USHGA Hang Gliding February 1993 by US Hang Gliding & Paragliding Association

MEMBERSHIP APPLICATION

IHANG UNITED STATES I GLIDING AsSN. ZIP _ _ _ _PHONE(_) _ __

................................................................................................................... NEW MEMBER

__ RENEW/USHGA#_ _ _ _ _SEX (M/F)_·_ _ _BIRTHDATE_ _ _./_ _~/_ __ .

ANNUAL DUES:

- -

..Includes 12 issues ofHANffGLIDlNG magazine (HG DiviSion) of 6 issues ()f J>ARA<JLIOlNdTHE MAGAZINE (PG :Division), liability insurance, ratings, a.nd other benefits.

FULL -MEMBER:

0 1 Division - $49.00 U.S. ($55.00 Canada/Mexico*)($ 60.00 Int'l*) ........ $ - - ~ ~ Please check one: D Hang Gliding O Paragliding D Both Divisions - $64.00 U.S. ($82J)O Caha.da/Mexico*)($87.00 Int'l*) .....

FAMILY MEMBER: (Includes all benefits except magazine. Must reside with

D 1 Division - $24.50 ........•.... , .... , ......... •· .. •.........•.. Please check one: tlHang Gliding O Paragliding D Both Divisions - $32.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $

-------'----

full member of same division.)

SUBSCRIPTION 0.NLY:

D 1 Year $35.00 U.S.($ 40.00 Canada/Mexico*}($ 5QJ)O Irtt'P') ........... $_,_ _ _~_ 0 2 Years $65.00 U.S. ($ 75.00 C-a.nada/Meidto*)($ 95.00irtt'l"') . . . . . . . . . . . S_·- ~ - - 0 3 Years $95.00 U.S. ($110.00 Canada/Mexico*)($140.00 lnt'l*) ...... ; ; . . $_...........___.._~-

•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• 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-All Others) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $- - - - - NAA MEMBERSHIP ($24.00 annual dues includes FA! license) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __

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

*Foreign payments must be in U.S. FUNDS drawn on a U.S. BANK. USIIGA, PO BOX 8300, COLORADO SPRINGS, CO 80933 (719) 632-8300 FAX (719) 632-6417

(11/'il)

The Glide Angle Competition Morningside Flight Park

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JOHN SZAREK Steve Arndt Dennis Pagen Bob Trampenau Jay Gianforte

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WIN A GLIDER Our Best Chance Ever For The Gold! Win a glider of your choice from Pacific Airwave, UP, or Wills Wing The 1993 Women's World meet will be held in Japan April 19th to May 1st. The 1993 Men's World meet will be held in the Owens Valley June 26th to July 10th. Our U.S. Men's team won the gold medal in the 1992 Pre-Worlds! This is our chance to win the team gold for the USA! It will be very expensive to field these teams and we need your help. To encourage your participation, the USHGA is holding a SWEEPSTAKES.

FOR YOUR SWEEPSTAKES DONATIONS YOU RECEIVE $10 $40 $50 or more

OFFICJAL WORLD TEAM PJN OFFICIAL WORLD TEAM SHIRT WORLD TEAM SHIRT & PIN

•• •••• ••••• • •• • •• • •• • •• •• • • • ••• • • •• ••••••••••• •••• •• ••••• ••• ••• • •• • • 1993 World Teams SWEEPSTAKES Entry Form Entries must be postmarked by June 30th 1993 Yes, I would like to support the 1993 U.S. Teams. Please Enter me in the World Teams Sweepstakes. Also, enclosed is my donation of:

Mail form to: USHGA P.O. Box 8300 Colorado Springs, CO 80933

For Men's Team

$_ _ _ __

For Women's Team $______ Total Donation

$ _ _ _ __

Please provide your telephone no.( ___ ) ________ ONLY ONE ENTRY PER PERSON No donation required to enter Sweepstakes The 1993 \Norld team SvJeepstakes is open to all USHGA Members excluding USHGA employees and their immediate farnilies. Only one entr; per person, with or without a donation. All entries must be postmarked By June 30th 1993 in order to be eligible. Drawing for the sweepstakes will be held at the USHGA office on July 15th 1993. The winners need not be present to \'1in. The winners will be notified by mail no later than August 1st 1993. Winning entries are not redeemable for cash. Sweepstakes winners must be qualified to use the prize safely in order to be eligible to take delivery of the prize. Grand prize winner will have his/her choice of one hang glider from Pacific Airv,;ave, UP International, or Wills Wing. The glider \viii be delivered by the manufacturers nearest dealer. The USHGA shall not in any •.vay be held responsible for the airvwrthiness of the glider chosen by the grand prize winner. The grand prize winner v1ill be responsible for the cost of transporting the glider from the factory to the dealer and any taxes incurred as a result of •:11nntng this prize. All other prizes will be given in the order drawn in descending order based on value. This offer void v1here prohibited by law.

(USPS 017-970-20- ISSN 0895-433X}

20 A Rare Flight

by limy Kane with Barbara Barley Soaring with the majestic Andean condor.

22 Golden Eagle Odyssey

article andphotos by Bob Ormiston A long-sought goal reached.

28 Sky Gods Speak- Brad Koji by Davis Straub An interview with the National Champion.

38 1992 Whiskey Peak X-C Classic article andphotos by Kevin Christopher-son Long-distance flying from a dynamite site in Wyoming. Sidebar site report.

42 Performance Specifications for Tow Line Releases by Bill Bryden, Design and resting of releases for cowing hang gliders.

Columns

Departments

USHGA Reports .................................... 14

Airmail .......................................................?

Competition Comer ...............................32

Update .............................................. ... .... 10

Accident Reports ................................... .37

Calendar of Events ................................... 12

Cartoon -

by Bob Lafay ....................... .46

Ratings .................................... ................ .47

Product Lines - by Dan Johnson ........ .58

Classified Advertising ............ .................. 51

lndex to Advertisers ........................... ..... .57

February 1993

Breakfast of Champions!

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Tony Barton John Heiney Tony Barton Tony Barton Butch Peachy Jay Gianforte Tony Barton Butch Peachy Tony Barton Ron Young John Heiney Mike Haley Dave Sharp

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1991 U.S. National Champion 1991 World Aerobatics Champion 1991 Hobbs(lst) 1992 Sandia Classic (1st) 1992 Dinosaur League Meet ( Ist) 1992 Glide Ratio Contest ( I st) 1992 Venezuelan International Championships (1st) 1992 Jeff Scott Challenge ( I st) 1992 Great Race ( I st) 1992 National Aerobatics Champion l 992 World Aerobatics Champion 1992 Western Canadian Champion 1992 Sandia Fly-In ( I st)

TRX 160 TRX 160 TRX 160 TRX 140 TRX 140 TRX 160 TRX 160 TRX 140 TRX 140 TRX 160 TRX 140 TRX 140 TRX 140

Gil Dodgen, Edito1/Art Director John Heiney, Leroy Grannis Photographers Harry Martin, Illustrator Dennis Pagen, Rodger Hoyt, G.W. Meadows Staff Writers Tim Rinker, Design Consultant Ofiice Staff

Jerry Bruning, Executive Director Greg Huller, Ratings & JCP's Cindy Evans, Member Services PJ More, Special Projects & Competitions Stu Clark, Insurance & Member Se,vices Jeff Elgart, Marketing & Advertising D. Dean Leyerle, Merchandise Services USHGA Officers and Executive Committee:

Gregg Lawless, President Paul Voight, \lice President Russ Locke, Secretary Dan Johnson, Treasurer REGION 1: Gene Matthews. REGION 2: Lynda Nelson, Russ Locke, Ray Leonard. REGION 3: Joe Greb/a, Sanely King, Gregg Lawless. REGION 4: Rod Hauser, Glen Nicolet. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Bill B1yden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett. REGION 10: Matt Taber, Rick Jacob. REGJON11: Jeff Hunt. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Jim Zeiset, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Gregg McNamee, Michael Robertson. EX-OFFICIO DIRECTORS: Art Greenfield (NAA), Ken Baier (Paragliding). 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 FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. Ii 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 (ISSN 0895-433x) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80901 (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 Llllpowered 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, includ-

Air Mail~ MORE ON POLARS Dear Editor, I was pleased to see that Davis Straub and I aren't the only ones interested in mrn polars. Concerning our "mini-debate" on the subject, I appreciated Dennis Pagen's comments (Hang Gliding, Dec. 1992) and his observation that mrn polars don't cross for different bank angles. But at the risk of extending the discussion one turn too far, I would like ro point our that Dennis' turn polar formulas, while generally okay, will be incorrect for some conditions. They are, in fact, approximations based on the assumption that the glider LID is not too small and that the bank angle is not too high. For most practical flight conditions these formulas are very accurate, bur for more radical conditions, such as steeply-banked diving turns, they may be very inaccurate. In my article on the Variable Glide Brake I was interested in very high sink rate conditions. To illustrate what can happen, consider a couple of hypothetical cases. In a vertical dive (LID is zero), neither rhe airspeed nor the sink rate depend on bank angle at all, and for a 90° bank angle the formulas give infinite velociry. But again, for most practical purposes, Dennis' formulas arc quire adequate and provide a very conveniem way to generate turn polars. I must also add that 1 enjoy the many fine articles contributed by Dennis. Bob Ormisron Sunnyvale, CA P.S. It was good to see Mike Sandlin's update article on his keel-stabilized drogue chute. I'm currently planning to try a refined version of my VGB, but I am progressing very slowly. I continue to get quire a few inquiries from local pilots. I'll keep your readers informed if and when I make worthwhile progress.

CHINA SOJOURN Dear Editor, I j use want ro wish a happy new year and a temporary goodbye to all hang glider pilots everywhere, especially to the many fine people I have flown with in Las Vegas and Telluride, plus other Colorado sites. For the next two years I'll be working on a large h)'droelecrric project on the Yalong River in the mountains of southwest Sidman Province, China. So, happy flying ro Sparks, Cliff-~ lvlike, Carl and others in Las Vegas and ro Ken Grubbs, John Coyne, Sutton, the Sebastian Brothers, Mike Boylen, Liz Sharp, Jack Carey and the Telluride Air Force, Polly Ross, Jim Zeiser, Ian and Cindy, and many others in Colorado (God's country!). Keep flying and stay safe!

ing name, USHG1\ number, previous and new address,

Al Paige

and a mailing label from a recent issue.

P.R. China

FEBRUARY 1993

VOLUME 23, ISSUE No. 2

MORE ON RIGID WING DEVELOPMENTS Dear Ediror, The article on Eric Raymond "Eric Raymond, Conquering the Unknown" (Sept. '92) awakened me ro the fact chat the current flex-wing, weight-shift hang glider is not the zenith of the evolution of foot-launched flight. Although the Sunseed that he experimented with had its flaws, it demonstrated how performance improvements in foot-launched craft are not limited to minuscule design changes. More radical designs offer much promise. This makes me think that Ha11g Gliding magazine should be giving much more attention to the Swift and other craft that arc expanding the limits of foot-launched flight. Popular Science magazine (a digest covering a broad field) gave as much coverage ro the Swift as did Hang Gliding. Popular Science then went on to give it the Grand Award in Aviation and Space in its annual Best of What's New competition in its December 1992 edition. Should nor Hang Gliding magazine be following these developments even more closely? Let's not let foot-launched flight stagnate by ignoring exciting developments because our current hang gliders are being outperformed and we arc insecure about it. Kent Moriarty Pinole, CA

I do all! can to encourage rigid-wingers to mbmit J//ateria! 011 their projects. - Ed.

SOUTHERN HOSPITALITY Dear Editor, 1 would like ro extend my grarimde and appreciation ro rhe Cajun Hang Gliding Club based in Lafayette, Louisiana. Their president, Victor Toce and his brother Paul have been very hospitable and generous in promoting safe truck towing. Their experience and insight has resulted in many hours of rewarding flying, and prior to the bylaws changes I received my row raring through CHG with excellent guidance. Our group of pilots has not yet been able ro charter a club because of our small numbers, bur we enjoy visiting and learning from the CHG, and hope ro attract more pilots and form a club in the future. So, if you're ever down south where the land is real flat, don't hesitate to look up the Cajun Hang Gliding Club and hopefully the soon-robe Flatlanders. Herb Sricffel Bay Sr. Louis, MS

~ Air Mail CROSSING CONGRATS Dear Editor, I would like to congratulate two of the greatest pilots I know, Green Leader and The Captain for their incredible flight. If anyone could make the journey, it was definitely the two of you! It was a chase I will never forget. I send a big kiss to Doc for the wonderful article and photos. Thanks for mentioning me, and thanks to Bise for the great cover photo. Mary Mendence Coulterville, CA

HARTSVILLE, SOUTH CAROLINA AIR SHOW South Carolina flatlanders recently got an upclose look at what hang gliding is all about. Back in September of 1992 our local airport was sold. They wanted to do something to let the people know that there is an airport in the area, so the new owners, Bill and Glenda Lee, decided to have an open-house air show. When I got wind of this I asked if they would like a hang gliding tow exhibition along with the airplane rides, helicopter rides and skydiving. They agreed.

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When the day of the event arrived we woke up to rain and more rain, but by 1:00 that afternoon it broke up to beautiful blue skies and the show was on. We agreed to schedule our towing between the takeoffs and landings of the airplanes and helicopters, and through constant radio communication with all aircraft we were able to get in more than 15 tows. By the end of the show all the promotional pamphlets and posters provided by USHGA had been handed out to the enthusiastic crowd of over 500 people. Bill Lee (the new airport owner) later came over and said that everything was so well done that he would like us to participate in next year's show. A total of three pilots participated: myself, Steve Bland and David Kincheloe, who also brought the tow rig for which I was very grateful. Can't wait till next year. Rob Lesser, Jr. Hartsville, SC

DRAG BAG CONCERNS Dear Editor, I read Mike Sandlin's anicle on the drag bag (Dec. '92) and have a few concerns. The first is related to the statement: "The system has matured into a setup that makes landings easier, especially in high performance gliders." Let's hope that the primary function of the drag bag is not to make gliders easier to land for training purposes, especially with the accident reports column mentioning three problems concerning pilots flying gliders that were above their skill level. It would disturb me to hear a pilot say, "I know I could fly this glider if I only had a drag bag for the landings," or worse yet, "Sure, you can fly this glider, bur let me put a drag bag on it first." My second concern is the position of the pilot's hands on the downtubes in the photo. The low grasp of the downtubes does not provide much flare authority. If this situation is the result of the use of the drag bag, then it is promoting bad landing technique. A landing in which the pilot's hands are below the midpoint of the down tubes will most likely result in a whack, especially at altitude or in no wind when flare authority is essential. Maybe with a drag bag a pilot could get away with it, but if there should be a malfunction the landing prob-

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Air Mail ably won't be as elegant as what the photo portrays. I chink the drag bag has a place in hang gliding. It could be useful in chose sicuarions where an X-C flight ends in a field rhar has a smallness pucker factor of 10+, but it should never be used as a training tool. The USHGA Safety and Training Committee should consider banning the use of drag bags for completion of required tasks for ratings. I feel that it is using a crutch and should not be allowed. If a pilot can't safely and consistently land his glider, then he shouldn't be flying that design. Dave Carbonetti Almonr, CO

BRAVO PETER Dear Editor, Peter Burghardt hie upon a very useful source of aviation safety information. The publication Approach contains safety-related stories concerning just about every kind of aviation you can imagine: training aircraft, fighter and strike aircraft, helicopters, and large patrol and transport aircraft. About the only kind of aircraft I've never seen in Approach is a hang glider! This will probably change, bur I refuse to compromise my safery for a "there I was" article. In fact, my goal each year is to have nothing to write about. Although I am a "novice" hang glider pilot, my aviation experience includes flying over 40 types of aircraft as test pilot and "cailhooker," currently flying from the USS Ranger in the Persian Gulf. /V[y experience also includes weekend jaunts to island hideaways in Cessnas, and weekend forays from mountaintops, trying to have fun for an hour or two. Probably rhe reason that I am still a Hang II is that the Navy extracts a lot of rime from my schedule. Taking the Hang III rest is not a top priority right now, even if I could strap my Pac Air Mk IV to the catapult. Peter brings up a vety good point: the root causes of "their" accidents are very similar to "ours." I'm here to cell you, forget about "theirs" and "ours." My flight experience ranges widely, but eve1y aircraft should be neared rhe same. By "same," I mean that whether you are talking about a helicopter, a trainer jet, a supersonic ftghter, a Cessna, or a "kite," you can usually break clown checklists in to things that can kill you and things that can't. Although these items vary vastly between different types of aircraft, each aircraft requires char irs set of "killers" be uncompromisingly checked. You can save your butt in any type of aircraft by knowing the list of killers, and never, never compromising. The "killers" can be as simple as checking landing gear and flaps in a jet, checking carb heat and/or foe! mixture in a prop, proper rotor IU'M in a helo, or being hooked into your glider. When there's no windscreen between your teeth and the bugs, no fuselage between your butt and the FEBRUARY 1993

treetops, no ejection seat to get you out of a tough jam, !er me tell you friend, most checklist items are killers. Aviation is a business to be taken seriously. Every month in magazines from Hang Gliding to Approach and all those in between, we read about others who forgot, at least for a second, to take it seriously. I'm sorry, don't be offended here, but if you can't remember to do a simple checklist char includes a hang check, then you are not taking it seriously. If you tell yourself before you head out the door what kind of winds you will accept, and then ignore yourself when you get to the hill, you are nor taking it seriously. Every inrerrnecliace pilot in every type of aircraft can cell you a story about being faced with a decision to abort or continue, based on conditions at the hill, at the airfield, or a rough running engine that just didn't sound right. The problem is that this pilot has had no experiences on which to base this judgement. The old phrase, "Experience comes from bad judgement, good judgement comes from experience," is okay as long as the experiences are not lifcthreatening. The goal of any safety program is to avoid experiences of a dangerous nature, and make sure you and your aircraft are around to try it again tomorrow. "There I was" articles can hopefully pass on these experiences to ochers who have nor had the pleasure of a similar occurrence, thereby giving this less experienced person some background upon which to base his or her judgement when the situation arises. So, I will continue to try to do nothing "remarkable" in any type of aircraft. Bur rest assured, if I gain some "experience" with my hang glider, I'll try my hardest to gee it published in Approach! LCDR Steve Dunkle Attack Squadron 145 FPO-AP 96601-6231

FULL-FACE RECOMMEND Dear Editor, I'd like to thank the pilots I flywirh in New England for talking me into buying a full-face helmet. Recently, while tweaking my glider on a 100-fooc hill, I caught my foot launching, beaked the glider and plowed into the top of the A-frame with my face. Luckily, the helmet took the full impact, and the only damage to me was a slight headache. Without the full-face helmet I would have lost some teeth or broken my jaw. To pilots still flying with rradicional helmets, the investment of $300 in a full-face is well worth it. The alternative could be much more expensive medical or dental bills. Peter Debellis

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USIICA Headquarters is continuing to work with Citizen's Ambassador pro-gram personnel in developing plans for 12--20 USHCA members to participate in a cul rural/sport exchange program with Russian hang glider pilots. The trip will last approximately 16 days and . involve several flying sites and a 6(Nh/40lYci flying/culrmal event rime split. The individual cost is estimated at $3, 500-$4,000 with September as the target month for the tour. lmermcdiate--, Advanced- and Masterrated pilots arc best qu:1liflcd to participate. More derails will follow, pending the Russian coordinator's response. Contact UST !CA Headquarters ar (719) 6.32- 8300, fax (719) 632-6417 for information or to confirm your interest/par-I icipation.

The Seattle Glider Council hosts the 1993 Soaring Society of America National C:onvemion, l;ebruary in dowmown Seattle at the Washington State Convention and 'li-adc Center. The public is invited to visit the exhibit h;11l portion of the event where a dozen of' the most grace/id high-tech aircraft will be on display. With glide ratios approaching 50 ro I, modern s:iilplanes arc on the leading of aerodynamic and composite materials technology and the combination results in aircraft at least as beautiful as they arc cfflcicm. The big news at this year's convention is the debut showing of some new American-built gliders. Two new U.S. builders will premier their affordable, high-performance kit prototypes. Cygnet, of Reno, NV, is the U.S. entry in the "world class" design competition geared roward Olympic soaring. J\dv:mccd Soaring Concepts of Camarillo, C:A oHc:rs an all-composite standard class I 5-mctcr kit. The major European manufacturers will also be well represented along with hang glider displays.

'fradc show exhibitors will fcarnre the latest electronic glide computers, CPS, instru mcntation and performance acccs-sorics. Information will also be available on soaring clubs and instruction. SSA '93 is your opportunity 10 sec some of rhe most advanced sailplanes in the world today and get acquainted with the pmc joy of soaring. Por more information call or fax Vitek Siroky ar (206) %8 07(>(>.

Pacific Airwave announces the new Vision Pulse 9 Merer, which weighs 48 lbs., has a wing span of29 feet and acertified weight range from I 00 ro 165 lbs. This latest release from Pacific J\irwavc is the rcsulr of a frill season of R & D and is designed to offer light loaders the best in recreational performance. The long R & 1) process lifrcd the veil of secrecy that normally shrouds new development. The sizing of the comrol frame is such that iJ' you're a pilot of smaller srnture you can lift the basetubc 6" to 8" off the ground. The tensioning of the cross bar is easier with a two-point attachment. And if you're under 5' 5" you can now put your own nose rib in and fasten the nose wire. Yom cm tcst--fly a Vision Pulse 9 Merer ar many Paciiic J\irwave dealers around the country or contact: Pacific Airwave, l 083 Madison Lane, Salinas, C:A 9:3907 (408) 422 2299, fox (408) 758--3270.

LID Fntcrpriscs announces the newest addition m their product line: the LID r lang Cliding I farness. I JD, run by Cindy Dro,.da and Lm I luss, has heen

manufacturing and repairing hang gliding equipment since 1986. 'T'his harness design is the result of extensive engineering and flight testing. L/D's unique suspension system offers rhe pilot the back support and in--air comfort of a singlc--point suspension/fidl back frame harness, and the sit-up ability and flare aurhori ty of a rope suspension harness, without the excessive shoulder pressure. The fronr entry and (optional) disccJllnect leg straps make it easy to hook the harness into the glider before putting rhe harness on. The main attachments on rhe harness arc stitched wirh #5 cord, and rhe main straps and leg straps have been pull rested ro 2,000 lbs. per side (4,000 lbs. total). The LID harness is custom sized and built to order from rhe highest quality materials and hardware, yet it is compcti-tivcly priced. The base price is with a foll line of options to choose from. The X-C model, at includes several storage containers and a backpack style carry bag with a lidl--lengrh zipper and outside zippered pocket. hir more information, or to place an order, contact yom local dealer or LID Enterprises, 5000 Butte Sr. # 183, Boulder, CO 8030 I (303)-440 3579. Dealer inquiries arc invited.

Sequatchie Valley Soaring Supply (SYS) recently participated in a "toys for big boys" show at Hamilton place mall in Chattanooga, Tennessee. Hamilton place is the largest shopping mall in 'lcnnessec. SYS is located in Dunlap, TN, 30 miles northwest of the mall in "T'hc 11:ing Cliding C1pital of the East." The show was a great success drawing crowds in excess of :',00,000 for the week-long show period. SYS handed om brochures and showed videos fraturing foor--h11ncl1, tandem, aero and boat towing on a large screen television. As always, the SYS staff answered zillions of 1-li\NC GLll)INC

u world and uses multiple colors on each of its pages. Future addirions arc planned for late spring. Catalogs may be obtained for the cost of shipping by calling SYS at (615) 919230 I, orders only please call (800) 34CLl D F.

questions regarding the sport. Many stu· dents signed up for inrroducmry lessons or went through a free ground school. SVS received many comments on the professional display featuring a foll flying simulator. A 101 of great PR for the spon and the USl[CA wem out to the public and was well received.

Sequ::itchie Valley Soaring Supply (SYS), located in Dunlap, TN, "The Hang c;liding Capital of die East," is pleased to announce the release of their long-awaited flight catalog. The new SYS catalog was produced by CW Graphics in Atlanta, Ceorgia and features prof<.:ssional product shots by hang gliding photographer Chris "Cunis Ward" Voith also from Atlanta. Owners ofSVS, Cliff Whitney and Rick Jacob, commented that the soaring community has never had a professionally-produced flight accessory catalog and that pilots in remote areas of the co11mry do not have a chance to sec all of the producrs that arc available. Smaller dealers who regularly purchase wholesale from SYS can now sec photos and have access to the vast array of inventory that SYS stocks. 'The flight catalog features 16 hill pages of soaring products from around the

February ·1 grn

/\PCO Aviation oflsracl reports that its MayDay P/P 18 emergency parachme system for hang gliders and paraglidcrs has been certified by ACPULS. They have manufactured more than I 0,000 units to date and they report a number of' saves, including two cases in which the same parachutes s:ived the lives of their owners in two separate incidents. J:or more information contact: APCO Aviation Ltd., 14 l-lacodar St., Industrial Zone Nctanya Israel, rel. 053.,.r,.,"'L" fox 053-619051.

lkre arc the results of the Hawaii State Hang Gliding Championships: Gerry Charlebois, 1st, Moyes XS; Mike Benson, 2nd, HP /\T; Daryl Williams, 3rd, HP /\T; Duff King, 4th, Sensor 51 OF. In the Novice Class the results were: Rick Beach, l sr; Jeff Pope, 2nd; Jesse Forbes, 3rd.

Mountain High Equipment and Supply Company announces the new EDS (electronic delivery system) oxygen

system. The EDS is the first supplemental breathing system ro employ well· founded respiratory physiological knowledge, reducing the amount of oxygen needed Lo as little as l Q<Y<i of that required by constant--flow systems, while still providing better than 90% 02 blood saturation at pressure altitudes of 18,000 fr:ct. The EDS senses and synchronizes itself with your breathing, providing a pulse of oxygen when you benefit from it most: at the precise moment you inhale and not while exhaling, pausing or talk-ing. !\ built-in density altitude barometer responds to ;iltitude changes, automatically adjusting the amoum of oxygen needed for each breath. This bas been hailed by several pilots and physiologists as a significant development in the field of supplemental breathing devices for any high altitude sport. The complete system sells for $899.95 ($700 without cylinder). Contact: Mountain High Equipment and Supply, 516 12th Ave., Salt Lake City, UT 84103 (800) 468-8185, in Utah (80 I) 36/i--4171.

Adventure, lnc., announces a new concept in the travel agency industry. They arc currently compiling a database of companies in the travel, tour and adven-turc sports business that arc interested in increasing their business volume by agreeing to offer reduced costs ro Adventure clients. The company is interested in hang gliding, hot air ballooning, skydiving, parasailing, soaring, and orhcr adventure sports ,ictivirics. The company is in business to promote these sports by reducing travel and other costs. Adventure:, Inc. would like to be contacted by companies that could benefit from such an arrangement. Contact: Adventure, Inc., 33 El Basset Court, Fairfield, CA 94533 (707) 4272808, fax (707) 127-3846.

Jg 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. Until Dec. 1: 1993 Region 9 Yearlong X-C Contest. Recognizes the longest flights flown in Region 9 between Feb. 1 and Dec. 1. $5 entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. Until Dec. 1: Tennessee Tree Toppers Yearlong X-C contest. Flights must be flown from T1T sites. T-shirts, jackets, trophies. Submit entries to: TT1. P. 0. Box 1286, Dunlap, TN 37327. February 4-7: Basic ICP, row and foot launch. Hang II candidates welcome. Hosted by Michael Robertson and James Tindle. Contact: James Tindle, Miami Hang Gliding (305) 573-8978. Feb. 5-14: 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. Feb. 6-7: FAA Northwest Aviation Trade Show and Conference. Includes hang gliding seminar. Contact: Lori at Cascade Soaring (206) 7471647. Feb. 13-14: Valentine's Day F6•-ln. April 10-11: Vision Classic. April 17-19: Paragliding Instructor Certification Clinic. April 24-30: Ha11gglidi11g ICP, basic and advanced. May 1-2: Tandem Clinic. May 29-31: Reno Rampage (hang gliding and paragliding flyin). June 18-20: Wild West Regionals for Region II. Contact: Ray Leonard, Adventure Sports, 3650 Research Way #25, Carson City, NV 89706 (702) 883-7070. Feb 13-14: Photography Clinic. John Heiney will conduct this two-day seminar. Topics will be mounting, acrivation, exposure, and film recommendations. Bring your camera and mount. Contact: Airtime of San Francisco (415) 759-1177. February 20: Glider Tuning and lvfaintenance clinic. $25 in advance (free for LMFP Eagle Package students). February 27: Parachute clinic. $49 in advance (free for Eagle students). March 5-7: lwtmctor Certification Progmm. Candidates should already have completed Apprenticeship and Red Cross. $150 in advance. March 13: Assisted Windy CliffLaunch clinic for AWCL Special Skills checkoff. $15. March 14: Cliff Launch clinic for CL Special Skills checkoff. $15. March 20: First Day ofSpring Party. Spot-landing

contest, free keg party. March 20: Parachute clinic. $49 in advance (free for Eagle students). March 27: Glider Tu11i11g and Maintenance clinic. $25 in advance (free for Eagle scudems). Contact: Lookout Mountain Flight Park, northwest Georgia, (706) 3983541, or send $1 for color training brochure, directions, accommodations info to: Llv!FP, Rt 2 Box 21 5-H Dept. HG, Rising Fawn, GA 30738. Feb. 21: Annual Glider 1vfaintenance Session. Offseason glider repair and tune-up time. 10:00 AM - 6:00 P/..l, NAS Glenview, Hangar l, Glenview, IL. RHGPA members free, nonmembers $20 club dues. Contact: Peter Birren (708) 640-0193. Feb. 25-27: Soaring Society ofAmerica 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. March 6: 1993 USHGA Region 8 regio11al meeti11g, Littleton VFW, Littleton, MA, 9:30-5:00. Anyone wishing to add to the agenda contact: Randy Adams (603) 543-1760 or just show up. March 11-14: Tandem Tow Cli11ic. Tandem 1 and 2 and Tandem instruction. Hang III candidates welcome. Concact: James Tindle, Miami Hang Gliding (305) 573-8978. March 13-May 23: 1993 Region 9 Championship. Weekend X-C flights from any site. Best three flights totalled. Limit of 60 miles per flight. $10 entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. March 13-20: Venezuela fnternatio11a! Hang Gliding Champio11ships, La Victoria. Outand-return, triangle, open distance race to goal. Entry $150. $4,750 in prize money. Contact: Luis Aulestia, Final Calle 3-B, edif. Cantabria, piso 2, La Urbina, Caracas 1070, Venezuela. tel (58) 2-2420844, FAX (58) 22427374.

April to September: A1011tana Cross Co11nt1y Challenge. For enuy info and forms contact: Roger Lockwood, P.O. Box 234, Fort Benton, MT 59442 (406) 622-5677. April 10-16: The Great Race, Lookout Mountain Flight Park, northwest Georgia. 21-mile ridge race from LMFP to Point Park and back. Fly any combination of days or all week. $75 entry fee includes competition, one-week flight pass and Great Race dinner/party. $1,000 cash and other prizes. LMFP Demo Days all week. April 16: Great Race dinner and keg part)'. Contact: LMFP (706) 3983541, Fax (706) 398-2906, or send $1 for our color training brochure, directions, accommodations info to: LMFP, Rt 2 Box 215-H Dept HG, Rising Fawn, GA 30738. April 17-24: 1993 East Coast Championship. First of this year's 450-point meets. Limited entries available on a firsr-come, first-served basis. Contact Sequatchie Valley Soaring (615) 949-2301. April 23-25: 1993 Mou/It Rope Challenge, Laurinburg, NC. Open distance X-C, spot landing and duration tasks at North Carolina's premier flying site. Entry fee $50. All registration money given away as seven prizes. Come fly NC's best sire and win money roo. Contact: David Kincheloe (919) 3769601 or Steve Bland (919) 362-6971. May 22-30: Sandia Classic at Sandia Peak, Albuquerque, NM. 450 \XITSS points guaranteed. 60 pilots maximum. 45 slots reserved for national and international pilots ranked by WTSS and PIRS, remaining slots allocated according to postmark. Price includes: entry fee, cash purse of at least $1,500, paid staff, pilot and glider transportation, oxygen refills and top quality X-C tasks. Early bird price $250 through April 30, $300 after May 1. Refundable through May 15. For a pilot information package, contact Mike Gregg (505) 275-5978 or Mark Mocha (505) 2982922. Sandia Classic, 12117 St. Mary's Drive NE, Albuquerque, NM 87111 U.S.A. Sept. 4-6: Sailplane Homebuilders Assn. western

March 13-20: Pa/"tlgliding X-C Meet. March 2027, 1993: Master Cup ofHang G!idi11g. Governador Valadares, Brazil. Contact: Haroldo Castro Neves, Av. Brasil, 2.920 - 5° andar - CEP 35020 -070, tel. (033) 2711333, FAX (033) 271-6769. March 21: Towing Equipment Clini,: Establish and reaffirm standards and procedures for static line towing. Open discussion and practical resting of weak links, gauges, etc. 10:00 A.\! 6:00 PM, NAS Glenview, IL. Contact: Peter Birren (708) 640-0193.

division workshop and vintage sailplane show, Tehachapi, CA at Mountain View Airport. Contact: Bruce Carmichael (714) 496-5191. Oct. 1-3: October,· Best F6•-ln, 1993, sponsored by rhe Sauratown Mountain Hang Gliding Club in North Carolina. Great Autumn flying with cash prizes and ") une Bug's Famous Barbecue Chicken Dinner." The flying site features d1ree different launches that face SE, S\XI and N\XI and handles everything in between. Free camping in the LZ. Contact: Mike Nester (919) 983-0875 or Doug Rice (919) 9944377. HANG GLIDING

That was then ••• 1973 U.S. Nationals Sylmar, California First Place - Chris Wills (right) Second Place - Bob Wills Photo by Clara Gath 1973

This •

now. 1992 U.S. Nationals Telluride, Colorado First Place - Brad Koji (right) Second Place - Chris Arai

In 1973, the first U.S. National Hang Gliding Championships were held at Sylmar California. Chris Wills won the meet on a Wills Wing glider. Bob Wills , brother of Chris and co-founder of Wills Wing , finished second , completing a one-two sweep of the event for Wills Wing. The following year, it was Bob who took first while Chris fin ished second , and Wills Wing had a second consecutive one-two Nationals sweep. Nearly two decades later, at the twentieth U.S. Nationals in Telluride , Colorado , Wills Wing pilots once again swept the meet, taking first, second and third , and five of the top six places. In the last nineteen years , a total of 32 U.S . National Championship titles have been awarded for flex wing hang gliders in various classes and categories . Wills Wing pilots have won fifteen , nearly four times as many as any other manufacturer. To win in competition requires both abil ity and a single minded dedication to the task at hand. At Wills Wing , we have tried to take these attributes and apply them also to the larger and more important task of providing pilots everywhere with the best possible products and services . As we prepare to celeb rate our twentieth ann iversary in hang gliding , we would like to thank all of our customers over the years who have continual ly inspired us to pursue the very best that is with in us.

LU~

500 Blueri dge Ave Orange, CA 92665

Phone (714) 998-6359

FAX (7 14) 998-0647

~ USHGA Reports Tj,pe of Towing:

USHGA Survey Questionnaire Results

Truck/Auto Aero tow Boat Other

64.4% 8.5% 12.0% 5.1%

Tow Device:

by Stu Clark, Election Manager

he results of the USHGA survey questionnaire, which was attached to the Regional Director ballot, have been tabulated. Here is a comparison of the last three years:

Income: Female%: Married: Single: # ofFlights: Hout:r ofAirtime: Total Airtime Hours: Repack Chute: Ballistic Chute: Tried Paragliding:

1990

1991

1992

$40,932 6.7% 51.9% 48.1% 52.1 37.1 357.0 56.4% 10.6% 0

$42,482 8.4% 55.0% 45.0% 58.8 39.8 411.5 64.3% 23.4% 19.4%

$44,373 6.9% 49.5% 50.5% 55.0 45.6 404.6 60.9% 18.3% 19.0%

Out of the 61,571 flights recorded, 83.9% were foot launched, 4% were aerotow, 9.2% were platform launched and other types 2.9%. Respondents indicated that they were involved in 91 accidents out of which 73 were not reported to the USHGA. The greatest number of injuries were to the knees (15.9%), arms (12.4%), shoulders (11.3%) and wrists (8.2%). Eight pilots required overnight stays in hospitals.

Ratings: Years Flying Beginner Novice Intermediate Advanced Master

9.3 6.9% 17.2% 26.6% 42.4% 6.9%

Most Popular Glider Manufacturer: 1. Wills Wing 2. Pacific Airwave 3. UP

USHGA DEMOGRAPHICS Plan to Buy Glider: Average Age: Average Income:

38.1 $44,373

Average Education: College Graduates 59.9% Some College 25.7% Trade School 5.5% High School Graduates 7.3% Some High School 1.6%

Married vs Single: 49.5% Married51.5% Single

New 17.7% Used 12.8% No 51.1% Undecided 18.4%

Chute Type: Ballistic Hand None

74.4% 19.8% 5.8%

Towing: 26. l % Yes Tandem Towing: 29.5%

Pay-out Winch 81.3% Static Line 11.4% Stationary Winch 2.15% Other 5.15% Issues, identified as major concerns from members' responses to the question, "What is the most important hang gliding priority in your region?" were: 1) Site Retention/Preservation - This is the primary concern of all pilots, both hang gliding and paragliding. 2) Paragliding - We feel that this issue is a moot point now that the USHGA has taken over the administration of the APA at the request of the APA Board of Directors. As paragliders are now a part of the USHGA, they possess the same insurance and are insured just the same as hang gliders. 3) Site Insurance - Securing a higher· dollar amount of liability insurance for sites. We have written to several insurance carriers regarding this. Most do not want to insure at all and those who will have set the premiums higher than we feel we can afford to pay. We are still pursuing other carrier liability offers/bids. 4) Training - Recently, changes were made to the Hang I and Hang II tests and new packets have been mailed to all of the examiners and observers. Training has always been an ongoing concern. 5) Competition - Our survey indicates that only 7.1 % of the respondents participated in their regions' competitions. This is being discussed with the Competition Committee to see what reasons, other than a region not holding competitions, lead to poor participation in these events. 6) Low Membership - Our membership continues to grow at a rate of about 2% per year. While this is not a large increase, it is better than most other air sport organizations during these tough economic times. We sense increased interest in our sport because of TV ~l~~:~g:'.deos and media/magazine

HANG GLIDING

USHGA Reports Announcing The International Pilot Proficiency Card by Dennis Pagen

he long-awaited, highly-touted, color-coordinated International Pilot Proficiency Identification Card is here. This is a boon to pilots traveling out of country, to site administrators who see an abundance of foreign pilots, and the USHGA office which has formerly had to administer foreign rating equivalency. This card, hereafter known as IPPI, allows the bearer to be recognized with a given rating anywhere in the world. Likewise, a foreign pilot flying on our soil, or rather in our gas, would present the IPPI card, and be instantly recognized as a competent pilot with a skill level indicated on the card. Here's how it works: The USHGA office has a supply of cards along with guidelines indicating what rating of the IPPI system relates to our rating system. When you apply for an IPPI card you will have your current USHGA rating matched up with the proper IPPI rating

February 1993

which is then printed on your color-coded IPPI card. You subsequently carry your IPPI card in your wallet, purse or briefcase (whatever you take to the hill) next to your USHGA card and produce both when asked to prove your worth at a foreign site. It is important to note that the IPPI card does not stand alone. Site administrators take note: the IPPI card is only valid when used in conjunction with a pilot's national card, for the IPPI card does not imply the witnessing of tasks, the possession of insurance and the like. Both cards are required to completely validate a pilot's proficiency. There are five levels in the IPPI system. We will briefly review them here. You should receive a detailed account when you receive your card. STAGE 1 - Student: ground skimming, yellow card. STAGE 2 - Student: altitude gliding, orange card.

STAGE 3 - Pilot: easy soaring, green card. STAGE 4 - Pilot: advanced soaring, blue card. STAGE 5 - Pilot: cross-country capable, brown card. The USHGA has not set the standards relating our rating system to the IPPI system as of this writing. However, we expect stages 1 through 4 will be the same as our levels I through IV with stage 5 equaling our Advanced rating with cross-country and restricted landing field sign-offs. To get you IPPI card, simply apply to the USHGA office and include a check for $10.00 to cover the cost of the cards and administration costs. The USHGA buys the cards from the Norwegian Aero Club which initiated and funded the program for the CIVL (international hang gliding body). The IPPI cards are in great demand in Europe since pilots typically cross borders to garner quality airtime. If you plan to travel abroad or compete internationally you may wish to get your card now and avoid the rush. If nothing else, it makes an attractive way to impress your friends and lovers with your flying credentials.

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

Ex;remely easy to use

A wide range of flight dara can be primed our plus on -screen data display

lnTegral. d1g1tal var10 combined with highly sensitive flight ac;ous11cs (ASI) fo' audible 1nd1c;ation of the slightest thermals

Unique. analog variometer display (FLYTEC pa1ent1)

ew method of atTachment with optimum viewing angle

DATE MAX Nr. dd.mm yy Allll

MAX ALTl2

4 150192 4894 PILOT DEVICE-NUMBER BARO START TIME TIMEATPRINTOUT

3693

MAX VARIO

REC TIME

BARO

77 5:31:11 Haari Urs 584 12:30 160192

, 5000

SW·VER 29141

4000 30JI' ?C ,u

0945

IOOO

WORLD RECORD 230km

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

FLYTEC AG

P.O. Box 561732, Miami, FL 33156

i 11, by Rob Richardson

lear ir and they will come." So begins the story called /Jill of' Dreams, a scm i-parody of' the movie Field of' nreams that chronicles the creation of a paragliding site. A condensed version of the story appears in this issue, and copies of the cmire srory arc available from Rick Sharp (his address is below). That's right, I said the "P" word. Cobble is basically a paragliding site because or die fairly small LZ currently available, bur should be available for hang gliders some·ti me later d1is year, as more trees arc cleared and the terrain is flattened out a little. Experienced hang glider pilots arc wcl-· come now, hut there is very little hang gliding experience at the site to d,1te. 'fo maximize my chances or soaring and minimize my glide, I flew my 2.20 dream (solo) here. I was the third person to fly a hang glider

Fcbniary 1<)9:3

to the slope of the blade wings would probably have trouble here. 11

at the :rnd the only person so far to succcssfttlly hind a hang glider in the LZ, so be warned. Due to the slope or the I blade would probably have trouble here. Cobble llill Flight Park is located in Milton, Vermont (IO miles north of' Bnrlingrnn). No one has successfolly soared a hang glider at rhc site, but paraglidcrs have ridge soared here. As more trees arc

cleared, this should become a rnajor train ing site. Thermals arc abundant in the mid-afrcrnoon (too strong for training), and soaring and X--C potential arc just starting to be explored. There is a $100 prize for the first pilot (hang glider or paraglidcr) lO land OllLsidc or the 10Wll of Milton that will probably have been claimed hy the time you read this, but check with Rick f'or any new pfr!.(:s being offered for longer flights. Cobble is one of the few sites at which both paraglidcr and hang glider pilots arc welcome, and tries to bridge the gap between them. While [ was there the APA voted ro disband. USHCA voted to take over the AP/\ membership a short time later, so we may sec more of rhat gap close soon. Cobble is privately owned, so it is also one of the few sites where the owner of both the launch and LZ is aggressively in fovor or having flying activities there. Rick docs ask that all pilots fly only when he's around, which is almost all of the time, and that they review their landing approach with him before flying. There is cmrcntly a gradual slope for training leading to a single launch that faces northwest, but Rick promises to have rhrec launches and LZ's (and a lot· of firewood) available by June. The additional launches would allow paraglider launching in almost any wind direction, but hang gliders will probably not have room to land in the new LZ's for several years. The northwest LZ is currently fairly small and restricted for hang glider pilors, and slopes downward. It is more rhan sufficient for landing paraglidcrs. Rick dreams of making this the prcdominant paragliding site in the Northeast, and is patterning it ;1r1er the successful operation at Momingside (stay tuned for a site report). Good luck, Rick!

USHGA Boobs & Videos 632-8300

FAX:

6:32-6417 Form.

Site Info - Cobble Hill, Vermont SITE NAME

Cobble Hi!! Flight Park

CHAPTER

Rick Sharp, Fight Gravity, Inc. (Not yet a chapter as of this writing) P.O. Box 191 Burlington, VT 05402 (802) 862-3646

LOCATION

Milton, 10 miles north of Burlington, VT. Take I-89 to the Milton exit (#17). Head east a few hundred yards to Highway 7, and turn left. Head north on 7 for two miles and turn right at Bombardier Rd. Head east on Bombardier about a mile, and turn right on Middle Road. Head south on Middle to Cobble Hill Road, and turn right. The entrance to the LZ is on your left within 1/2 mile. NOTE: Talk to Rick before heading to the LZ!!

ALTITUDE

900' MSL, 300' AGL.

RATING

Hang glider pilots: A Novice rating (Hang II) with additional experience is required. I would personally recommend a minimum of Hang III with RLF, and a lower-performance glider. Paraglider pilots: No rating required. Lessons are available as required, depending on the level of pilot experience.

PROTOCOL

All hang glider pilots must be current USHGA members with liability insurance, and a liability waiver must be signed. Student paraglider pilots currently need no membership, but as USHGA takes over more of the APA duties I would expect that at least Student ratings would be required.

RESTRICTIONS The Burlington International Airport TCA is five miles to the southeast. FEES

Season pass - $100/year Daily pass - $8/day.

LAUNCH

Large flat area leading to a gradual (30°) slope. Very forgiving.

Small and fairly restricted, with a downward slope. Requires good approach and landing skills for a hang glider, but easy for a paraglider. Very unforgiving for a hang glider.

DIRECTION

Launch faces northwest, and can be launched in northeast to west winds. Additional launches and LZ's facing west and south should be available for paragliders only by June, 1993.

SETUP AREA

Five to six gliders maximum, right next to launch.

ROAD

Easy five-minute drive in a 4WD vehicle. The width of the road currently requires hang gliders to be broken down before driving back up (or you can hike it back up assembled), but Rick plans to cut down the trees bordering the road to allow assembled gliders to be transported up the hill.

CAMPING

Free camping is allowed on site (no facilities).

X-C

Unknown, but there are plenty of LZ's in the valley. You could set a site record here! $100 prize to the first pilot to land outside of the town of Milton.

EVENTS

Paragliding Spectacular. Fun, low-key pylon race I spot landing contest held the last weekend in May. Cobble Gobble: Fly-in on Thanksgiving weekend (in November) that emphasizes safe fun.

BEST TIME

Spring and fall are best for northwest winds. The opening of the south launch should make August and September good, too. Cobble is flyable from late April through December, but it is very cold in Vermont late in the year.

FREQUENCY

None

CONTACT

Rick Sharp or Ruth Masters (802) 862-3646 (Fight Gravity, Inc.)

MISC

This site is mainly for paraglider training, but everyone is welcome!

HANG GLIDING

Hill of Dreams by Rick Sharp ' ' c l e a r it and they will come," a soft voice whispered in the wind. It was 1984 and I was standing on top of Cobble Hill in Milton, Vermont. "Clear it and they will come," it said again. "Clear it and who will come?" I asked. "Paragliders," the voice whispered. "Hang gliders?" I asked, straining to hear the winds of the future. I had been hang gliding since 1980 during vacations near Kitty Hawk on the Outer Banks of North Carolina and at Morningside in New Hampshire, two and a half hours away. The only suitable training hill in the Burlington, Vermont area was a SO-foot grassy knoll in Underhill. All the other hills I looked at throughout the county were covered with trees, power lines, houses, fences or ocher obstacles chat made chem unsuitable for hang gliding. So, I scouted about the Lake Champlain Valley for a training site with launches in all directions. With a summit at 900 feet AGL and steep descents in all directions, the Cobble fir the description. Before I knew it I owned it. "Clear it and they will come," the voice whispered. I soon learned how to run a chain saw and a bulldozer. Chain saws used to scare the hell out of me, but after five years, and as many gashes, one requiring eight stitches, I had cleared enough to hang glide off the top. Thar's when Darin showed up with an early model single-surface hang glider and stories of soaring out west. Before I knew it, I was at the top of the Cobble with my Vision, double surface hang glider and Darin, in winds coming in at 10 to 20 mph with fairly strong gusts. It's 3:00 PM on a cooking July afternoon with strong thermals and we are ready to launch. Darin first. He has a strong confident launch and executes a sharp right turn immediately after launch. Flying ve1y close to the hill he scoots across the upper slope right into the only twig of a tree left on the slope after five years of clearing. The glider noses into the ground, but Darin doesn't get a scratch. Determined to get to the bottom of the hill, Darin finds a clear spot in the brush near where he crashed and relaunches, only to fall February 1993

out of the sky near the road halfway up the face, this time impaling himself on a jagged root of an uprooted tree stump, requiring ten stitches. My wife is watching all this from the landing site and I know she is not exacrly psyched about me raking off at this point, but she is down below and I am up on the slope with Darin, and I have to get the glider to the botto1n, so ... I return to the top knowing I will be the first to launch from the top and land at the bottom after all. I decide to stay away from rhe slope, so I head out into some cooking thermals and get bounced around until I'm not sure I still have control of the glider. Maybe Ruch is right, I should have stayed on the ground. I start descending over the trees and turn back to the primary landing zone. I fly over the landing zone at approximately 75 feet and attempt a landing in the alternate field between the Christmas trees. When I got close to che ground, I should have stuffed the control bar our and stalled the glider, but 11000. Instead, I let the wind pick me up, and find myself flying down behind Sandy's barn into Richard Day's backyard! At this point, the choice is between a stall at 40 feet or power lines on the other side of Richard's house. I smartly choose the former and end up with only damage to the glider. "Clear it and they will come," the wind whispers. I wasn't so sure anymore. Unbeknownst to me, in 1986, only a few miles away in New Hampshire, John Bouchard was ushering the sport of paragliding into the United States, just in the nick of time. In July, 1991, I rented a bulldozer and cleared stumps, rocks, brush and debris to create a large landing area on the northwest side of the Cobble and then invited Jeff Nicolay from Morningside up to see our site. Jeff thought it presented real hazards for hang gliders, but wanted to launch his paraglider from the newly bulldozed launch at the top. Too many twigs, roots, debris and things we call "nubbies." Soon John Thorvaldson, a local engineer for IBM, was launching from the Cobble regularly. He was joined by Milan Simik and his two children, Milana and Robert. During the remainder of the summer my

wife Ruth and I took lessons from Jeff at Morningside, and got a lot of ground handling in, bur very little flying. Jeff recommended Point of the Mountain and chat's where Ruth and I got our Class I ratings from Claudia Stockwell, in October. We flew the Cobble in the fall and had up to four-minute semi-soaring flights. Then it got cold. We resumed flights in April and have since flown at Cape Cod, West Rutland, Vermont (1,300 feet AGL) and Mt. Yamaska in Quebec, where Ruth got 800 feet of lift on her first flight off a 1,000-fooc launch. Ruch and I decided to hold the largest opening event for paragliding we could get together at the Cobble this year. We named it the First Annual Cobble Hill Paragliding Spectacular, after the Kitty Hawk Hang Gliding Spectacular I have enjoyed for years as a hang glider pilot. Unfortunately, the winds did not cooperate with us. Most of the New England paragliding community showed up. Paul Voight from Fly High in Ellenville came over for \'(Tills Wing. Dave Karl joined us for Edel, and John Bouchard showed up briefly for ITV. We did inflations in a field near the Cobble where a lot of people saw paragliders and got their hands on canopies for the first time, but we failed to get any flying in. Despite the weather, the Spectacular was a success for Ruth and me. We have already realized many of our wildest dreams. We met a lot of enthusiastic pilots and raised a !or of interest in paragliding in the area. We have received calls about paragliding from people as far away as Massachusetts and New York. Ruth and I plan to get a lot of flying in this summer on the Cobble, at Mt. Yamaska, and West Rutland. We have even planned trips to Ellenville and Point of the Mountain. We hope to get certification to teach and start a school this fall. Eventually, we will have a bed and breakfast catering to paraglider pilots in the summer and skiers in the winter. We will harvest over 1,000 Christmas trees a year by 1995, and then I plan to retire from my law practice, raise my family and make my living at Cobble Hill. Certainly what we have done at Cobble Hill can be repeated by others across the country. Only with safe training facilities and qualified instruction will paragliding ever be anywhere near as popular in the United States as it is in Europe. To those of you who are reading this article and getting some good ideas, I extend an invitation to visit the Cobble, to talk to us and leave you with this thought: "Clear it ~ and they will come." ~ 19

twas November 21, the clay of my birthday. I had come to Kagel Mounrain ro fly on a p;uticularly hea11tiful Sourhern California day. I launched into very soarable conditions and f<rnnd myself climbing very r:ipidly out in fi·o111. Suddenly I was sharing my thcr-· mal with this rnormous hird. What a sight! I guessed that its wingspan had to he I 0 lcet or more and rca!it.cd that it could only be a condor. I could definitely sec why these birds have been confoscd with small airphnes, and certainly the shadow it crcat· ed across the ridge was astonishing. J\l'tcr climbing rogether for about a minute, rhc bird left om thermal headed west. I st;1ycd to gain a link more altimdc he fore f'o llowi 11 g. Wh e 11 I ;irrived at 'fowers, the alternate Kagel launch, there it

sat atop a power pole as though waiting for me 10 catch up. I caught a thermal and watched the condor launch to join me. We flew close enough for me 10 identify the n11mher G clearly visible on the red tags anached to the its wings at mid--sp,m. We both continued to climb over often wing tip to wing tip, as though I was flying with ,mother Kagel pilot. The condor began to playf'ully dart in and out of the thermal, sometimes turning w fly at me almost head-on. l eagerly followed, engaging in an aerial ballet which lasted several minutes. l recall one particular moment when the hird dove in behind me and, to its surprise, fi:nmd itself tossed abou I in my vortices. It have been that surprise which caused condor Io leave our thermal and

head west. I turned ro fc)llow and couldn't help bur be impressed by the superior glide of this bird. At the next peak it did one thermaling turn bclcire conrinuing on west. Being a couple of hundred fi::ct lower, I had to make several rums before following. \l(li1h sadness I decided I was too low and the bird too far away for me to continue pursuit.

I ofren wonder if there was some mystical force that brought us together, or was it just a coincidence? I do know rhar this was my greatest flight and my greatest birthday 10 dare. I am lucky enough to be able to relive this momcnr over and over with a phoro snapped by :1 fellow Sylmar club member who had his camera at Towers launch as we circled over· head. IJ.I\NC Ci ll)INC

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as 1t Just coincidence that Tcmy Kane's flying partner appeared that day at Kagel? Perhaps it was the concern of another Sylmar Jiang Gliding Association pilot about the whereabouts of Condor G that supplied the mys .. tical force. Dr. Michael Wallace raised Condor G. She's an Andean condor, a smaller cousin of the California condor and part of a wildlife project conducted in the Pinc Mountains from 1988 1991. Pinc Mountain is near rhe San Joaquin Valley, 50 miles northwest of Kagel. In 1985 Mike came from the University of Wisconsin to the Los Angeles Zoo to apply bis Ph.D. research on capture and release techniques to halting the extinction of the California condor. As the curator of birds at the zoo and director of the breeding and rcbise program for the California condor, Mike designed a field study to gain research data using Andean condors. The data would assist in determining rhe proper isolated area and a technique fi:lr teaching a February 1993

captive bird to relearn its natural food foraging habits. Condor G was released with J 2 other Andean condors. All were wired with radio transmitters. Crews on foot and in vehicles were initially used to track their radio transmissions in an effort to learn how the birds adapted to their environment and how widespread their flight patterns were. In 1989 Mike learned to hang glide. As a forn1cr ultralight pilot in Wisconsin, he realized that being airborne was a he1ter method for tracking the movement of the released Andean condors. The silence of llie hang glider and the heights which could be attained allowed him to search for transmitter signals emanating from the var-· ious canyons not accessible from the

ground.

Armed with a Sylva compass mounted to his basetube, a receiver hooked to the hall clamp on his downtubc, and a small Yagi antenna on his wing, Mike was able to sweep for signals in a foll 360dcgrce arc. With the receiver he could tune through the v;irious prc-progr,im med transmitter frc-. quencies belonging to the 13 Andean condors. As a bird came into radio range, he would position his glider to obtain the directional compass heading from where the signal was emanating. We're not talking about a simple task ~ each bird had two frequencies. An awareness of the differ·· cnce in the sound from the transmitter and the sound of his own vario added to the complexi· ty. Meanwhile, Mike had to he aware of his own altirnde and position if a premature glide to a landing area was necessary. Once the identification was conclusive, Mike tuned to ground-based repeaters to communicate compass heading and posi .. tion information to the field crews 011 the ground. Where is Condor 6 now? She was recaptured and returned with her mates to the zoo. In the summer or l 99 l, armed with the data provided by Condor 6 and her mates, emphasis shifted to the I ,os Padres N:llional hm:st and release of the /Jrst two California condors born in captivity. It was a proud Mike who watched them stumble and soar in January 1992. But the story is not nearly finished. In October 1992 the male or the pair was found dead. The autopsy discovered an antifreeze ingredient in the bird's bloodstream probably picl<cd up from a puddle of liquid which looked like a harmless drink of water. Two mates of Condor 6 were again released to keep the remaining Female company, and plans were escalated to release six more California condors in December 1992. It may be as long as six years hd()rc Mike secs the fulfillment of his dream of California condors breeding in the wild. Meanwhile, the sport of hang gliding has given him new friends and a sense of his own freedom as he flies silently through the sky.

I: a long wandering : ;:i of adventurous journeys usually marked hy many changes of fonune 2: an extensive intellectual or spiritual wandering or quest.

I didn't start out looking for an odyssey, but after seven years or so that's what it turned out to be. There were adventures, frustrations, and rimes when it seemed that my wandering was going nowhere. Sometimes I fdr like Don Quixote. But in the end it was all worth it cno11gh to want to tell the story. It all started with the idea of a goal. There arc lots of' goals in hang gliding: rat-

ings, duration, distance, altitude gains, competitions, etc. But for me the most challenging, and the most frustrating, has to he the Wings of Rog;illo Golden E;1gle award. The seven-mile 011t·and return flight from Ed Levin to Mission Peak in California may seem rarne by today's standards, but in the old days it was an impos siblc frat. Captivated by this new and clc· memal way to fly, l watched the Ed [,cvin pioneers who invented modern hang gliding; at the time their short sled rides seemed pretty impressive. I guess even today I tend to think of gliders in rerms what they could do back then, so fcir me to fly from Ed Levin to Mission and back would he to accomplish the impossible, not b;id for and to surpass the pioneers a conservative weekend pilot.

Hi\NC CUUINC

When I took up hang gliding and joined \\70R in August 1974, Ed Levin was at the center of Bay Area hang gliding and a small group of experienced pilots on the "Milpitas List" (including the pioneers who started WOR, the world's first hang gliding club) had access to launch off the 1,200' ridge and land in Ed Levin Park. Naturally, one of my first goals was to get on this list. After nearly two years of flying my Manta 18' Standard Rogallo at Marina, Funston, Big Sur, and even the French Alps, I finally flew Ed Levin as a guest in May 1976. No sooner did I make the Milpitas List, than the launch closed in August after I had only 10 flights. Gene Hilborn and I made one more flight in November from what is now the 1,750' upper launch. I flew my new Eipper Flexi II on my last Ed Levin flight for a long time. \Vhile I piled up a lot of flying elsewhere, WOR almost folded without a club site. In 1978 I joined forces with George Pierson and other club members working to reopen Ed Levin for hang gliding, and our perseverance finally paid off in September 1979. In the intervening years glider performance had advanced enormously, and Bay Area pilots looked forward to outstanding summer thermaling. This wishful thinking proved unrealistic, but "Sled Levin" became an excellent allpurpose site for training and fun flying. Despite its reputation, however, Ed Levin wasn't all sled rides by any means, and we found outstanding prefrontal ridge (and some thermal) soaring in the spring and fall. Eventually a few pilots even made it from Ed Levin to Mission Ridge and back, something unimagined in earlier times. Then, around 1981 or so, Pat Denevan originated the Golden Eagle award. Pat's rules ,vere simple: pilots had to launch from Ed Levin, proceed about three miles north to Mission Peak, and return to land at Ed Levin. Greg Shaw designed a suitable patch to reward successful pilots, and WOR members quickly took up the challenge. Since Ed Levin is not often soarable, the prospects for an out-and-return flight are pretty slim. On northwest post-frontal thermal soaring days, Ed Levin is at the downwind end of the southwest-facing hills. Takeoffs are difficult at best and the thermals are pretty well broken up. On south to southwest prefrontal days, takeoffs and ridge soaring are easy at Ed Levin, and Mission Peak is an easy downwind run, but the south wind makes it hard to penetrate February 1993

~Francisco San

Rio Vista~ 66 mi /'

Mission Ridge Launch

Mission Landing Zone<> Agua Caliente Creek

Mt Allison 2658 msl

Monument Peak 2594 ms!

Towers Toroges Creek

t!t- Ed Levin Launch Scott Creek 1200-ft Ridge Ranch D

Calera Creek

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300- & 600-ft Launches

Landing Zone Golf Course

@ 1 Mile

back to Ed Levin. The Golden Eagle paradox is that you need soarable conditions, but if conditions are soarable it usually means you can only go one way. So the best Golden Eagle conditions occur during rare, atypical weather patterns. Nevertheless, with perseverance and a number of out-landings, many pilots managed to earn their Golden Eagle awards. Some pilots relied on skillful flying on marginal days and some got lucky on the rare easy days. One of the earliest, March

3, 1982, became known as Magic Monday when pilots cruised back and forth most of the day. I still remember one new novice pilot who won his Golden Eagle on one of the magic days. When asked to explain his technique he simply smiled, shrugged, and said: "I just took off, turned right, and pushed out!" At this point I wasn't very serious about the Golden Eagle. I didn't relish the thought of landing out somewhere in the rolling foothills. Being limited mostly to

weekend flying I figured I would just have to get lucky and catch one of the perfr:ct days. J11 September 1983 l got a boost when the club installed Wayne Ashby's ingenious phone-in weather robot near launch. Now I could easily keep track of condirions, and increase my chances of catching the best flying. My friend Don Piercy agreed to join forces and head for Ed Levin whenever conditions were Cavorable. The Golden Eagle flighr now hccarne one of my main flying goals. In the lieginning, Don ;md ( were both very optimistic and my soaring time at Ed Levin improved greatly. On September 29, in overcast prefrontal conditions, westsonthwest ar 22 mph, l was rewarded with an 80-rninute flight 200' over takeoff; but the southerly component kept us from going very far downwind toward Mission. Prefrontal conditions arrived again on October 30. As I set up my Harrier, pilots soared effortlessly, spreading out in front and north of takeoff toward Mission. Although the sky soon became very dark, f was naively optimistic as J rook off into the strong ridge lift. l turned right and pushed om, immediately gaining 350' over takeoff as l headed downwind for Mission with several other pilots strung out ahead of me. I reached Mission Peak easily, but the foll force of the south wind didn't register until 1 swung around to fly back to Ed l .evin. My ground speed dropped to almost nothing as I hovered just above Mission Peak. At that altitude there was no hope of cross·· ing the Ice side of the ridges back to Ed Levin. I watched Wayne Ashby make several fmile attempts in his Comet before l gave up and headed fur the Mission l.Z along with the rest of the pilots. But l wasn't really that disappointed; I'd made my first flight to Mission and T was ready fr)r more. l didn't connect with another good day until March 9, 1985. Conditions were prefrontal, 15 mph southwest with mild thermals. Don and I flew over two and a half hours up to 750' over takeoff, but the southerly drifr kept us from attempting Mission Peale We rnay have been too con-servativc, because some less hesitant pilots won their Golden Eagles. On March 17 in smooth and lmoyant air, about 25 pilots enjoyed ourstanding flights up to 1,500' over takeoff. Not wanting ro repeat the mistake of being too cautious, 1 headed for Mission afrcr reaching 550' over takeoff Bur I couldn't penetrate back against the

"Golden Diglc Dcty. "lattunchfrom south tahcoffon morning/light. San Francisco Ray in the bachground

southerly headwind and ended up in the Mission LZ for the second time. By now I knew that simply heading for Ed Levin on a typical prefrontal day was not going ro do the trick, especially not with my Harrier. I needed berrer conditions. 1 was also ready for a newer glider and began to check out the latest dou hie surface designs. On Septernber 7, Don, about 30 other pilots and I were again rewarded with outsranding conditions. With a prefrontal 18-20 west-southwest wind under an overcasl sky, the lift extended well south of takeoff and out beyond the LZ. Pretty sure that the southerly wind would prevent a return from Mission, I was content to cruise the glider-filled sky around Ed I .evin. Since Don's new Magic 1V was outsinking rny demo Mystic, he could afford to be bolder and eventnally drifted north, past Monument Peale l watched him from time rn time in the distance and eve111ually felt a momentary urge to head down after bi m. Passing beneath him, l recklessly decided to hold my course and continue downwind toward Mission Peak. Naturally he couldn't pass up my challenge, especially being higher, and he quit circling and swung in behind me. Tn a way I suppose l suckered him in, because l wasn't surprised when, after two and a half hours, we had to land in the Mission LZ again. Thus ended my third one-way flight to Mission. After a couple of years of trying, it was obvious that reaching my Colden Eagle

goal wasn'r going to be as easy as I thought weather robot or not ~- and things didn'r change in the next few years either. As if to add insult to injury, most of the rest of my flying friends managed, one-byone, to win rheir Golden Eagles. Even George Pierson won his way back in April 1983. I began to think l might be jinxed, and wondered if I wouldn't be better off dropping the whole idea. Not that I doubted my abilities, but I just didn't seem to be able to get to Ed Levin often enough to hit the right day. Returning from a business trip in November 1985, l noticed a good breeze on San Francisco Bay as my 7 47 descended below a high overcast. It looked I ike Bay Area soaring conditions might have been good during my absence, so I made a note to call Dem the next day. "Yeh, the flying was prcny good while you were gone," Don said slowly when l called. His hesitation suggested there was more to come, but that he wanted ro break it to me gently. "Well, how good was it?" I coaxed. "Hey, Bob, l got my Golden Eagle," confessed Don, getting it over quickly. lt had been one of those "push-out" days and several pilots earned their Colden Eagles. I was happy for Don and congratulated him 011 his success, hur I couldn't help feeling a tiny bit of disappointment. l began to wonder again about my chances since Don had now succeeded, it might be tougher ro press on alone. My worries may have been justified since HANC CLIDING

Stacked up in rit{~e liji over Mission Ridge, looldngsouth to Mission Pea:!<, top center ofphoto. Allison and Monurnent Perik towers uisible to right of'Mission Peak. my next good flight didn't come until nearly two years later. On July 11, 1987, in I r5 mph southwest winds and light thermals, I flew my CTR I 62 VC over an hour, 800' over takeoff; although conditions weren't promising enough to try for Mission. A couple of months later on September 5, prefrontal conditions got me 1,200' over takeoff for almost an hour, but again conditions were too southerly for Mission. ln the mcan1ime my buddy Cene Hilborn had pretty much given up on Ed Levin, but l kept urging him to watch the weather and try it when conditions were favorable. "Look at all the good flights l've had when I hit the right day," I said. Even without winning a Colden Eagle, soaring at Fd Levin had always been especially enjoyable. Gene finally took my advice in November 1987 for his first Ed Levin flight in years. I 1c called me later m thank me for my suggestion and to tell me he'd won his Golden Eagle! I don't think he's flown there since. The next year, at the 1988 WOR Silent Airshow, I missed a rare opportunity. This time I even got to watch it all as a spectator in the LZ. After taking sixth place in the contest, I packed up my glider ro watch the rest of rhc show. · !'hen to everyone's ama·1,ement, strong thcrmal lifr conditions began to set up, and airshow pilots starred 10 sky out everywhere. A number of them easily made it down to Mission and back. Russ Locke had come to help run the airshow, but someone asked him to fly a demo glid er to the and on the way "down" he picked up his Golden Eagle!

February 1993

T'he next hurdle in my struggle started when the local govcrnmcnr bureaucracy began to worry about the USHGA insurance. In August 1989, Ed Levin was suddenly sl111t down afrcr more than IO years of' successful operation. My frustration grew after our expectations for an early resolution began to fodc, and in January 1990 r joined in WOR's struggle with the county. Thanks to the entire hang gliding community, Ed Levin finally reopened several months later. I managed to get om to Ed l.cvin on one promising day in May but Don and [ arrived after the soaring conditions had dctcriora ted, so we headed for Mission Ridge instead. Unfortunately we didn't have the new gate key so we couldn't fly, but we did nm into Mike McDonald who told us he had been able to make his Colden flight earlier in the day. "You shou Id have been here earlier!" At this point I expected to wait until fall before heading back to Ed I ,evin, but J got a serendipirous call in August from Pat Denevan offering me a demo flight on the new HP AT. The upcoming weekend looked good, especially when he told me about some great flights rhc previous week-end that resulted from an unseasonable frontal passage. Even better, the Pacific low was forecasted to send several more fronts through the Bay Arca in rapid succession. Strange weather f'or the Bay Arca in August, hut it signaled possible Golden Eagle conclirions and the timing looked perfect. On S:iturday morning I mer Par at Ed

Levin but conditions seemed marginal, so we headed for Mission instead. Arriving on top it looked pretty good but I also noticed the rapidly building post-frontal cumies and remembered my ambivalence about strong lift under large cloud systems. Anyway, I set up the HP AT and launched smoothly into a sriff breeze, cautiously flying straight our at first, dodging the first areas of lift as l turned lcfr and right to Feel our the roll-yaw handling of the glider. My conservative flying led to an early landing when I got too low one rime and couldn't get back up. Talking la1cr ro some Ed Levin pilots, I found out that conditions I'd passed up in rhe morning had improved later on. I figured that Sunday might shifr back to prcfrontal with a few lcfi:ovcr post-· frontal thermals mixed in if I was lncky. So l resolved ro stick with Ed Levin on Sunday. According to the weather robot, Sunday morning started out looking like a prefrontal day, quite southerly but very light. Nevertheless, one of the secrets of success is to be at the site, and better yet, ready at launch, when favorable conditions develop, so afrcr arriving early at Ed Levin I headed up as soon as I could. Conditions turned out to be too light for me to stay up but I noticed that the air was abnormally punchy and lifry in spots. l'hcrc was no reason to think the air would improve, but I was in no hurry to leave. This turned om to be fortuitous, because the wind soon picked up a bit all it needed to get soarablc. Pilots began to climb several hundred fr:et after launch, and a Fledge pilot started looping above takeoff Things really started to look good as the wind swung around to west-southwest! The rush was on in the LZ. Pilots scrambled for rides ro launch, and I didn't want robe lcfr out this time. l spotted Fred I Iutchinson driving up and loaded up on his vehicle along with Joe Sachno. Fred was afraid that the wind would shift further north and rhougb1 maybe we should head over to Mission instead, hut I talked him out of it and we headed up the hill. By the time we got to the top, things were still looking great and several gliders were specked out way above takeoff. Ffowcvcr, the wind was still too southerly for them to venture very far north. At this point I wasn't even thinking about a Colden Eagle; I was just hoping the conditions wouldn't die bdc)fC I could get in the air. l set up in a hurry and moved my glider to launch. The wind w;is coming straight

in and cycling between five and 25 mph. Gliders were launching to the left and right of me. Out from the hill, two or three pilots were working the lift just below takeoff and I worried that they might be having a little trouble staying up, because in my haste to set up I hadn't scanned the sky overhead recently. As I prepared to hook in, a wind gust picked up the glider on my right and flipped it over. Happy to have two helpers, I just concentrated on my takeoff preparations: hang check, briefing my wire men, scanning for traffic, and watching for thermal cycles. The wind was too strong to launch in a cycle peak but the lull I wanted wasn't coming. The pilot next to me righted his wing and launched. The guy behind me was itching to go and I was getting impatient with the wind and traffic. When the air cleared I decided to move forward to a steeper spot and yelled "clear" as the wind slackened a bit. I got away cleanly and instantly got my first taste of the air. Even with the bar in I was going up fast, but penetrating out slowly and getting bounced around pretty good. After the hectic launch preparations I needed to calm down a bit, so I flew straight out, gauging conditions as I went. The turbulence was pretty rough for Ed Levin, even strong enough to make me think about cutting the flight short. An Owens Valley pilot I'm not! But realizing how strong the lift was, I knew that getting down might not be so easy. I continued out toward the LZ holding the bar in and descending gradually. Out over the canyons I let the bar out and the glider settled down some, so I figured I would cruise around in patches of lift and check out the air. Looking around, I also began to take in the spectacular sight of a dozen or more gliders scattered around the sky from below takeoff to easily 2,000' over, stretching north from the Monument Peak towers down past the golf course south and out toward the LZ. The beautiful blue sky was accented by a thin, high cloud layer and scattered cumies around 5,000'. Looking up from below, the colorful gliders sparkled in the filtered sunlight, a rare sight in contrast to the usual dull grey overcast of prefrontal conditions. This was Ed Levin at its vintage best. Awed and inspired by the spectacle in the sky and more relaxed at lower altitude, I started to search for lift. I didn't find it immediately but I knew it was out there. Turning back into the canyon in front of the 1,200' ridge, I began to get some 26

strong patches that quickly turned into 500 fpm lift. No sooner had I banked into a turn than my vario hit 750 fpm and the ground began to literally fall away. A sideways glance showed me breaking through launch elevation, still climbing like a rocket in the rough air. I rolled out into straight flight to slow things down a bit, but kept right on climbing. This thermal was huge! Eventually I leveled off, probably 500' higher than launch, and headed out again. By the time I'd settled down I was behind the ranch about 700' below launch. I wasn't worried about going down since there was strong lift everywhere. But I was actually pushing my luck because when I decided I was ready for more air I couldn't find any lift. Sinking slowly, I headed for the spine leading up from the 600' launch to the 1,200' ridge. Usually a sure bet, I could find no lift. Next I headed over behind the 300' -600' spine - again no luck, and lost more precious altitude. Suddenly I had a sickening premonition of standing in the LZ, looking up at a sky filled with gliders, and cursing my timidity for blowing the flight. With maybe one chance left, I turned away from the LZ toward the plateau that slopes up to the 1,200' ridge. If I didn't find some lift real quick, I would have to turn back for the LZ or I'd be trapped behind the 300' hill. Luckily, I found enough zero sink to make a few 360s while some lift developed. It soon built as rapidly as before and I drifted back toward launch. I nearly regained launch altitude before I lost the thermal but I knew I was out of trouble. Now I could cruise around and find lift anywhere; one cycle took me almost 1,000' above takeoff without even trying. I was still uneasy in the rough air, but after almost aborting my flight unnecessarily, I was determined not to spook myself again. Until this point I hadn't even considered the possibility of making it down to Mission Peak, since I'd been too preoccupied with my struggles to settle down in the unusually rough air. Besides, the southerly drift seemed pretty strong and I didn't see any wind dummies venturing north of the main towers. Having spent most of the flight out away from the hill, I eventually began to explore the airspace, moving back toward launch and north toward the towers. Since the thermals were so powerful and frequent, I began to think I might be able to penetrate against the headwind. I made several trips back to the main towers, staying at a comfortable

3,000' MSL, and found that I could penetrate south. It was slow going but I could easily maintain altitude in the thermals even with the bar pulled in some. Soon I began to think seriously about heading for Mission. But why wasn't anyone else trying for it? I wasn't at all eager to land out again, but the thought of passing up a rare opportunity was beginning to weigh heavily. For the first time ever during a flight at Ed Levin I began to think that this could be the day! I began to plan a strategy. I figured to drift downwind past the main towers at Monument Peak and hold up. If the lift was still good at that point I'd go for it, if not I'd return to Ed Levin. Still a little nervous about the turbulence, I felt I didn't need to get a lot of altitude before I started north. I'd not yet maxed out any of the thermals and felt I could just keep climbing in lift if I decided to continue beyond the towers. I would soon find out just how bad a decision that was. On my next run back to the towers I took the lift up to about 800' above launch level and psyched myself up to go for it. The lift was still pretty solid, so I simply turned the glider toward Mission and headed downwind ... and right into a big can of worms! All of a sudden the sky seemed to fall out from under me, accompanied by the mocking sound of my sink alarm. After 45 minutes in the air, this was the only strong sink I'd hit. I needed a new plan, and fast, since I was now north of the main spine, right over Toroges Creek Canyon, and rapidly sinking into oblivion. I tried to figure out what had happened. Maybe it was sink in the lee of the spine or the denser cloud cover north of Ed Levin shutting down the thermals, or both. Whatever the reason, it already seemed too late to return to Ed Levin; in fact, if the heavy sink continued, I'd be lucky to make the Mission LZ. Although it was discouraging to abandon my dream of a Golden Eagle so quickly, I had no trouble being conservative and banked away from the mountain. Still in sink, I hoped my downwind speed would extend my glide to the Mission LZ. As I approached the lower foothills, the sink began to abate and I started to relax a little. Gradually it turned into zero sink and then back to lift! Climbing slowly I knew I had the LZ made. As the lift continued, it began to dawn on me - why not shift my course to the right and head for Mission Peak? As long as HANG GLIDING

I wasn't descending I could ahvays make the LZ, and just in case my luck changed, I might even be able to attempt a return to Ed Levin. My spirits rose with the lift and I drifted along in wide circles, climbing steadily. I began to get excited again as I approached the Peak, now looking down on the hikers from my highest altitude of the flight, 1,150' above launch (-3500' MSL). After reaching Mission Peak, I turned around and headed south, straight toward Mt. Allison. \\'.fith my now comfortable altitude, I figured I'd be able to return to Ed Levin along the spine of the mountains and avoid the sink I'd hit before. But Ed Levin seemed a long way off and I ,vas now fighting a headwind. To make reasonable progress I had to pull in the bar a little and I worried about losing altitude. At this point I thought my chances were pretty good, but I also knew the real test was yet to come. Eventually I reached Mt. Allison, but I'd not encountered any real lift since Mission Peak and now I began to hit moderate sink. Beginning to get concerned, I decided to try the foothills again. Unless I found some really good lift I'd be forced to turn back to the Mission LZ. As I approached the flats at the base of the mountains, my luck again took a turn for the better. The sink abated and I soon hit a boomer thermal. Pulling the bar in hard, I raced south, still climbing at 100 fpm. I was almost over the flats and feeling great again - if I could just keep up this pace I had it made. The secret of the flight turned out to be that the big thermals were

The different feelings are hard to describe1 but first there was a sense of disbelief; it was hard to believe rd finally made it after trying for so many years. 11

out over the flats. Zipping straight through the lift and slowing down briefly for the zero sink in between, I easily cruised back to Ed Levin. My only worry was crossing the main spine reaching out from Monument Peak. But when I passed that point still well above takeoff elevation I knew I had it made. I decided to swing by the Ed Levin launch for good measure before heading for the LZ. Back over familiar terrain, the full impact of my flight began to take hold of my consciousness. The different feelings are hard to describe, but first there was a sense of disbelief; it was hard to believe I'd finally made it after trying for so many years. Then it was exhilarating to have triumphed over the challenges - the ones in the wind and sky and the ones in my head - on a flight that had so many different turns of luck. And finally I even had a sense of relief. No more would I have to strive for a goal chat had begun to seem like a burden at times.

As I cruised past takeoff and headed out to the LZ, all these thoughts came together, and for a period I was overcome with my own emotions. Although conditions remained as soarable as ever, I was now ready to return to earth and officially complete my Golden Eagle. Oblivious to the bumps, the air seemed smooth as I cranked off a long series of steep 360s. In my exhilaration I couldn't resist a few steep wingovers before crossing the fence on final and landing near the spot in the stiff south wind. After comparing notes with a few other pilots, I began to realize just hmv exceptional a day we'd had. There were some truly remarkable flights. Geoff Loyns and Russ Douglas flew 54 and 61 miles respectively. And Mark Kroot doubled the old Ed Levin distance record by flying 66 miles to Rio Vista! However, no other pilot earned a Golden Eagle that day. Joe Sachno flew to Mission but couldn't penetrate back to Ed Levin. A lot of other pilots had some great flying they probably won't forget for a while. And after seven years, August 26 was Magic Sunday for me at Ed Levin. You should have been there. Capture a sunset, Ride with the wind, Taste freedom only the eagle has known. For yours is the freedom of knowing you have flown.

-Barbara Shaw Jameson

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THE ADVENTURE BEGINS WHEN YOU LANDI February 1993

started om as a real conservative survival flyer. Eventually I went through rhe inter· mediate syndrome, where l thought [ was fost, and I would go fast and do pretty well, umil I hit the ground. The key to flying the stronger conditions is !mowing when to slow down. l learned to fly strategically. l really respect guys who arc willing 10 go our there and fly solo. The problem is that it really reduces your odds. If you're really hot and things arc working real well, then you can beat a lot of people. Ar the Owens this year, Prndry, as soon as he had a sizable lead, flew really strategically. He would deliberately slow down and let attrition do the resr. I le would let the people right behind him ger out ahead of him. Part of strategic is hanging hack as opposed to dashing our there and having to do all the extra work. You're not so likely to win a day hm you're real likely to win a meet.

On the fourth day of the U.S. Nationals the thermals were coming off the hack side, maybe because it was in the sun. The thcr· rnals were shearing off. Chris Arai had got-

I 1

rad is the 1992 U.S. National Champion. He had to win the Nationals in early September at 'Iclluride if he was going ro make the U.S. World 'fram and fly in the World Meet in the Owens in 199::l. That motivation ;rnd his superb strategic skills were enough for him 10 advance over I .arry ·Ibdor and make the ream. Brad is ranked fonnh in WTSS 2/l

compcmton points in the US. 'fhis inter· view took place at the U.S. Nationals at ·1 clluridc.

Most people who compete go through this intermediate competition syndrome. l

ten to that side high enough. I saw a bird there. l Fyou can sec birds, you know what ro do. On the from range of the R.ockies it's real indicative of when you can We did notice there was a rooster,tail effect ar one location. There was a conical mountain th:1t we wcnr behind. When you've got an obstruction and rhc air splits and goes around it, quite often hehind it you get a good Jee.side thermal. The air is reconverging, and it sucks the heat off and gives it more energy, particularly on trian-gular shaped hills. It's dive in and hang 011 raspy, gnarly stuff' until you get up a ways, rhcn it's pumping pretty good. If you're high, set yourself up where rhe Ice-side thermals arc.

Mapping out a thermal is real important. Whcn you get rired and lazy and you stop doing that, it costs you time. A lor of inexperienced cross·country pilots don't think there is a berter core. They don't go searching for it and they stay in that weaker sndT; and as a result their cross-country speeds arc really low. Concentrate on staying in the core. That HANC CLll)INC

is tedious, and it takes concentration. I use figure eights. Ifl'm falling off, I will reverse and take the other side if I think there is a real hot spot . Say I get a real bump under a wing, I then crank it the other way. If you're high and you think the core is big it's a good move; if you're lmv the 270° correction is the way to go. Most thermals arc not consistent; they will give you a tortuous path. The higher the pressure the worse it is. They're fighting against the overall descending air. They're snaking up. You have to be constantly working and monitoring your climb rate. I'm using two varios, one with the I 0second averager turned on. I'm flying on the audio (instantaneous), but I will glance at the averager a couple of times in a thermal. I like the faster averager; 20 seconds is too slow at 360° or more. Usually you make your decision by feel whether or not you are going to go around in a thermal. The feel is real important. You must know how to thermal by the seat of the your pants - that doesn't mean without a vario, but by the G's. My attention is on the feel until I get centered up, then it is easy to lose your concentration and lose your center and then you have to go back to feel.

I don't like a super sens1t1ve vario. damp mine to level three.

COURAGE A lot of overcoming fear is experience having the confidence that you're going to find lift going into an area where you're questioning whether you can glide out. In some meets it (courage) can be a real big factor. In Sandia in 1991, Jim Lee called Taos and everyone had a healthy respect for a Taos goal because most people had never seen that country. They knew it was treed and restricted and that the winds would probably pick up. AJI that did happen. By the time we got to Santa Fe almost everyone was soloing it. I was with two guys and we were getting some noticeable tailwinds as we were climbing up into the Sangre de Christo Mountains. The landing fields are gerting smaller and smaller. All of a sudden one pilot, Terry, makes a 90° turn and heads out to land. It was obvious what his intention ,vas. I had just had a good climb out in a thermal. Given what I could see ahead and the altitude to which I had just climbed, I figured that I could make

the next logical trigger location. I got there high enough and there was a good thermal. A guy came in just above me, and he caught the thermal. He made goal no problem. Two more thermals and he was there. I let myself get scared by just seeing the move that Terry made. So instead I went in to land and the fields were really squirrely. The wind was blowing and all the edges of the fields were treed. You could see the air cascading over the grass and switching 90° while it was blowing 20 miles an hour across the fields. It was obvious that this was going to be an important landing and that I didn't want to break my neck. That cost me first place in the meet and right now, points wise, could cost me the world team (it turned out that it didn't). Four years worth of effort. That one little decision of not going for it. Not just blindly going for it, but thinking about all the different conditions. I mentioned that to Rob Kells and he said when he stopped going just balls to the wall, and thought about what he was doing, he stopped winning. If you have fears about whether or not what you are doing is safe, you probably aren't ~ going to win.

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11 Competition Corner 1992 East Coast X-C Contest by Randy Adams

he idea behind this contest is to encourage XC flying, hone XC flying skills and recognize those pilots who have done well this past year . Usually it's much harder to go far in the East - lower cloud base, limited landing areas and lower climb rates are some of the problems. The rules are simple: Flights may be foot or tow launched and must originate east of the Mississippi. Here are the results for 1992.

REGION7 In the Midwest conditions during March and April were miserable. Cloud cover and rain prevented any XC flights of note. May was better with most XC flights occurring in that month. June through October weren't conducive to long flights, with most post-frontal days being blown out. 1) 2) 3) 4) 5) 6)

Larry Bunner Arlan Birkett Danny Hartowicz Danny Hartowicz Greg Fischer Rob Howe

122 miles 82 miles 78 miles 74 miles 63 miles 58 miles

REGION 8 XC flying in Region 8 was mediocre unlike the previous year during which moderate cold fronts provided many good days. Nineteen ninety-two had few good days but they were all taken advantage of. Four pilots had their flights cut short by that stupid Aclantic Ocean. Two new "beach boys," Steve Arndt and John Szarek, got their feet wet for the first time. Jacob Schwaiger flew 89 miles from West Rutland for a new site record. He flew over my house at cloud base as I was packing my truck for a trip out west. I took a shot at him with my squirrel gun

bur missed. His flight and others were cut short or complicated by a new ARSA around Manchester, New Hampshire. 1)

Steve Arndt Randy Adams 3) Rich Laporte 4) John Szarek 5) Jacob Schwaiger 5) Ted Hasenfus 7) Jacob Schwaiger 8) Randy Adams 9) Steve Arndt 10) Tim Donovan

107 miles 103 miles 97 miles 90 miles 89 miles 89 miles 80 miles 78 miles 75 miles 60 miles

REGION 9 Region 9 had a good spring with long flights in March, April and May. Pere Lehmann broke a Pennsylvania state record with his 126-mile flight and Jim Rowan flew 102 for his first 100+ mile flight (see June Hang Gliding). Another notable flight was made by Nelson Lewis in WAVE lift. Nelson gained 10,000 feet to 12,000' MSL, dove over the back and used seven succeeding wave ripples to accomplish a 73-mile flight. Weird! 1) Pete Lehmann 2) Jim Rowan 3) Pete Lehmann 4) Bill Bennett 5) Nelson Lewis 6) Pete Lehmann 7) Dave Pigott 8) Christian Titone 9) Larry Hoffman 9) Dave Affolter 9) John Scott

126.69 miles 102 miles 86 miles 84 miles 73 miles 72 miles 60 miles 54 miles 53 miles 53 miles 53 miles

REGION 10 Spring in the South didn't produce many long flights, but on October 11 Gary Engelhardt broke the Region 10 record

with a 154-mile flight from Lookout Mountain in Georgia. In Gary's letter he described the day he flew with: "When the strong wind blows the fat man goes." He also wants to start a club of portly "manly pilots" and asked if I wanted to join. I have no idea what he's talking about.

1) 2) 3) 3) 5) 5) 5) 8)

Gary Engelhardt Rob Kayes Steve Carafalacus Rob Kayes Gary Thompson Rob Kayes Steve Carafalacus Tip Rogers

154 miles 98 miles 75 miles 75 miles 60 miles 50 miles 60 miles 52 miles

REGION 12 Conditions in Region 12 were mediocre with the best month being June. The longest flight was made in April, from Ellenville, by Ted Hasenfus, a Region 8 resident, as he was passing through on his way to Tennessee. What is it with you guys in New York and New Jersey? Don't you fly XC anymore? That's a challenge for next year from New England. 1) 2) 3) 4) 5) 5) 5) 8) 9) 9) 9)

Ted Hasenfus Fuzzy Pruitt Curt Dechow Fuzzy Pruitt Scott Rowe Ben Davidson Fuzzy Pruitt Fuzzy Pruitt Bob Petty Bob Balukas Rich Fitzpatrick

80 miles 51 miles 47 miles 45 miles 43 miles 43 miles 43 miles 36 miles 35 miles 35 miles 35 miles

Overall, 1992 was a so-so XC year for the East coast. What seems to be more important than conditions is attitude. The areas where they fly more XC - Regions 8, 9 and 10 - emphasize leaving the hill and going for it. Not surprisingly, these regions have produced most of the competition pilots in the East. This contest encourages XC flying and hopefully will help create more nationally competitive pilots. HANG GLIDING

9) John Szarek I 0) Jacob Schwaigcr 10) 'led Hasenfus 1) Engelhardt 2) Pere Lehmann 3) l .arry Bunner 4) Steve Arndt 5) Randy /\dams 6) Jim Rowan 7) liich l .aporte 8) Roh

l '54 miles 126 miles miles I 107 rnilcs I 03 miles 102 miles 97 miles 92 miles

90 miles 89 miles 89 miles

I'll compile this list again next year. lf you wam your flight listed, please write to Krndy /\dams, EO. Box 369, Clarcmom, NH or get in touch with these pilots in your region: Larry Bunner, Region 7; Randy Adams, Region 8; Pete Lehmann, Region 9; Rick Jacob, Region IO; Paul Voight, Region 12.

Andy Rocicholdsoaringpast the red rocks m1mtry nmr !Vfount1iin. Photo by Andy Rocl:hold he 12th consecutive I\ rizona X-C hang gliding comest finished up on November I, with the score being: experienced pilots I, up-and--coming pilots 2, stmnge weather 7, and nature photographers I 0. Perennial front runner Hans lkydrich once again took home the honors in the Open Class with the longest flight of the year at 186.23 miles ... in MAY! Stan Mish nailed his first-ever l 00+ miler, :md lirst in the I 00-Mile Class, with a 157.:31-mile

flight on the same day in May. And Dave Smith (Mr. Class-Off) gave X-C a try this year, and won the 50 Mile Class with a flight o/'42 miles. /\11 three winners had one thing in common: all were flying new HP AT's (145's for llans and Dave, and I 'SB for Stan). Compared to the abundant great lifr so prevalent in the 80's, this past season's offerings were a bit different. Lifr topped 0111 low (J!i,000'-16,000' MSL) and frittered our early in the afternoon on rhe frw "good"

May is traditionally reserved for "rnneup" flights, getting us geared up for the June and early July super Lo and behold, early to mid May produced the best days of' chc year, and the typically best rnomhs were mostly a wash (except for the Fourth of July weekend). "Wash" may be the key word, as /\rizona received double irs annual average rain hill in 1992. Tt may not have pro· vidcd any 200+ mile record flights, but 1992 was a banner year for scenic beauty. It was green everywhere, except for the reds, oranges, yellows and whites provided by all the flowers. The whole stare was gory,crms! 11 riz:onc1 magazi nc ought to be bustin' at the scams with flowers and greenery shors from rhis past spring and summer, as the desert was green and in bloom from March through late September. All that beauty was great for shutterbugs and nature lovns, bm it sure ate up a season of late afternoon thermals! "l ;lower power" therrnals just aren't up to snuff when comp:ircd i-o the usual scorched desert thermals. January through April provided mostly rain and strange wind directions For most of Arizona. Things did pick up in Somhcrn Arizona in April though, as Jacque Neff and Orrin Smith popped a couple of' pretty good flights of9'5 and them the lead in 85 miles, which the 1()() .. Mile for a momh, and fi11ally resulted in third and fourth places in that class ar the end of 1hc year. May brought a definite change for the good, and flying got close to normal. .. for a few weeks. Hans Heyd rich and Jim Crissom started the month off with a 136-milc flight from Mt. Elden ro Many Farms. Two weekends later provided what turned our ro be the best day of the entire season. We managed to dodge and race our way around lots of overdeveloping storms for five to six hours, giving it our best and still not getting as far as we wanted. Hans and l were racing in rhc lead, when he plummeted in the first mega-sink. I veered left and found a street of lift near 16,000' heading toward the north end of Black Mesa. /\t the end of the mesa the "usual" resident thermals were in sink mode, a11d I began to flounder and grasp for any scraps of I ift just to stay up. Hans had managed a great save,

r never forger the sight, when I !ans, Jim Grissom and I were 40 miles out from Mr. Fldrn, and as l was climbing 1hro11gh 12,000' a gaggle glid crs raciug our way. Suddenly the sky was as f'ull of color as rhe llowcr-covercd desert below! A lens would have been challenged to catch even a fourth of' all there was to sec. 'fopping out I led the way into a sea of sink, but two low saves (200' i\C l .) rescued me from an early earthbound fore. Jim Crissom rhen came racing along and we shared some good lilt that lasted until we reached a sinkhole at rhc norrh end of' Black Mesa. Bound and determined not to have lo land there again, Jim and I scratched and scrounged, clinging to whatever scraps of !iii we could find, drifting toward the edge the mesa while a frw h11ndrcd feet AC!.. As the scraps collapsed into 800 down we stuffed the bars and grilled our teeth PUC:f(FR TIME! With Jim slightly above, I cleared rhe edge of the mesa by less than I 00 feet, and WC COil· tinucd in plummet mode to a landing at Roush Rock, 1,800 feet below the rim. Within rhc next half hour Hans, and then later Jimmy Clark, came coasting by, having found good lifr ro l li,000' where Jim Crissom and I had been drilled. Timing! It was their last good lifr though, and both ended up landing just short of Rock Point for 145.62 miles and a solid second placing in the I00-Milc Class for Jimmy. Jimmy was ccstat having flown only 6/i miles on his previously best flight. i\ncl to add to the feeling of' accomplishrnrnt, he had flown past Jim Grissom and Bob · l"hompson, and landed next to Hans l leydrich on this flight. SUC :C :FSS!! Meanwhile, Jim Whitelaw had flown up a more easterly rourc and had to land near Blue Gap, for a /light of 120.71 miles and fifrh place in the Open Class. Some handy aerial FM work by Hans greatly lacili tatcd Jim's wifr Jody in providing a timely retrieval. The rest of the summer (and provided mosrly stingy and sparse lifi, rcs11 lting in flights mostly in the five·- to 50--mile range. J:or Hans, Stan, Jimmy and Dave Smith, along with nature pho-

skyfrorn thr:flower-couered

al Mt. hldcn. Photo byjim GriJ:rom.

put the VC in overdrive and caught the sink at the north end of the mesa just as it reverted h:1ck into lifr. While I was scrounging over the desert flats at abom 6,000', Hans came coasting by :it 14,000'. 'fo make the story short, he found three more thermals (ro my one more) and glided to within one mile of Four Corners N:nional Monurncllt (186.23 miles) and into rhc winner's circle of' rhc Open ( :lass for 1992.. I had my "usual for the season" flnal glide from 15,()00' 10 the ground in bodacious li:00 PM sink for I l miles and second place. It was I !ans' year again his sixth time in the winner's circle! While in Meng (Hans' wife) with the radio to pick rne up, l heard Sran Mish talking on the same fi·equency. I le seemed to think he was near Chin le, and was vectoring his chase crew. Bm the landmarks he was descrihing sounded more like he was south of Rock Point, near me. \X!ell, sure enough, he was, and l was ahlc rn him to a final glide, landing right next to me. hir Stan this had heen an epic flight: I) his first-ever 100+ mile flight, 2) first place in the l 00-Mile and 3) a ric for second place in the Open Class (he had entered hoth We met up with his crew at Rock Point, making for a for easier retrieval than he mighc have had. Winds aloft were from the north for

the next frw weeks. Short X-C's of 30-70 miles hack toward Phoenix were all we could muster. Storms and strange wind directions were the norm fiir most of June, hut a reasonable window did open up for the threc--day Fourth ofJ11ly weekend, lucky for me, as I now spend most of my summers in Colorado. Those three days were fun (yet frustrating) for most of us and the best for some. On July 3, while near a cloudbasc of 15,000' and west of' Oraibi, II ans and I heard others on the radio talking of 17,000+. How could that be? Great distance cornnrnnications turned out to be the answer, and we said "hi" to Nick Kennedy over 'Idlmidc more than 150 miles away. hfrccn min mes and 10 miles later Hans and I were on the ground, with only 70 miles 10 show for rhc day. July Ii was better. Lifr was pretty good all the way 10 the north end of Black where l Jans and l were low and lie stayed in some marginal lift/sink, ;md l shot downwind for a thermal that was crnssing the road in front of our driver. Reaching the gnarly thermal ar about 50' /\GI. was no fi111, and I was rc1sonably happy ro land safely at I I 0 miles, BU'I'. 1101 so happy to then watch I !ans find some lift ;rnd continue on ro the 170-mile point. I lumbug! July 5 was the best of rhe weekend. f'll

HAN(; Ci II JIN(;

Stan Mish landing onflz~ht placing him infirst place in the I 00-Mile Class and second place tie in the Opm Class. Photo by I-Job Thompson.

Mish and Jimmy both blasted out 1OD-Mile ,~,..,.,,.,, lots of pilots managed /r1n1nt:.l,C1' flights

most we all thrill

1 UNLIMITED CLASS

Pltice Pilot I) I-fans Heydrich 2) Bob Thompson 2) Stan Mish 4) Jim Grissom 5) Jim Whitelaw 6) Andy Rockhold

Miles 186.2:3 1

157.31 l :36.4

120.71 104.43

February 1993

Date 5/17 5/17

6/28

Glider HP AT 145 TIPATl45 HP AT 158 K2 155 HPAT 1 TRX 160

l 00-MILE CLASS

is so

tographers and the Rain Man, it had been truly their year. Awards were presented at tbe December meeting of the Ari,,0na I Jang ( ;Jiding Association. livery contestant got a great T-shirt, the first three placers in each class got trophies, and Wills Wing continued their tradition of support for our comest, providing great gear hags/hack packs for the winner in each class. Thanks Wills Wing! And so the longest continuously-running X-C contest in rhe U.S. came to a close for 1992. It hadn't been a great year, bur it still had been a good year: l) We mostly had FUN; 7. ) Hans made eight

From/To Mt. Elden to 4 Corners Mt. Elden past Rock Point Mt. Elden past Rock Point Mt. Elden past Many Farms Mt. Elden past Blue Gap Mt. Elden past Pinon

Place Pilot l) Stan Mish 2) Jimmy Clark :3) Jacque 4) Orrin Smith

Miles 157.31 145.62 95.51 85.62

Dr,te From/Tb Mt. Elden past Rock Point Mt. Elden to Rock Point Box Canyon to Rodeo, NM 4119 Whetstones to San Simon

Glider

HP AT 158 Formula Axis 15 Formula 144

50-MILE CLASS Place Pilot I) Dave Smith 2) Frank Schwab 2) Russ Anderson 4) Newman

Miles 42.00 3:3.10 33.10 28.:32

From/To

Date

Mingus to Mormon Lake Mingus to Munds Park Miller Peak past Bisbee Mt. Elden past Merriam

6127 5/16 8 6/21

flights greater than l 00 miles; 3) Stan Mish and Jimmy Clark both blasted out of the 100-Mile Class with very respectable flights (second and 1hird longest flights in the state for the year!),

C/lider HP AT 145 Sport 160 TRX 180 HPAT 158

and lots of pilots managed their longest" flights ever; and 4) most importantly, we all enjoyed the thrill and enjoyment of flying thar is so unique to hang gliding.

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Accident Reports vent: Failure to hook in. Comment: Meticulous and careful advanced pilot who has several different checks to assure he is hooked in prior to launch set up, leisurely moved to launch, looked over conditions, told friends he was ready to launch, and ran down the slope. Glider flew, he held on for a second trying to pull the nose down as the whole glider lifted off, then released and rolled down the hill. No injuries. It CAN happen to YOU. Always declare: "HOOKED IN ... CLEAR!"

Event: Flew into ... Comment: Advanced pilot soared for an hour, then went out to the landing zone. He arrived a little low and not in his normal "slot." He was watching the trees, the wind, the other gliders, his spot. Side-slipped the last turn and flattened out on final and collided head on with the wind sock. Fell 20 feet to the ground. No injuries. 1

1A failure to hook in] CAN happen to YOU. Always declare: 1 HOOKED IN... CLEAR/ 111

We have to remember to look at EVERYTHING. Membership questionnaire accident survey (that thing you fill out with your ballot): Crash on launch Crash on landing Flew into In-flight stall Weather

14 39 4 4 2

I was hoping that crashes on landing would decrease some this year, but at least judging from the survey results, it doesn't look like it. There's nothing drastically new in the regular accident forms either. The 1992 summary should ~ be out next month. ~ February 1993

by Doug Hildreth

Anatomy Of An Accident by Bud Brown fcer reading of a recent towing atality in Doug Hildreth's colmn and feeling the same loss and sense of shock that others must have felt, I became aware of the story behind the accident. A close friend of his observed, "When an old, conservative pilot has an accident, it's usually the result of a combination of factors." As this appears to be a truly conservative statement of the facts, the towing community stands to gain some life-saving knowledge by our review of the series of events. His friend's statement, "I believe they were practicing aerotow launches using a tow truck and payout winch. He had either part or all of the tow bridle above the basetube, as in aerotowing," provides some background and a better understanding. Sometime after launch, the tow truck turned off the runway and stopped at a right angle to the runway. This procedure is used by some tow operators to provide the tow pilot with an obvious indication that the tow has concluded and that it's time to release. It's more obvious than the truck's taillights, which may be obscured from above. The winch operator, seeing that the pilot could not release the tow line, quickly released pressure on the winch, putting it in the free-spooling mode to allow the glider to pull line out. While overflying the truck position, the line snagged on the truck. When the pilot flew to the end of the line, the bridle line that passed over the top of the control bar basetube caused a large "dive" control input. At this time the pilot was at low altitude with no options left. What have we learned? The pilot and winch operator should have hook knives (the winch hook knife had been recently stolen). We have only a very few precious seconds to cut the line, possibly needing

A close friend of his observed1 1 When an old1 conservative pilot has an accident1 it1s usually the result of a combination of factors. 1 The towing community stands to gain some life-saving knowledge by our review of the series of events. 11

both hands to do it. Cutting the line might be the first thing we should do when the line release fails, especially at low altitude, as the pilot most likely will not be aware that the line has snagged, or might snag, until it's too late. Perhaps we should rethink the truck position. Maybe the best position is in line with the runway/tow path, allowing line to be pulled out in an emergency, with less chance of something snagging the line. Is there a clear path for the line to feed out over the top of the truck cab or the top of the tow trailer as well as behind? Also, even a light weak link is not going to help in chis type of emergency (with the tow line over the base bar) because in order to keep the glider from diving, the pilot has to supply a "pushout" control input at least equal to the weak link value, at exactly the time the glider reaches the end of the tow rope. Our releases should be checked for easy release action, with and without a load on the line, often, if not ~ before each flight. ~

The Classic was sponsored by Wyoming /\erolitcs and the Whiskey Peak Pilots J\ssociation. The main purpose was to promote and introduce the site to pilots who would not normally travel there by them-· and them a chance to learn from and ily with rhc experienced pilots who d iscovcrcd the sire. Entry fees were kept low ($40) and all money was returned to the meet in the form of trophies, prizes, ']~shirts, and caterpillar work to improve the road rn the top. With rhc dual goal in mind of having fim and flying far, the rules were kept simple and easy 10 understand. Scores were determined by rota! miles flown, wirh a pilot's best four flights counting witho111 regard to the day on which they were flown. A goal was declared each morning and 1qrnn reaching it, a pilot had the option of either landing there and rcccivinf, a 25%1 bonus, or continuing on to try for more miles than the bonus would give. This method rewarded pilots for making goal bm also allowed pilots to continue flyif conditions warranted, rlrns elirninating a main problem encountered in x..c: competition, that is, the possibility of having to choose between ;1 possible personal or world record /light, and scoring points in th:1t day's round of competition. Day one started clear with the typical southwest wind blowing up the main launch. The day looked like it would be at least average so the Douglas airport was called as a goal. Located 118 miles cast of Whiskey Peak, Douglas sits on the main retrieval road and is a very achievable goal on an average day. Unfortunately, a strong headwind was encountered just past Casper, and with lighter than norrnal lift,

February 199]

Kevin over lndeJJedence rock.

no one succeeded in making goal. Ed Goss did manage to win the daily prize of a signal mirror with a flight of 82 miles, and Stephen Refsell, a visiting tow pilot new to the site, had the second longest flight of 70 miles, followed liy Nick Kennedy with 60 miles. I gcekcd out at I miles on my f1rs1 /light but managed to make it back up to launch and salvaged a little respectability with a 55-rnile flight. With the weather looking slightly worse l()r day two, a shorter goal of 5(, miles to Clarks Comer was called. A strong westerly wind did provide good ridge lift and most pilots were able to leave the mountain and get on course without too much difftrnlty. Despite an overabundance of cloud cover, lift was adequate and the wind provided a

decem push, so several pilots soon foccd the decision of whether to land at goal or continue 011. The 25ll-1i bonus equ;itcd to 14 miles that would have to be made up if' goal was passed, and for 1he pilots who arrived at goal early and high the decision was obvious. Of the eight pilots who made it to goal five elected to continue. Marty Goss, Jim Bowman and Enoch Walker decided to call it quits ar go:11 and were scored at 70 miles. Nick Kennedy decided t:o continue, even though he was low and won rhe gamble, landing at 76 miles, cffrctively giving himself a six-mile bonus. Greg Mick landed next at 94 miles and Keith Myhre chalked up his first I 00-milcr with

BDDW Setup rm Whiskey Peak

Pilots at the muardr ceremony.

l Ol rnilcs. Whew! Flying under a solid overcas1 with a good tailwind, I hit the ground ar 1 11 miles a ftvc··milc

smooth flnal glide. J

had hecn flying, or sl1ould I say surviving, wirh Fd Co.,s for most of rhc flight and was not when he glided over at 500 feet looking f'or wind direction and speed. I offc:rcd to he his windsock if he would land me, hut he didn't take the bait and headed downwind righr into a light thermal. Working hard and surviving purely 011 duck farts, Ed managed to keep it in the air for an extra J miles until he flnally underflcw the overcast and was able ro get high and relax again. lie cominued on and evcnm:illy landed at I milesl This gave him a two .. day cumulative score

4) 7) 8) 9) 10) 40

of miles which was 71 miles in front of second place, yours truly. Nick Kennedy was in third place with 136 miles total Stephen Refsell elected to tow Oil the sec ond so his flight was 1101 entered, hut i1 is rumored he ,ilso broke I 00 miles. three started with cloudbase below the top of the mountain and a sourheast wind blowing. This can probably be aurib· med to the fact rhar the local television crew picked that day 10 film the event. Every t imc, without exception, that we have had media coverage on Whiskey Peak the wind has been non .. standard. Cloudbasc ually rose as the day pro· bur rhc wind showed little sign of so a rask was called to the north. The cast launch was used initially, and

miles miles miles ] 19 miles miles miles miles miles 90 miles

3 flights 4 flights 3 flights 3 flights 2 flights 3 flights 2 flights 2 flights 2 flights 2 flights

because erratic winds some pilo1s decided not to fly. Afrcr sinking out I n·111rncd to rbc top and relaunched from tlic sourh .. west side to claim rlic longest flight of the day, 56 miles rn Waltman. [,'.vcn il1ough the distance was short, the flight was incredibly hcamiful as clrn1dbase varied from 1.:l,000 ro 18,000 fccr with a stunning combina .. tions of snow, hail, virga and clouds. Russ Kidder landed at goal for 44 miles with similar s1orics and a huge smile. Fd Coss left too and landed ;11 six miles but still held a commanding overall lead. day four the wc:11hcr had /Jnally dctc· riora1cd ro rhc poinr where ir was no use driving to the top. Cold sleet fell as the awards were out, but due to the crosity of Sandy Cummins, owner die "old" Lamont Schoolhouse Bed and Brcakfost, spirits and bodies were not dampened. The first rwo places received custom bronze eagles, sculpted by hang glider pilo1 and artist, Dave Chalupa. lJnfonuna1cly, the money that was to be used to purchase the rhird place trophy had to be used to hire a caterpillar to upgrade a road rhat we were forced to use when the BLM closed the good access road. So Nick Kennedy had to go home with just :1 pat on the back. Even though the weather did not cooperate, rhc meet was considered a success by all who flew, as there were some very good flights, some pcrso11,1l records and a lot fim had by all. We arc planning a second X.C classic next year and our goals arc the same So even i Cyou have never flown X.( :, come on out and we will show y011 how it is done al one of rhc best and safest sires in the world.

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Whiskey Peak Site Report by Kevin Christopherson

itting astride the Continental Divide 70 miles southwest of Casper, Wyoming, the Green Mountains push southeast out of the mighty Winds Rivers, and culminate in a 2,000-foot peak that up until seven years ago was known only for its tremendous view and superior elk hunting. That was until hang glider pilots discovered that it's ideal location and shape were perfectly suited for use as a worldclass flying site. Located on the eastern edge of the vast Red Desert basin, Whiskey's southwest 1,200-foot side faces the prevailing wind and produces classic ridge lift which sustains pilots waiting to hook one of the powerful thermals that blow in off the desert. Although this side is usually soarable from morning to night and is top landable, most pilots prefer to launch into the developing thermals and follow the paved retrieval road that just happens to lead directly downwind for more than 200 miles. Although on potential world-record days the wind at launch may blow harder than most pilots would feel comfortable with, average days at Whiskey are no different than those one could expect at any other site. In fact, visiting pilots are surprised at the ease of launch and unrestricted landing areas. Many beginner pilots experience their first soaring flights in the smooth morning ridge lift here, and if the safety record reflects anything about the site, the fact that there has never been a blown launch or serious injury in more than seven years of hang gliding confirms that Whiskey Peak is not only a superb flying site, but an exceptionally safe one as well. Another tremendous advantage Whiskey Peak offers is steep sides and launches that face nearly all directions. In fact, the north and east sides of the mountain are much more impressive than the southwest, and offer excellent flying on days when the wind decides to deviate from standard. All February 1993

of the launches are located on top and within glider carrying distance of each other. So if the wind switches before you launch, no breakdown is necessary. Simply pick up your glider and move to the launch with the prevailing wind. This feature makes the site ideal as a destination spot, as visiting pilots are assured of flying no matter what the wind direction. And even though the downwind retrieval roads are not as straightforward as the one used from the southwest side, flights of over 150 miles have been flown from both the north and east sides. The only wind direction the mountain is not soarable in is northwest. And even on those days it is possible to launch from the west side, leave immediately, and still have a fighting chance of getting up. Several very long flights have been achieved using this tactic. The only drawback the site has is the road to the top. It is rather steep in spots, and due to rocks and a few ruts a vehicle with some clearance is needed. Although two-wheel-drive pickups do make it up, I recommend a four-wheel-drive. The Whiskey Peak Pilots Association is negotiating with the Sun Stewardship and the BLM in an effort to improve or develop a new road to the top. With help from the local town of Bairoil (which incidentally has passed a resolution proclaiming Bairoil the "Hang Gliding Capital of the World"), we are optimistic about our future chances of gready improving the road. Whiskey Peak offers unlimited undeveloped camping, including very nice areas close to launch. Evening soaring is superb and pilots have reached altitudes as high as 17,000 feet launching as late as 6:30 PM. If roughing it is not your style, Sandy Cummins of Lamont has converted the old Lamont schoolhouse into a bed and breakfast that caters nicely to pilots. Located only seven miles south of the mountain, most pilots find it a very convenient and affordable place to stay. She does ask that

you call ahead for reservations - her number is (307) 324-7602. Although Whiskey Peak is flyable all summer it is sometimes snowbound until June, so trips earlier than that should be avoided. June typically has some of the stronger days, with two world records set there in that month. July's flying is usually more consistent without the storms June can produce, but for the serious X-C buffs the typical lack of strong winds in July can lead to disappointment. I like to think it shows just how good a flying site Whiskey Peak is, when a pilot comes out here and complains about flights that normally would be cause for celebration at his home site. If I had to pick what I would consider the best time of the year at Whiskey, it would have to be the first two weeks in August. The weather is usually dry and windy and the days are still long enough to put in some serious miles. The reigning foot-launch world record of 287 miles was flown in this time period, along with several other 200-mile flights. For those pilots who are interested in hunting, antelope, deer and elk hunting are superb, and a guide is not required in this area. Antelope hunting opens in August and a combination hunt-flying trip could provide excellent opportunities. For those who would rather watch wildlife, I should point out that there is a herd of more than 1,000 wild horses that live in the area, with several bands that live right on top. Antelope are everywhere and you are guaranteed to see them. Elk and deer are ofren spotted by pilots both while flying and driving up the mountain. Anyone interested in flying Whiskey Peak is welcome to call me for information, and our local weather number is (307) 234-4804. The site is unregulated and pilots are required to use their own judgement since conditions can vary greatly. Local people are very helpful in giving directions to the top, but if you would like a guaranteed local introduction to the site I would recommend attending the X-C Classic in mid June. You will have a chance to fly with and learn from pilots who have been flying there from the beginning. It is a high-fun, low-pressure meet, designed to give pilots the incentive to push themselves withou~ ~he typical pressures of a big ~ com pennon. ....:

Kevin Christopherson can be reached at: (307) 235-3367 days, (307) 473-8655 nights. - Ed. 41

SOME EXPLANATION

Towing

Performance Specifications for Tow Line Releases by Bill Bryden

here are many variations on the towing theme, but common to virtually all of them is the use of a release mechanism to separate the tow line from the glider and/or pilot. Review Donnell Hewett's Skyting newsletters from 10 years ago and you can follow attempts to devise good releases and tow bridle systems. Talk to old-time tow pilots and listen to the stories of release problems and tales of close calls. Learn of the accidents and injuries related to release failures and one can't help but wonder. One wonders why tow line releases have been reinvented so many times. Why have so many people been "test pilots" for new designs? Why was much of this equipment evaluated for the first time with test flights? What can be done to prevent future injuries or fatalities? When a pilot recently suffered a fatal accident as a direct result of a release failure, it was clear that these questions and problems needed to be addressed now. But the question is how? These questions are similar to those that were asked 15 and 20 years ago about glider design. What evolved from those questions was the Hang Glider Manufacturers Association's performance standards and testing methods to assess a glider's structural integrity, pitch stability and other qualities. Likewise, performance standards for

tow line releases may provide some similar benefit. At the very least, it is hoped that a Failure Mode and Effects Analysis (see next month's issue) and some structured testing will provide better evaluation of a new design before someone attempts to fly with lt.

Since it is likely that many pilots will continue to design their own tow line releases, these specifications have been kept simple enough that most home inventors can figure a way to perform these tests, yet kept complete enough that the results are meaningful and repeatable. They are not intended to dictate a specific design (nor should they) but simply spell out what a tow line release should be capable of doing. Also note that a design is not necessarily good just because it may meet these criteria. There are other aspects to consider like ease of use, operator error tolerance (idiotproofness), performance in unique situations and a demonstration of reliable operation over and over and over. These specifications were discussed and unanimously endorsed by the USHGA Towing Committee but are not an official part of USHGA or HGMA requirements. They are still evolving and when they have matured it will be appropriate to consider if they should be adopted on a more formal basis by one of those two organizations.

Section 1 spells out a minimum load test for the tow line release. Some folks may consider this to be on the light side maybe it is. However, if tow line releases are designed to handle really excessive loads, they sometimes exhibit release problems under light loads. Besides, the weak link should break well before 600 pounds of tension is reached. The tests in the second section are designed to assess how well the tow line release functions under load. Obviously it should function under a full load with a reasonable pull on the trip cord. The limited jury polled to determine acceptable pull forces found 8-10 pounds to be normal, 20 pounds to be high and 25 the point above which they'd start considering cutting the rope. Since the purpose is to define limits beyond which safety may be compromised, the 25-pound maximum was selected for the full load situation. Similarly, for levertype releases (bicycle brake levers or similar devices) 20 pounds was considered the maximum since some smaller pilots might not have the grip to squeeze a lever too much beyond that. Most pilots normally allow the tow force to drop off to some degree before releasing, so they likely will experience lower release forces during normal operation. The second test is designed to simulate slack tow ropes. To release, the trip cord pull force should not exceed the load created by a slack rope which can be as low as three pounds or even less. Section three has tests designed to hopefully uncover a problem that might occur when moving around preparing to launch. The purpose of the environmental performance requirements should be self-evident. Some Region 7 pilots who tow in the winter and on frozen lakes, including sections of the Great Lakes, can testify to the importance of the freezing test, especially when there is wet, slushy snow on the ground or ice. The snow soaks the release which then freezes in the breeze and dropping temperatures as the pilot climbs to altitude. The specified time to freeze the release may seem excessive, but keep in mind that there is no 25-30 mph breeze in most freezers to facilitate a rapid chilling of the release. Hopefully these performance specifications will provide some guidance in the design and testing of tow line releases and reduce the amount of trial in air (forgive the pun). Of course, if there are significant HANG GLIDING

Figure A

Figure B

Figure C

WARNING! These releases have DESIGN FLAWS which may result in a release failure. Such a failure may cause injury or death. problems you have experienced that would nor be uncovered by testing to these specifications, or problems with the specifications themselves, your input is appreciated and desired.

degrees from the line of load on the release in any direction to the side, above or below the release. For levertype releases, measure the actuation force at the point between the ring and middle fingers when the hand is gripping the lever normally. This force should not exceed 20 pounds to actuate the release. For release systems which have cables or strings that are pulled through a guide attached to the glider control frame, and pulled in a direction parallel to the control bar (like a VG string and which we'll call side-pull cables for lack of a better name), the maximum actuation force should not exceed 20 pounds.

PERFORMANCE SPECIFICATIONS FOR TOW LINE RELEASES 1) Load A.

Loaded to 600 pounds of axial pull, the tow line release should not fail, release, separate, jam or suffer any other problem. B.

2) Release Operation A.

With the release loaded to 300 pounds (or to the load it would experience with a 300-pound tow force), the trip cord should consistently actuate the release with a pull of not more than 25 pounds of force directly in line with the tow line or at any angle up to 30

February 1993

After having been loaded to 300 pounds, the load should be reduced to three pounds (or to the load the tow line release would experience with a three-pound tow force). The trip cord should consistently release the tow line at any angle up to 30 degrees from the line of load on the release in any direction to the side, above or below the release with a pull of not more than three pounds. Lever- or cable-actuated

releases should consistently release the tow line with an actuation force not exceeding 20 pounds.

3) Malfunction Prevention

Connect the release to the tow line and tension the combined assembly to about 10 pounds. Stretch a portion of the trip cord at 90 degrees across the tow line causing it to wrap around the tow line about 30 degrees. Now slide the trip cord up the tow line toward the pilot continuing over and past the release. Repeat this procedure so every side or surface of the release has had the trip cord dragged across it. The trip cord should not snag or catch on any part of the tow line release in any way that might compromise the function of the trip cord (such as shown in figure B). For side-pull cable and sting-actuated releases, slide the cable or string over the guide mount, corner of the control frame or any other protrusions which might snag or hook the cable similar to the procedure above.

Connect a section of tow rope to the release. Grasp the tow line with one hand about a foot from the release and with the other, grasp about a foot from the release the bridle line(s) which connects the release to the pilot or glider. Now shake it, jiggle it and flop it around. Move your hands close together and then alternately raise one hand while the other is lowered so the release is manipulated like an upsidedown slinky toy. Roll the release over and repeat this process on all sides. Then, stretching out the release and tow line like normal, there should be no snarl, twist, entanglement or other anomaly that would compromise the performance of the release.

C. Inspect and manipulate the release, looking for any potential ways the release could be incorrectly assembled or connected that would compromise its function. Common problems include release pins that can be inserted too far through the last retaining string (as in figure A) or design issues such that the retaining strings are under a shear load instead of tension (as in figure C).

4) Environmental Performance

UV Exposure - After 150 hours of direct sunlight UV exposure on the top and bottom sides of the release for a total of 300 hours of exposure, the release should still satisfy the performance req uiremen cs in parts 1-3 above. Corrosion - Using water with a 5% concentration by weight of salt, immerse the release with tow line

AUSTRALIA

'§

I rt{ ~ YEAR 11"·-,·-~· ........ ,....,,,... SPORT OF

appropriate, soak the assembly in water and then shake vigorously to remove the excess. Place the assembly in a freezer (typical temperature 0-10 degrees F) for two hours. Quickly repeat the performance tests for parts 1-3 before any significant thawing has occurred and refreeze prior to ~ each test. ~

''Hopefully these performance specifications will provide some guidance in the design and testing of tow Ii ne releases and reduce the amount of trial in air. Your input is appreciated and desired. 11

attached in the solution and agitate for one minute. Hang ro air dry at room temperature for at least one hour. Reimmerse the release and repeat the cycle 50 times, allowing the release ro dry for 24 hours after the last immersion. Repeat the performance tests 111 parts 1-3 above.

C. Dirt Contamination -

Using water with a 20% concentration by weight of very fine dirt (filter through a flour sifter), immerse the release in the solution and agitate aggressively for one minute to insure full suspension of the dirt particles and infusion of the dirt into the release. Remove and air dry at room temperature for 24 hours. Repeat the performance tests in parts 1-3 above.

Our Trike Wings are not simply I

I reinforced hang gliders. They've been specially , designed to carry heavier two-seater trikes. Our Wings feature a very wide / : speed range for shmt landings and long voyages .. : They are especially well vibration dampened. !

GHOST 12 30 to 90 mph I GHOST 14 28 to 78 mph ·1

[ ~a~!?~IT4.!~bs ~~v!.~.3:~s ~~~e r--LIJJ

La Mouette 1, rue de la Petite Fin 1121 Fontaine-Les-Dijon• France In maue!W from the USA, dial: ~\ Tel: 011-33-80-56-66-47 , "'~ Fax: 011-33-80-55-42-01 I 'I

I !

D. Freezing - With the release attached to a ring or section of tow line as

1'111111111111

Designing & ilfanufac/uring Trike Gliders Since 1982 In the USA, contact... Jefferson Acrosports 15120 Skelton Rd• Jcffer5.on, OR 97352 Tel: 503/327-1730 • fax: 503/J64-4116 Dealer Inquiries Jm,i!ed

\ , I

iOMiliiiiiiilMPHMf111t!iiifiMlliiiJl5f§IH

YOUR AVERAGE GLIDER MOVES 37 FEET IN A SINGl[ 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 RESl'ONSE TIME ,YOU PROBABlV WONT FINO THE THERMAL, UNLESS YOU FOi.LOW THE PILOT WfTH THE ROBERTS BREAD PAN. HIS HAS A_ RESPONSE TIME OF ONE TEN1tt Of A SECOND I

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

• Safety • New Products • Glider Reviews • Competition News • European Undate •Who's Who • Facts & Figures

f 11// Color Mt11t1zi11e

Tt-l£ ONL'( THlt.JG 'Se.T,ER. THAN BEING ON rHE COV&"R OF \~Ol..UNG STONES' iS TO BE. ON TH£ COV€R Or 't-{ar,g Gl,c::(1rig'. lfJ THE SPI-RIT OF OH~ VPSMANSHIP AIJD THE 1Nf"LUENC£ or:: DONAHOE/OPRAH SALLY JESS•E ek.. Tti£. '-'.HERD Ar-(D WACKY IS A .SURE WAY TO GeT THe.~E ..• EVE.N ",HOUGH THE OIVl:.R MANVFACTURER5 ,4.DMONCSH vs NOT ro OP£RArE eM-,. .c;

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All I 'riAVE TO DO IS 'STICK THESE OLO BENT/STRAIGHTfAI E"~ DOWttTUBES lNSll>E THr

SUSP£N SI ON LJNSS,

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SffFFANO INFLE)(,IBLeAS AN £D(fOR.S

TliE WING ••• MAl<E SURE' THE LOGO

POINT OF YIEW. TRUE?

SHOWS·

Ratings SAFE PILOT AWARDS BRONZE RANDY ADAMS JUERGEN COELS ROB FISCHER ERIC GAGNON BRIAN JAMISON BARBARA KRAMER CHRIS PYLE JERRY RATZ

LILIENTHAL AWARDS BRONZE RON ALLMAN JUERGEN COELS DAVE KARL SILVER RON ALLMAN DAVE KARL HARRY LEUALLEN

GOLD

Region 8 FANTASIA, MARK: \'(lilmington, ivlA; J. David/Aeolus LINBERG, STEVE: Amhersr, J'vfA; J. Porter MACMONAGLE, DANIEL: Stoneham, lv!A; J. David/Aeolus Region 9 BARNEY, JOE: Cleveland, OH; M. Delsignore/North Coast HG CARLISLE, DON: Baltimore, MD; J. Hooks/Lookout Mm FP FINK, DAVID: Auburn, PA; D. Gearhart/Windwalker HG LONG, CHARLES: Baltimore, MD; B. \Xleaver/Kitry Hawk Kites SHILEY, AARON: Lancaster, PA; B. Umsrattd SMITH, SCOTT: Catonsville, lvfD; G. Ball/Kitty Hawk Kites TARTISEL, GREGORY: Fr. Wash, J\,fD; G. Ball/Kitty Hawk Kites WIELL, CARLOS: Gaithersburg, MD; R. Cizauskas/Kitty Hawk Kites Region 10 BADGLEY, BILL: Bunnell, FL; J. Tindle/Miami HG BANE, RONALD: Plantation, FL;). Tindle/Miami HG BLOODWORTH, ALAN: Macon, GA; J. Hooks/Lookout l'vitn FP CROFT, LAURIE: Miami, FL; J. Hooks/Lookout Mm FP FERRER, ALFREDO: ivliami Bch, FL; J. Tindle/Miami HG HUCKABY, TIM: Marietta, GA; C. Thoreson/Lookout Mm FP RICH, DON: Nashville, TN; C:. Thoreson/Lookout lvirn FP SEQUEIRA, ANTONIO: Nashville, TN; C:. Thoreson/Lookout Mm FP SHEEHAN, DEAN: Marietta, GA; J. Hooks/Lookout Mrn FP WINGATE, TAD: Comer, GA; G. Evans/Lookout Mrn FP WOLFE, JOHN: Palmetto, FL;]. Tindle/Miami Hang Gliding

DAVE KARL

BEGINNER RATINGS PILOT: City, Stare; Insm1cror/School Region 2 BRADY, JACK: San Francisco, CA; L. Thor DAVIDSON, BARTON: El Segundo, CA; T. Braden/Sky Hook HG FORSBERG, GREG: San Rafael, CA; A. \'(lhitehill/Chandelle SF GRIEBEL, JAMES: Benicia, CA; A. Whirehill/Chandelle SF HANSEN, ERIK: Campbell, CA; R. Palmon JOHNSON, PAUL: Alamo, CA; A. Whitehill/Chandelle SF OBEGI, GABBY: Richmond, CA; S. Seebass/BerkeleyHG OSBORN, JAMES: Berkeley, CA; S. Seebass/Bcrkeley HG Club SMITH, JEFF: Campbell, CA; P. Denevan/Mission Soaring Region 3 BALLARD, FRED: Canyon Country, CA; A. Beern/\Xfindsports Soaring Ctr CADOTTE, JOE: Mission Viejo, CA; D. Skadal/Flighr Systems MILLER, JACKIE: Laguna Beach, CA; J. Ryan/HGC MONG, BILL: Simi Valley, CA; A. Beem/Windspom Soaring Crr RICHMOND, ROBERT: Reseda, CA; A. Beem/Windsporrs Soaring Crr SCHMEECKLE, MARIA: Huntingron Bch, CA; K. Lamb/Windgypsy SEQUERRA, FERNANDO: Summerland, CA; J. Hagemann/Santa Barbara HG Region 4 PERKO, VINCE: Flagsrnff: AZ; S. Mish/Bandito Action Sports WENRICH, MELISSA: Tempe, AZ; B. Holmes/Sky Sail of AZ Region 7 FAITEL, DUANE: Chicago, IL; 13. Kushner/Raven Sky Sports LO EPPERT, PETER: Hoffman Estates, IL; B. Kushner/Raven Sky Sporn

February 1993

Region 11 BROWN, ROBERT: Dallas, TX; T. Doogs/Rcd River Aircraft BURKS, KENNETH: fades, TX; T. Doogs/Red River Aircraft LOUDAN, DAN: Dallas, TX; T. Doogs/Red River Aircraft LUCE, ROBERT: Houston, TX;]. Hooks/Lookout Mm FP MALONE, JOHN: Houston, TX; J. Hooks/Lookout Mrn FP Region 12 HEYMACH, ROBERT: Holbrook NY; J. Miller/Mountain Wings PENNER, KIMBERLY: Brooklyn, NY; R. Coxon TUBBS, SHARON: Pine Bush, NY; J. Miller/Mountain Wings

NOVICE RATINGS PILOT: City, State; Instrnctor/School Region 2 BRODER, GAVIN: Berkeley, CA; B. Ream/Mission Soaring BRUCE, JOSHUA: Santa Crnz, CA; R. Palmon COX, CYNTHIA: Sunnyvale, C:A; D. Yount/Mission Soaring DAVIDSON, BARTON: El Segundo, CA; T. Braden/Sky Hook HG KELSEY, JIM: San Francisco, CA; J. Greenbaum/ Airtime of SF MOESSLEIN, JOCHEN: Novato, CA; R. Leonard NADELL, JOHN: Oakland, CA; R. Patmon WEINSTEIN, BURT: Livermore, CA; D. Senk Region 3 ANDERSON, ROBERT: Santa Barbara, CA; K. DeRussy/HG Emporium BALLARD, FRED: Canyon Country, CA; A. Bcem/\Xfindspom Soaring Ctr BRIDGES, DAYID: Lake Arrowhead, CA; S. Foerster CADOTTE, JOE: Mission Viejo, CA; D. Skadal/Flight Systems FLOOD, TYLER: Reno, NV; R. lvfitchell/Eagles Wings HANSEN, PETER: Canoga Park, CA; K. DeRussy/Hang Glider Emporium MELDAL, MAGNE: Goleta, CA; J. Hagemann/SB Hang Gliding

II Ratings MILLER, JACKIE: Laguna Beach, CA; J. Ryan/HCC RADICE, THOM: Long Beach, NJ; R. Mitchell/Eagles Wings RICHMOND, ROBERT: Rescda, CA; A. Beem/Windsports Soaring Ctr Region 4 BARKER, DONALD: Bluffdale, UT; C. Baughman/Vulture Gliders HENDERSON, MARK: Flagstaff, AZ; S. Mish/Bandito Action Sports PRICER, JAMES: Draper, UT; W. Henry/UP Int. THOMPSON, RICK: Albuquerque, NM; B. Holmes/Sky Sails of AZ Region 7 EVANS, TOM: Big Rock, IL; B. Kushner/Raven Sky Sports LAUGEN, TERRI: Roseville, MN; P. Caulfield/Spore Soaring Center MURPHY, JIM: Bloomington, MN; P. Caulfield/Sport Soaring Center SONNEVELDT, ROBERT: Grand Rapids, MI; G. Evans/Lookout l'v!tn FP THIELMEYER, RICHARD: Franklin, IN; C. Thoreson/Lookout Mm FP Region 8 OLSEN, GREGORY: Storrs, CT;]. Nicolay/Morningside FP WYKE, KIM: Weston, MA: J. Miller/ Mountain Wings Region 9 CARLISLE, DON: Baltimore, MD;]. Hooks/Lookout Men FP DICKERT, BACIL: Pasadena, MD; J. Middleton/Silver Wings ETTRIDGE, TIMOTHY: Oakton, VA; D. Glover/Kitty Hawk Kites HELMS, TIMOTHY: Boones Mill, VA; P. Godwin/Western HG OLD, LEIGH: Dublin, OH; M. Delsignore/North Coast HG Region 10 ALFORD, LON: Sunrise, FL;]. Tindle/Miami HG BANE, RONALD: Plantation, FL; J. Tindle/Miami HG BLOODWORTH, ALAN: Macon, GA;]. Hooks/Lookout Men FP CROFT, LAURIE: Miami, FL; J. Hooks/Lookout Mm FP FERRER, ALFREDO: Miami Bch, FL; J. Tindle/Miami HG LANE, ERIC: Archer, FL; B. Chalmers/Lookout lvloumain FP MARTIN, SAM: Orange Park, FL; B. Weaver/Kitty Hawk Kites PISTORIUS, STEPHEN: Murietta, GA; J. Hooks/Lookout Mm FP SHEEHAN, DEAN: Marietta, GA; J. Hooks/Lookout Men FP WINGATE, TAD: Comer, GA; G. Evans/Lookout Men FP \VOLFE, JOHN: Palmetto, FL;]. Tindle/Miami Hang Gliding Region 11 LUCE, ROBERT: Houston, TX; J. Hooks/Lookout Men FP MALONE, JOHN: Houston, TX;]. Hooks/Lookout Mm FP Region 12 AKERS, RORY: New York, NY; C. Thoreson/Lookout ivltn FP BABIUK, GREG: Jersey City, NJ; G. Black/Mountain Wings BURGHARDT, DANN: Plainsboro, NJ; G. Black/Mountain Wings CALEAGNI, BRADLEY: Rye Brook, NY; J. Miller/Mountain Wings DELANCY, DAVID: West Redding, CT;]. Miller/Mountain Wings GROWICH, WILLIAM: Stony Point, NY; F. Valenza/Mountain Wings LANG, RICHARD: New York, NY; R. Frey/Airtime of SF MARX, JOE: Maybrook, NY;]. Miller/!'v1ountain Wings ROMERO, DARREN: Newburgh, NY; F. Valcnza/lvlouncain Wings

INTERMEDIATE RATINGS PILOT: City, Scare; Instructor/School Region 1 HILL, ROGER: Mosier, OR; R. Berger/OHGA

Region 2 ACTON, STEPHEN: Big Pine, CA; K. Klinefelcer/Owens Valley Soaring NETO, DOUGLAS: Sacramento, CA; A. Whitehill/Chandelle SF VORHIS, MIKE: Fremont, CA;]. Newland/Wings ofRogallo Region 3 BENT!, CYNTHlA: Santa Monica, CA; M. Spinelli/True Flight Concepts COMA, AGIM: San Pedro, CA; D. Engel/Southland HG LIZOTTE, STEVEN: Long Beach, CA; R. McKenzie/High Adventure MALEK, DANIEL: Anaheim, CA; D. Skadal/Flighc Systems UYEDA, CRAIG: Los Angeles, CA; R. McKenzie/High Adventure Region 4 DATZMAN, BASIL: Salt Lake City, UT; K. Stowe/Windrider Wind Sports Region 9 BALK, MICHAEL: Annandale, VA; W. Forrest/Blue Sky Region 10 COMER, SEAN: Kill Devil Hills, NC; G. Ball/Kitty Hawk Kites GRAVES, GENE: Orlando, FL; B. Chalmers/Lookout Mm Fl' PARKS, JOHN: Miami FL; B. Kushner/Raven Sky Spores Region 12 FOLDVARY, KEN: Wurtsboro, NY; G. Black/Mountain Wings LASKARlS, GEORGE: Brooklyn, NY; G. B1ackllv1ountain Wings PETERS ALLYSON: Quakertown, NJ; P. Voight/Fly High HG

ADVANCED RATINGS PILOT: City, State; Instructor/School Region 1 WOLF, RAYMOND: Seattle, WA; D. Fox/Cloudbase Country Club Region 2 FISCHER, ROB: Santa Clara, CA; R. Travali/Wings ofRogallo DOCKTER, ART: Newark, CA; R. Palmon EDDY, MARK: Mammoth Lake, CA; M. Fleming NICHOLS, MARK: Sunnyvale, CA; P. Denevan/Mission Soaring THOR, LEIFUR: San Francisco, CA; D. lvfurphy Region 3 MCDAVID, ERWIN: Sylmar, CA; D. Quackenbush/True Flight Concepts HELLIWELL, BILL: San Diego, CA; G. Lawless/Hang Gliding Center Region 4 TAYLOR, KENDALL: Alamogordo, NM; D. Sharp/Nlv! Soaring Academy Region 6 MIDDLETON, TONY: Russellville, AR; D. Dunning/Ctr! AR Mm Pilots Region 7 NORRIS, DAN: Porter, IN; S. Lesnet Region 8 COOPER, GEORGE: Simsbury, CT; D. Williams/CH GA Region 9 LOOMIS, BILL: Newburg, MO; J. Asher/Endless Thermal MESSINA, EDWARD: Huntington Valley, PA;]. Miller/Wind Spirit HG SCHLEGEL, MIKE: \'llashington, DC; K. Frampton

HANG GLIDING

Ratings 1111 Region 10 ROGERS, SCOTT: lv1emphis, TN; J. Reynolds/Lookout lvlrn FP VON OHLEN, BILL: Miami, FL; J. Tindlc/Jvliami Hang Gliding

ADVANCED: CHANG, JAMES: Taiwan; P. Lehmann/Daedalus HG LO, DAVID: Taiwan; P. Lehmann/Daedalus HG UENG, SIMON: Taiwan; P. Lehmann/Daedalus HG

Region 11 ETHERIDGE, JOHN: Odessa, TX; D. Duecker/West Texas HG Assn. TANDEM ONE RATINGS MASTER RATIN GS WALLY LONG

ANDERSON, ROYCE: Incline, NV; R. Leonard BURCAR, TAMMY: Cross Plains,\\/[; J. Prahl PHILLIPS, PAUL: Quail Valley, CA; P. B. SLA TTA, MARTY: Seattle, WA; T. Johns

FOREIGN RATINGS TANDEM TWO RATINGS BEGINNER: KIMMERLY, KAREN: Richmond Hill, Ontario; K. Dinzl OGAWA, TAKASHI: Tokyo, Japan; G. Hamilton/Sacramento HG NOVICE: BUXTON, S.G.: Norfolk, England; G. Hamilton/Sacramento HC GRASSL, JOHN: Etobicoke, Ontario; J. Greenbaum/Airtime SF OGAWA, TAKASHI: Tokyo, Japan; G. Hamilton/Sacramento HG INTERMEDIATE: HUANG, WAYNE: Taiwan; P. Lehmann/Daedalm HG LIU, TAITE: Taiwan; P. Lehmann/Daedalus HG SEN, LIAO: Taiwan; P. Lehmann/Daedalus HG SHIH, JOE: Taiwan; P. Lehmann/Daedalus HG SUN, TOMMY: Taiwan; P. Lehmann/Daedalus HG \XIANG, !VEN: Taiwan; P. Lehmann/Daedalus HG

> Great flight comfort

> True front entry > Total freedom of movement Designed and constructed to eliminate tiring pressure points, this unique harness includes body contouring foam, ample foot room and complete custom sizing. An ITS (In Flight Tilt System) is incorporated to allow the pilot to adjust his/her attitude while in flight. Weighing only 1O pounds, AIR WEAR EX features: Continuous webbing, Adjustable shoulder straps, UV Cover, Replaceable chute cover, Dual chute Storage, 30 colors to choose from, Radio & Chest storage, External storage, with Matching backpack, and Hook knife holder. Special designs can be produced on request. Order your AIR WEAR EX now, to find out what True Flying Comfort is really like ...... . Aerobatic pilots will love the ultimate bar-stuffing freedom of AIR WEAR EX

STEIN, ED: San Mateo, CA; VON OHLEN, BILL: lv1iami, FL; P. Voight

Pilot rating breakdown for all Regions as of 11130/92: Unrated: Student: Beginner: Novice: Intermediate: Advanced: Master:

1,362 (16.7%) 35 (0.4%) 914 (11.2%) 1,594 (19.5%) 1,636 (20.1 %) 2,425 (29.7%) 188 (2.3%)

KENTUCKIANA SOARING "Specializing In Communication" 425 Taggart Ave., Clarksville, IN 47129 (812) 288-7111 Tie Straps - $15.95 Tow Rope, 1/4" Poly - $30/1,000 3/16" Poly - $25/1,000 Hook Knives - $14.95 1/4 Wave Rubber Duck-$14.95 5/8 Wave Telescopic - $14.95 5/8 Wave Mag Mount - $37.85 Bar Mitts - $32.00 Ham Band Yaesu FT411E -$299.00 Alinco DJF1T - $295.00 Kenwood T28A - $334.95 lcom P2AT - $349.95 Standard C168 - $349.95 Mobiles - $339.95

Business Band Maxon SP2000 10 Ch. -$339.00 Yaesu 15 Ch. -$429.95 Yaesu 6 Ch. - $329.00 ProCom 2 Ch. -$195.00 Motorola 2 Ch. - $195.00

Air Wear Sports, Inc. 403 South 28th Street • Herrin, Illinois 62948 618-942-5317

February 1993

LEARN TO FLY THE RIGHT WAY!

HANG GLIDING FLYING SKILLS by Dennis Pagen .•. HAS HELPED TENS OF THOUSANDS OF PILOTS REALIZE THEIR DREAM OF FLIGHT FOR OVER 15 YEARS. • USHGA officially approved training manual. • The only training manual written by a certified instructor. •12 large chapters detailing every phase of beginning to intermediate flight.

* * DEALER INQUIRIES INVITED* *

.used in most US hang gliding schools. • Translated in six languages. • The most complete book available emphasizing safety and effective training. DON'T LEA VE THE GROUND WITHOUT THE KNOWLEDGE AND EXPERT TECHNIQUES FOUND IN HANG GLIDING FL YING SKILLS

Please rusn me lhe books listed below: QUANTITY 0 Understanding the Sky . . . . . . $19.95 c::; Hang Gliding Flying Skills ........ S9.95 ::::; Hang Gliding Techniques ......... S6.95 Ci Powered Ultralight Flying . . . . . . Sl 1.95 :J Powered UL Training Course ...... S9.95

C Paragliding FlighL ............ S19.95 Save 20"/o order 11\ six books! Total amount for all books$ _ _ __ Postage and Handling S1.95 Overseas airmail if desired (SS.00/book) _ _ TOTAL E N C L O S E D - - - - -

•HANG GLIDING FLYING TECHNIQUES-Detailed information for intermediate to advanced pilots-$6.95 • PARAGLIDING FLIGHT -Learn to fly from ground zero to thermal flying-$19.95 • POWERED ULTRALIGHT FLYING-A complete guide to the sport-$11.95 •POWERED ULT. TRAINING COURSE-20ground schools and lessons-$9.95

170 East Main St. Arcade, NY 14009

DEALER INQUIRIES INVITED

S1Ye 10°;. order two or more boo!-;s!

BE SURE TO CHECK OUT THESE OTHER BOOKS BY DENNIS PAGEN: •UNDERSTANDING THE SKY-A complete guide to sport aviation weather- $19.95

Cross Country

SEND CHECK OR CASH TO: SPORT AVIATION PUBLICATIONS P.O. Box 101 MINGOVILLE, PA 16856

SEND TO (Please Print) NAME-------ADDRESS - - - - - - CITY,STATE - - - - - - COUNTRY/ZIP------

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lntematwna£ Magazine of Jiang (j{u{ing & Parag{u{ing Introductory Subscription 1 year I 6 issues Issues: February -

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Phone: Payment: CHECK or MONEY ORDER to "Schutte Sails"

CROSS COUNTRY

170 East Main St. Arcade, NY 14009 Phone/FAX 716-492-4576 USA

Classifieds HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for rhe first rime and inspected carefully for fatigued, bent or dented downmbes, 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 b,idly torn or corn loose from their anchor points from and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGAcertified school. ROGALLOS AXIS 15 -

Custom sail. $700, Paul (714) 676-4425

evenings.

COMET I - Excellent condition, low hours, great sink $500. Fred (518) 882-9071. DOVES WANTED -

Elecrr,1 Fiver, Doves A, B or

C, wanted by instructor for school use. Any condi-

tion. Raven Sky Spores (414) 473-2003.

l'Oll. COMBAT 11 152 - Near new $2,725. Combat l 152 $2,100. HP AT 145, near new $2,575. (801) 254-6141. FORi'vlUl.A 144 - Ver!' good condition .Sl,200. MOYES POD harness, excellent condition, fits 5'4"5'7" $150. (619) 934-2125. GElvl!NI 134 - Prerrv glider, great condition. $1,195 deal. (714) 639-8684. GFiVl!Nl 164 - Flies and looks good, inspected, $995 or make offer. (714) 639-8684. GENESIS 136 - Bv Pacific Airwave. Beauriful, never flown, closet- clean. Custom colors: magenta pink, fluorescent yellow, royal blue. Trilam mylar LE, speedbar, safe edge downtubes $2,150. (213) 9339600 or (714) 840-1623. HARRIER 147 HP II 8684.

$375. (714) 639-8684.

HP AT 145 - August ·91, 100 flights, original condition, never crashed $2,500. (805) 965-2447.

DREA,\,J 222 AS! 6141.

HP AT 1 58 - 40 hours, unusual care received $2,500. (615) 949-2301.

DUCK 160 - S300 OBO. A model fledge, low hours $300 OBO, (510) 828-0570. DUCK 180- Clean, make offer (714) 639-8684.

K2 145 - HP AT 145, both sweet $2,300. W\Y/ Z-3 harness, 5'5" pilot $450. Ball M-22 vario $400. Leave message (818) 353-1923. K2 155 - Excellent condition $2,000. (505) 27523 50 New lvlcxico. K2 155 - Custom sail, excellent condition, low hours $2,700. (505) 293-5165. KISS 154 - 1990 w/K2 update. Excellent condition $1,500. 1-800-334- 4777. LIGHT i'v!YSTIC:S- 166-$1,100. 177-$1,500. Two Airstream harnesses, $225 ea., 26' chute $200., 22' chute $150., Ball 651 $250. (602) 780-8407 Scocr. i'vlAGIC Ill 155 - Great shape, 60 hours, $500 OBO, you ship. Mark (510) 537-3348. MAGIC IV 166 VG - Grear condition, spare downtube, speedbar $1,250. (205) 859-9835.

HP AT 158 - Excellent condition, 26 hours $2.350. (703) 989-1737.

DREAMS IN STOCK - All sizes, including 145's. Many other used gliders anilable, including Visions & Spcccrums. Raven Sky Sporrs (414) 473-2003.

K2 145 - 10 hours $2,600. 20 gore parachute $265. Aluminized XC bag $75. (501) 663-3166.

All white, handles good, $575. (714) 639-

DREA,vl 220 - Blue/whire/black, hardly used, with High Energy cocoon and chute. Extra downtubes and wheels $1,250. Mike (602) 830-5051. Near new $2,300. (801) 254-

K2 145 - 1991, great handling for light pilot $1,800 OBO. Call Claire Pagen (814) 383-2569. K2 145 - Mint condition, 5 flights, looks brand new. Red LE, spectrum undersurface. $2600 OBO. (501) 663-0905. K2 145 - Very good condition. Orange, red, white TE. Sl,900 (818) 357-9479.

lv!ARK IV 17 - Brand new, I mean brand new $2,495 OBO. (714) 639- 8684.

MARK IV 17 - 30 hours. Pac blue LE, magenta B panel. $1,800 (303) 442-2981. MOYES GTR 175 VG - Rainbow bottom, blue LE, fairings $1,800. Also Moyes pod w/chute, altimeter, vario. (303) 972-124 5. i'vlOYES XS 169 - Good condition $2,400. Moyes XT 165, very good condition $1,900. (616) 4655859. PACIFIC GULL 1975 - Vintage Rogallo, scar harness, bag, near new condition, purple/gold, :;; I 00 OBO. No. Calif (51 OJ 825-4979 eves.

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I I I

PHONE: @ .50 = - ~ - ~ - ~ @ 1 00 -

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

February 1993

E~ Classifieds SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 4501894 OR (619) 450-9008. SPECTRUM 165 - Orange LE, white mid-section, yellow TE, plus speedbar w/wheels $1,900. Joe (708) 894-5858 evenings. SPORT AT 150 - Low hours, excellent condition, with extra downtubes & pod harness $2,000. (408) 247-2451. SPORT 167 - Full race, 1989, LOW hours, excellent condition, streamlined and round downtubes, speedbar. $1,800 OBO, (704) 541- 3006. SPORT 167 - \Y/W harness, Ball vario, chute, extras, all excellent condition. $1,900 for all. (209) 431-8139. SUPER SPORT 153 - New, zero hours. Comes with: extra downtube, two sets of wheels (big and small), shipping tube and neoprene mitts. ALL JUST $3,000. Also for sale: Z-3 harness with chute, M-22 Ball vario and Flytec 3020 vario (new). Charles (619) 435-2654. THE CHEAPEST HIGH PERPORMANCE GLIDER JUST GOT CHEAPER - Brand new TRX 140's and lGO's $3,495 or best offer. Also, low time used TRX. 140's, excellent condition, make offer. Can ship anywhere. Lookout Mountain Flight Park, open every day (except Wednesdays). (800) 688-5637, (706) 398-3541. TR,'\ 160 - Flown one season. Great shape, must sell $3,000. (718) 638-2054. VISION MK IV 17 - Flies great, lands easy. Good beginner glider $],]50. (916) 644-2818. VISION 17 - Good shape, new flying wires $1,200 OBO, (303) 442- 1408. VISION MK IV 17 - Excellent condition, violet LE, rainbow sail, comfort bar $1,750 OBO. (704) 598-3874. VISION MK IV 17 - $1,325. Comet II 135 $450. Raven 179 $400. (801) 254-6141. VISION MK IV 17 - Excellent condition, fared downtubes, extra downtubes, wheels, helmet, rack. $1,800 (415) 592-0890, (415) 358-9012. VISIONS & SPECTRUMS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003. XCEL 180 - Good condition, <30 hours, $900 OBO. (303) 978-1557 eves.

USHGA FAX Line (719) 632-6417

PARAGLIDERS REGION IV'S OLDEST, LARGEST FULL-TIME SHOP. "Celebrating Our 20th Ye.1r of Unsurpassed Safety!" RESERVE CHUTES (All sizes), never used, each inspected, repacked, new bridle and bag ... $265 (20 ft PDA's $300) VARI otv!ETERS (Used, Demo's, All Brands) ...................... $95-$500 USED HARNESSES ............................... $75-$500 NEW, USED PARAGLIDERS (All Brands) .......................................... $500-$3,300 HEUv!ETS (All Brands, Styles) .............. $58-$260 NEW SPORT EURO 167 ...................... $2,400 LT DREAM 220 ... <2 HOURS ................ $2,200 LT DREAlv! 145 ... <2 HOURS ................ $1,900 REG MYSTIC 177 VG ... <40 HOURS ... $950 VISION ECLJPSE l 9 ... <60 HOURS ...... $900 VISION l 7 ... <200 HOURS .................... $600 DUCK 160 ... <35 HOURS ...................... $575 PRO DA \xrN, PROSTAR, EXCELLENT CONDITION ......................................... $500 EA. PHOENIX GD 185 ... <45 HOURS .......... $450 Equipment 100% Guaranteed, inspected. All Major Credit Cards Accepted. (303) 278-9566, 24 hours. GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL PREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Mystic 177 VG ... Exc. cond ............... $1,300 Vision 19 (used) ... Exc. cond .............. $1,800 Several Sport 167 ............................... $1800 - $2,200 HP AT ... Demo .................................. $2,800 Many other good used gliders ............ $4 50-$1000 SANTA BARBARA HANG GLIDING CENTER(805) 962-8999, certified school, 29 State St., Santa Barbara CA 93101. MC/VJSA/AMEX accepted. VARIOS: Ball 651 $475, Ball 652 $575, Ball M22 $475, Brauniger PII $450, Brauniger PIil $595, Brauniger LCD lll barograph $995, Flytec 2020 $759, Flytec 2030 $850, AFRO XC 8000 $895. HELMETS: Aerodyne $79, Bell $119, Carbon Fibre full-face $259, Panoramic full-face $159. HARNESSES: Keller Hi Tee 2 $799, CG $499, HE Pod $499, HE Cocoon $299. PARACHUTES: llRS Rocket $795, HE 22 gore (new) $365, Free Flight 20 gore $365. GLIDERS: (new, used and trade-ins) TR,'( demo $2695, W\Y/ AT $2300, Comet I 8 hours $650, Vision i'v!K IV $1400, W\Y/ Sport $1500, WW Super Sparr $3395, Sensor 510C 20 hours $1250, Comet I 185 $1250, Light Dream 185 $1250, l\•loyes XS $2900. EMERGENCY PARACHUTES A BEST BUY! - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes. Fully Guaranteed! Colorado Hang Gliding (303) 2789566. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $35.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 \'vawona, San Francisco, CA 94116. (415) SKY-1177.

l'IREBIRD NINJA 27 C - With integral speed seat, great condition $2,200. (303) 963-9499. \Xl!LLS, UP'S, ETC - $795 + up. Instruction, equipment, southern California and European tours (714) 654-8559. COLORADO PARAGLIDING - SINCE 1986 Region's Oldest, Largest Score NEW 20 ft. RESERVE CHUTES ..... $365 VARIOMETERS (Used, Demo's All Brands) ................ $95+ USED HARNF.SSES ......................... $100+ HEUvlETS ... (All Brands, Styles) ....... $58+ NE\V '92 APOLLO 22, 2'i, 27 ......... $2, 150 Ea. NE\XI DIABL0 ... 3 yr. Guarantee ...... $2,950 NEW MALIBU 23 ...... 6.4 glide ....... $1,600 NEW MITSURGY 25 .G.2 ................ $1,500 NEW J-IAIUv!ONY'S ... 5.8 ................ $1,300 Ea. FUNAIR'S ................... 5.5 ................ $950 Ea. '92 CORVETTES ....... DEMO'S ..... $1,600 APOLLO 27 ................ <30 hours ..... $1,GOO BIRDY 29 .................... <20 hours ..... $1,600 JAGUAR 27 ................ <2 hours ...... $1,400 MUSTANG 27 ........... <40 hours ..... $1,400 SPOUTNIK 26 ............ <30 hours ..... $1,300 CONDOR 26 .............. <25 hours ..... $600 BIRD WINGS .............. <60 hours ..... $500 Ea. Equipment 100% Guaranteed, inspected. All Major Credit Cards Accepted. (303) 278-9566. ULTRALJGHTS TRIKES TRIKES TRIKES - And accessories. $5.00 info pack, Jefferson Aero Sports, Jefferson OR 97352, (503) 327-1730. ULTRALIGHT AVIATION - American and European trikes and wings. 1117 Cold Harbor Dr., N. Las Vegas NV 89030, (702) 399-4044. WANTED ARE THERE ANY - "Soar Masters" still around? Contact (409) 597- 6500. \XTANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Prancisco, 3620 \v'awona, San Francisco, CA 94116. (415) SKY-1177. TOURS & TRAVEL SHENENDOAH VALLEY 1vlid Atlantic Appalachia area guide service. Over 20 soaring sites within 3 hour radius. Hang 2/0bserver to Master. For more info. contact Rich Donahue (703) 7652113, Dave (30 l) 474- 3097.

Sell your unused equipment here.

HANG GLIDING

Classifieds SCHOOLS & DEALERS

THE HANG GLIDING CENTER - Locared in beautiful San Diego. USHGA insrructiou, equipment

ARIZO'.'!A ADVENTURE SPORTS TOURS -

rentals, local flying tours. Spend your winter vacation

Certified

instruction utilizing the world's first man-n1ade train-

ing hill plus ocher sires which all face cverv wind direction. Dealer for Pacific Airwave, \'Vills \'(ling, Ball and High Energ,·, 1327 E. Bell De Mar Dr., Tempe, ,\!. 85283 (602) 897-7121.

flying with us. \Xie proudly offer Wills Wing, Pacific Airwave, High Energy, Ball ,1nd we need your used equipmenr. 4206-K Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-9008.

DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 \'(I. Larkspur, Glendale, AZ 85.>04. (602) 938- 9550.

SAIL WINGS HANG GLIDING/PARAGLIDING - Instruction, sales, service. Pacific Airwave. P.O. Box 5593, Liule Rock, AR 72215. (501) 663- 3166.

ACTION SOARING CENTER - ln Lodi near Stockton. Personalized USHGA certified insmrccion, sales and service. Emphasis on special skills, techniques, launching & landing. Demo's. Ask abom tow clinic. (209) 368-9665. AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA & APA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair technicians. Par,Khute sen•ices. Large

selection of 2nd hand gear (buy & sell). Remals available. Ncxr to Fort Funston. The only ti.ill service shop in San Franciscol 3620 \Xlawona, San francisco CA 94116. (415) 759-1177. CHANDELLE SAN FRANCISCO, INC. Complere hang gliding and paragliding sales, service and instruction since 1973. Northern California's most complete repair facility. '-lew and used equipment and de1no's, lesson packages, clinics and tandem

lessons. 6880 Sir Francis Drake, Forest Knolls CA 94933, (415) 488-4202. COMPACT WINGS PARAGLIDING - Wills Wings, UP and others. APA & USHGA Class II instruction. Great flying year-round. Southern California and European tours. Located at best paragliding site (Soboba). (714) 654-8559 FLIGHT SYSTE!v!S - New location. Dealer for rhc BlG THREE, WILLS WING, PACJf!C A!R\'<'AVE and MOYES. All kinds of accessories. I understand rhe existing pilots need ro ger a sweet deal! I need trade-ins. Call me lasr. ''I'll eat a bug." DAN SKADAL@ FLIGHT SYSTEMS, 1915-B E. Karella, Orange CA 92GG7. 714-(new)639-7777. HANG GLIDER EMPORIUM - Best training hill in the west! Full service hang gliding/paragliding shop, established I 974. 613 N Milpas Sr., Santa Barbara CA 9.'l l 05, (805) 965-3733.

February 1993

WRIGHT BROTHERS WINGS - UP, Wills Wing, Ball, BRS, High Energy. USHGA Cerrified Instruction. (209) 586-6012 Sonora CA. COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042, FA}C (719) 630-8126. PO Box 16934, Colorado Springs CO 80935. COLORADO HANG GLIDING/PARAGLIDING - Cclebraring 20 ye,1r.s of unsurpa.ssed safety. 1st USHGA certified school in the U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566.

ARKANSAS

CALIFORNIA

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. 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. (71 Ii) 883-8488. lvl!SSION SOARING CENTER - Serving the flring comrmmity since 1973. Complete pilot training program wirh special ,mention to rake-off and landing skills. Custom superlite training gliders. Comfortable training harnesses! Deluxe rerail shop. \Xlills, PacAir, UP, demos, new gliders in stock! Best trade-in prices. Try all the new harnesses in our simulator. Large sdecrion oC specialized equipment, beginner to XC 111 G Wrigley Way, i'vlilpiras (near San Jose) CA 95035. (408)262-1055. TORREY rLIGHT PARK, INC. - At the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for pilots and specrntors. Refreshments and souvenirs ar the CliHhanger Cafe. Certified Training program fcarnring tandem soaring lessons. New, used, rental and

GOLDEN \VINGS - Sales, service. USHGA certified insrrucrion. Dealers for Wills Wing, PacAir. 1103 \Vashington Avenue, Golden, CO 80401. (303) 2787181. LID ENTERPRISES - Sail and harness repair Equipment manufacturing - Towing supplies - 5000 Bmre #183, Boulder, CO 80301 (303) 440- 3579. CONNECTICUT MOUNTAJN WINGS- Look under New York. FLORIDA SKY HOOK TO\VING - Tandem insrnrcrion. BOAT & AERO TO\V!NG. Near all Florida major attractions. Come spend your vacation with us and

learn to fly on the beautiful space coast. Dealers for: Pacific Airwavc, UP, High Energy, BRS, Second Chantz. Tow bridles, floats, service. PO Box 540562, Merritt Island FI. 32954. (407) 452-8143.

demo equipment by Delta \Xling and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE RIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 13 years

teaching experience. Only minutes from om local Kagel /\fountain flying sire. U185 Gladstone Ave., Svlmar, CA 91342. (818) 367-6050. UL TRAFLIGHT HANG GLIDING - Wills \Xling, Seedwings, Moyes, High Energy and more. Sef\•icing lake McClure area. (209) 874-1795 Waterford, CA. WINDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central ro Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us! 16145 Vicrory Blvd., Van Nuys CA 91406. (818) 98801 l I, fax (818) 988-1862.

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

Our advertising works two months in advance. Plan early.

E~ Classifieds GEORGIA

NEVADA

LOOKOUT MOUNTAIN FLIGHT PARK AMERICA'S #1 HANG GLIDING SCHOOL, flying site. Find out why three times as many pilots earn their mountain wings at Lookout! Complete certified training-"bunny hill" to mountain soaring. \Xfe 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 invenrory hang gliders (all brands), equipment. Complete sail/airframe repairs. Camping, SWIMMING POOL. Send$ l for information packet. Route 2, Box 215-H, Rising Fawn GA 30738 (20 minutes from Chatranooga, Tennessee) (800) 688-LMFP, (706) 398-3541.

ADVENTURE SPORTS - Sierra routs our specialty - USHGA & APA certified school and ratings. Dealers for Pacific Airwave, \Vills Wing, UP, Enterprise \'vings. Fly rhe Sierras with a full-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070.

SEQUATCHIE VALLEY SOARING SUPPLY Sec our ad under Tennessee. IDAHO TREASURE VALLEY HANG GLIDING Airwave, Moyes, UP. Demo's, ratings, rours, service. (208) 376-7914. ILLINOIS RAVEN SKY SPORTS - (312) 360-0700 or (708) 360-0700. Please see our ad under WISCONSIN. INDIANA

NEW JERSEY OHIO MOUNTAIN WINGS- Look under New York. NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service. Sandia Mountain guides. Wills, Seedwings, Pacific Airwave, Delta, Moyes. Albuquerque, Nlvl (505) 821-8544. NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hills. Area's only dealer for Pacific Airwave, UP, Seedwings and Delta \'{ling with demos in stock. We arc the largest, most complete H.G. accessory and repair shop of irs kind in the country. Many new and used gliders in srock. R/C supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. l 50 Canal Sr., Ellenville, NY 12428 (914) 647-3377. In N.E. 1800-525- 7850.

JJ MITCHELL -

TANDEM. UP, PacAir dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856. KENTUCKfANA SOARING -

See ad under pans.

RAVEN SKY SPORTS - (414) 473-2003. Please sec our ad under WISCONSIN. MICHIGAN GREAT LAKES HANG GLIDING, INC. - USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near \Xfarren dunes (616) 465-5859. PRO HANG GLIDERS - USHGA instruction since 1978. Advanced Instructor, Examiner, Observer. Safety is #1. Wle've been towing for a decade. Come on SE Michigan, let's wake up! \Xle've got a soaring sire now. Give me a call at (313) 399-9433, ask for Norm. 569 W Annabelle, Hazel Park MI 48030. MINNESOTA SPORT SOARING CENTER/lvl!NNEAPOLIS Instruction, equipment dealers for Pacific Airwave, UP & Wills Wing. (612) 557-0044. MISSOURI SAIL \X'1NGS -

See Arbnsas.

KITTY HAWK KITES, JNC. - P.O. Box 1839, Nags Head, NC 27959 (9l9) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where rhe Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem row instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and pares.

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Men.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all ocher major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instrucrion ... if you've finished a program and wish to continue. Fly rhc mountain! ATOL towing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-3317.

SKYWARD ENTERPRISES - MARIO iv!ANZOBasic instructor. Frame & sail repair. Seedwings, CG1000. Dayton/Chillicothe. (513) 256-3888 weekday evenings. NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Speciali1.ing in Pacific Airwave gliders. Mike Del Signore, 1916 \'ii. 75th Sr., Cleveland, OH. 44102 (216) 631-1144. OREGON AIRTIME OREGON HANG GLIDING CENTER - Certified instruction. Dealer for AS!, Moyes, PacAir, UP and Wills Wing. (503) 998-1220. SOUTHERN OREGON HANG GLIDING Certified instruction, ATV retrieval. Pacific Ainvave, Wills Wing, UP. (503) 479-5823. PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS- Look under New York. WINDWALKER HANG GLIDING - Certified instruction. Pacific Airwave Dealer/Glider Accessories. VISA/MC accepted. RR #2 Box 2223, Schickshinny PA 18655, (717) 864-3448. TENNESSEE

Glv!I PARAGLIDING SCHOOL - In New York. Certified Instruction. Free color brochure. (516) 6767599.

HAWK AIRSPORTS INC - P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. Hang Gliding and Windsoks.

PARK SUSQUEHANNA FLIGHT Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacrnrers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' N\'v ridge. We have the best facilities in N. New York stare to reach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 866615.3.

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

NORTH CAROLINA COROLLA FLIGHT - America's most experienced tandem flight instructor, teaches urilizing ATOL and Double Vision. Call or write for information Greg De Wolf, Corolla Flight, PO Box l 021, Kitty Hawk NC27949. (919) 261-6166

See

SEQUATCHIE VALLEY SOARING SUPPLY Certified, rwo place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers for all major brands. Located in the "Hang Gliding Capital of the East". For personal, professional service you can trust, call SVS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301. STAY WHERE THE FLIERS STAY - Crystal Air Sport lvlorel. Private rooms, bunkhouse, jacuzzi, pool. (615) 821-2546 Chattanooga, TN.

HANG GLIDING

Classifieds ~~ TEXAS

GLIDER BAGS - XC $70. Regular $80. includes shipping. Full zipper. (501) 663-3166.

PARTS & ACCESSORIES

A.A.S. AUSTIN AIR SPORTS - Come fl)' with us in the scenic Texas hill countt}'- Our new airpark is located on Lake Travis, only minutes from Austin and Packsaddle Mtn. Hight Park. USHGA certified footlaunched and tow-launched training programs. \'ve offer hang gliding, paragliding, sky diving and ultralight flying. Dealers for UP Int'!, Pacific Airwave, Enterprise \Xlings and B.R.S. Austin Air Park has one of the finest repair facilities in the country. Services include: airframe & sail repair, parachute mounting & repacking, custom harnesses, gear bags and flying accessories. Complete tow systems available. \'//rite to: A.A.P., Route 2 Box 491, Spicewood TX 78669 or call Steve Burns at (512) 474-1669. RED RIVER AIRCRAFT -

Hang gliding special-

is ts. Instruction, sales, service. Towing supplies.

lvIC/VISA. AUSTIN-4811 Red Ri,·er, Austin TX 7875 l. (512) 467-2529, fax (512) 467-8260. FT. WORTH (817) 921- 6957.

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

KlTE ENTERPRISES - lnscruction, sales, rep,1irs, towing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

GRADE A SHEEPSKI!\' hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NEW MAP POCKETS standard. \\?arrnest hand fairings in the world. Send $47 to Wyo. Aerolires, PO Box 880, Casper WY 82602. (307) 235- 3.367, add $15 for X-large. Custom orders accepted. HIGH ENERGY SPORTS HARNESS - & parachute, neutral colors, used under 25 flights, clean, fits 6' pilot $395 OBO. Roberts Glider instruments vario altimeter $195. Ask for Darren (714) 637-1650.

UTAH WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (801) 277-1042. VIRGINIA BLUE SKY - Tandem flight instruction, cow clinics, custom towing and flight gear, sail repair, PacAir dealer. Will run ICP's (703) 432-6557 Harrisonburg. KITTY HAWK KITES -

See North Carolina.

SILVER WINGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Seedwings & UP. (703) 5331965 Arlington VA. WISCONSIN RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the lv[idwesc. Traditional curriculum, ridge soaring,

COMPOSITE FIBER 0 2 SYSTEMS - Lightest and smallest available $499.95 +S/H. Major credit cards. Other models and information available. Mountain High E&S Co., 516 12th Avenue, Salt Lake City UT 84103 USA. 1-800-468-8185. COVERBAGS, HARNESS BAGS, ROADBAGS In stock, lowest prices. Danny Scott custom harness $350. Sensor parts. Gunnison Gliders, 1549 County Road 17, Gunnison CO 81230, (303) 641-9315 p.m.

Proven Pilots Say That...

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

"... WIND ADVISORY AIR/WIND SPEED INDICATORS HELP Yau LAUNCH & FLY SAFE!"

mountain clinics, Dragonfly aerorowing & tandems

by Brad Kushner. Sales/service/accessories for all major brands. PO Box 10 l, \'({hitewatcr \'(I[ 53190 (414) 473-2003.

(With Poplin Storage Bag)

....

____

~~1l"!!'"'',w!,v,'' .__

=~"':::::-=....:(Box With Speed Conversion Chart)

Our FAX line remains on 24 hours. Send your classified ads anytime (719) 632-6417.

February 1993

DEPENDABLE - Wind runnel rested & calibrated. BUILT TO LAST, impact & corrosion resistant. Easy to read. Satisfaction Guaranteed. Send check or i'v!/0 for $15 (+$2 S/H), foreign orders add $2. To Pacific Resources U.S.A., PO Box 9064, San Diego CA 92169.

THE FAMOUS "LAlv!BIE UD" - Aerodynamic hang glider helmet $85. full- face version, with kevlar-fiberglass guard $120. Jack Lambie, 8160 Woodsboro, Anaheim CA 92807, (714) 779-1877.

~~ Classifieds

LATEST UVEX HELMETS - Ultra lightweight (one pound), most popular hang gliding helmet, fullface protection, using world's strongest fiber. $299 (plus shipping), discounts available. (800) 688-LMFP, (706) 398-3541.

MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92705. (714) 541-2625. NEW BAR MITTS - Attach in seconds without disassembling bar! Windproof, abrasion resistant, cordura with soft polarfleece lining $26. 50, (80 I) 7236067.

maxon· sr-200'.J

Series

NEW I 0-CHANNEL PROGRAMMABLE MAXON SP 2550 - 5 watt hand-held 2-way radio: three USHGA, three weather and four programmable frequencies. Durable, rugged, easy to use. Rechargeable nicad battery (typical IO hour life). Pilots #I choice! Special price: $349. Additional Maxon options available. Lookour Mountain f'light Park, (800) 688LMFP, (706) 398-3541.

Silva Compass with basetube mounr .............. $119 Maxon 5 W, 3 USHGA channel-hi/lo ........... $359 Alinco DJ180T Transceiver ........................... $300 Compatible VOX/PTT-HDST, all models ... $80 2nd Chantz Cool Thrust Pocket Rocket. ....... $550 Aramirl Full-Face Helmet.. ............................ $300 1-800-WE-FLY-XC 800-933-5992 - 719-539-3900 Pendulum Spores Inc., 13154 County Rd 140, Salida 81201

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

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

TEK 6" WHEELS- $25 per pair, plus $3 S/H. Tele Flight Products, Colebrook Stage, Winsted CT 06098. (203) 379-1668.

WINDTALKER Ill *

SKY-TALKER II The Sky-Talker II, 2 meter FM antenna, will boost the transmitted and received signal by 3 times, and will not interfere with your vario. Internally installs in 5 mimttes and automatically secs up and breaks down with the glider. This antenna is pre-tuned and ready to go. Send $30 + $3 shipping and handling to: SkyCom Products, PO Box 530268, San Diego CA 92153. STOP GETTING RIPPED OFF - They can't touch this! Save $ mail orders. NEW-MAXON SP2000 10 ch. w/cone $339. VOX $99. HAM RADIOS, YAESU FT 41 lE $299. VOX $74. MOD $30., !COM 2SAT $289. MOD $40. AL!NCO DJFIT $285. Dealer for Aircotec Alibi varios, Ball, BRS, High Energy, Safewheels, V Mitts, Raymond, Second Chantz. Tow rope 1/4" poly $30 per 1000', 3/16" poly $25 per 1000'. Send S.A.S.E. for sale flyer or call Kcnruckiana Soaring, 425 Taggart Ave., Clarksville IN 47129 (812) 288-7111 Calls returned collect.

THE WINDTALKER - 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. Litek (503) 4796633. BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND PART TIME -

USHGA certified

instructors. Innovative equipment, the latest training

methods. Soaring Safaris. Send resume: J\,fission Soaring Cenrer, 1116 Wrigley Way, Milpitas CA 95035. (408) 262-1055.

HANG GLIDING

Classifieds USl-!GA BASIC lNSTRUC:TORS - And tandem tow instructors needed at Kitty Hawk Kites, world's largest hang gliding school. Seasonal or career opportunities. Help us "reach rhe world to fly." Resume to John Harris, PO Box 1839, Nags Head NA 27959. PUBLICATIONS & ORGANIZATIONS

DOWNWIND

VIDEOS & FILMS

STOLEN \VINGS

DARE DEVIL FLYERS !IT-THE PARAGLIDERS - As seen on Prime Sports Network. Paraglide in scenic Telluride, Colorado. $24.95 HAWAIIAN FLYlN'- Soar Hawaii and experience its beauty as only a hang Glider pilot can. $33.00. HANG GLIDING EXTREME - Hook in and hang on for chis whirlwind tour of rhe most spectacular sites in the US. $34. 95 USHGA VIDEOS, PO Box 8300, Colorado Springs, CO 80933. Be sure to add S4 Sil-!. (719) 632,8300.

STOLEN - Dinger Super 90, from a barn in AUBURN, CA on Nov. 29th, 1992,. Very light blue with a red/orange yellow center. Contact Bob Lynch (916) 823-5890.

Videotapes For Hang 6/ider Pilots A True Hong Gilding S1:on1

b~, J,ARRY FLeMINCi

1-!A\\?AIIAN FLYIN' - Hang gliding in Paradise! Soar Makapuu, Haleakala and rhe Kaawa Valley. MOUNTAINS HIGH-The Telluride festival and acrobatic competition. Rocky i'v!ounrain flying at its best. FLATLAND FLYING-Larry Tudor and Joe Bostik explore truck rowing and the flarlands of Texas and New Mexico. Each rape $33 plus $3 shipping. CA residents add $2.82 tax. Space 9 Productions, 800 Heinz #9, Berkeley CA 94710. VISA/MC OK, Tel (510) 649-811 l.

DOWN\VIND - IF YOU LIKE TO !-'LY, YOU HAVE TO READ THIS BOOK! Readers start our on the training slopes of 1974 and slowly advance co 200+ mile flights downwind in the Owens Vallcv. A true story, well cold. Available from: Chris Gregor Publishing, Dept. G, PO Box 26595, Fresno CA 93729-6595. $10.95 plus $3 shipping and handling. (California residents add 85<i sales tax.)

Ul.TRJ\L!GHT !-'LYING VIDEO - By United Stares Ulrralighr Association, hosted by industry expert John Ballantyne. Flying scenes, interviews with pilots, FAA, manufacturers. Satisfaction guaranteed. Visa, MasterCard, check. $19.95 plus $3 shipping. 1800-598-8344.

PARAGLIDE USA - Subscribe ro North America's most widely read paragliding magazine. 12 issues just $25. Send check or money order to 425 Rider Sr., Ste. B7, Perris CA 92571 or call (714) 657-2664 or FA)C (714) 657-4062 with your credit card infonna-

IT'S NOT TOO LATE - To order your 199.3 USl-!GA Calendar. S9.95, call USHGA for derails. (719) 6.32-8300.

rion.

SOARING - ivlonrhly magazine of The Soaring Society of America, l nc. Covers all aspects of soaring flighr. full membership 545. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, Nivl 8824 l. (505) 392-1177. TO\VING AlRCRAF r - from Red River. Towing supplies, bridles, releases, platforms and more. ivlC/VISA. (512) 467-2529. YOUR Uiv!BILIC:Al. CORD - would you buy the cheapest? i\fake rhe move ro quality char hsrs. High performance Spectra & Dacron ropes. Light, strong, cost effective, eaS\' to splice. Call David F. Bradley (215) 723-1719. FAX (215) 453-1515. Call for references.

Feb1·uary 1993

STOLEN - Truck and paraglider/equipmenr, by the volunteer driver ar SLIDE MOUNTAIN, CA. in mid November. Katana 22 paraglider (yellow w/black wingtips), Pocket Rocker recovery parachute, Sitting Bull harness (purple/black), Ball vario. Contact Steve Bickford (707) 963-3455. STOLEN - \Y/\Y/ Harrier II 177, from a barn in AUBURN, CA on Nov. 20th, 1992, Serial# 7056. Black with red/orange/yellow center and whirc TE. Contact Bob Lynch (916) 823-5890. STOLEN MK lV 19 from LAURINBURG/;,dAXTON AIRBASE, NC (glider taken approx. I mile away from base) on Nov. 15th, 1992. Red LE, Ir. blue/purple undersurface, 1/2 ribs. Contact Brent Harsh (919) 387-7116. STOLEN - UP XTR 145 from SANDIA PEAK, Ni\·! area on Ocr. 11th, 1992. Pink I.E, black nose panel, pink lower surface, black UP lettering. Serial #XTR 1459203123. Contact George Boyden (505) 299-0312. STOLEN WINGS are listed as a service to USHGA members. Newest entries arc in bold. There is no

charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

MISCELLANEOUS

MAPS - Largest selection in US. Map Store, 1-800332-7885. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rate for classified advertising is S.50 per word (or group of characters) and S 1.00 per word for bold or all caps. MINIMUM AD CHARGE, S5.00. 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 copv, instructions, changes, additions and cancellations n1ust be received in writ-

ing l 1/2 months preceding rhe cover dare, i.e. October 20 for rhe December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLID[NG lv!AGAZ[NE, P.O. 13ox 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX {7191 632-6417.

INDEX TO ADVERTISERS Adventure Video ....................................... 29 Aero Tours International ............................ 44 AirWear Sports ......................................... .49 Bradley Co ............................................... .40 BRS ............................................................. 9 Cross Country Magazine ........................... 50 Enterprise \Xlings ......................................... 3 Flyccc ........................................................ 16 Golden \Xlings ........................................... 36 Hall Bros ..................................................... 8 High Energy Sports ..................................... 8 Kentuckian a Soaring ................................ .49 La lvfouctte ............................................... 44 Lookout 1'v[r. Flight Park ........................... 15 Mountain Condo ........................................ 8 Pacific Airwave ............................ Back Cover Paragliding Magazine ............................... .45

RC:l ........................................................... 29 Roberts Glider Instruments ....................... 44 Safari Sky Tours ........................................ 27 Sport Aviation Publications ....................... 50 UP International............................ . ..G USHGA ................................. .2, 17,36,45,59 Wills Wing ................................................ 13 \vorld Tcams ............................................. .4

~ Product Lines

ST. PAUL, MINN. - Mail-order Mania ... as two U.S. shops branch out into hang gliding mail order sales. The first one out is a slickly-produced booklet with color accents mailed recently by Tennessee's Sequatchie Valley Soaring Supply ( or more simply: SVS) . Their 16-page catalog is professionally laid out and uses professionally-shot photos for a top-notch appearance. The catalog is full of accessory items from Thermitts and gloves to a broad helmet line to instruments plus many smaller accessories. The service does not duplicate your local shop in that some i terns are SVSde signed while others are exclusively imported by SVS. If you didn't get a copy (their premier mailing was widely distributed), call their toll-free line and request one: 1-800/34-GLIDE (or 344-5433) . It looks as good as a lot of those catalogs that fill your mailbox and has much more interesting stuff in it. The second entry ironically came out just on the heels of the SVS catalog. This one is from Colorado's Golden Wings. While not as slick as the SVS edition, Golden's catalog - a series of stapled pages - has several items not featured in the SVS booklet. For example, the Golden catalog has paraswivels, more hardware items, oxygen gear, and a few air toys. Golden also prominently promotes the new L/D harness (see "PL" next month) . You' 11 probably want both catalogs. Golden also offers toll-free dialing: 1-800/6774449. , •, Interesting to note that both outfits stay miles away from selling gliders via the mail. A strength of the HG community is that most everyone is aware of the dangers if gliders are sold to untrained pilots. This offers a sharp contrast to kitbuilt airplanes which are usually sold to customers the factory never meets. Good for our sport! ,,, Seedwings is nearing completion on their newest Sensor 610-152 model, "a direct replacement for the 510-160," says proprietor Bob Trampenau. The 152 features more span with eight less square feet (than the 510-160) yet doesn't increase the stall speed. Vne is also up, from 4 6 on the older 510 model to 62 MPH on the 610 bird, an impressive 35% gain. Bob reports, "It uses a unique semi-cantilevered cross tube," where the side wires connect to the cross tube well inboard of the X-bar/LE junction. He claims this reduces flying wire drag while "substantially increasing cross tube strength," perhaps verified by load testing to 86 MPH! Flight characteristics are said

to include better turn coordination and Bob adds, "ease of landing is extraordinarily good." Trampenau feels strongly that the industry trend toward 150 ft 2 or smaller gliders will replace all larger wing sizes. The prime motivator? Speed! ... for cross country. • • • Sales of the 152 and other 610 sizes have been aided by good resale values on Seedwings' 510C model. "Typically a 510C pilots sells his wing so he can buy the 610, and he finds a ready market for his older glider," reports Trampenau. Ken Brown concluded the first of his seminars announced ear lier. "Response was tremendous," he says. " [ This has J prompted us to hold two additional seminars for towing and tandem." Both workshops filled within days of their announcement. The towing clinic is just over, while the tandem clinic may be happening as you read this. Call PacAir for more in this popular series: 408/ 422-2299. PacAir is also delighted to announce that record holder Kevin Christopherson will return to their team. After his 287mi le flight in '89, PacAir feels Kevin could succeed in his effort to break Tudor's 303 mile, tow-launched record. He' 11 be flying a large K3-160 to help in lighter air. ••• The 0 2 man, Mountain High's Pat McLaughlin, reports their electronic oxygen delivery system (EDS) has extended a cylinder's service time by 10-12 times in tests they've conducted. The clever system makes use of the fact that we humans exhale during two thirds of our breathing cycle. The EDS delivers the gas when needed, then shuts off while the pilot breathes out. It can automatically detect when you stop inhaling. Called an "inhalation pulsing technique," precious 02 supplies are not wasted. The device can also sense altitude and accordingly provides more oxygen at higher altitudes. In the event of a system failure, you can throw an emergency switch and have a fixed flow. An audible ( "NoF low") alarm signals you that you've switched off or have exhausted the supply. Pretty high-tech sounding, you' 11 want their literature for a fuller explanation. Call 801/364-4171. Late-breaking news includes a "crack-down on aerotowing," specifically the tow vehicle's description. Details are still sketchy, but if you' re involved in this activity, I recommend you contact USHGA boss Jerry Bruning for further advice. Outta room again. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or Msg: 612/450-0930. THANKS! HANG GLIDING

1993 USHGA MERCHANDISE ORDER FORM TOTAL

Ql'l.

1993 USHGA CALENDAR 12" x 12" full-color pictorial of the sport you love.. ....................... .. ... $9.95 OTHER USHGA CALENDARS SPECIFY YEAR: 1992 1991 1990 1989 1988 Excellent Photography-collect them alll .. @$1.50 USHGA "TAOS" T-SHIRTS 100% cotton, oversized, fine-lined weathered look. COLORS: Ash Wine Blue SIZES: Med. Large XL.. ..................... $17.95 USHGA "OATMEAL" LONG SLEEVE 100% cotton. Natural color with fine-lined navy stripes and 3" screened logo. Available in MOCK NECK or HOODED SIZES: Med. Large XL..... .. $19.95 COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL reg. $39.95 .. ............ $34.95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL ....... ....... ..... .. $29.95 COLLEGIATE T-SHIRT ASH, 100% cotton, puffed lettering. Sizes: Med. Large XL.. ..$13.95 "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE.. ...................... .............. ... ..$24.95 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL .... .... ............... .. ............ $14.95 "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE..................... ................... ..$19.95 USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only).... ................... ............. $22.95 USHGA LONG SLEEVE T-SHIRT 100% Cotton '·Simplistic' Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL ......... $18.95 USHGA MTN. GLIDER T-SHIRT 100% cotton. Our most popular shirt. SPECIFY SIZE: M L XL COLOR white ash.. ..$12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: 8(6-8) M (10-12) L(14-16) .. ... $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED ........................... .... $9.95 USHGA CORDUROY CAP Embroidered with 'Glider Trails" design, off-white. ..................... .... $9.95

$ $ $

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"NEW" Hang Gliding magazine "SPECIAL NEW PILOT EDITION" launching, landing, buying a used glider, etc. . . .... $4.50 "NEW'* Higher Than Eagles by Maralys & Chris Wills. The story of early hang gliding and Bob Wills. Hardcover..... .... . $19.95 "NEW" UNDERSTANDING THE SKY by Dennis Pagen Micrometeorology for pilots. Almost 300 pages, 260 photos & illustrations $19.95 "NEW" THE ART OF SKYSAILING by Michael Robertson. Covers material used in ICPs, including Charts of Reliability.. .... $9.95 PARAGLIDING· A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding . .. $19.95 HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney The Official USHGA Training Manual. Over 200 pages........ .. $29.95 PARAGLIDING FLIGHT -Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations. ..$19.95 HANG GLIDING FL YING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. . .... $9.95 HANG GLIDING TECHNIQUES by Dennis Pagen Continues where FL YING SKILLS left off. For intermediate to advanced. . .... $7.50 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview. humor, techniques and personalities.. .......................... $8.95 FEDERAL AVIATION REGULATIONS Federal Regulations covering ALL types of aviation. . .... $8.95 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more. .... $4.95 USHGA X-C LOG BOOK 64 pages. Very clean I For those who like to document their flight. .... $3.95 USHGA FLIGHT LOG BOOK 40 pages. The official USHGA flight log book. .. ......... ............... .... $2.95

$ $ $ $ $ $ $

$ $ $ $

$ $ $ $ $ $ $ $ $

Official USHGA Windsokrn Pink/yellow or pink/while. ............. $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Min. Glider design. Show off your flights.. .... $4.95 USHGA LAPEL PIN Beautiful multi-colored Min. Glider design. Custom shaped pin w/ military clutch and epoxy dome. .... $4.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used. ... $4.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last!.. ....................... $1.50 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Min. Glider shaped. Screened white on red.. .......... .......... ................ .... $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem. . .... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker...... ..... $ .50 USHGA LICENSE PLATE FRAME ·rd Rather Be Hang Gliding" PLASTIC-while with blue lettering.. . .... $5.50 METAL-(zinc) wilh white on blue lettering...... .... $6.50 "NEW" DAREDEVIL FLYERS Ill - THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ............ $24.95 "NEW" HAWAIIAN FL YIN' video. Hang gliding and paragliding in paradise! Awesome scenery1 (46 min.).. .. $33.00 "NEW" HANG GLIDING EXTREME video. Lei's you see some of the most spectacular sites and introduces you lo some famous pilots! (50 min.)....... ............. $34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold le\\ering. Wire inserts to hold 12 issues of HG. ....................... $9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range.. .... $5.95 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard Rogallo 11ying into the golden sunset. (Circa 1977) ............ $3.95 'Posters are NOT AVAILABLE on International Orders-SORRYI

$ $ $ $

$ $ $ $ $

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

CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _exp. ___~ Signature____________

SHIPPING .01 - 9.99 ADD $3.50 1000 - 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 lnl'I air add $15.00 extra

SUBTOTAL

$. _ _ _ __

COLORADO RESIDENTS add 3% TAX

$_ _ _ __

SHIPPING (see cl1art)

$_ _ _ __

TOTAL ENCLOSED

$_ _ _ __

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

COLORADO SPRINGS, CO 80933-8300

(719) 632-8300

FAX (719) 632-6417

ountry ou'll set re late. ds of pi ave pr ne! as, and i Vision g Glider acturers our indi • d patter

r less w

s soarable

3270