that you can remove the shoe if necessary. Provide care based on the acronym RICE:

R I C E

Rest Ice Compression Elevation

REST - A severely sprained ankle may have torn tissues and even a fracture. If you suspect major tissue damage, give the sprained joint complete rest by splinting it. Do not allow the patient to walk on it. Make sure that the sprain is evaluated by a physician. ICE- Cold reduces pain, bleeding, swelling, and muscle spasms in injured muscles. Put cold packs, crushed ice, or cold towels on the injured area, or immerse it in ice water. Protect against frostbite by putting towels or elastic wraps next to the skin and by applying the cold pack for 15 to 30 minutes. This treatment will be continued in the emergency room. COMPRESSION- In a long emergency care or transport situation, a compression bandage will limit internal bleeding and may also squeeze some fluid and debris out of the injury site. Wrap the injured area with an elastic bandage, apply a cold pack, then wrap the pack to the sprained part with another layer of elastic bandage. Leave fingers and toes exposed so that you can check for color change or swelling that would indicate the bandage is too tight. Ask about pain, numbness, and tingling. A bandage that is too tight should be loosened. ELEVATION- Raise the injured area, propped and supported with something soft, to about heart level, if possible. This will reduce circulation to the area and thus help to control internal bleeding. Apply the appropriate splint and transport to a medical facility or call an ambulance. NOTE: Properly applying a bandage and splint are learned skills that are taught in all standard first aid courses.

Figure 2 - Sling & Swathe SEPTEMBER 1992

This information is very basic, but it is also very important. Knowing simple first aid can make the difference between life and death for a fellow pilot. Understand that this article is written only for informational purposes, and is not intended to replace proper first aid training. I hope that others, more qualified than myself, will continue with articles such as this. Please take the time to attend a basic first aid course. Check with your local Reel Cross for more information. •

The new Paisley Fores! Service Hadley Butte ramp completed in ·199-1. Sile improvements include a new road to graveled parking and setup, and trail to the new graveled Immch, No more tripping over rocks and sagebrush!

article and photos by and 34

Guide Contributor

third annual Lake County Chamber of Commerce-sponsored hang gliding fly-in actually got off to an official slarl on June I, when the first of four monthly bcsHipen-distancc X-C cash award contests began. They arc offering $ I 00 each month from June through September, plus $200 for the longest X-C flight of the four-month season, and another $200 for the greatest number of accumulated X-C miles by one pilot To be eligible, pilots only have to pay the $5 entry fee, and receive a" I 992 l ,akeview Jiang Gliding Capital of the West" helmet sticker, various merchants' discount coupons, and the updated I 992 llang Glider Pilot's Detailed Site Guide for Lake County, Oregon and Northern Modoc County, California. The $5 entry proceeds arc going into a separate fund to buy a permanent Black Cap LZ, Thal 's $800, a lot of money to be won by a few serious X-Cpilots who have some time to spend flying this beautiful area during the summer. Pacific Power and Light, Forest Products Federal Credi! Union, and PTI Communications arc the sponsors fort he cash awards.

IlJ\NC G1m1Nc:

There was some initial confusion about these and the addi· 1ional July I 4 competition events. Chamber Director Bnrh Gover cleared 1his up at 1hc im· prornplu July 3 morning pilots' meeting al [fon1cr's Lodge. (Some pilots unfortunately missed this since it wasn't listccl on the cn1ry info sheet.) Onn; pilots understood tha11he $5 was into 1he I ;z fund (and was also required for entry into all the various events, no1 jus1 J'or a new site guide), they gladly put their five·spo1s and names in the ha1. All award flights had 10 be made f'rorn the sites in the 1992 gukk: Summer Lake, Hadley Bu1tc, Tague's Bu11c(all three launehcs), Doherty Slide, Black Cap (bo1h 11ppcra11d lower lau1H:hes), Sugar! Jill andSwcct and Low (lower Sugar).

In addition 1o1he USIIG/\, local merchants who provided hang gliding discom1t coupons in" eluded Jerry's Rcstaura111, Rmmd Up Tavern, Thornton Drugs and Lakeview Floral, Howard's Val11c Rite Pharmacy, Kite N' Kaboodlc, Siylc Close\, Fran's Fabrics, Mode O' Day, Jan's Boutique, Fashion Comer, and J,: M's Calico Co11ntry. llunler's RY again offered camping and gas discm1111s to hang glider pilots. Many 01hcr mcrclwnts spon"" sored the m:rny plaques listed below.

Only one pilol had entered before July and turned in a flight distance form l'or lhc month of June. Richard Wood ol'San Francisco, Calil'or nia, f'lcw the now fairly comm011 28.5·milc Sugar llill to lluntcr's RV campground route on his TRX 1(10 on June 2(1. When I informed him on foly 3 that he; had won the June x."(' $100 award, by def'ault, he told me 10 tell Barb he wasd01rn1ing it back to 1he LZ fund' Richard's donation is typical or how apprc:cialivc pilots arc of Lakevic.w's efforts to continue 10 irn· prove hang gliding 1hcrc. His gcnc:rosity 11ndcr· standably got a big round of applause al the Sunday awards prescnta1io11 ccn:mony.

NOVEMBER 1992

spring drought. Fronts contin· ued to pass1hrough lhc area. This led to s1rongcr lhan usual winds from lhe sou1h, with less alkr" noon southwcs1-1o""wcst clrnnge than normal for the year. Gusts near 50 mph were measured at Doherty on July 4, with FM radio reports of 30·35 at Black Cap and Sugar Hill until late aflcr noons. It was gusty rnthcr than smoo1h as well. Even Sweet and Low, popular wlw11 Sugar is blown 0111, was 100 strong f'or all are symbols for the town. Note hut the braver experienced X-C old west building (seen around the pilots and maybe some who launched hut regrel1ed ii shorlly after. The strong south winds and unstable conditions did, however, portend some: long f'lights by the experienced x.c pilots. Thl: $5 entry included all the July 1-4 special f'cs1ival events. /\gain, there was much co11f'usion 011 I his, as there was no list ordcscrip"" lion sheet i111hc site guide entry packcl, and the 011 Wednesday, July l, Randy Adams of' Visilor Center volunteers had lit11c idea what 1hc events or awards were. These; events in· Claircmon1, llcw llampshirc , launched his Wills Wing HP /\T l 58 al the ucw Hadley Bu11e eluded plaques rm bt:st male and female open· launch al I :'.10 PM. I le landed lhree hours and l 0 dis1ancc X-C on each of the four days f'ro111 any of the sites in the site guide. The $5 also in· mim1tes la1er al 4:40 l'M, ten miles soulh of eluded cnlry into the Adjusted Dis1ancc Spo1 Valley Falls on Hwy 395, for a new Hadley Conlc:sl Friday, July 3, from 5:30/6:00 Bu11e record or:l 1.2 miks. Randy reported Ii Hie to 8:30 PM. There was a bcaulif'ul new dona1cd drift that day and raved about the new launch harness for lhe pilot with the; greatest cunrnla· improvemcnls by 111c Paisley Jicirest Service live number of' X-C miles over the July 1-4 dis1rict. I !is plaque was donated hy the I lappy Horse Deli. There were: 110 f'cmale entrants on days. Tht: US I lG/\ donated shirts and calendars July I. for al I 1he winners. Entered pilots received a free raffle Iickct J'or a moun1ain bike. Additional On July Barbara Kramer or Claircmont, New llarnpshirc, recorded 1hc only lligh1 hy a raffle tickt:ls for a camping gear package were woman, from Sugar Hill 10 three miles south of nvailahlc. Bnth raffles were open to non·pilols and both wen: won by Lakeview residents. The Lakeview, f'or 2:l miles, from 12:45 to 2:30 l'M. Adjusted Dis1ancc Spot r ,anding Contest was I lcr plaque was provided by B.P. Petroleum. The male X""C award was a 1ic /'or 69.5 miles, Ilic hc:sl hc1 J'or 1hc many recreational, non X-C from Sugar I Iii! to a half' mile norlh of the pilots. Hogback Road junc1ion wilh Hwy '.W'i at the Nmth /\bcrt Rim. Luc11 Miller of Santa Clam, California, !kw his Pacific Airwave K2, and Shan11on Raby or Sonora, Calif'ornia, his Pac Air Kiss. Lurn earned lhe plaque sponsored by I"ast yL:ar we had stable, high pressures and the related north/northeast winds uncommon to the Indian Village. Lucn rcporlccl gelling lo 11,800' area. We also had 1hc "rotor from hell" over 1hc: MSI, and Shannon to 12,000' MSL along the range from the cast at sunset two evenings. Thal way. Luen had launched a short distance rm1hcr soulh, below the lookoul tower, and Shannon had led to some near tumbles ror1hosecnjoying the normally pleasant late afternoon Black Cap landed some feel further north. Since it was a glass.off. tie, Barhawmdcd Shannon the unclaimed plaque This year we lrnd storms and rain tile first !'or the July I best female night. It was nice to parl ol' the week, f'ollowing a bad winier and sGc J ,ue11 win an award. I le had broken his

elbow during last year's Fly-fn, oneor1heseven serious aecide11ls. On Friday, July 3, Philip Ray or Mill Valley, California, flew his WW Ill' AT from Sugar I fill al 2:00 PM, nor1h past Lakeview for a 38-miler lo a 5:00 PM landing along I lwy 395. His great es I altitude during the three-hour fligh1 was only l 0,200' MSL. Philip's plaque was provided by Jerry's Restaurant. July 4 proved to he the big day. The strong south winds carried the intrepid Shannon Raby to a ne;w official Sugar llill record of 124.0 miles and an altitude of I !J, I 00' MSL. He launched his Pac Air Kiss at 2:00 PM and flew norlh to aboul three miles south of Riley (on I lwy 20 from Bend to Burns), landing on Hwy '.195 five hours and 17 minutes later at'/: 17 PM. This breaks Davel Iopkins official July, 1990, Sugar I lill record of85 miles. Shannon received a plaque sponsored hy Papa Dan's for this great flight. I was told al the Fly-In by Bill Armstrong lhat last year he, Dave Hopkins and another pilot named Ray had made 100+ milers f'rorn Sugar northeast to a i'Gw miles past Denio, Nevada. Shannon's is the new official Sugar l Ii l l record. Terry Taggart or Gresham, Oregon, flew 74 miles from Sugar to a mile northcasl of Blucjoint I .akc, north of Adel, Plush and Hart Lakes, another good flight the same day. That same day Dwayne Hyatt of I ,cbanon, Oregon, launched at 2:05 PM at Black Cap on his Pac Air K2 for what he thought would he a short flight. lie planned to return later for a tandem. He rode the thermals north to 14,800' MSL, and landed nearly five hours later at 7:00 PM, a "recreational" l 15 miles away. He !ouched down at the I lcnry Slader Ornde School in Burns, Oregon, on Hwy 20 north-northeast of Lakeview, for a new Black Cap record, break-· ing Terry Cook's May, 1990, 38-mile record. This should change the perception that Black Cap is mainly a late afternoon glass-oil site, and just possibly has the potential for a new Oregon X-C record ( l 52+ miles from Pinc Mountain, near Bend). No women submitted flights for July 3 or 4.

or the handl'ul or ladies among the 165+ pilots who attended m entered, Barbara Kramer won the accumulated female pilot award with a 23milcr on .July lier plaque for this night was sponsored by MidTown Gas. Shannon Raby

Setting np on Black Cap launch.

won lhc male four .. ctay total with 69.6 miles on July 19.5 011 lhc 3rd, and his new Sugar llill record flight July 4 of 124.0, for a total or 213. J miles. llis plaque was sponsored by King's Cafe. He also won a new AirFlan; pod harness donated by Larry Capps of AirWcar Sports. Shannon Raby advised tha1 if he won the July monthly$ I 00 best X-C distance award, he would donate it lo the Black Cap LZ fund, just as Richard Wood did with his .lune$ I 00 award. Again, this proves that most pilots don't fly for the money, especially when a community like Lakeview is working so well wilh the visiting hang gliding population.

This Friday, July 3 event was run in an identical fashion to the one in 1991. Since it was held on one of the X-C days, itollcrcd an event for those many recreational pilots who do not fly serious x . c or who landed or sunk out early. The local volunteer begged oul, so Rogue Valley I IGA Ridge Runner editor Mike Stevenson again volunlcercd to be the scorer while I videotaped and laler compu!cd the scores with Doug l lildrcth. Pilols were disqualified for landing morclhan l O(Hcct from the target, f'or"bonking" (dropped the nose or the glider) orfor"womping" (dropped the basctube), landing outside the

time window, or hitting or landing on a volunteer scorer. The goals were safety, proper landing technique, adjusting and balancing for pilot ra1ings and glider types, and FUN. Adjusted distance (a scoring mclhod invented by another US! IGA chap1crsomc years ago) was the actual distance in feet, times the hang rating ( I times the glider factor ( 1.0 double surface, I .5 -- curved ba1tcn single, and 2.0 rial batten single). II has worked well so far, giving a range from O to 1,000 "adjusted" feet. (A Master-rated pilot, landing I 00 l'ccl rrom the spotonaRavcn,gcts5x 100x2.0= 1,000.)This is also a very popular event for the Lakeview citizenry who drive out to lluntcr'sjust to watch it. We saw belly landings, womps, honks, womps followed by honks, a couple over the l 00-f'oot limit, 20-fool high flares, overshoots, plus a couple or close ones with great no-step, kccJ .. plantcd technique. In reviewing the video, I noted that only eight or !he 2 l landings were made wi!h "proper" technique, with a couple of those being well outside the l 00-foot limit. The wind was light and smooth. Docs this say something about our overall landing skills, a 4,775' MSL LZ, and/or the cffccl of' a big, vocal audience? Plaques for the first rive places were sponsored by I Juntcr's, Lakeview Lodge, Rim Rock Motd, Sal'cway, A/\ Cale, and Burger Queen.

HANG GLJDINC

l st

2nd

3rd

4th

5th

The winners were: Tony Kane, or J ,os Angeles, CJ\, 114, on a Foil C l 6'6" actual distance, adjusted distance 26.0 fec:t. Jeff I luey, of Bend, OR, 114, on a Moyes GTR, I 0'7" actual distance, adjusted dis· lance 42.3 feet. Paul Voight, of Pinc Bush, NY, 115, on a WW double surface, 8 '9" actual, adjusted distance 43.8 f'ce1. Chuck Rahaut of Paci fie Grove, CJ\, 114, on a WW llP AT 145, 13'2" actual, adjusted distance feet. Jerry Smith, of Huntington Beach, CJ\, 114, on a WW S11pcr Sport 15], 16'6" achrnl, adjusted 66.0 foe:!.

Too bad more Bang II and Hang Ill pilots did not enter, since their lower ratings help their final scores as a result of the hang rating multi· plier.

The.July l-4cvcntsendedwitha.July Sunday morning gathering al \he Weleomc Center by ihc Safeway. J\hout 60 folks attcncfod for the free coffee and donuts, and lo sec who had won the various cvcll\s and raffle drawings. The; plaquc;s and merchandise flowed with the applause. and Barb Gover did a great job rc;cognizing all the winners.

Recreation Planner Doug Troutman was a big hit when he spoke about developing more sites, and that the 1.5 million acrc;s in the arc:a belong lo us, the; pc:oplc, not the BLM or the U.S. government. lie and Mike Stevenson or the RVHGI\ led the RV! !GA in moving 140 cubic yards of gravel lo make the nc;w BLM Doherty launch this spring. Many hours of work went inlo this great launc:h off Hwy 140.

I arrived the evening or .July 2, only to learn of the first serious injury ac;c;icknt c;arlic:r that day. An unidentified pilot had flown north from Sugar and tried to land in the abandonc;d drive:· in thcatc;r parking lot south of'IJ11ntc;r's RV tent campground field. Ile struck one of the pipe; speaker poles, badly ripping his left thigh open. Pilots on the ground used a tourniquet to stop the bleeding. I le was in the Lakeview hospital through .lllly .'i. Fortunately, il was only one; of' two known injury accidc:nts to occur this year. I'm told i1 appeared he tried to stretch his final glide; to land nc:x1 lo his l111ntcr's camp spot, rather than land in one of the several open fields f'nrthcr south or at Snydc;r's, Black Cap's closc;st LZ. Ron Trnvalli of Oakland, California, had a hard-luck landing at the July 1 spot landing

Butte al the "prow" of Abert Rim and Abert Lake, the start of an rid,!!:e/thennai flight flown from Sugar, Black Cap and Tague's Butte. NovHMHER 1992

contest a1 Hunter's LZ, tearing tendons in one; knc:e. lk was awarded the Golden llammer J\ward, a mounted gold-colorc;d hammer in a ghiss-covercd frame. This surprise plaque was sponsored by Coast to Coast. There was a report of' a July 4 failmc-tohook-in launch al Black Cap again, J'ortunately without injury. We nc:cd to watch mil for each other, especially those without their regular launch assist crews. We still have; too many pilots who apparently think hang chc:cks are only for beginners, a macho aHitudc tlrni injures and kills several pilots every year. I saw vc:ry f'cw hang chc;cks that day. J\ pilot I'm told is nicknamed "Marginal Mark" of Fort Funston repmtcdly made a pass within about one root or the ground along the launch road edge at Blac;k Cap on July 4, nc:arly hitting about seven folks, some possibly being Lakeview spectators. I missed gelling it on video, since; by c;hancc; I was clianging batteries at the car at the time. While a questionable stunt in smooth coastal air, the; tmbulcncc; of' these mountain sites, especially this July 4, made for a vc:ry close call. Knowledgeable pilots who witncssc;d it said he was dc:finitclyout of control on this dangerously close pass. Considc;r the c:ffect on Lakeview hang gliding had an elderly loc;al spc;c;tator bc:cn injured or killed. Last year a pilot making a similar close; pass below launch caught his lower wing tip and spun in, and it was ignominiously rcc;ordc:d ror the statc:widc; Oregon Fidd Guidc;s public television piece on the 1991 Fly-In. It has now been seen by thousands of folks. J\ pilot flying a blue:, single-surJ'acc Vision Eclipse with black training whc;cls sc;t up for his landing over the Hunter's tent camping area, rather than over the landing field, in the still strong wc;s\ wind late July 4. Not surprisingly, lw rc;alizecl he; could not make it ovc:r the; "tent city," c:ars and barbed wire fence. lie turned south and put it into the small open strip be· twec;n the lent cily and other· cars, nearly hitting the portable outhouse and big tent cluster at the south tree. Fortunately it only cost him a bent downtube, lhis time.

At the; end of last year we heard that the 300+ pilots, with 165 registered, made fortooc:rowdc;d launch conditions, especially at Sugar and Black Cap. Some; said thc;y'd come back in 1992, but not during another .Inly 41!1 Fly-In. Due lo the lack of' a sc;paratc entry l'orm this year there; is

some confusion as to actually how many entered. Lakeview did not adopt the 1991 single entry/information form, instead using the yellow legal pad impromptu pilot record. I've recommended that Lakeview return to the entry form, as no USHGA numbers, emergency notification information, local camp location, glider type, orotherpotentially important safety information was recorded. It is also not known if some of the early registrants had paid to enter or were simply in the area to fly for fun. This year's attendance matrix offers no hang rating breakdown as it did last year, and is only an estimate. Barb Gover reports that 165 pilots entered, as follows: 88 - California, 38 - Oregon, 6 Washington (includes supportive 2 paraglider pilots), 5 - Idaho, 4 - Colorado, 4 - New Jersey, 3 - New Hampshire, 4 - New York, 2 - Nevada, 1 - Arizona, 2 - Maine, 1 - Texas, 4 - Ontario, Canada, 1 - Pennsylvania, 1 - Utah, 1 - Hawaii, for a total of 165 registered visiting pilots.

Problems And Complaints Were Few Most visiting pilots had nothing but praise for Lakeview and the surrounding communities which have made all the good flying sites and activities possible. The lack of flying event information and requirements, pilot registration confusion, and what awards were to be presented, were the main problems I heard and observed. Lakeview is trying to learn to do this on their own, and Barb feels they have asked too much of the RVHGA already. (Wrong, we're still willing.) There is only one resident pilot in Lakeview, and running a big competition meet or fly-in is not his thing. Other chapters have talked of hosting an event here, which Lakeview will welcome with open arms. They've got the sites; you just have to bring some working, knowledgeable, non-participating members to do the ground work and attract the pilots (the easy part). Personally - and I'm sure the USHGA and sponsors would agree - the events should be restricted to cLment USHGA pilots. Lacking a registration form, there was no requirement to list your USHGA number and expiration date. The pilot liability insurance is the primary reason for restricting modern hang gliding events to cunent USHGA pilots. Marginal Mark's near mishap and potential innocent bystander injury is an example of the need. Al I other meets

More Great Lakevie-wArea Flights Terry Taggait, who flew 74 miles from Sugar on July 4 (see article), did even better on July 5. He launched from Sugar again and landed at Fields, Oregon, which is 45 miles northeast of Dohe1iy Slide. It's at the south encl of the awesome 5,500' AGL east-facing Steens Mountain range above the Alvord Desert. My maps show it's 91 miles from Sugar. His retrieval was plagued with problems and he received a free dinner and night's lodging at the Fields Hotel. His friends drove all night via Burns and Frenchglen and they all got back into Lakeview the next day at 1:00 PM. I'd heard (and Paul Gazis of Sunnyvale, California, recently reported) that a pilot known as "Little Ray" made a 140-mile flight east from Sugar Hill the week after the Fly-In. I wonder if he entered the X-C contest before it? The minimal $5 fee in exchange for a good shot at the $100 prize should be an incentive for other X-C pilots to enter when visiting Lakeview next summer. How about a flight report, Ray? Paul Gazis and others are now pioneering routes south from Sugar, and he has made a 35-miler to Likely, California. He feels 60-100 miles is possible going in that direction. Going east offers the potential for more miles, but your retrieval driver better be good, and have a good 4X4 and maps. Aerial flares and strobes should be sc1iously considered by both driver and pilot. •

I've seen require it. The Lakeview airport was certainly concerned after the Montague, California towing fatality last year and the subsequent closure of all Siskiyou County land to hang gliding. I have no idea how many pilots took advantage of the free swimming at the city pool July 3, but I saw glider-topped rigs parked there one day. The Hunter's Motel, Lounge and Restaurant sponsored a beer garden and barbecue with live music on July 3 and 4, which proved more popular than the fairgrounds barbecue on July 4. An enjoyable free fireworks display was held again this year.

July 4th And Season Events The Lakeview folks originated the idea of separate events and awards for women in 1991. Since so few women pilots have shown interest in X-C, even with separate women's X-C awards, maybe it would be more appropriate to suggest that the Chamber consider separate spot landing awards. Would that increase interest in participating on the part of lady pilots? Also, this year's events were distance X-C specific, resulting in Sugar Hill once again

being most crowded, as it offers the greatest X-Cpotential. Would site-specificX-C awards, over the entire three- or four-day event, as was done in 1991, be better at spreading out the use over Black Cap, Tague' s Butte, Hadley (if n01th/ northeast), Summer Lake (if east), and Doherty (if west)? X-C is certainly possible from all of them. How about a best-distance contest south from Black Cap, into the prevailing headwinds? Let Lakeview know. Just keep in mind the lack of a resident USHGA Chapter with many members available to run complex events. The original RVHGA event was a FUN family fly-in with no awards, after all. Please write the Lakeview Chamber of Commerce at: 513 Center Street, Lakeview, OR 97630, or call (503) 947-6040 with your thanks and with any suggestions for improvements next year. This year's fly-in was great fun, offered challenging air and fewer accidents, and was thus a great success from what I saw and heard. This was despite the fact that many recreational pilots might have preferred milder conditions. I know that the RVHGA pilots who attended enjoyed it. We hope to see you at the Fourth Annual Lakeview Hang Gliding Capital of the West Fly-In in 1993! • HANG GLIDING

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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 lnt'I air add $15.00 extra

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TOTAL ENCLOSED

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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

RATINGS SAFE PILOT AW ARDS BRONZE DENNIS CAVAGNARO DAVID LYTLE RICHARD NEUBERGER SILVER STEVEN RODRIGUES JIM ROWAN LIONEL SPACE 2NDDIAMOND GWMEADOWS 4TH DIAMOND ROB MCKENZIE 5TH DIAMOND ROB MCKENZIE

LILIENTHAL AW ARDS BRONZE GLEN DAGENAIS CHRISTOPHER DOMINY RICHARD GIBSON KAREN KELLER JAMES LONG MITCH NIXON KEN SHACKLETON WILLIAM ROBERT SIVELL SILVER CHARLIE CONKLIN GLENN DAGENAIS ERIC GAGNON KEN SHACKLETON WILLIAM ROBERT SIVELL GOLD SCOTT RAUCH

Region 3 ALLEN, SCOTT: Long Beach, CA; R. McKenzie/High Adventure CHISHTI, MUEEN: Ridgecrest, CA; A. Beem/Windsports Soaring Ctr CHRISTIE, CAMPBELL: Highland, CA; R. McKenzie/High Adventure EMMERSON, BRANDEN: Del Mar, CA; J. Ryan/Hang Gliding Center HAMMOND, DAN: Anaheim, CA; R. McKenzie/High Adventure JOLLY, LAURA: Escondido, CA; R. Mitchell/Eagles Wings RUIZ, JOSE: Westchester, CA; A. Beem/Windsp011s Soaring Ctr VALDIVIESO, CARLOS: Signal Hill, CA; R. McKenzie/High Adventure YNCLAN, TIM: Huntington, Bch, CA; D. Skadal/Hang Flight Systems Region 4 HYSLOP, WILLIAM: Westminster, CO; M. Windsheimer/Golden Wings TONEY, FRANK: Littleton, CO; E. Duerksen/Golden Wings TUFTS, BRIAN: Silverthorne, CO; T. Hackbart/Golden Wings Region 6 JAHNS, PETE: Enid, OK; C. Thoreson/Lookout Mtn FP VINSON, DAVID: Yukon, OK; S. White/White Out Region 7 ADDIE, JAMES: La Grange Park, IL; B. Kushner/Raven Sky Sports ANDERSON, PAUL: Glyndon, MN; R. Brown/Airplay'n Seattle BRANCATO, MICHAEL: Wheaton, IL; J. Mitchell/JI Mitchell HG GRAHAM, COREY: Portage, WI; B. Kushner/Raven Sky Sports HERR, MIKE: Kokomo, IN; B. Kushner/Raven Sky Sports HUFF, GARRY: Glendale Hts, IL; B. Kushner/Raven Sky Sports JOHNSON, MA TT: Holland, Ml; A. Mantas/Spectrum KEARNS, MIKE: Woodstock, IL; B. Kushner/Raven Sky Sports QUINSEY, WILLIAM: Grosse Ile, MI; J. Eckhardt/Kitty Hawk Kites REUTER, ERIK: Champaign, IL; B. Kushner/Raven Sky Sports TESHIMA, TOM: Park Forest, IL; B. Kushner/Raven Sky Sports THORESON, LAYNE: Huntington, IN; C. Thoreson/Lookout Mtn FP WIEDENHOEFT, KURT: Madison, WI; B. Kushner/Raven Sky Sports ZINZOW, MARK: Champaign, IL; B. Kushner/Raven Sky Sports Region 8 BONYUN, DAVID: Stowe, VT; G. Evans/Lookout Mtn FP DELANCY, DAVID: West Redding, CT; B. Vaughn/Mtn Wings HARNOIS, MICHAEL: Salem, NH; J. Porter/Aeolus MANTZOURANIS, KONSTANTIN: Everett, MA; J. Porter/Aeolus HG MANTZOURANIS, DIONYSSIS: Cambridge, MA; R. Hyary/Acolus REPSCHINSKI, BORIS: Cambridge, MA; J. Porter/Aeolus HG ROBERGE, JAMES: Westford, MA; R. Hyary/Aeolus SMITH, TODD: Milford, CT; J. David/Aeolus STEVENS, TYLER: Amherst, NH; R. Hyary/Aeolus

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 FINK, SIEGFRIED: Fairbanks, AK; L. Thomas/[&L Sales & Service MARSHALL, L GUY: Vancouver, WA; 1. Asher/Endless Thermal PHILLIPS, JOE: Seattle, WA; T. Jolms/Cascadc Soaring REGAN, JAY: Anchorage, AK; A. Chuculate/Advcnture Wings Region 2 BERGER, CHRIS: Sonoma, CA; A. Whitehill/Chandelle SF DUERR, ELKE: Orinda, CA; S. Seebass/Bcrkeley Hang Gliding Club GRIFFIOEN, PETER: Mountain View, CA; G. Pornaras/Mission Soaring HINRICHS, ERIC: Redwood City, CA; J. Woodward/Natural Flying HOOVER, NATHAN: San Francisco, CA; R. Frey/Airtime LASICH, DAVID: Sacramento, CA; G. Hamilton/Sacramento HG MCFARLANE, SHAWN: Fernley, NV; J. Hooks/Lookout Mtn FP OLSON, ARLIN: San Martin, CA; J. Woodward/Natural Flying RANKIN, KURT: Rocklin, CA; D. Zmrzel/Adventure Sports STIELER, MIKIE: Sonora, CA; W. Brown/Ultraflight HG SWITZER, NATHAN: Santa Cruz, CA; P. Denevan VAHEID, HOSSEIN: San Francisco, CA; H. Bittner WRIGLEY, JOHN: San Francisco, CA; L. Thor

Region 9 BOWDEN, BRUCE: Pittsburgh, PA; B. Weaver/Kitty Hawk Kites BOYLE, SHEILA: Cleveland, OH; M. Delsignore/North Coast HG BOYLE, MICHELLE: Cleveland, OH; M. DelSignore/North Coast HG CHOO, IN-KYOUNG: Arlington, VA; R. McKenzie CLOR, MARY: Westerville, OH; J. Hooks/Lookout Mtn FP DODGE, MICHAEL: Cleveland, OH; M. DclSignore/North Coast HG GIBBS, ALDEN: Annapolis, MD; B. Weaver/Kitty Hawk Kites GUPTA, ANDRE: Fairfax, VA; J. Middleton/Silver Wings KING, KEVIN: Potomac, MD; B. Chalmers/Lookout Mtn FP LAM, ROBERT: Elkton, VA; P. Williams/Kitty Hawk Kites PERZ, KENNETH: Twinsburg, OH; M. DelSignore/North Coast HG PERZ, DAVID: Twinsburg, OH; M. De!Signore/North Coast HG YAGNESAK, DAVID: Erie, PA; B. Vaughn/Mountain Wings Region 10 BARNES, TED: Williamson, GA; R. Jacob/Sequatchie Valley Soaring BINKLEY, JACQUELINE: Knoxville, TN; J. I-looks/Lookout Mtn FP BRYANT, WESLEY: Lithonia, GA; G. Evans/Lookout Mtn FP BUCHMAN, MATTHEW: Huntsville, AL; R. Patterson/Rocket City BUTTRUM, KENT: Mt. Pleasant, SC; B. Weaver/Kitty Hawk Kites CALDWELL, ROBERT: Palm Beach Gardens, FL; J. Tindle/Miami HG CHANG, ROGER: Miami, FL; J. Tindle/Miami Hang Gliding CRAWFORD, D: Sullivans Island, SC; B. Weaver/Kitty Hawk Kites CROUCH, MARK: Palm Beach Gardens, FL; F. Foti/Miami HG

HANG GLIDING

RATINGS GRAHAM, ROB: Evans, GA; C. Thoreson/Lookout Mtn FP HOOVER, SAMUEL: Lake Park, FL; J. Tindle/Miami Hang Gliding JORGENSEN, SCOTT: Evans, GA; J. Hooks/Lookout Mtn FP KEE!\, DOUGLAS: Ft. Lauderdale, FL; F. Foti/Miami HG LANE, ERIC: Archer, FL; C. Thoreson/Lookout Mtn FP MANZEL, SCOTT: Macon, GA; G. Evans/Lookout Mtn FP MCCANN, MIKE: Enterprise, AL; J. Hooks/Lookout Mtn FP OGBURN, STEPHEN: Jupiter, FL; J. Tindle/Miami Hang Gliding PRESTON, STEWART: Greensboro, GA; G. Evans/Lookout ivltn FP REINHART, DA YID: Delray Beach, FL: J. Tindle/1'1iami Hang Gliding RICHARDSON, JAMES: Panama City, FL; G. Evans/Lookout Mtn FP RICHARDSON, PAUL: Hampton, VA; B. Weaver/Kitty Hawk Kites SANTIAGO, HERIBERTO: Caugas, PR; R. Rojas/Caribbean Airsports PR SNOW, TERESA: Dallas, GA; C. Thoreson/Lookout Mtn FP SPRAGUE, TIMOTHY: Atlanta, GA; J. Hooks/Lookout Mtn FP TA TOM, TIFFANY: Lynchburg, VA; B. Weaver/Kitty Hawk Kites Region 11 LUCE, ROBERT: Houston, TX; H. Wise MALONE, JOHN: Houston, TX; H. Wisc Region 12 BABARCSIK, LASZLO: Towaco, NJ; B. Vaughn/Mountain Wings BELUSIC, JOE: Rochester, NY; M. Hedden/Rochester Area Flyers BOHACZYK, JOSEPH: Plainsboro, NJ; B. Vaughn/Mountain Wings BRUDNAK, NICHOLAS: Hasbrouck Hts, NJ; B. Vaughn/Mountain Wings DEERY, MIKE: Cambria Hts, NY; B. Vaughn/1'1ountain Wings GARSIDE, MICHAEL: Wateruliet, NY; D. Guido/Susquehanna FP KRYVICKY, JEFF: Astoria, NY; B. Vaughn/Mountain Wings KURTZ, DAVID: Brewster, NY; B. Vaughn/Mountain Wings LE GALL, MICHAEL: Astoria, NY; B. Vaughn/Mountain Wings LEIDY, BONNIE: Easton, PA; B. Vaughn/Mountain Wings MALLON, i\'IICHAEL: Tuiton Falls, NJ; B. Vaughn/ivlountain Wings MARSHALL, DAVID: New York, NY; A. Beem/Windsports Soaring Ctr O'LOUGHLIN, STEPHEN: Poughkeepsie, NY; B. Vaughn/Mtn Wings PEDELUBORDE, CLAUDE: New York, NY; B. Vaughn/lV!ountain Wings REISS, MATTHEW: Unadilla, NY; D. Guido/Susquehanna FP SCH!\APP, SAMUEL: New York, NY; B. Vaughn/Mountain Wings STORMS, ROB: Rochester, NY; B. Weaver/Kitty Hawk Kites VET, JOE: Albany, NY; R. Clark/Susquehanna Flight Park VETS, ROBERT: Cherry Hill, NJ; B. Vaughn/Mountain Wings WYKE, KIM: Greenwich, CT; B. Vaughn/ivlountain Wings

NOVICE RA TINGS PILOT; City. State; Instructor/School Region 1 FLOYD, RICK: Seattle, WA; T. Johns/Cascade Soaring LINDSEY, MIKE: North Pole, AK; L. Thomas/T & L Sales & Service LOFTESNESS, DARREN: Clatskanie, OR; J. Asher/Endless Thermal SMITH, GARY: Seattle, WA; T. Johns/Cascade Soaring Region 2 FIFIELD, TERRY: Central Valley, CA; P. Sergent/HG Connection GIBBONS, JEFF: Hayward, CA; D. Yount/Mission Soaring GILBERTSON, JAMES: Watsonville, CA; J. Woodward/Natural flying GILBERTSON, STEVE: Watsonville, CA; J. Woodward/Natural Flying HANSSON, ERIC: San Francisco, CA; R. Frey/Airtime of SF HARRIS, PAUL: San Jose, CA; R. Palmon MCFARLANE, SHAWN: Fernley, NV; J. Hooks/Lookout Mtn FP MITCHELL, KEVIN: Truckee, CA; D. Zmrzcl/Advcnturc Sports NADELL, DAVID: Sunnyvale, CA; R. Palmon SHIELDS, MICHAEL: Monterey, CA; P. GodwinN/estern Hang Gliders STIVER, SHAWN: Novato, CA; A. Whitehill/Chandelle Region 3 ALLEN, SCOTT: Long Beach, CA; R. fv!cKenzic/High Adventure CHRISTIE, CAMPBELL: Highland, CA; R. McKenzie/High Adventure DAY, KERRY: Lake Elsinore, CA; Windgypsy EMMERSON, BRANDEN: Del Mar, CA; J. Ryan/Hang Gliding Center of SD

NOVEMBER 1992

HAMMOND, DAN: Anaheim, CA; R. McKenzie/High Adventure HANSEN, DOUGLAS: Granada Hills, CA; D. Quackenbush/True Flight MARKS, EDWARD: San Diego, CA; R. Mitchell/Eagles Wings PARKER, BRUCE: Thousand Oaks, CA; D. Quackenbush/True Flight SPURGEON, MIKE: Pioneer Town, CA; K. Lamb/Windgypsy VALDIVIESO, CARLOS: Signal Hill, CA; R. McKenzie/High Adventure YNCLAN, TIM: Huntington Beh, CA; D. Skadal/Hang Flight Systems Region 4 ANDERSON, LAUREN: Highland, UT; C. Baughman/Vulture Gliders BATAKIS, EDWARD: Colorado Spgs, CO; G. Pollock/Wasatch Wings CORLEY, MATTHEW: Boulder, CO; J. Fritsche/CO HG & PG School EICKHOFF, JOHN: Indian Hills, CO; C. Woods/Up over New Mexico FELL, DON: Capitan, NM; C. Graham/Cross Roads Windsports GRAHAM, CHIP: Westminster, CO; C. Graham/Cross Roads Windsports HAA TS, CURT: Telluride, CO; K. Stowe/Windrider HAIYIIK, DANA: Telluride, CO; K. Stowe/Windrider LINDENBAUM, MICHAEL: Santa Fe, NM; D. Sharp/New Mexico Soaring POISSON, BERNARD: Hill AFB, UT; D. Lane/Windricler SAMPSON, JAMES: Ft. Collins, CO; B. Faris STOOF, JIM: Uintah, UT; G. Pollock/Wasatch Wings VINCENT, DON: Ogden, UT; K. Stowe VINCENT, ANGELA: Ogden, UT; D. Lowc/Winclricler Wind Sports Region 5 COOK, DAVID: Missoula, MT; P. Swanson Region 6 MILLSAP, MATT: Altus, OK; C. Woods/Up Over NM Region 7 DOYLE, JAMES: Omaha, IL; C. Thoreson/Lookout Mtn FP JACKSON, KELVIN: Mount Pleasant, Ml; B. Fifer/Traverse City HG THORESON, LAYNE: Huntington, IN; C. Thoreson/Lookout Mtn FP WILLIAMS, EDDIE: Saugatuck, Ml; J. Mitchell/JJ Mitchell HG Region 8 BONYUN, DAVID: Stowe, VT; G. Evans/Lookout Mtn FP LESSARD, LARRY: Lynn, MA; J. Porter MULLER, KARIN: Lynn, MA; J. Porter Region 9 CHOO, IN-KYOUNG: Arlington, VA; R. McKenzie CZAJA, ANDREW: Ambler, PA; B. Umstattd/Sky High EARNEST, JEFF: Nashport, OH; P. Mays/Lookout Mtn FP LIVELSBERGER, GALE: York, PA; F. Valenza/1'1tn Wings LONG, JAMES: Funkstown, MD; R. Jacob/Sequatchie Valley Soaring MEIER, DAVID: Lexington, KY; R. Jacob/Sequatchie Valley Soaring ROWAN, KIM: Cumberland, MD; J. Rowan SPARK, RICHARD: Woodcliff Lake, NJ; R. Jacob/Sequatchie Valley SPROUT, SCOTT: Lewistown, PA; R. Cobb/Wind Drifter Region 10 BARNES, TED: Williamson, GA; R. Jacob/Sequatchie Valley Soaring BINKLEY, JACQUELINE: Knoxville, TN; J. Hooks/Lookout Mtn FP BRADY, MICHELE: Columbus, MS; G. Evans/Lookout Mtn FP BRYANT, WESLEY: Lithonia, GA; G. Evans/Lookout Mtn FP BUCHMAN, MATTHEW: Huntsville, AL; G. Evans/Lookout Mtn FP CALDWELL, ROBERT: Palm Beach Gardens, FL; J. Tindle/Miami HG CARLSON, MIKE: Nags Head, NC; P. Williams/Kitty Hawk Kites CHANG, ROGER: Miami, FL; J. Tindle/1'1iami HG CROUCH, MARK: Palm Beach Gardens, FL; F. Foti/Miami HG DIAZ, ROLANDO: Fajardo. PR; B. Weaver/Kitty Hawk Kites GOODIN, RICHARD: Apex, NC; P. Godwin/Western HG HOLLOWAY, JAMES: Smyrna, TN; J. Hooks/Lookout Mtn FP HOLMES, EDWIN: Duluth. GA; J. Hooks/Lookout Mtn FP HOOVER, SAMUEL: Lake Park, FL; J. Tindle/Miami Hang Gliding JORGENSEN, SCOTT: Evans, GA; J. Hooks/Lookout tvltn FP KEEN, DOUGLAS: Ft. Lauderdale, FL; F. foti/Miami HG MANZEL, SCOTT: Macon, GA; G. Evans/Lookout Mtn FP MCCANN, MIKE: Enterprise, AL; J. Hooks/Lookout Mtn FP MCMYLER, MICHELE: Huntsville, AL; G. Evans/Lookout Mtn FP

RATINGS OGBURN, STEPHEN: Jupiter, FL; J. Tindle/Miami Hang Gliding PRESTON, STEWART: Greensboro, GA; G. Evans/Lookout Mtn FP SPRAGUE, TIMOTHY: Atlanta, GA; J. Hooks/Lookout Mtn FP STEPHENS, FRED: Palm Beach Gardens, FL; F. Foti/Miami HG Rcgion 11 CANVILLE, PHILLIP: Houston, TX; F. Burns/Austin Air Sports CHARLTON, SCOTT: Fort Worth, TX; J. Hunt/Red River Aircraft CHARLTON, STEVE: Weslaco, TX; J. Hunt/Red River Aircraft LEWIS, HARTWELL: Fort Worth, TX; D. Broyles/Kite Enterprises PETERSEN, ARMAND: Dallas, TX; C. Thoreson/Lookout Mtn FP Region 12 MARSHALL, DAVID: New York, NY; A. Beem/Windsports Soaring Ctr OKLADEK, MARK: New York, NY; B. Vaughn/Mountain Wings POOLEY, NATHAN: New Palte, NY; B. Vaughn/Mountain Wings

INTERMEDIATE RATINGS

Region 11 FLEGAL, ROBERT: Austin, TX; J. Hunt/Red River Aircraft HAMMER, PETE: Mc Kinney, TX; T. Doogs/Red River Aircraft Region 12 ENGEL, PIETER: Brooklyn, NY; G. Black/Mountain Wings

ADVANCED RATINGS PILOT: City, State; Instructor/School Region 1 GOCHENOUR, SARAH: Seattle, WA; R. Gelfan/Dream Flights Region 3 ANDREWS, ANDREAS: Honolulu, HI; L. Akiona/Tradewinds HG BEACH, RICHARD: Honolulu, HI; D. King TROY, PATRICK: Two Harbors, CA; R. McKenzie/High Adventure WASHBURN, LESTER: Sanely, UT; W. Henry/UP Inc.

PILOT: City, State; Instructor/School Region I BLAKEMAN, MAJA: Seallle, WA; R. Gclfan SHOEMAKER, MATT: Sunnyside, WA; K. Stowc/Windrider Wind Sports Region 2 DEETKEN, BRUCE: Reno, NV; R. Leonard/Adventure Sports DIRST, NEIL: Incline Village, NV; R. Leonard/Adventure Sports KOCKELMAN, JOHN: Mountain View, CA; R. Patmon MENDENCE, MARY: Sonora, CA; K. Muscio PARK, RUSSELL: San Carlos, CA; A. Whitehill/Chanclellc SF RITZ, ROBERT: San Jose, CA; T. Sheikh/Wings of Rogallo Region 3 BOARD, STACEY: Sunland, CA; G. Reevcs/Windsports Soaring Ctr CHAMPLIN, MICHAEL: Culver City, CA; D. Quackenbush/True Flight KHA TAMI, RAMIN: Santa Barbara, CA; K. DeRussy/HG Emporium LAMANDRE, ANTHONY: Canoga Park, CA; D. Quackenbush/True Flight MOOG, GORDON: San Pedro, CA; J. Ryan PEARCE, LEO: San Diego, CA; R. Mitchell/Eagles Wings SMITH, STEPHEN: W. Covina, CA; G. Reeves/Windsports Soaring Ctr WARREN, CRAIG: San Luis Obispo, CA; C. Cole/SLOSA WASSERBAUER, JOHN: Goleta, CA; K. DcRussy/Hang Glider Emporium

Region 4 CARTER, ROSLYN: Draper, UT; W. Henry/UP International GENDRON, KEVIN: Durango, CO; L. Chiarani/Telluride Airsports HOMISON, AL: Kaysville, UT; W. Henry/UP International Region 6 ANTONOPOULOS, TYKE: Stockton, MO; A. Sparks Region 8 CASTRO, ERIC: Leverett, MA; R. Hastings/Morningside FP SPILLANE, MAURICE: Newport, RI; G. Crowe Region 9 FORREST, WILLIAM: Woodbridge, VA; S. Wendt/Blue Sky Region 10 CLARK, NEIL: Delray Beach, FL; J. Tindle/Miami Hang Gliding WEA VER, BRUCE: Nags Head, NC; H. Amal/Kitty Hawk Kites Region 11 HERRMANN, KARL: Houston, TX; T. Doogs/Red River Aircraft

MASTER RA TINGS Region 4 CUMMINGS, ROBERT: Telluride, CO; L. Chiarani/Telluride Airsports WEIGL, URSULA: Telluride, CO; L. Chiarani/Telluride Airsports Region 7 BARNHART, GREG: Lowell, IN; J. Mitehell/JJ Mitchell HG BRANDT, DAVID: Rochester, MN; B. Kushner/Raven Sky Sports EADS, WILLIAM: Blaine, MN; P. Caulfield/Sport Soaring Center Region 8 JESTER, DANIEL: Bristol, CT; J. Nicolay/Morningside FP LEONARD, SCOTT: P01tsmouth, NH; J. Nicolay/Morningside FP NOLAN, JOHN: Burlington, MA; J. Nicolay/Morningside FP Region 9 COLLETTI, BOB: Susquehanna, PA; R. Murphy/Ultralight Flight DAVENPORT, RAWLING: Harpers Ferry, WV; S. Wendt/Blue Sky GARDNER, MARK: Prince Frederick, MD; W. Bennett/W. MD HG SNADER, DALE: Fredericksburg, PA; B. Umstattd

ROGER HOYT LIONEL SPACE

FOREIGN RATINGS BEGINNER JENKS, MICHAEL: Dorset, England; R. Frcy/Ai1time of SF RAASCH, JOHN: Ottawa, Ontario; G. Evans/Lookout Mtn FP NOVICE RAASCH, JOHN: Ottawa, Ontario; G. Evans/Lookout Mtn FP HOLAN, MAGDA: Caracas, Venezuela; M. Gates/FLAP LOPEZ, MARCO: San Angel, Mexico; R. Mitchell/Eagles Wings ADVANCED ULRICH, GRILL: Graz, Austria; L. Chiarani/Telluricle Airsports

TANDEM ONE RATINGS Region 10 CARMICHAEL, JEAN: Rising Fawn, GA; C. Thoreson/LMFP CIZAUSKAS, RICH: Nags Head, NC; H. Amal/Kitty Hawk Kites JOHNSON, KELLY: Wildwood, GA; R. Hill THORNTON, WILLIAM: Kill Devil Hills, NC; I-1. Arnal/KHK TOOLE, DOW: Hilton Head, SC; C. Thoreson/Lookout Mtn FP YAS, MARTIN: Antioch, TN; J. Reynolds/Lookout Mtn FP

ENZO FATICA BODHIKROLL LIONEL SPACE

HANG GLIDING

FASCINATION

IN PERFECTION

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CA) and one distributor (Pacific River S11pply in Iii Sobrantc) that oiler body hoardiug trips and cq11ipmc11L 1,:uropca11 whitc:watcr cntl111siasts, on the other hand, have been plu11gi11g downstream on a hollow molded plastic craft called a "I lydroSpeL:d" ror many years. The "I lydroSpccd" looks like hat r a kayak with depressions molded into the top or the hull to accommodate the rider's chest and elbows. The problem with the "1 lydroSpccd" is that it locks you into one position, thereby limiting your ability to move around. II like a hang glider with struts inside the control bar to you in one place. l Iang glidcrpilots wil I appreciate the 11111ch more mane11vcrable "Carlson Downriver Body Board." Whitewater experts Bob Carlson and Jim designed it with shil"t con trot specifically in mind. Because the Carlson Board is , it also offers heller protection ror your goodies. You can "scootch up" 011 it in just before honk a boulder, or scraping bot !om along shallow spots i11 the river bed. Whitewater body boarding, like lrnng glid ing, is as safe or as dangerous as you choose to make iL lt 's also the wildest, wettest and coolest -- form of gro1111dskimming you'll en counter in this lifetirnc.

by 's the latest risk sport to u11ch on in liurope then migrate lo the United States? If your answer is paragliding you're about three years behind the times. The correct answer is "Whitewater Body Boarding." Perhaps you read a news bit entitled "I Icy d11clc, I"et 's Catch Some Rapids" in the "Woody /\llcn" issue of Newsweek (8/31 /92, page I 0). If so, you know that a whitewater body board is a higld"Jotation descendant of an ocean "boogie board." Whitewater body hoarders don wetsuits, helmets, leg protectors and Iii",: jackets, then jump directly into a wild river. They ride big rapids safely without suffering the surly confines of a raft or a kayak. According to expert tl:st imony in the Newsweek article(moi own bad self) Whitewater Body Boarding is "like the hang gliding of water sports - total connection with the river." But tot,tl immersion in a natural element isn't the only thing that makes whitewater body boarding a soul ·"mate to hang gl id A whitewater body hoard is essentially a weight· shirt control, gravity powered watercraft The di !Terence is that a whitewater body boarder outfitted with swim fins and webbed gloves can actually use his muscles fort hrust as we! I as

control. l lang glider pilots who like the feeling ol' with an invisible (and silent) !her· mal will love the physical and auditory sensa"tio11s of to the mat" with a rip-"roaring, in-·ycr-facc whitewater river. When l stepped oul of the South Fork of California's American River after my first four-hour nm on a body board, I had the same physical glow I get after or lifting weigh ls at the gym- am/ the same sn111g grin I used lo wear after a soaring flight in a hang glider. Ycs, there is even a part of whitewater body hoarding that is analogous to soaring the kind of soaring you do at a windy cliff when you point your glider into the wind and crab back and forth along the face or the cliff for hours on end. Even as a rank beginner I was able to point the nose or my body hoard upstream and "surf" the "standing wave" at a rapid called First Threat about half°.·way through the run. "lo way can you "soar" a kayak (or a hang glider) the first 1imc ouL Whitewater body hoarding is brand new to the ( Jnitcd States. At this writing there are only two outfitlers (Beyond Limits in Riverbank, Cl\, and Whitewater Voyages in El Sobrantc,

There are no equipment or instrnclor certifica-· lions al this lime. If you want to whitewater body boarding a try there arc four prerequisites: I) Training l'rom a rafting guide or a kayak instructor who has whitewater body boarding experience. 2) A board spccirically designed for whitewater: The Carlson Board is made of solid Etliafoam and has 165 pounds o!' rtotat ion. An ocean board has 60 prnmds. :I) Protective and feet, equipment for your head. arms, plus a lifcjackcL 4) Some "reading" whitewater. For more information on trips and equipment call: Pacific River Supply (.~ 10) 3675, Beyond Limits (800) 234-R/\FT, or Whitewater Voyages (800) 488-R/\FJ'. II

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HANG GLIDING ~

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Once upon a time. a hang gliding harness was simply a kid's swing seat witr a couple of straps. Gliders were also made of bamboo. plastic sheeting and lots of duct tape. How things have changed 1 The ability to fly longer. higher and farther than previously imaginable requires that a harness be a virtual hig~-tech cockpit. and then some. Here·s just sane of what's designed into all of Air Wear Sports· harnesses: Style Comfort-for long XC Ease of use Balancedfor better landing rotation In-flight tilt adjustment Warmth Safety Quality materials Flexib1l1ty-for aerobatics Convenience-folds small Integrity of workmanship Competitive price Variable chute arrangements Continuous webbing and more What's most important to you7 We build the EX Harness (shown) for comfort and :-; ' strength first. then everything naturally comes along Try one on at your clea!er's shop for 15-20 minutes to see what we mean Then look closely at the 25 very special features we include as standard items Whether you are a new pilot or have logged a thousand 30 colors to hours. you'll be proud to own an choose from including EX Harness for years to come. the hoc fluorescents. Call us for the dealer near you.

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ACCIDENT REPORTS compiled by Doug Hildreth, USHGA Accident Review Chairman Pilot: Age: Rating: Experience:

Glider: Date: Location: Injuries:

Mark RATHBONE 30 None 30 flights Moyes Meteor 8/23/92 Rainbow Ridge, Reno, NV Head, neck

Event: Pilot launched and flew straight out from 400-foot hill, still on downtubes. Started a turn to bring him directly into the wind, but continued on for a complete 360, then sicleslipped, and upon recovery was low and flying toward the hill, into which he crashed, still on the downtubes, without flare. This is number six.

Pilot: Age: Rating: Experience:

Glider: Date: Location: Cnjuries:

NOVEMBER 1992

Christopher KLINE 33 Novice One year PacAir MK IV 9/92 Eel Levin, CA Fatal - head, neck, internal

Event: Novice pilot had been cleared for the 600-foot launch the day before. In perfect conditions he launched, slowed with nose high, probably climbed into his boot, probably stalling as he did so. Glider turned right and went into a slipping turn back toward the hill and impacted the hill 100 feet below launch. Pilot took full impact. No apparent flare attempt. This is number seven. Comment: These are painfully familiar scenarios. The need for careful instruction goes without saying. New pilots need reminding immediately before launch. Help the new pilot do his hang check. Repeat the basics of the launch sequence. Make sure he has a safe flight plan in mind. But those intermediate and advanced pilots must reinforce as the last piece of information prior to launch: "Nose down, run hard, keep flying speed up, fly away from the hill, then get into your harness." Event: Advanced pilot was hurrying to fly. He was experienced at the high altitude, light wind, slightly shallow launch. He had a fair run, but launched in a mush mode, dragged a wing tip and turned back into the hill. The VG was unintentionally in the tight mode, which contributed to the accident.

Event: Advanced pilot was anxious to join son and daughter in the air. Cycle was ending, but he thought he could make it. Glider didn't feel quite right, and on first step, cycle ended with a 90-degree wind shift. Right wing went up and glider crashed to left of launch. Mediocre run, nose slightly high, jumping into glider and rare! y used loose strap technique all contributed. All attention was on events to occur after launch, none of it during the launch itself. Event: Advanced pilot who rarely launches in no wind (it had been years) was pressured to do so for a spot landing contest. Had fair acceleration, but glider bag in harness prevented full run. Jumped/fell into glider before it was flying, control bar began brushing the ground, and the flight ended. Comment: Launching requires 100'.!o of your attention and concentration. If you find yourself feeling pressure to launch at times when you otherwise wouldn't, or thinking about what you are going to do after launch or on landing, or if pilots behind you are anxious for you to go, or if it just doesn 'tfeel perfect, set the glider down, wait, and refocus.

pilols arc doing hang gliding dcmonstra .. lions at air shows every year, and towing (both ground and aero) is the popular method or get.ting gliders airborne. Today's towing systems arc safe and reliable, and arc appl i.. cable in most air show situ .. ations. But thc\re is another way to put a hang glider a few thousand feet above tlw ground al an air show, and it can make for a more spectacular and colorful show. l am speaking, or eomse, ofa hot air balloon launch or "balloon drop." I did my first balloon drops for a segment or "The Spectacular World of' Guinness Records," in which I did 52 loops after releasing from a balloon at 9,000 feet AGL. When Bill Dobbs (of' Southern California Balloons) and I went out to test my system we did two drops on one inl'lalion or 1hc balloon. After the f'irst r·eleasc I played around the balloon for a while, then allowed Bill Lo choose a landing area. I landed ncmthc hal .. loon and rc,connceted for another prac1 ice run. During the course or filming !IH: segment I did several more drops. Tom Sanders (or Aerial Focus) did the airborne filming. He shot from a helicopter and had 16 mm cine and live transmission micro .. wave video cquipmcnl to mount on the glider. One day Ken Crabtree (rnicrowavc/viclco ex .. pert) and I did three camera mounts on three successive flights in a very shorl time. Bill took me. up with a camera on the glider. I released and recorded loops while Bill landed and kc:pt the balloon inflated. I landed next to the balloon. Ken and T quickly changed camera posit ions for the next l'light. We re> peatcd this process until we had done a wing, a

front, and a rear mount. It was a great team effort. A balloon drop is great fun and quite safe if you pay attention to a few serious, inherent dangers. A significant advantage to balloon launching is that a balloon needs no runway. In fact, a hang glider can he lifted out of an area smaller lhan that required for landing, which would not be a wise thing lo do. Always plan options. You never know for sure which way

you will drift. You might need to release earlier or laterthan you had planned. Yom landing zone must be clear bcl'orc yo11 lif't off, in case of premat1m'. rc·lcase. A considerable disadvantage is that a bat .. loon/hang glider Ii !'I.off be· comes dangerous in more that a few miles per hour of s11rface wind. This one aspect or balloon opera .. tion makes it 11nusable in areas where the wind in .. creases by late morning (when most air shows take place). I suspect that in most places on the planet the middle of the day is a bad time to be ballooning unless you arc trying to se1 a transcontinental record and arc up all day. Because of the wind problem il looks as though balloons will never replace towing in air show demos. However, there is one situation in which a balloon drop/hang gliding demo is a natural, and that is a hot air balloon fest i .. val. Tom Dermody rea] .. izcd this four years ago and organized my partici .. pation in the Colorado Springs Balloon Classic, one of my favorite events of the year. These events are or course held at good times for ballooning early morning or late evening. The balloons arc already there. There is always one balloon pilot who is bored and ready to try something new and interesting. All you have to do is convince him or her and the festival organizers Iha! you know what you are doing. But that can be difficult if you have never done it before. I can you some tips on equipment and technique, and some safety rules that will help if you are a good pi Joi and have an understand .. ing or mechanics.

I lANC GJ.IDINC

and it clear until you land. This should be a job for the event organizers, ill DO NOT Iii\ VE A lmt it is your rcsponsibil PREMATURE RE· ity to make them under LliASE! This is the single stand your safety needs, mos\ irnportanl/dangerous which cmmol be comproaspect or balloon launchmised. ing. ff yo11 inadverten1ly Remember that release yourscl r, or the balthere will be little or 110 loonist accidenlally rewind al a balloon festival. leases you, or yom rope, It might be light and vari release or at1acl11m:111 lo able. It could switch tail the ball 0011 breaks or as you're about lo flare. comes loose .lO to 200 feet Your zero wind landing above the grrnmd YOU technique should he WILL 1)11<:I It is for this eel lent. Jr it is not, work reason that I do not like to 011 ii hl:forc yot1 in a have a quick release on the show. You arc there to balloon. If the balloon pi· show people what you lot insists on an emc:rgrncy Jeff Dmm harnesses up wh ik the crew prepares the lighter-th;m-air craft. know how lo do, 1101 what release, sci up a system by you do not know how lo do. which he must cut your rope wi1h a kni re, so he cannot do ii accide111ally. #4 DO NOT CJ!OOSE A WILD MAN AS You must impress upon the balloonist that YOlm Bi\! .LOON Pll .OT llalloo11ists do not Ilic 1imc between when your reel leave the carry reserve parachutes, so they usually con ground and you reach 500 reel i\(H. is :i critical danger period ror you. i\f\cr a lil'lo!T, you duct their flight activities But there arc crazy people in all sports. Someone 11111st get to 500 10 1,000 rcct as quickly as else might pick a balloon man for you, but yot1 possible. That way there is less lime for som1.>have lhc final decision as to whether this person lhi11g lo go wrong during this high risk period. understands your requirements and takes thc111 I\ balloo11 pilot miglrt wish to stay low to utilize seriously. an air layc:r that is moving in the desired direction. lt is important to stow yom rclc:as1., line in such a posilion that it is physically impossible to inadvertently pull it during ascent. I "S"lurn !he TIIE BAI.LOON A balloon that can carry line in10 a snrnll bundle and tape it to tlw top or two passengers can lift a lrnng glider. ;\ hang lhc downluhc with a little slack between the hrmdlc and the release. Whe11 I am at a safe glider/pilot combi1iatio11 usually less than :100 pounds abot11 the weight of two altitude I rencl1 up, n,movc the tape and let the average balloon passengers. Tell the balloonist line fall to the hascluhc. what you, your harness and your glider weigh. Any type of balloon haskcl will work. 112DO NOTi\1.1 .OWTI IEBALI .OONISTTO ])RA(, YOU TIIROUGI I TREES, POWER When atlaching the lifting rope keqJ two things LINES, BUH .DINGS OR l'FOPI in 111i11d: Thi: a11achmcn1 must have no chance This one of damaging any par\ or !he balloon or bask el. seems obvious, hut do nol assume anylli'rng. Tl IIS JS YOl JR I JFE. Once you arc l1m1gl1111g Ill ;\LW i\ YS Hi\ VE A LANDING AREA The att.achmcnt mnst not come loose. Confer Cl .I<:AIH<:D BI<HmE YOU LIFl'OFF. If somel'rom the balloon your fate dcpc:mls 011 how well with the halloonist and decide 011 a system !hat you educated the balloon pilot as lo your needs. thing goes wrong you might need to land back makes you both comfortable. Some baskets have a floor designed with where you startc:d right away. (lencrally, at a I le is not acc11slomcd lo having something hanging 40 feet below his basket. In a situation rnclial frame members that meet at the center balloon f'cstiv:rl you will be lifting off in the balloon inl'la1im1 area, in the middle of a large between two hori1.0111a\ plates. Th1.,sc plates havl: a vertical hole through the center of' aboul misjudge the or an oilslacle. This is crowd or /\s you lifl oil, the nalural l/2 inch diametc:r. I put a short l/2"inch "eye" anolhcr reason for gctl ing to si1 re altitude quickly tendency of thl: crowd is to flow in and fill your LZ! You mus I have aggressive'. crowd control boll throrrgh from the !Jollorn with a 1/8-inch after a gc11tlc liftoff. hardened alun1in11m pl ale about IO inches in people who will clcaryom LZ before you Ii rt off NovEMBl'R l 992

diameter (effectively a large flat washer) on top to spread the load. I use a wing nut which doubles as the balloon pilot's "release" for jettisoning the rope in an emergency. Do not have a long eye bolt sticking out the bottom of the basket. Side loads during landing could damage the basket. Normally the rope stays attached to the basket throughout the flight. I fasten a small line to the lifting rope several feet below the basket so the balloonist can haul the rope up and store it in the basket during his descent. The rope is a hazard, of course, because it could snag on power lines or other obstacles on the landing approach. You can attach each end of a short rope to two of the points where the basket is connected to the envelope. Allow this rope to loop under the basket, and attach your lifting rope to it using a steel ring or carabiner. Use figure "8" knots. THE RELEASE - I believe that the "threering" release, similar to that used in towing, is best. This device was invented for skydiving canopy cutaway. The balloon release must be much stronger than that required for towing. I like a l O times safety factor. If you build your own use at least 2,000-pound nylon webbing with strong nylon thread and forged steel rings. Never use welded rings. Be sure to understand three-ring theory before you build one. Design the release pin so a long pull is required to help prevent unintentional release. You can order a proper balloon release from Chuck Embury of Elsinore Sky Systems, 33330 WestlongStreet,LakeElsinore, CA 92330 (714) 678-2174. THE SYSTEM - Before I did my first drop I researched what others had done in the past and developed my own system using their best features and some ideas of my own . It is very simple and requires no modification to the glider whatsoever. The three-ring release is attached to the keel just behind the king post, in the same way you would install a hang loop. The release protrudes upward through the king post's hole in the sail. A keel pocket glider might need a longer release. A 1/2-inch or 10 mm kernmantle type climbing rope about 30 feet long is attached to the free ring of the release with a figure "8" knot. The bottom several feet of the lifting rope is made rigid by sliding a piece of plastic pipe over the rope before tying on the ring. This prevents the rope from wrapping 50

around and snagging the upper rigging of the glider at the moment of release. A small line (205 cord) extends from the release pin to the basetube (remember to stow it at the top of the downtube with tape). I pull the release with my teeth so I can keep both hands on the basetube. On most gliders the release position (rear part of the king post's hole in the sail) is somewhat behind the hang point. This means the nose will want to pitch down. As you lift off you will notice the basetube is against your legs. You will need to hold the control bar forward with your hands or by putting your feet on the basetube (a more comfortable way to ascend). Do not allow the control barto move behind you or the glider will pitch nearly vertical with you against the bottom smface near the nose. You can hang your glider from a tree to see how it will feel. There is no reason to do a practice release from a tree. You might hurt yourself or damage your glider. If the hang point on your glider is behind the release position the glider will tend to pitch up. You will need to hold the control bar "in" as you ascend. In either case, at the moment of release the control bar MUST be held in a dive position (about at your stomach). It is important for the balloon pilot to be in a 300-500 foot per minute descent before you release. Do not release without his okay. He. wil I snap up like a stone in a sling shot if he is too buoyant.

Launch Procedure Assemble your glider with release in place and lifting rope ready before the balloon crew lays out the envelope. (If there is any question about the pitch stability of your glider, do not use it for a balloon drop.) Position the glider upwind of the basket, and attach the lifting rope to the basket. Start "cold inflation" of the balloon. Connect the lifting rope to the release on the glider, and be sure it is in a functioning configuration. Bundle the release line and tape it to the top of the downtube. Be sure it will not pull the pin as the lifting rope tightens (leave some slack). The hang glider pilot needs at least one helper to hold the lifting rope tight against the release, and to prevent it from snagging a wing tip or wrapping around the keel as the balloon leaves the ground. Your helper should also direct you as you walk backwards to get directly

under the balloon for liftoff. The balloonist must have prior instruction to lift you off gently. As the balloon leaves the ground, you back your glider under the balloon as per your helper's directions. You cannot see the balloon from under your glider. At this point you are hooked in, hang checked and ready to fly. The last thing you do before you hook in is inspect the release. From this point on your helper holds the lifting rope, and does not let go until it is taken out of his hands. As the lifting rope tightens you will lift off, settle back to earth, then finally lift off. It is best to just hang motionless during this critical time until you reach 500 to 1,000 feet. Then you can adjust your position as you wish. When the balloon's burners are off you can communicate by yelling. Radios are an obvious option. As you approach the agreed upon release altitude, remove the tape from the release line and assume your normal flying position. You will need to hold forward pressure on the control bar until release (unless your hang point is behind the release position, in which case you will need to hold "in"). Sometimes the balloon will continue to ascend an unusually long time after the last "bum." If you hit an upper level wind you might need to go much higher than expected just to make it back to the LZ. A good balloon pilot will look for another wind direction that will bring you back closer to show center. Once the balloon pilot starts his descent it will take 500 feet or more to reach a comfortable descent rate. The descent is of no help to the hang glider, but is necessary for the safety of the balloonist. When the balloonist gives you the okay, raise your head slightly, put the release line in your teeth, move the control bar to a good dive position (about your stomach) as you pull the front of your body down. You will feel weightless for a bit so hold yourself to the basetube. Hold the dive position until you feel moderate positive bar pressure, then ease out. After release it is possible for the balloon to descend fast enough to anive at your level. Keep track of him and all other aircraft that might be flying at the time. The balloon people I know say that no government involvement is needed to launch a hang glider from a balloon. However, if you fly in an air show a waiver might be necessary. Leave that to the event organizers. It seems best to me not to involve any agencies in our activities unless it is obviously necessary. HANG GLIDING

Balloon Drop Seminar L1is summer I conducted a balloon drop seminar for four Southern California pilots. Joe-Bill Henry had introduced me to balloon pilot Art Prior, but when the class came together Joe-Bill was out of town and unable to attend. Art had done a hang glider launch once before and was eager to participate for the experience. We met at Penis, California at 6:00 AM. Balloonists are early risers (no pun intended). I felt that if the wind were light, all four pilots could fly on one inflation of the hot air balloon. I set up an XTR 145, the aluminum frame high performance recreational class glider from UP. All four pilots were about to take their first flights on this new glider. Jeff Dunn was the most enthusiastic and first in line. Jeff wanted to go to l 0,000 feet, but I wanted everyone to get a flight. Art took him to about 3,600 feet AGL. After the comfortable descent rate was attained Jeff released, and despite his urge to wang it in the smooth morning air Jeff conserved altitude while Art set clown in a nearby open field. As Art's basket touched clown, Jeff pulled off some good looking rad wingovers and landed 50 feet from the balloon. R.C. Dave was suited up and ready to hook in as Jeff unhooked. I reconnected the lifting rope to the glider, did the safety checks, and minutes after Jeff landed Dave's feet gently departed the ground. Art elevated R.C. to about 2,800 feet and freed him to explore the aerobatic characteristics of the XTR. The wind remained very light and Dave made his landing next to the balloon less than a mile from LZ#l. All the pilots looked somewhat tense to be hanging from

Do your "fun" drops and praclice drops in a remote area where you will risk no one's safety but your own. When in doubt about strength of materials, go heavier. Seek advice if you do not ttndcrstancl the physics of the situation. If you do fly in an air show, be professional. do a good safe show and have fun. Above all remember the three rules of air show !lying:

a glider that was not flying, yet slowing pulling away from the surface. This is a normal reaction to an oclcl feeling situation. Next it was Ray Vermeulen's turn. Ray's experience was a good lesson for all. Something happened that I had not considered. As Art lifted off and Ray started to back under the balloon, conditions caused the balloon to ascend faster than was safe. It was getting late and the air was becoming thermally active. Art called for people to "ballast" onto the balloon. The person who was tending the lifting rope dropped it and grabbed the balloon line. The balloon and glider continued to lift off anyway, but the untended lifting rope wrapped around the encl of the keel. Ray was going up fast in a nearly vertical, nose clown attitude, which is not a bad configuration for release, however awkward during the ride to altitude. But I was concerned that the release might not function. I asked Art to set Ray back on the ground, and he did it quickly and masterfully. I unwrapped the lifting rope, checked the release, and Ray was up and away to his first balloon drop after two liftoffs. This incident reaffirms the need for a rope tender. All else went very smoothly. Art did a great job of choosing suitable hang glider landing areas for his touchdown sites. When Ray arrived in LZ #3, it was finally Howard Mitchell's turn to do a "sky hook" sled run. Howard's release was uneventful yet thrilling. He chose to land back at LZ#l, while Art floated on to a satisfactory envelope folding area. The clay was a positive experience for all involved, and proves that this method can be used to teach balloon launching to a group. •

YOUR AVERAGE GLIDER MOVES 37 FEET IN A SINGLE SECOND. YES? FEELS LIKE MOST THERMALS HERE ARE JUST ABOUT 37 FEET IN DIAMETER. IF YOU BUY ONE OF THOSE VARIOS WITH A ONE SECOND RESPONSE TIME .YOU PROBABLY WONT FIND THE THERMAL, UNLESS YOU FOLLOW THE PILOT WITH THE ROBERTS BREAD PAN. HIS HAS A RESPONSE TIME OF ONE TENTH OF A SECOND I

ADO A 0/GITAL ALnUETER WfT1/ ONE FOOT RESOWnoN AT $ 276 IT'S A WINNING COMB/NA noN FROM ROBERTS GLIDER INSTRUMENTS 3340 CLIFF DRIVE SANTA BARBARA CA 91109. 805--6821088

IJ NEVER HURT A SPECTATOR. 2) NEVER HURT A SPECTATOR. 3) NEVER HURT A SPECTATOR.

Look for a future article on hang glider launching from balloons from the balloon pilot· s point of view by National Record Holder Tim Cole, who dropped me at the 1992 Colorado Springs Balloon Classic. •

N OVEMilER 1992

Hang Gliding magazine's

SPECIAL NEW PILOT EDITION II • Buying A Used Glider • Choosing An Instructor/School • The Design Of A Modern Hang Glider • Your First Mountain Flights • Leaming To Land ... and much, much more, including articles by Dennis Fagen, Mike Meier, Greg DeWolf 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 kno1v." -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 HANG GLIDING ADVISORY Used hang gliders should ahvnys be disassembled before flying for tl1c firsl rime ::md inspected carefully for fatigued, bent or dented downtubcs, 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 torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instniction from a USHGA-certified school. ROGALLOS APCO GLIDERS - Santana SRC, new from S2.500. Used/ demo, 50 hours. from SI.500. Nimbus. new Sl.700. Also available APCO harnesses & parachutes-unbeatable prices. (-115) 964-8326.

HARRIER Il 147 -Good condition. S800 OBO. (703) 9211526 or (703) 947-5761.

SUPER SPORT 153 - Excellent condition, <20 hours. inlaid Wills Wing logo S2.600. Gregg (619) 484-2056.

HP AT 145 - 150 hours. '-lo tears or patches S 1,400. Z2 pod harness, all extras, some wear S200. Raven 229, JOO flights left' S250. (71-ll 541-2625.

TANDEM - Or big pilot, 210 GTR 7075, only 15 hours Sl,800. (619) 872-4810.

HP AT 158-1991 w/92 update. ExccllentconditionS2.250. (316) 697-2425. HP AT I 5S 44-l- 7863.

Clean glider, less than 75 hot1rs 52,450. (303)

HP AT 158 -1882.

Great shape. low hours $2,100. (303) 530-

TRX TRX TRX - 140. zero hours S3.600. 160, -15 hours 53,000. 1992 Raymond harness, black, loaded. 6'-6'3" pilot. (619) 944-3462

TRX 142-Brnnd new, flown fmir times. absoJutely perfect. \Vhite aramid LE. royal blue undersurfacc wlth fluorescent yellow nose panel and UP letters. Below dealer cost at $3,300. Call Peter Cheney al (416) 869-4918 or (416) 5399796.

HP AT 158-Exccllcnt condition. 6191 Only S2.300 (3 IOJ 207-5-l-!6.

TRX 160 - r,Jown one season. Great shape, must sell 53,300. (718) 638-2054.

AXIS 15-Custom sail. good shape, only SI.000. Call eves. (714) 676-4425 CA.

K2 145 - 10 hours 52,800. Duck 160, $400. Raven 209. S200. Firefly 185, $200. Large Pacific Airwave stimrp w/ built-in parachute container. S 150. (50 I) 663-3166.

TRX -Green Team proven. Ready to rock! House broken. Can be seen at goal! S2.500 Erik (303) 349-0931.

COMET 135-S525. Raven I 79. S375. Olympus 160. SJ 75. (801) 254- 6141.

K2 155 - 30 hot1rs. warp TE. excellent condition 52,900. t310) 207- 5446.

VIS JON MK JV 17 - Excellent condition, fared downtubes, extra dowmtJbcs. wheels, High Energy harness w/chute. helmet. rack. S2.800 (415) 592-0890. (4151 358-9012.

COMET f 185- Mint condition, S675. (91617-13-75-ll.

K2 155 - Excellent condition, foctory competition model, will ship. S2.500 (505) 275-2350.

S 1,625. (80 I J 254-6 l-l I.

K4 DEALER DEMO-w/low hot1rs. Nice colors. tlies fast, handles and lands great. S3. l00 (209) 532-1302.

VISIONS & SPECTRUMS -Bought-Solcl-Traded. Raven Sky Sports (41-li -173-2003.

LA MOUETTE PROF!L 12 - Small glider ror small pilot S 1,200 080. (2061 888-3856 Seattle.

\\I ANTED-Deal on a Moyes XS 1.\2. call (310)479-777 I.

COMET I 85 - Good performance. great handling. super price. S300 (619) 575-4939. DOVES WANTED - Electra Flyer. Doves A. B or C. wanted by instructor for school use. Any condition. Ra\'en Sky Sports (414) 473-2003. DREAM 145 - Excellent condition with wheels. S 1.100 OBO (602) 371- 1514 evenings. DREAM 222 ASI 25-l-61-11.

New condition, 6 flights S2.250. (801 I

DREAMS IN STOCK-All sizes, including 145's. Many other u'.'icd gliders available. including Visions & Spcctrums. Raven Sky Sports (-ll4) 473-2003. DUCK 165 - Great shape $400. Raymond harness. like new, small S400. CG !000 harness S125. Jeff (303) 3496590. ENTERPRISE COMBAT If -12 flights $2,875. Combat I. great shape S2, l 25. (801) 254-6141. FOIL COMBAT 139-Si.800. BRS. six months old-S-100. Afro Cumulus- S375. Rcscrve-S200. Kenwood 2:v1-S225. Airstream for 5 ·6"-S 150. UVEX helmcl-S250. Lccwingcountry, (818) 309--1355.

GEi'vll'.'!I 16-t - Harness & more. Rainbow colors, clean. excellent condition, must sell. S650 OBO (818) 896-0924. GTR 162 -Full race. good condition S800. (209) 78-l-539-l days. (209) 782-9232 eves. GZ 155 - Rainbow, <60 hours, US Nationals 1985. S700 you pay shipping. Steve (20 I) 93-l-7631 HANG GLIDER SAIL REPAIR & REBUILDING BY DENNIS VAN DAM/AEROSAIL - Serving the hang gliding community for over a decade. ··Integrating aesthetics with the highest order of structural integrity ... Acrosail. 161 / W 40th St, Chattanooga TN 37409. (615) 821-59-15.

NOVEMBER 1992

UTE MYSTIC 1.\-l-Greatcondition, hot pink/black, needs VG. Has 5 flights. must sale S2.000. Connie (602) 827-1836 nights. MOYES GTR I 15 VG-Rainbow bottom. blue LE. fairings S 1,800. Also Moyes po<l w/chute,altimeter. vario. (303) 97212.\5. MOYES XS 155 (818) 880- 7708.

Low hours. excellent condition SI .500.

NEW 177 MYSTIC UTE-Pod harness. chute. 180 Excel. vario and other items. All for $2,000. Steve (619) 369-0966.

V[SJON MK lV 17 -

S 1.325. Mark JV 19, new condition

AIRTIME OF SAN FRANCISCO WINTER CLEARANCE SALE PAC AIR K-SERIES ..... NEWAND DH!O'S .... CALL TRX 140 .. ................. <50 HOURS .................. $3.000 TRX l-10 .. ............. NEW . ................... 53,500 .......... <20 HOURS . ............ S2.500 XTR 1-15 .. 120 DREAM ................. EXCELLENT COND .... SI ,750 MARK IV 19 ................ <!HOUR ..................... $2.200 1'imbus 185 ................... EXCELLENT COND ... S900 VISION ECUPSE ......... Rent super P-tlight ......... S900 CVEX HELMETS ......... LIST S325 . .................. S280

SENSOR- Two VGC models. Low hours. high miles. good condition. White LE. reel LS Si.200. Yellow LE. red LS $900. (815) 23-l-5388.

IO% off any of our great selection of TEE SHIRTS w/ mention of this ad. X-MAS GIFTS. Large selection of ACCESSORIES, PARTS AND INSTRUMENTS. call for great quote. (415) 759-1177

SENSOR B/C KIT- Very good condition S800. 1.805) 6587~6 I

COLORADO HANG GLIDING (303) 278-9566 2-l HOURS. REGION IV'S OLDEST. LARGEST FULL-TIME SHOP.

SENSOR B/C - All mylar sail. superior sink rate. $700 OBO. Woody 1619) 575--1939.

··Celebrating Our 20th Ycar of Unsurpassed Safety!·· Paragliders ... (all brands)... .... S800-S3,000 Helmets ....... (all brands, styles l ......... $58-$260 Used harnesses.. . .... S75-S500 Varios .......... (demo·s, all brands) ...... S75-S500 Reserve Chutes (all sizes), never used, each inspected repacked, 11'/new bridle and bag ......... S265 20 ft. Diameter PDA Reserves ........... $300 Equipment I 00'/, Guaranreed/lvlajor Credit Cards

SKY HA \VK 188 - Excellent condition. white with red and blue. low hours. extra downlllbes S950. Scott at 1503) 2459-101 eves .. (503) 232-5117 clays. SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL i\lAKES, MODELS. CALL TODAY (619) -150-189-l OR (619) -!50-9008. SPORT AT 167-Lcss than 30hours. Bright red and yellow. extra dnwntubes S l.500. Don (-l 15 I 753-8634. STREAK 160-Excellcntcondition. Must sell or will trade for single surface glider. {516) 467-6605.

CLASSIFIEDS LTDREAM220 ................. <2HOURS .......... S2,400 LT DREAM 145 ................. <2 HOURS .......... $2,000 VISION ECLIPSE l 9 ......... <60 HOURS ........ S l, I 00 LT MYSTIC l 77 ................. <40 HOURS ........ S l,000 LT DREAM 185 ................. <50 HOURS ........ Sl,000 EXCELL 160 ...................... <40 HOURS ........ SJ,000 PRODA WN 155 ................. <25 HOURS ........ S600 PROSTAR 166 .................... <40 HOURS ........ $450 PHOENIX 6D 185 .............. <45 HOURS ........ $450 SEAHAWKS 170 ............... 3 FOR .................. $750 All offers considered. Equipment is I 007£-, guaranteed, inspected, shipped anywhere. COLORADO HANG GLIDING (303) 278-9566, 24 hrs. FALL CLEARANCE Formula 144. .... New........ . .. Best Offer Formula 154 Demo ....... 5 Flights Only ...... $2,795 ........ Best Offer Mark IV l 7 Full Race ... New...... Spectrum 144 ............................................... $2,400 Spectrum 165 ................................................ $2,200 HP AT 158 .................................................... $2,000 i'vlANY MORE TO CHOOSE FROM: THE HANG GLIDING CENTER (619) 450-9008 GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE l-800-677-4449 or(303J 278-7181 Mystic 177 VG ............... Exe. cond. ........ S800 Vision 19 (used) ............. Exe. cond. ... S 1,000 Several Sport 167 ................ . ............. $1800-$2,200 Many other good used gliders $450-S I 000

SANTA BARBARA HANG GLIDING CENTER~ (805) 962-8999, certified school, 29 State St., Santa Barbara CA 93!01. MC/VISA/AMEXacccptcd. VARlOS: Ball651 $475, Ball 652 S575, Ball i\-122 S475, Brnuniger PII S450, Braunigcr Pill S595, Brauniger LCD[[! barograph $995, Flytcc 2020 S759, Flytec 2030$850, AFRO XC 8000 $895. HELMETS: Aerodyne $79, Bell S 119, Carbon Fibre full-face S259, Panoramic full-face $159. HARNESSES: Keller Hi Tee 2 $799, CG S499, HE Pod $499, HE Cocoon S299. PARACHUTES: BRS Rocket $795, HE 22 gore (new) $365, Free Flight 20 gore $365. GLIDERS: (new, used and trade-ins) TRX demo S2695, WW AT $2300, Comet l 8 hours S650, Vision MK [V $1400, WW Sp01t $1500, WW Super Sport $3395, Sensor 5 IOC 20 hours S 1250, Comet [ l 85 SI 250, Light Dream I 85 S [ 250. Moyes XS S2900. EMERGENCY PARACHUTES A BEST BUY! - $265, never deployed. new bridle, bag (PDA 's S300). [nspcctcd and repacked, all sizes. Fully Guaranteed! Colorado Hang Gliding (303) 278-9566.

CLOUD DANCER MOTOR GLIDER - All accessories. excellent $7,000. Orlando (407) 521-8384. LA i\-!OUETTE/COSMOS ~ Full range of trikes & accessories. JEFFERSON AERO SPORTS (503) 327-1730, ULTRALIGHT AVlATION ~ American and European trikes and wings. 11 l 7 Cold Harbor Dr., N. Las Vegas NV 89030, (702) 399-4044. WANTED WANTED- Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-l 177. WHITNEY PORTA-WING~ and/or plans. Any still out there'' (215) 527- 1687. SCHOOLS & DEALERS

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. 20 GORE- New bridle and deployment bag, $195. (708! 993-0806. PARAGLIDERS [TV SAPHIR I 00-S 1,000 excel lent. ITV Saphir Must 265, excellent S l ,500. Both with harness, 135-160 lb. pilotortradc for beginner hang glider. (303) 449-7351.

RED RIVER AIRCRAFT (512) 467-2529 SMALL GLIDER SPECIALS 135 Comet l .............................. $700 135 Comet II ........................... $600 147 Harrier ............................... $450 OTHER WINGS 154 Formula ............................. 51,895 167 Sport Euro ......................... Sl,750 Sensor 5 lOB ............................. S600 '85 Comet 11... .. w/cxtra sail ...... $500

ULTRALIGHTS

CP KATA NA 25-Top performance, yellow/black SI ,400. (510) 798- 6606. \V[LLS, UP'S, ETC - $795 + up. [nstruction, equipment. southern California and European tours (714) 654-8559.

ALABA,VIA ROCKET CITY AIRSPORTS-Ccrtified instruction, sales, service, glider rentals. Send SI.OU for brochure, directions, accommodations, etc. to I 06 South Side Square, Hunlsvillc AL 35801. (205) 880-8512 or (205) 776-9995. ARIZONA ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr.. Tempe, AZ 85283 (602) 897-7121. DESERT HANG GUDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 938- 9550.

~--------------------------------------,

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

$_ _ _ _ __

ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~ PHONE:. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300

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

HANG GurnNG

CLASSIFIEDS

CALIFORNIA

LAKE ELSINORE HANG GLIDING - Southem 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 su1Toundings. Ask for our complete tour package (714) 678-2482.

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.

community since 1973. Complete pilot training program with special attention to takeoff and landing skills. Custom superlite training gliders. Comfortable training harnesses!

ARKANSAS SAIL WINGS HANG GLIDING/PARAGLIDING - Instruction, sales, service. Pacific Airwavc. P.O. Box 5593, Little Rock, AR 72215. (50 I) 663- 3166.

MISSION SOARING CENTER -

Serving the flying

Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete.safe & fun, USHGA & APA certified training program. :ivlountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair technicians. Parachute services. LH"ge selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Funston. The only full service shop in San Francisco! 3620 \Vawona, San Francisco CA 94116. (415) 759-1177.

stock! Best trade-in prices. Try all the new harnesses in our simulator. Large selection of specialized equipment, begin-

ner to XC. 1116 Wrigley Way, Milpitas (near San Jose) CA 95035. (408) 262-1055. PERFORMANCE DESIGN PARAGLIDING SCHOOL - Excalibur, Edel. UP, and many more. APA & USHGA certified instructors. \Vorld wide tours, accessories. Call for free catalog. (71-l) 697-4466.

COLORADO HANG GLIDING/PARAGLIDING - Celebrating20 years ofunsurpassed safety. 1st USHGAcenified school in the U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566. EAGLE'S NEST SCHOOL OF HANG GLIDING/ PARAGLIDING - USHGA & APA certified instruction. Sales and service. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498. GOLDEN WINGS - Sales, sel"\"ice. USHGA certified instruction. Dealers for \\fills \Ying, PacAir. 1103 \\'ashington A venue, Golden, CO 8040 I. (303) 278-7181. L/D ENTERPRISES -Sail and harness repair- Equipment manufacturing -Towing supplies - 5000 Butte #183. Boulder. CO 8030 I (303) 440- 3579. CONNECTICUT MOUNTAIN WINGS -Look under New York. FLORIDA

CHANDELLE SAN fRANCISCO, INC. - Complete hang gliding and paragliding sales. scr\'icc and instruction since 1973. Northern California's most complete repair facility. New and used equipment and demo ·s. lesson packages. rlinics 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 llying year-round. Southern California and European tour:i. Located al best paragliding site (Soboba). !714J 654-8559 JIANG GLIDER EMPORIUi\I - Best training hill in the west! full service hang gliding/paragliding shop. cswblishcd 1974. 613 N Mil pas St.. Santa Barbara CA 93103, (S05J 965J733.

TORREY FLIGHT PARK. INC. - At the lannch 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 Clifflrnngcr Cafe. Certified Training program featuring tandem soaring lessons. New, used, rental and demo equipment by Della \Ving and UP. 2800Toney Pines Scenic Drive, La Jolla, CA 92037 (619) -152-3202. TRUE fLIGHT CONCEPTS - USHGA Certified Instruction. Sales & Service. Become a better pilot in less time with our -;mall personalized classes & tandem instruction. Our head instructor ha~ over 12 years teaching experience. Only minutes frnm our local Cudgel i\·lountain flying site. 13185 Gladstone Ave .. Svlmar. CA 91342. (818) 367-6050. l'LTRAFLIGHT HANG GLIDING -

THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction. equipment rentals. local flying tours. Spend your winter vacation flying with us. \Ve proudly offer \Vills \\ling. Pacific Airwavl:. High Energy. Ball and we need your nsed equipment. 4206-K Sorrento Valley Bl\"CI., San Diego. CA 92121 (619) 450-9008.

Wills Wing,

Secdwing~. /\·Joye~. High Energy and more. Servicing Lake

McClme area. eo9) 8'7-l-1795 Waterford, CA. ll'INDGYPSY -

USHGA Certified school specializing in

personalized tandem flight training. Full service sales & repair facility in Lake Elsinore - call for site info. \Vidc range of llC\\' & used glider & flight accessories in stock. Proudly demonstrating l\toycs. Pacific Airwavc. Sccdwings. ASI ( Dreams). ESS rapid deployment parachutes. Ask about \Vindgypsy Safaris. \Vindgypsy. PO Box 506. Elsinore \Vest

Marina. Lake Elsinore CA 92586. (714) 678-5418. \VINDSPORTS-LA ·s largest since 1974. fifteen minutes from LAX. Central to Sylmar. Crestline, Elsinore and training sites. Vacation training. flying and glider sales packages including lodging and rentals. The most popular gliders and cquipmclll. new and used in stock. Trade in your old equipment. .l25 sunny days each year. Come fly with us! 16145

Victory 81\"CI.. Van Nuys CA 91406. (818) 9880111, Fas (8181988-1862.

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. 1714) 883-8488.

WRIGHT BROTHERS WINGS - UP, BRS, High Energy. USHGA Certified Instruction. (209) 586-6012 Sonora CA.

SKY HOOK TOWING - Tandem instruction. Near all Florida major aLtractions. Come spend your vacation with us and learn to fly on the beautiful space coast. Dealers for: Pacific Airwave, UP, High Energy. BRS, Second Chantz. Tow bridles, floats, service. PO Box 540562. Me1Tit1 Island FL 32954. 1407) 452-8143.

1•]] ;frJJ

WE CAN TEACH YOU FASTER AND SAFER, MIAMI HANG GLIDING 1 INC. has the most advanced training program known to hang gliding today. USHGA certified school specializing in personalized flight training. full service shop handling all makes and models of gliders. For more info call (305 J 573-8978. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK-AMERICA'S #1 HANG GLIDING SCHOOL. flying site. Find out why three times as many pilots cam their mountain wings at Lookout! Complete certified trnining-''bunny hill" to mountain soaring. We wrote USHGA's OFFICIAL FLIGHT TRAINING MANUAL! Our specialties: foot-launch, tandem and row instruction, FIRST MOUNTAIN FLIGHTS, customer service and satisfaction. Lesson packages, ratings, glider rentals, AEROTOWING. Largest inventory hang gliders (all brands), equipment. Complete ~ail/airframe repairs. Camping. SWIMMING POOL Send SI for information packet. Route 2, Box 215-H, Rising Fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398-3541. SEQUATCHIE VALLEY SOARING SUPPLY our ad under Tennessee.

See

COLORADO IDAHO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042, FAX (7 I 9J 630-8126. PO Box 16934, Colorado Springs CO 80935.

NOVEMBER 1992

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

CLASSIFIEDS ILLINOIS RAVEN SKY SPORTS - (312) 360-0700 or (708) 3600700. Please see our ad under WISCONSIN.

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. Cc11ificd school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction .. .if you 'vc finished a pro-

INDIANA

gram and wish to continue. Fly the mountain! ATOL towing!

JJ MITCHELL -

USHGA certified school and instruction. TANDEM. PacAir dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845- 2856. KENTUCKJA>IA SOARING -

Sec ad under parts.

RA VEN SKY SPORTS-(414)473-2003. Please sccouracl under WISCONSIN.

Tandem flights! Contact Paul Voight, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-3317. SUSQUEHANNA FLIGHT PARK - Cooperstown, NY. Certified Instruction, Sales and Service for all major nrnnufacturcrs. 40 acre park, 5 training hills,jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 866- 6153.

i\lICHIGAN NORTH CAROLINA GREAT LAKES HANG GLIDING, INC. - USHGA certificd instructors. Dcnlcrs for Iv[oycs gliders, new & used equipment. Located near Warren dunes (616) 465-5859. PRO HANG GLIDERS - USHGA instruction since 1978. Advanced Instructor, Examiner, Observer. Safety is# 1. \Vc'vc been towing for a decade. Corne 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 Ml 48030. MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS - Instruclion, equipment dealers for Pacific Airwavc, UP & Wills Wing. (612) 557-0044.

COROLLA FLIGHT - America's most experienced tanelem flight instructor, teaches utilizing ATOL and Double Vision. Call or write for information Greg De Wolf, Corolla flight, PO Box 1021, Kitty Hawk NC27949. (919) 261-6166 KITTY HA WK KITES, INC. - P.O. Box l 839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the cast coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. OHIO

MISSOURI SAIL WINGS -

Sec Arkansas.

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

NEVADA ADVENTURE SPORTS - Sierra tours our specialty USHGA & APA certified school and ratings. Dealers for Pacific Airwave, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a full-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070. NEW JERSEY MOUNTAIN WINGS-Look under New York. NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service. Sandia ivlountain guides. \Vil ls, Seed wings, Pacific Airwave, Delta, Moyes. Albuquerque, NM (505J 821-8544.

NORTH COAST HANG GLIDING-Certified lnstruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144. OREGON

TENNESSEE HA WK AIRSPORTS - New and improved hang gliding! Attention Novice and beginners! New 360 degree training hill designed and built specifically for you. Conveniently located. fun! Fun! Fun! Clinch Mtn. -The longest ridge, two launches. The popular light wind indicator Windsok. Brochurcs available. Your satisfaction is the key to our continued growth and success. Ha\vk Air Sports, Inc., P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. LOOKOUT MOUNTAIN FLIGHT PARK under Georgia. (800) 688- LMFP.

See our ad

SEQUATCHIE VALLEY SOARING SUPPLY -Ccrti-

ficd, two place Oight instruction nnd first mountain flights arc our specialties. Rentals, storage and ratings available. Dealcrs for all major brands. Located in the "'Hang Gliding Capital of the East". For personal, professional service you can trust, call SYS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301 STAY WHERE THE FLIERS STAY - Crystal Air Sport Motel. Private rooms, bunkhouse. jacuzzi. pool. (615) 8212546 Chattanooga, TN. TEXAS A.A.S. AUSTIN AIR SPORTS - Come Jly with us in the scenic Texas hill country. Our new airpark is located on Lake Travis, only minutes from Austin and Packsaddle !vltn. 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 hags and flying accessories. Complete tow systems available. Write to: A.A.P., Route 2 Box 49 l. Spicewood TX 78669 or call Steve Bums at (512) 474-1669. RED RIVER AIRCRAVl' - Hang gliding specialists. Instruction, sales, service. Towing supplies. MC/VISA. AUSTIN-481 l .Rcd River, Austin TX 78751. (512) 4672529, fax (512)467-8260. FT. WORTH (817) 92 l- 6957.

AIRTIME OREGON HANG GLIDING CENTER - Ccrtified instruction. Dealer for ASI, Moyes, PacAir, UP and Wills Wing. BRS, High Energy, 2nd Chantz, Airwcar, Center of Gravity and Mantis harnesses and more. Factory leftovers from UP original and American \Vindwright. Demo gliders & harnesses available. full service shop. (503) 998-1220.

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

SOUTHERN OREGON HANG GLIDING - Ccttified instruction, A TV retrieval. Pacific Airwavc, \Vills Wing, UP. (503) 479-5823.

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.

NEW YORK

UTAH

PENNSYLVA:>IIA AAA MOUNTAIN WJNGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hills. Area's only dealer for Pacific Airwave, UP, Seedwings and Delta Wing with demos in stock. \Ve arc the largest, most complete H.G. accessory and repair shop of its kind in the country. ~1lany 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.

VIRGINIA lv!OUI\TAlN TOP RECREA TJON -Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS -

Look under New York.

BLUE SKY - Tandem llight instruction, tow clinics, enstom towing and flight gear, sail repair, PacAirdealer Will run ICP's (703) 432-6557 Harrisonburg. KITTY HA WK KITES -

See North Carolina.

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

HANG GLIDING

CLASSIFIEDS WISCONSIN RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the il·lidwcst. Traditional cu1Ticulum. ridge soaring, mountain clinics. Dragonfly acrotowing & tandems by Brnd Kushner. Salcs/servicc/acccssorics for all major brands. PO Box IO 1, Whitewater \\11 53190 (414) 473-2003. PARTS & ACCESSORIES BALL VARIO - New M50 complete $650. New Tracer pod $250. (205) 859- 9835.

HIGH PERSPECTIVE WHEELS-REAL LIFE SA VERS! - 12". light. tough. Fits all gliders. Send S37 + S2.95 shipping per pair to Sport Aviation. PO Box IOI. ivfingoville PA 16856. Ask about our dealer prices.

LATEST UVEX HELMETS - Ultra lightweight (one pound). most popular hang gliding hclmd. full-face prolccLion, using world's strongest fiber. S299 {plus shipping), discounts available. (800) 688-LMFP. (706) 398-3541. MAXON MOBILES - 3 USHGA channels S295. ~!axon 5 walt-3 USHGA channels, Hi/Lo power S359. Maxon I watt! USHGA channel SI 90. !COM P2AT-S389. Nohypoxygcn III 02 system-5 1/-l lb .. 200 liter.S350. Live, style aramid full face helmet. I lb. 5 oz .. 5325. Op1ional visor. headset. VOX & installation. X-C smoke bornbs-t-5 sec., as low as S-L Signal mirror S8., Jack-Lhc-Rippcr cutaway knife S15., Silva compass SI 00. Camclbak S-lO. Pendulum Sports, Inc. 1-800-\VE FLY X-C.

THE BEST CHRISTi\IAS PRESENT - you could give your pilot is warmth. S/Hc will remember you every time~; he flies with sheepskin THERi\!ITTS. The wannest hand fairings in the world. Now redesigned for superior comfort. Send S-1-7 to \Vyoming Aerolitcs, PO Box 880, Casp-:r \VY 82602. t307J 235-3367. Dealer inquires welcome.

HIGH QUALITY HEU JET -at an affordable price. D.0.T. Brushed nylon liner with high strength polycnrbonatc shell. ONLY S55.0IJ + q_oo S/H. Great l'or schools. GOLDEN WINGS. 1111:l Washington Avenue. Golden. CO 80401. 1303) 278-~INI or TOLL FREE 1-800-677-4449. ,-------

BIG WHEELS - Saves gliders on hard landings! Vcri sturdy. excellent for solo/tandem flying, required for USHGA training. S36.95/set {plus shipping L discounts available. (800) 688-LMFP, (706) 398- 3541.

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

NOVEMBER 1992

THE FAMOUS "LAMHIE LlD" - Aerodynamic hang glider helmet S85. full- face version. with kcvlar-fibcrgla~s guard Sl20. Jack Lambie, 8160 Woodsboro. Anaheim CA 92807, (71-ll T/9-1877.

MINI VARIO - World's smallest, simplest vario' Clips to helmet or chinstrap. 200 hours on batteries. 0-18.000 ft.. fast response and ~ year warranty. Great for paragliding too. O'iLY $169. Mallettec. PO Box 15756, Santa Ana CA. 92705. (714) 541-2625.

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

CLASSIFIEDS .

maxon·

SP-2000 Series

NEW 10-CHANNEL PROGRAMMABLE MAXON SP2000 - 5 watt hand-held 2-way radio programmed with three USHGA and three weather frequencies. Durable, rugged, easy to use. Rechargeable nicad battery (typical 8 hour life). Pilots# 1choice! Special price: $349. Additional Maxon options available. Lookout Mountain flight Park, (800) 688LMf<P, (706) 398-3541.

THE SENTEK SX DIGITAL ALTIMETER/VARIOMETER-has the quality and features pilots really need: high accuracy, quick response, case of operation, reserve battery, a rugged case, and the crisp Scntck audio. S339. Price includes shipping, clamp, 2 ycarwarranty. For info orto order (check or M.0.) write to: SENTEK, 162 l 2 Bothell Way SE, #f252, Mill Creek WA 98012, (206) 338-9149.

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

SKY-TALKER II The Sky-Talker IT, 2 meter FM antenna, will boost the transmitted and received signal by 3 times, and will not inte1ferc with your vario. [ntenrnlly installs in 5 minutes and automatically sets up and breaks down with the glider. This antenna is pre-tuned and ready to go. Send $30 + S3 shipping and handling to: Sky-Com Products, PO Box 530268, San Diego CA 92153.

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 GETTING RIPPED OFF - They can't touch this! Save Smail orders. NEW-MAXON SP2000 lO ch. w/Lonc $339. VOX $99. HAM RADIOS, YAESU FT 4l IE $299. YOX $74. MOD $30., ICOM 2SA T $289. MOD $40. ALINCO DJFlT S285. Dealer for Aircotec Alibi varios, Ball, BRS, High Energy, Safewhccls, V Mitts, Raymond, Second Chantz. Tow rope l/4" poly $30 per IOOO', 3/16" poly $25 per lOOO'. Send S.A.S.E. for sale flyerorcall Kcntuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129 (812) 2887111 Calls returned collect. SUPRONE HARNESS $250 (505) 275- 2350.

WINDTALKER Ill *

New condition with all options.

Due to production schedules, we work two months in advance. Please place your ad early to avoid missing a particular issue. QUICK RELEASE CARABINER-$49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Thermal 1943 l-41 Business Center Drive, Northridgc, CA 91324. (818) 701-7983.

TEK 6" WHEELS - S25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 3791668.

THE \VINDTALKER - is remote controlled by telephone, and can keep 200 access codes, with preset numbers of calls that can auto decrement. Also will call you if conditions exceed threshold. Price is only $895 complete. Free information. Litck (503) 479-6633.

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

CLASSIFIEDS MISCELLANEOUS

This is the one I I

Un~aver By Golden Wings

Tow line recovery System NEW LOW COST XCR-180 - Aluminum cylinder 4lb system provides up to 3 hours constant service, S359.95 XCR-480 (liters), XCR-240, the lightest/lowest cost composite fiber oxygen systems available. Either XCR system,

Nothing attached to pilot or bridle. UNLIKE OTHER SYSTEMS-no deployment mechanism is required. fully self actuating when tow line is released.

$499.95 Complete ready to install with leak- proof disconnects, Oxymizcr, flowmetcr/adjustcr, remote valve, holsters, lines and hardware. (S 15 S/H). l -800-468-8185, (80 I) 3644171 eves & wknd. Major CC accepted. Mtn High E&S Co., 516 12th Ave., SLC Utah 84103.

Reduces wear on line & rewind motor. Reduces turn around

BUSINESS AND EMPLOYMENT OPPORTUNITIES

ULTRALINE IN STOCK - 3000' and 4(JOO' continuous lengths. The original Ultralinc Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508, (318) 981-8372.

THE CITY OF SAN DIEGO - is inviting proposals to operate the flight director/concession operation at the Torrey Pines Glidcrport. Specific information regarding the flight director/concession and items to be included in the conces-

sion proposal is contained in a request for proposals, a copy of which is available by contacting Norman Swain, City of San Diego, 1200 Third Ave. #1700, San Diego CA 92101 (619) 236-6066.Thc City of San Diego encourages minority and women business cntc11wiscs to submit proposals. 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. PUBLICATIONS & ORGANIZATIONS PARAGLIDE USA - Subscribe to Not1h America's most widely read paragliding magazine. 12 issues just $25. Send check or money order to 425 Rider St., Ste. B7, Perris CA 92571 or call (714) 657-2664 or FAX (714) 657-4062 with your credit card information.

PRACTICAL WA VE FL YING - Mountain wave flying book for soaring pilots. Includes valuable information for hang glider pilots. $14.95. Quantity discounts available. Lenticular Publishing, PO Box 3842, Englewood CO 80 I 553842. SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 8824 l. (505) 392-1177. TOWING AIRCRAFT - From Red River. Towing supplies, bridles, releases, platforms and more. MC/VISA. (512) 467-2529.

time. Two sizes. S l 25/S 135 incl. shipping. Check or money order. Also available, 3/16" braided Kevlar GOLDLINE towline, SI 09 per 1,000 feet. Golden Wings, l l 03 Washington Ave., Golden CO. l-800-677-4449

WILL NOT LAST LONG!! -Complete ATOL type truck towing system. Used for over 500safc tows. Includes vehicle, automatic pilot release, and 5000' of line. System is in Delaware. Best cash offer over $700!' (415) 323-7689. YOUR UMBILICAL CORD - would you buy the cheapest? Make the move to quality that lnsts. High performance Spectra & Dacron ropes. Light, strong, cost effective, easy to splice. Call David F. Bradley (215) 723-1719. l'AX (215) 453-1515. Call for references. VIDEOS & FILiv!S DARE DEVIL FLYERS Ill-THE PARAGLIDERS - As seen on Prime Sports Network. Paraglidc in scenic Te1luride, Colorado. $24.95 HA \V Al!AN FL YIN'- 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 S4 S/H. (719) 632-8300.

Videotapes For Hang 6/ider Pilots HAWAIIAN FL YIN' - Hang gliding in Paradise! Soar Makapuu, Haleakala and the Kaawa Valley. l\IOUNTAINS HIGH-The Telluride festival and acrobatic competition. Rocky Mountain flying at its best. FLATLAND FLYINGLany Tudor and Joe Bostik explore truck towing and the flatlands of Texas and New Mexico. Each tape S33 plus S3 shipping. CA residents add $2.82 tax. Space 9 Productions, 800 Heinz #9, Berkeley CA 94710. VISA/MC OK, Tel (510) 649-81 ll.

HANG GLIDING CHRISTMAS CARDS-$8.50 for 10, SIS.DO for 20, $33.00 for 50. Call (203) 379-1668 or send a SASE for assortment selection sheet to: Tek Flight Products, Colebrook Stage, Winsted CT 06098. MAI'S 7885.

Largest selection in US. Map Store, l-800-332-

CLEARANCE-USHGA SCRAMBLE KNIT SWEATER - I 00% cotton, natural color, embroidered i'vltn. Glider design. Available in Crew or V Neck, sizes S, M, L, XL. Regularly $39.95-CLEARANCE PRICED $29.95 (plus S4 S/H). USHGA, ordering info. sec below. DON'T LEA VE YOUR GROt:ND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is S.50 per word (or group of characters)

and S 1.00 per word for bold or all caps. MINIMUM AD CHARGE, $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover elate, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 63264 l 7. STOLEN WINGS STOLEN - from Sandia Peak, Albuquerque, Ni'VI. UP XTR 145#9203123. l'ink LE, black nose panel, pink lower surface, black UP. Taken Oct. 11, 1992. Contact George Boyden (505) 299-0312. STOLEN - from PARADOX, CO launch on Sept. 14, 1992. FT-23R 2 meter hanclheld radio. REWARD! Contact Rusty Whitley, 1549 CR 17, Gunnison CO 81230, (303) 641-9315. STOLEN - Black traYeI bag, from PARADOX, CO launch on Sept. 14th, 1992. Bag contents: ICOM radio serial# 37257, HS 51 headset w/charger, Canon 35mm Sureshot, Marine compass w/ball ·c1amp, Sport 167 manual, extra I:rnll clamp, logbook, misc. tools. REW ARD! Contact Mike Tepper (619) 429-5685.

HANG GLIDING

CLASSIFIEDS STOLEN-/\foyes XS, from ASPEN, CO LZ (t\farolt) on Sept.12, 1992. Custom glider,sky blue, white & lavender. Moyes decal on kingpost, with no other advertisement on glider. Contact Jeff Mallin (303) 920-4326. STOLEN -AXIS 15 & flight gear, PAISLEY, OR (near Lakeview OR) on 9/6/92. Illue LE, all white sail, rainbow UP letters. Maxon 5 watt 6 channel, Ball 651 w/airspeed, Blue Keller pod harness w/parachute, Bell helmet. Contact Robin Ritter (503) 389-3899. STOLEN - Vision ivlk IV 19, late August in SEAITLE. WA. Black LE, yellow wedge on top surface. white TE. yellow wedge (w/blue) on bottom. Jerry (206) 526-2793. STOLEN - While in CARSON CITY. NV mid July 1992. t\-loyes Tracer harness, rlylcc 30/20 vario, Bell open face helmet, 20 gore PDA. chute. Contact Mike Cruse: (Australia) Ol !-613-416-00!8 fox, 011- 613-416-2308 phone. STOLEN WINGS arc listed as a service to USHGA members. Newest entries arc in hold. There is no charge for this servit.:c and lost and found wing~ or equipment may be called in to (719 J 632-8300 for inclusion in Hang Gliding magazine. Pkasc call to cancel the listing when gliders are recovered. Periodically. this !isling will be purged.

INDEX TO ADVERTISERS Adventure Video .............................. 45 Air Sports International ...................... 6 Airtime of San Francisco ................... 4 AirWear Sports ................................. 45 RCI ..................................................... 4 AirWear Sports ................................. 63 AirWorks .......................................... 28 Ball Varios .................................. 28,46 Bradley Co ....................................... 28 Brauniger .......................................... 43 BRS .................................................. 13 Flytcc ................................................ 22 Hall Bros .......................................... 61 Hang Gliding Center of San Diego .. 18 High Energy Sports ............................ 4 John Blacet ....................................... 20

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

Airspeed Indicator with Long Bracket

Airspeed Indicator . .. ..... $23.50 ... $7 .00 Long Bracket ... Foreign & C.O.D. orders add $2.00 Control Bar Protectors 5" diameter ABS plastic wheels. Specify 1" or 1-1/8" control bar. Wheels - $20.00/pair.

Control Bar Protectors

Hall Brothers P.O. Box 1010-H, Morgan, UT 84050 MasterCard I Visa I C.O.D. Phone Orders (801) 829-3232 FAX (801) 829-6349

Lookout Mt. Flight Park ................... 47 Mountain Condo .............................. 61 Pacific Airwave ................. Back Cover Paragliding Magazine ....................... 46 Pro Design .......................................... 4 Reel Altitude .................................... 61 Roberts Glider Instruments .............. 51 Sequatchie Valley Soaring- ............... 18 Sport Aviation Publications ............. 45 TBT .................................................. 21 UP International ................................. 3 U.S. Aviation .................................... 11 USHGA ............................. 39,52,59,62 Wills Wing ....................................... 19 Windsports ....................................... 11

USE YOUR IMAGINATION ... Picture a sport towing winch that can accommodate 5,000' of 900-lb. kevlar Fineline, and has an automatic, hands-off line retrieval with no moving parts. Now envision an adjustable line tension indicator for variable loads: small pilots, large pilots or sensitive loads such as a paraglider. Imagine a retrieval system which flies the line back to the winch every time in less than 60 seconds without touching the ground regardless of winch position or wind direction. Power this winch with a custom-made, ball bearing motor designed for continuous use. Now visualize this system powder-coated in UV stabilized polyester and mounted on. your vehicle, boat or trailer and call it: SMARTOW, the safest, simplest and most reliable sport towing winch available today.

SMAR TOW only available from:

REEL ALTITUDE 602-581-8470 Designed for hang gliders, paragliders and the skeptical. Price: $2950.00 CALL FOR FREE BROCHURE, VIDEO $15.00 Contact us for all your towing needs: Ground Launch Vehicles, tow line, releases, line recovery systems, hook knives, weak links, towing and aero-towing instruction and certification. NOVEMBER 1992

$9.95 plus shipping

Please rush me _ _ 1993 USHGA Hang Gliding Calendar(s) at $9.95 each.

SHIPPING Quantity Shipping 1-3 $3 .50 4-6 $5 .00 7-10 $6.00 In the 48 states, we prefer to sh ip via UPS.

CANADA & MEXICO add $.75 per calendar. INT'L SURFACE add $1 .SO per calendar INT'L AIR add $5.00 per calendar

VISA or MIC (circle one)

/ ,.

,j--;:,,r

# _ _ _ _ ----__ exp. _ _ Sign. _ _ __

Calendar Subtotal $- - Colorado residents add 3 % sales tax$- - Shipping (see chart) $ _ __ TOTAL (Make checks payable to USHGA. ) $ _ __

Name- - - - - - - - - - - - - - - - - - - - -

Address- - - - - - - - - - - - - - - - - - - -

City _ _ _ _ _ _State _ _ _ Zip_ __

MAIL TO: USHGA, PO Box 8300, Colorado Springs CO 80933-8300 Phone: (719) 632-8300 FAX: (719) 632-6417

ST. PAUL, MINN. ~ Thinking small may be the reason designer Bob Trarnpenau' s Sensors often find themselves at the top of the stack. Long renowned for beautifully shaped gliders which are meticulously built, Trampenau is also well regarded for innovative ideas. Some of these are modest when looked at individually, yet add up to overall polish. He's been working on an improved kingpost hang system. The goal was to maintain light forces for roll or pi~ch up, while keeping feedback in the system when you pull in deeply. He also predicted he could do this without complicated mechanisms, seeking to produce 15-20 pounds of bar pressure when at the 55 mph Vne of his 610 model. By assembling the primary loop spreader bar behind the backup strap, Bob found his solution. This way, the backup strap has some tension while the bar is pulled ir. Otherwise the very high hang point of the 610 ("one of the highest in hang gliding," says Bob), keeps the pressures _1_ight. "Such a method will work on other glider brands," adds Trampenau. It is important, however, that the backup strap be the right length... one to two inches longer than the primary. Warning: Do not make changes to your glider ivithout consulting the manufacturer! Another change is a new tip cord arrangement, making the Sensor's stiff, curved wingtip easier to set up. By using multiple purchases (think of a "purchase" as a pulley system without the wheels), Bob claims to have cut the effort in half. This will no doubt be a welcome change to those who have struggled with the highly-tensioned Sensor tip. Last, Seedw2-ngs has gone to an internal kingpost reflex bridle compensator using an aircraft pulley at the top. However, the Sensors will have a different ratio than other designs, and owners will not have to go inside the double surface to hook up the compensator as it stays attached. Another small manufacturer, Air Sports Int' 1, reports growing sales. ASI acquired the rights to the Delta Wing line, including their popular Dream series. Boss Kamron Blevins says a small staff is working hard to keep up with Dream orders, leaving little time to work on their Vector advanced glider. Selling Dreams at the rate of about 100 a year, Blevins claims they' re in the black. The former proprietor of Northwing in Wasbington state wants to evolve

his former Merger glider into the Vector. He reports pursing HGivJA certification efforts, and has enlisted Mitch MacAleer for the in-air video tasks. They've flown a 141 ft model. "It's doing very well even with pilot Woody Woodruff hooking in at 230 pounds," boasts Blevins. ••, Back east, a veteran sail maker (mainly specializing in replacement sails for ultralights), Gunnar Graubaum has been manufacturing the Mountaineer Trike. This fall, he's introduced an aerotug version that he says is performing the task beautifully. A midwest pilot gathering including the "aerotow king of Ohio," John Leek, used the Mountaineer Tug apparently with great satisfaction. Leek was reportedly very pleased with the tug' s slow speed capability -- best for hang glider towing -- and the machine's strong climb capability. The Moyes/Bailey Dragonfly may be getting lots of media attention, but trikes are also succeeding as aerotugs. For more information, contact Graubaum at 518/789-6550. Following the success of USHGA's calendar, a European version will be available for 1993. The large format "Drachenfliegen" calendar (bigger than the USHGA version) is being distributed in the United States by Airtime San Francisco. The production is superb and the European flying scenes are well chosen. This calendar has been produced for several years and has sold well in Europe. For information, contact Jeff Greenbaum at 415/759-1177. , · • In closing ... another closing. The heavilyadvertised Walt Disney World hang gliding (and powered parachute) aerial act has flown its last exhbition at the Epcot resort. The show, with Malcolm Jones as its coordinator, performed "without incident one," he says. "Basically, the show was discontinued because it served its purpose promoting Disney World's 20th anniversary." Disney will retain the hang gliding gear and may use it in some future show. The cessation had nothing to do with any problems. "It's show business," added Jones, "and shows are changed frequently to maintain viewer interest." The Surprise in the Skies spectacle ran about a year and employed several hang glider pilots from the Orlando, Florida area. ··· Room's gone again. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or message: 612/459-0930. THANKS!

~ 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 therma!!ing , ground s!-<jrnrning dives or exhilarating wingovers. W ith the K4 it's all pure enjoyment.

NEWS FLASH! K Series Wins! Owens Valley Pre-Worlds John Pendry K4 155 1st European Championships John Pendry K4 155 1st Region 2 Championships Mark Bennett K4 155 1st Ken Brown K4 155 2nd Reta Schelari K2 145 3rd Torrey Pines Air Races David Smith K3 160 1st Jeff Williamson K2 145 2nd Nathan Welchel K3 160 3rd Don't wait till you've been passed up on your way to cloud base or goal. Hook into the K Series today!

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.

Pacific Airwave, 1 083 Madison Lane , Salinas , California 93907. Phone (408) 422-2299 Fax (408) 758 3270