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

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

SUPPORT YOUR TEAMS

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 OFFICIAL WORLD TEAlv! PJN $40 OFF!CJAL WORLD TEAM SHIRT $50 or more vVORLD TEA1VI SHJRT & PIN (Include $4.00 S/Hfor the team shirt)

•••• ••• •••• • ••• ••• •• •• ••• •••••••••••••• •••••••••••••• ••••••••• ••••• •

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: For Men's Team

$_ _ _ __

For Women's Team $_ _ _ __ Total Donation

$ _ _ _ __

CITY_ _ _ _ _ STATE _ _ _ ZIP _ _ __ Please provide your telephone no.( ___ ) - - - - ~ - -

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

ONLY ONE ENTRY PER PERSON No donation required to enter Sweepstakes

The 1993 World team Sweepstakes is open to all USHGA Members excluding USHGA employees and their immediate families. Only one entry per person, with or wilhout a donation. AH 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 win. The \'Jinners will be notified by mail no later than August 1st 1993. Winning entries are not redeemable for cash. S\veepstakes winners must be qualified to use the prize safely in order to be eligible to lake delivery of the prize. Grand prize vliinner will have histher choice of one hang glider from Pacific Air.vave. UP International. or Wills Wing. The glider will be delivered by the manufacturers nearest dealer. The USHGA shall not in any way be held responsible for U1e airworthiness of the glider chosen by the grand prize winner. The grand prize winner will be responsible for the cost of transporting the glider from the factory to the dealer and any taxes incurred as a result of winning this prize. All other prizes will be given in the order drawn in descending order based on value. This offer void where prohibited by law

MEMBERSHIP APPLICATION

UNITED STATES HANG GLIDING AsSN. ZIP_ _ _ _PHONE(_) _ __ _

NEW MEMBER

__RENEW/USHGA# _ _ _ _ _SEX (MJF) _ _ _ _ BIRTHDATE____/____/_ __

*****************************************************************•·············································· ANNUAL DUES:

Includes 12 issues ofHANG GLIDING nu(gazine (HG J.)iviSiqn}or 6 issues ofPARAGLIDINGTHE MAGAZINE (PG Division), liability insurance, faurigs,and other benefits.

FULL MEMBER:

D 1 Division - $49.00 U.S. ($55.00 Canada/.Mexico*)($ 60JXJ Int'l *) . . . . . • . . $_ _ _ __ Please cheek one: D Hang Gliding CJ Paragliding·. D Both Divisions - $64.00 U.S. ($82.00 Canada/Mexico*)($87.00 Int'l*) . , ... $_______~

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

DJ Division - $24.50 ................................ : .. , ...... , $....;....~-,.;..._~Please check one: 0 Hang Gliding D Paragliding D Both Divisions - $32.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __

full member of same division.)

SUBSCRIPTION ONLY:

D 1 Year $35.00 U.S. ($ 40.00 Canada/Mexico*)($ 50.00 Ittt'l*) ........... $ _ _ _ __ D 2 Years $65.00 U.S. ($ 75.00 Canada/Mexico*){$ 95.00 Int'l*) ........... $·_- ~ - ~ D 3 Years $95.00 U.S. ($110.00 Ca.n:ada/Mexico*')($140.00 Int'l*) .......... $__-...;._ __

.................................................................................................... .......... . ~

OTHER OPTIONAL MEMBERSHIP PROGRAMS: 1ST CIASS 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 FAI license) ................................................ $_ _ _ _ __

•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• CHARGE MY: __MasterCard --VISA $ _ _ _ __ Credit Card# _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _Exp Date_ _ _ _-'/_ _ _ __ Phone:( _ _ _ _ )_ _ _ _ _ _ _ _ _ _ _ _Signature_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••• TOTAL

$~-~--

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

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

(11J92)

(USPS 017-970-20- lSSN 0895-433)()

33 Performing Crosswind Landings

36 Oh, Go Tow A Kite! © I 993 by Dan Johnson The cug that has revolutionized aerocowing hang gliders.

40 Site Reports

49 GPS - Now I Know Where I Am by Dave Chapman Know exactly where you are and where you're going with high-tech Global Positioning Systems.

Columns

Departments

Accident Reports ................ ................ ...... 17

Airn1ail ..................................................... ..7

Competition Comer ................................20

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

USHGA Reports .................................... 24

Calendar ofEvents ................................... 12

by Dan Johnson ......... 59

Ratings ..................................................... 14

Product Lines -

Classified Advertising .............................. 51 index to Advertisers ................................ .58 Stolen Wmgs ...........................................58

March 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 BE SURE TO CHECK OUT THESE OTHER BOOKS BY DENNIS PAGEN: •UNDERSTANDING THE SKY-A complete guide to sport aviation weather- $19.95 eHANG 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 ePOWERED ULT. TRAINING COURSE-20ground schools and lessons-$9.95

OFF SEASON UPGRADES It's minus 7 at 4000 feet, and you are happy looking at the new calender, remembering last summer and dreaming of next. And your harness is in the garage gathering spiders. Why not use the slack time to get that upgrade you've been thinking about? As an introduction and off season special, RC/ is offering free installation of any recovery system purchased this winter. You will get the benefits of rocket deployment as well as having your entire harness and emergency system inspected, and upgraded if necessary. At RC/ we are committed to providing the best system on the market today. We offer two models: LIFELINE for retrofitting to your existing emergency parachute, and SIDEKICK, a complete parachute and deployment system in a compact package. Both models feature: --proven design --remote mounted activation handle --built with the best materials and workmanship --enclosed cables and bridles for snag protection We offer a complete line of emergency parachutes designed and built to the same exacting standards, and service to match the quality of our products. Call or write for further infonnation. Dealer inquiries are invited.

RC/ 2060 A East Main Street Woodland, CA 95776 USA

I I I I I

SEND SCP~ER;\~:~ti: ;i~UCATIONS P.O. Box \01 MINGOVILLE, PA 16856

DEALER INQUIRIES INVITED Please rush me the books listed below: QUANTITY O Understanding Iha Sky . . .. $19.95 G Hang Gliding Flying Skills ........ S9.95 ~ Hang Gilding Techniques . . ...... S6.95 CJ Powered Ultralight Flying ....... Sll.95 ::3 Powered UL Training Course ..... $9.95 C Paragliding Flight. . . ..... $19.95 S1ve 10% order two or more books! S1ve 20% order 111 six books! Total amount for all books$ _ _ __ Postage and Handling $1.95 Overseas airmail if desired ($6.00!bookl _ _ TOTAL E N C L O S E D - - - - - -

SEND TO (Please Prinl) NAME _ _ _ _ _ _ _ __ ADDRESS-------CITY,STATE - - - - - - COUNTRY/ZIP-------

ACTION VIDEOS CLDUDBASE 3

HANG GLIDING ~

FLY CROSS COUNTRY, DO BALLOON DROPS, COMPETE. PARAGLIDE, TRUCK TOW AND HEAR FROM THE PROFESSIONALS WHO BREAK WORLD RECORDS. GO TO YOSEMITE, OWENS VALLEY, AND TORREY PINES, CALIFORNIA; LAKEVIEW, OREGON; TELLURIDE/PARIDOX, COLORADO. CLOUDBASE 318 INFORMATIONAL AND ENTERTAINING FOR EVERYONE. VHS - 50 MINUTES.

~fiteffl)ffii A.\ rri ~f1 r1fN\mi Ii\ =ri: ~ aiaJ!E~~~ 'i,...!.b~~al.~na)~s~ PUTS YOU IN THE AIR WITH LOTS OF AERIAL FOOTAGE.

• TAHOE/RENO AREA SITE GUIDE • MONTEREY STEEPLE CHASE RACE & GUIDE • TELLURIDE: HIGH ALTITUDE SITE GUIDE, AEROBATIC FESTIVAL FOR BEGINNER THROUGH EXPERT PILOTS WITH HANG GLIDING ANO SOME PARAGLAOING. VHS - 90 MINS.

THERmlK - THE ART oF FLYING

EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PARAGLIDING FLIGHT: FROM THE FIRST STEP TO PROFESSIONAL COMPETITION FLYING. ANO FROM SAFETY ASPECTS TO METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON-PILOTS. VHS - 40 MINS.Ad f V'd SEND CHECK OR MONEY ORDER

Phone (916) 661-7243 Fax (916) 661 0528

CLOUDBl\SE 3 _ EXTREME ... 34.95 SIERRA CLOUDBASE II . . . 29.95 THERMIK .. 49.95 POSTAGE & HANDLING . . .. 4.00

ven, ure

Paul Hamilton 4750 Townsite Road Reno, NV 89511 USA Phone/FAX 702-849-9672

CALL OR WRITE FOR OTHER ACTION VIDEOS

Leroy Grannis l'/wtogr,1phrrs

/1/us/r,1/or Hoyl, Wrir,,,s Tim Rinker, l)esiµn Consultant ()tfiw

surr

6) l'rotcctio11 l,,r the release pin shrndd be provid-,

Jcny llruning, [xt•culiw Dir<'ctor

ed ro reduce accidrntal movcrnen, of the pi11 prior 10

Huller, Ratings & l(T''s [v.)ns, Men1l)C'l' Sc~rvie<:s

h1111ching. 1 applaud Mr. Hryclcn'.s contributio11 ro the tow aspect or our sport. Additional suppon and ed11

Special Projects,~ Cornpetilions

Siu Cl,1rk, ln•;ur;rncl' & Mernlier Scwin•s Jeff Elgar!, M,1rkelit1g & Adverlising D. Dean Lcycrfo, Merchandise Services

cation in this area can only serve to keep scnsdcs.'i

injuries and fotalitics from recurring.

USNCA OOicers ,md Exerntivo Commitlr•e:

Brad Lindsay Reel Altitude

RLCION I: Ceiw M.itlhPws. RLCION 7.: Lynd;1 Nc.,lson, Russ Locke, R.iy Leonard. l<[C.ION : Joe Creblo, S,mdy l<ing, C,rcgg l.,1wless. RFC,ION ~: Rod Ihuser, Cb1 Nicol,•!. lffC ,101'-i Mik<' l<i11g. RlCION 6: Ro11 l<Nmr,y. REGION llill Bryden. l<U;JON B: R,mdy Ad;rnis. RECIO~I '): l'ei<• lr•h111a11n, Willi,un ffon1H,lt. Rl:C,l()N 'Ill: Matl l,ilwr, Rick Jamb. f,ECIUN 11: )df I lunt. REC,iON 1 }: l'aul Voighl, 1';11,I Rikr•rt. Dll<EC !'ORS Al !ARCE: flan Johnso11, Jerry lorburger, l,111 Joh11son, 1Je1111is l\1ge11. HONORARY l)lf<J:CTnRS: l<en llrown, Jim /t>isr·t, Doug I lilclr,•th, ( ;.w. Meadows, Tom l<reyclw, Mik" Meier, i<oli l<ells, F1ed S\()(:kwL'il, C;regg McNa1nc'e, Michael l\oh(,r1son, Dav<' llroyk>s. l:X-01,J'ICII l DIRI( TOI\S: Ari Ocr,nfir•ld (NAA), l<en ll,1ir11 (l'.ir.igliding). rhe lJnitcd St1tr•s I I.mg Cliding Association Inc. is ,m sporls orga11i1-alion ;:1ffili<:1!cd wi1h !hr• N,.1!io11c11 tl1c offici.,I rrvrcst111t<1 ! ivt: of llH! 1·{,dl'~ra!ion 1\ero11;:1u1

1\r'1'li11autic Associ,1lio11 (NAA) which lnlcm.ition.ilr· (l'AI), oi the world

Dear Editor, I )ick Fipper, founder and numhcr one member of' the l lnilCll States I fang ( :liding Association, died on 5 I, 1'J'J.l. II was his List wish to he crcm,ucd his c1shcs llown out over the ocean at Shclrer ( 10 he released. Mv

who knew him arc

n:ro;nmenrlr1tlons 1/S

rncinoncs.

oppo.,al n'q11iffmmls. l'rolffl111g !hr' rdl'flW' pi11 will, 11 porA'e/ ii slides i1110 is f/11 il/'J!l'/Ji/c/1 lo IJJ'f'l'l'III J/w 11s !(Jrh' shown JJ1 Figllrt H Si11rt 111 m/1ieli/' 1/J,, s11111r' r!'s11!ts, I 11n"m!l'11m

S,rndra Mc( (j\

l,ndy

:>por! avidllon. ThP N!\A, which l'C'prcr;;cn1s U.S. ;ii F/\l rnueting\ hit'., lo llH' US! 1c;/\ '.)t1pP1vl...,ion o( FJ\l .. rel.J!ed Jiang ;icl ivities such il\ record 1ltlt'ff1pts ,rnd cornp(>lili<)n s;.1nc!irn1s.

HANG CUDING m.ig:vi1w is published fm han1: glid,

'/ /!1'/i'l'flhr1d,f·rm1 llmd is rl/!J>rt'ti11terl. gcslion is rig/ii m1. Wr.itllii.Wrlixre1'sr1.11he mmfj{)r I ln1Jl'l/-type /Oil' hridln wl1ne J/,r 1s I O(C'et ,1w11)'ji'{))n the pilot. Srm1eho11i wrjiJ~~ol t/1,11 1md, tow rt!mscs tiff o/im posi1ionl'd dos/' to 1l1e pilot, Jl('(('Ssitr1tilig ii rtq11irl'mml !hilt thl' !rip cord 1/tl!lrlll' the fflr11se wilh 11 p11// iii fl//)' dirfftio11. With ffjji/'/'I to p11/l/i1ffl', I too prc/h 11 p11/I o(,n,m po1111d,, or so; ii j1,.,,tji,1,l,, r~Rht. /'/Jis /(1(/S ril'h11tcrl illlll tN m11dud!'d 1/i111 Llw idml relmsc p11l!ji11rt shrm/d i101 ht Im! milwr 1hc/im·1' 111 11,liirh 1/i,, pilot 'r rmnmoomr·r1, Id like mol'l'jiwlhmk o(yo!l 1hin/,? '/t;e r1'm11i11i11g rm11mm1s ilrl' 111udi r1111tcli ii /isl I hr/Iii' m1m111s

COMMFNTS I k,11 l'.di,or,

I ill<' :inicle hy !\ill l\rydcn 011 releases in the Fch. ''),\ i"uc. This 111:11<.:rial is essrntial 10 rhc

ing sport c:11thusi.:1s!~1 I() cn!dlr• furlhcr inle1\•st l11 !he

sport, a11d to provide an c~duc11liort)I lorurn lo tHlvr111n' gliding methods ;iml sdlcty. Conlrihu!ions arP Anyorn~ h invil{ld lo contributt' artidc~s, plio-

toc~, and illt1s1r<1!io11') COIK(.'rning h<111g gliding dC livilic s. If ilw ni,1l('ri:il is lo Ii" 1,•111rned, ,1 sla1u1H,d, sc.•lf, addressed return must lw r,nclosc.,d. !\otiflct1lion mus! ht! rnade '.;ubrnis-;ion lo otlH!r !vmg gliding li/\NG GUDING rnag,1zirw H'SC'rves riglit lo c:(!it <:t)fl1ril)\Jli<)ns whPre necess(lry. 1

The /\ssocialion cmd publication do not assume rc:spon-

sibility ior llw m,1\erial m of contrib11tors. HANG CUDING ,•dilrnfal r,'J'iO A1ago" Circl,•, Suit,, r,, fl11en;i Park, C:A ')Or,:w (7H) 994-:lO',O. HANG GUDING (ISSN OB'lS 11 l\x) is published lnOllihly by 111<.' lJuil<'d Sid\CS 11,rng Cliding /\ssocialion lnc. 1

.1).SC)

F. Pik('S P(stk /\v(:., Suilc~ IO!,

Colorado Springs, Colmado BO'lO:l (7'1 'J) 6:l). ,IUOD. Fi\X (7'1 'J) h:J2 .(,11 Sr•cond class poslagc' is p.iid al Color.ido Springs, CO ,md .it addi1ion.il 111,1iling offic,•s. l'OSTMASHR: SEND CIIANG! OF AIJDRESS TO: I IANC CU[)IN(;, F.O, BOX 8lll0, Colomdo Springs, CCJ Hll'ffl-BlOO.

The USI ICA is a r11(•rnbe1-co111rolled sport and educ;,, tkmal orga11izatio11 cfodicated to exploring ;,II f;icE'ls or unpowmod ul1r;11ight rligh1. M1•1nbershi1' is 01x•11 to ,1nyonr, i111,•1·r:s1cd in this rrnlm of flight. rlues for full l11C'111i)('!'SJiiJJ ill(: $1l),()() per year (of wl1icl1 .fl .'i g(lC'S to llw publicalio11 of 1/anr: (;tiding), ($:i:i C.111acL1 & l'v1exico 1 $(>0 foreign);

$:JS.00 ($40 Canada ,'I. Mi,xico,

rate!; (>tlly are

forPign).

of address should be senl six weeks fn 1Hlvt:tncz11 ing name:, USI IC/\ number, previous ,ind new addruss and a mdiling label frotn a feC!~nl issue.

MARCIi 1993

VOLUME

ISSUE No. 3

rictiCl', 11ill and vrror ~md

ti SO/ll'Cf'

l\clrJ1c I mrnrion specs, I need to ,,grec with the listed on

mj11ries. I r1/most hm/1 /mi 11'1)' tl11mgh1s 111,1/url'd 11s 11/t((/J 011 t!1is, I/lid I m1irmilli2ed /moi11g ii 11111 rm sinti' ii i111io//ii's 111/J/'r' ilir//1 die 1101111/ rdl'l!st. '/he r1rn1111nt 11111.,s (wt~Rhi) o/1hr 111111r/ii11g it lo 1hr' pilot hridJr,, 1hr' tOfii filit tr1uion 11t reltilst 1md Lhl' o{t/11' rcll'rN' (i);d hridle. ·1 fir' rnliSNfllt!lr'l'S rm' o/J1Jio11,J)' llj/i,,'lr'd hy iohi'i'I' the idm.ff' ,., mp11hili11, r{m/7ir'ti11g mjmy. !'/I co11tin11c Lo 1uorh 01111 Roods111rp-)1m/,; tc.1'/, /illy lo help i111pro1;1· "f!Orl mid I r1pj>rtcir11e tlir 11ssis11111ff. '/h1111hvou /Jn1rl.

~Kl ll;\

cl!l

release line pull ten.sion. The .l0° limitation 1eL11ivc to 1he force in line of' low is Further, :ls rncntio11ed i11 the article, a 111a,im11m force o(25 lhs. exceeds sali, Ii mils 1,,r a tow rclc:1\c.

for:, wellarc :iddi1ional release iu wha1 l lc:cl is order or importance: Rckasc lit1c must ;1ct11,11c release with dw same

pressure in a11y directio11 - - up, down, hack sidcw;1ys or forward. ).) Tcmion applied to t hc release line should be a lllinilllUlll o( three' ll,s, Stdt ic ,llld lllaxirnmn of' SeVCII lhs. loaded. J) ·1 'lit: rclc:isc should h:ivc no mechanical p:irts which would render till· release inoperable due to dirt, abuse or 1c111pcrature. ,i) ·1 ·hc or 1he n'lcase should be kept to a min,, i111u111 to reduce injlll'y ro the wc1k link or liuc This tinn oC rnccil tow ring.'> a11d 'i) The release line lllllSl s1:1y ro rlw relc:lS<.' alter hei11g 10 reduce ,he hazard oC becoming tangled on i11srrn111ents, harness or rnn1rol li-:u11c 011 li,d :ipproach.

!iii/

!!ANG GUDINGCOMMEN'l'S Dear Editor, the format or the Ja1111ary iss11c I like the old covn let t cri ng. It had m11ch appeal. Don't somcthi11g 1ha1 is already good. This new format wid, the Ull(lerli11cd headings, snow/lake :111d crooked pirn1rcs is I\ORI NC:.

~ Air Mail Please give it back to us. I have cherished every issue of Hang Gliding I ever received. 'v(lhen I saw this one I was tempted to throw it away and I hadn't even read it. Hang gliding is noble and I would appreciate moving into the foture with some noble traditions. One of them was a very nice magazine. No change just for the sake of

hoping rhar all upwardly-mobile pilots share the same kind of interest in enlightening and candid articles, I'm sorry, bur I like to squawk. Personally, I look forward to reading more articles about other pilots who are courageous enough to share insight, wisdom and safe adventures, which is expressed most importantly in the way we fly!

change. William Swanson Indialantic, FL Dear Editor, To use a quote from \X1inston Churchill: "Never have so many owed so much to so few!" I wish I had some type of award I could present ro you for the eHorc you have put forch. To me, the pleasure I derive from flying and socializing wi ch other pilots is just part of it. If I lost the monthly "gliding rag" those long winter months would be unbearable; even those short summer months would be kinda bland. In my opinion, Gil, the sport just would nor be what it is today if it were not for the platform you present each month for rhe exchange of info, ideas, stories, pictures, lies, ere. Think of ir, no easy way to sell rhar old glider, and having ro listen to your flying buddy tell lasr summer's X-C record story over and over (the day you caught the flush cycle). \\(/here's my mag? Here's to another successfol year of publishing for you, and a cloud base year to all. Ray Cline Russellville, AR

COURAGE? Dear Editor, If the USHGA Competition Committee is concerned about why so few of us choose to participate in our regions' competitions (Feb. '93, pg. l 4), I suggest that they turn to page 29 of that same issue. "Sky God" Brad Koji' s final quote in that article (under the heading "Courage") reads: "If you have fears abour whether or not what you are doing is sate, you probably are not going to win." Fortunately, most of us do have such "fears," otherwise the accident reporrs section would be significantly more grnesome. \'ifhat some call courage others call foolishness; what some call fears others call con1n1on sense.

Colin Peny Santa Clara, CA

Dear Editor, In response to brry Tudor's interview ("Sky Gods Speak," by Davis Srraub) I'd like to rhank L1ny for a ve,y open and informative article. Thank you for also addressing your personal fears and concerns in the "Dangerous Times" portion of the piece, particularly where you expose rhe dangerous misconceptions and misleading articles appearing in recent years that describe hang gliders skirting thunderstorms with a supposed degree of safety. Bravo! l wish more pilots had the guts to speak their minds about the realities of our sport and the air we fly in. If I sound like an "01' Crow," by wishing and

Chris Perkins Fresno, CA

PERSONAL EMERGENCY INFO Dear Editor, Several years ago I was involved in Spores Car Club of America car racing. There was a requirement that drivers have emergency information labeled on rhe back of their helmets. The purpose was to aid emergency crews and hospitals in case of an accident where the driver was unable to communicate. The habit of putting information on the back of my helmet carried over when I began hang gliding. The need for some way to tell people about yourself becomes even more critical with the type of flying we do today- cross-country. The probability of an accident increases when landings are made in unfamiliar landing zones, where wind direction and turbulence may be unknown. If anyone is around when you land, it will probably be a stranger. If an accident should occur this information would be helpful at least, and critical for survival at most. This information can even be of help when you're flying and landing at a local flying site with friends. About a year ago, a local pilot had a serious landing accident in which he was rendered unconscious from head injuries. Another pilot and I. along with an Emergency Medical Technician who had stopped to watch the flying, were the first people to get to him. 'v(fhile the other pilot went to call an ambulance, the EMT started first aid. 'v(fhen rhe ambulance arrived rhere were a lot of questions: Who is he? Where does he live? Who should we call? When we got him ro the hospital and were waiting for a helicopter to move him to a trauma center, the emergency room started him on an IV. It dawned on me that he was a diabetic. Needless to say that was important information for the ER doctor. The moral of rhis stat)' is that ir's a good idea to have information with you when you fly that others can use in an emergency. I put basic information on the back of my helmet: foll name, foll address, telephone number, next of kin, blood type, allergies, any special instructions and medical insurance numbers. The insurance number not only speeds up the paperwork, bur in many areas is an identification number into regional databases that may list your doctor's name and provide medical information. You could get fancy labeling your helmet, bur I use a tried and true DYMO labeler. !rs cheap, quick and may save your life. Pat Caulfield Eagan, MN

BAD SCORING SYSTEM Dear Editor, As always, one of the highlights of the wimer months here in the East is receiving a new issue of Hang G!idi11g. You're doing a great job. Don't ever quit! I read Dennis Pagen's article on the Sequatchie Valley Team Meer with great imerest, having been a participant in this meet on rhe Mountaineer team. \'(/e're even in one of the photos accompanying the article (sining on che ramp). Consequently, I'm most reluctant to criticize or disagree with someone of Dennis Pagen' s eminence, however, I feel compelled to do so. The three-tiered scoring system used for the first rime in this meet left much to be desired. This was rhe shared opinion of 90+% of rhe pilots in attendance, most of whom come to this meet because of the relatively low cost and laid-back annosphere that have been it's trademark since rhe beginning. Ir also rakes place at great flying sites during a favorable rime of year when the flying at many other sites is winding down toward season's end. Basically, ir's a fun meec for those pilots who have neither the rime nor the money to fly in rhe high profile competitions around rhe U.S. or abroad. As a member of a team of"lesser ability" (we've gone all three yeats and were next to lase place the last two years), I would leap at rhe chance to fly against a manufacturer's "Blue Chip" team even ifl had linle chance of winning. Just having the opportunity to fly against and with pilots of that caliber would be worth the price of admission. I would prefer competing on an even playing field going head to head (or wing co wing) with worthy opposition. This does nor detract from the team concept since you arc still required to get as many members to goal as possible. This makes cooperation among the various team members a necessity if you expect to score well as a ream. Everyone wants to win, but rhe main thing is having fun and rhar's why we come to this meet. I would say to Dennis and Rick Jacob, return the meer's scoring system to its previous format. Ir worked fine for rhe first two years of the comest and ifit ain't broke, don't fix it. No one comes to this meet because of the scoring system, bur there may be chose who won't come because ofir. Jim Rowan Cumberland, MD

PRESERVING FLYING SITES Dear Editor, Obtaining and maintaining access to flying sires rakes many forms. In some cases much negotiation and complicated procedures enable us to fly, and in other cases we simply know rhe right way to sneak in. Of course it is imperative that these efforrs be coordinated to ensure that we are nor inadvertently working at cross purposes to each other. l believe most pilots actively support efforts to maintain site access, however, we know rhar many important issues muse be continuously restated in our magazines to keep rhese issues on the from burner. In addition to the disclaimers on rhe ride page and ar rhe beginning of rhe classifieds I would like to HANG GLIDING

Air Mail~ see the following placed prominently in each issue of Ha11g G/irli11g magazine and Pamglirli11g The J\1t1g11ziilC.

"\'\laming: Before flying r/1/_)' flying site, you are obligated ro contacr any local pilots to obtain the hucst information regarding access procedures, hazards, and any other protocol pertaining to that site. The USHGA provides a sctvice to its members whereby members can request names and phone numbers for any zip code area even where no clubs, dealers or schools exists." To introduce this "Surgeon General's \'\laming," as Jerry Drnning jokingly referred to it, as a regular "foamre," the following can accompany this new monthly disclaimer. \Xlho regulates flying sites and by what authority? \'(!ho are the locals and who arc the visitors' The important points to remember here are these. Hang glider pilots are few in number and paraglider pilots are only a fraction of that. It is vital chat we share information to avoid alienating chose landowners or government officials who control the land we use. Every site is diffrrent. There may be a written agreement, a spoken agreement, or ,1 siruarion in which the locals have learned ro somehow conceal what they arc doing to fool the landowner. However a sire is used, those pilots who use it as their primary flying area have the most to lose if some local protocol is violated and the sire is closed. The responsible and courteous visiting pilot must deter ro the wd1es of the locals, however inconveniem ur burdensome it may seem to be to "jump through all the hoops." A few simple steps can ensure that you will be well received and assure you of n1axirnu1n airci1nc and minimum hassle. First, plan ahead and call ahead. Available through the USHGA office in Colorado Springs is a directory of clubs and businesses to contact. In addition you may request names and phone numbers of members in a particular zip code area. Generally the businesses, especially the schools, are the easiest to reach, have the most up-to-date information and have a vested interest in providing the most concerned assistance (it's bad business ro lose sites). Alrlwugh a great deal of guidance is provided ro visiting pilots at no charge, that guidance requires rhe same time and expertise as instruction. 'vlany schools will have an orientation lesson which is by far the best way to learn a new area. Sometimes a highly developed system of USHGA observers and instructors can provide guide service through a local club. Since they are nor in the business, it is particularly important that you be considerate of their time. It's unfair ro simply arrive unannounced and expect ro fly that same day. Ir's reasonable to expect to do no less than local students do to qualifr at a new sire. Second, provide a current USHGA membership and a rating that is the highest you qualifv for. (Obtain it before you travell) Remember, a rating is not self:,nvarded, iris an affirmation ofwimesscd tasks by an observer or instructor. Thar is, you arc nor an Advanced pilot by declaration. You are an Advanced pilot when the USHGA application for Intermediate or Advanced rating is filled out and signed by your USHGA observer. Your rating is not a permit, however, so be prepared to provide a logbook and submit to an interview. If you have nor m,1inuined a log, a reconstruction done with some

MARCH 1993

care can still be credible and shows a willingness to cooperate. Lasrly, your attitude is evetything. lfyou are cooperative, unassuming and forthcoming in providing answers as to your experience, you should find the locils helpful and receptive. The manner in which you carry yourself may convey much more than your rating or log. Remember, only rhc locals have an understanding of the delicate balance that must be maintained ro retain access to their local "turL" Don't presume to judge their customs. \Xfhcn in Rome ... Ken de Russr Santa Barbara, CA

BAD AIRLINE I TUDOR COMMENTS Dear Editor, I was talking with Tony Barton recently about a trip he attempted to Australia. After flying from Arizona to Los Angeles he and his girlfriend were checking in for an American Airlines flight to Australia, when the\' were rold that their oversized baggage (gliders folded to 12 feet) could nor be taken along. Apparently American Airlines has established a policy not to carry hang gliders, regardless of size. Tl1ey returned to Arizona wirh their gliders, and all of their money was rdimded. Small wonder that American Airlines lost a record $700 million last ycar 1 I consider rhis an affront to all American hang glider pilots and the USHGA. American Airlines has prevented Tony Barton, a National Champion, from representing the U.S. in international competition. I recommend rhar all pilots avoid AA but if you must fly with chem be careli.d what you tell them abour your oversized luggage. On another matter, I recently found our that Lury Tudor will be barred from competing in the upcoming \'\fork! Meet in the Owens. The idea that Lany is not qualified ro represent the U.S. is inconceivable; he is by far the most experienced and successri.tl Owens pilot. In other countries the pilots arc taking for granted that they will be coming up against the Master himself on his home turf. I suspect that his omission from the team will hurt both American standings and the value of the meet, as judged br the international community. I hereby ask the meet director to extend a special invitation ro Larry to fly as an individual, not on any ream. \'(!hat harm could it do? Lury may have already been too insulted to accept. All other countries would do almost anything ro have a pilot of Larry·s caliber on their teams, mavbe we should rot Iionically, Larry's participatio1{ in foreign meets has led to his slide in the national standings. Wfe need ro rethink the selection process, to rake into account competitions that involve the pilots against whom we will fly in world meets. Eric Raymond Lake Elsinore, C:A

TOW ACCIDENT Dear Editor, I just read the accident report on the rowing fatality in Illinois. Although it seems that a combination of errors led to an unnecessary death, I can't help but ask some questions. I) \Xlhere was rhe row operator? He should have been sitting next to the row line with a knife. As a winch builder I get many requests for controls long enough to be placed in rhe cab. It's a little hard to jump our of the cab to cm the line no matter where the winch is located. ru l have stated before, USE A FULL-Tliv!E \'(fJNCH OPERATOR \'(fJTH A HOOK KNIFE NEARBY! While driving and rowing is possible, it is dangerous and will eventually lead to a situation like this or worse. \XfJur could be worse? Tandem. Bud Brown states in the article that "a light weak link would only help if the pilot pushed our when the line got tight at the exact rime the glider reached the end of the rope." This may be true if the glider were flying at rrim. However, if there is slack in the line, the inertia of rhe glider's forward speed will easily break the weak link when the line gets shock loaded. Example: Take a pencil and place it over ymtr longest finger and under your index and ring finger. Push down the top fingers in an effort ro break the pencil. Hurts, doesn't it? Now change hands and slap the counter with the same configuration. No pain, broken pencil. The combined weight of a pilot, harness, chute and glider should easily break a weak link if hung together in a static configuration, add some inertia and presto, no problem. 2) Who hooked up rhe row line? The surrepritious problem which is rlunded through this whole incident indicates that the pilot, driver and row operator didn't recognize a problem when they saw it: improper row connection, lack of communication and improper procedure. We have ro keep accidents like this from rcrnrring. If you don't know what you're doing, get proper training. Brad Lindsay Phoenix, A7,

COVER PHOTOS Dear Editor, The January '93 issue had ycr another photo of one of hang gliding's de facto demi-gods deeply into a loop (or at least a very steep turn). As a Hang II pilot I have two concerns about this admittedly stunning cover photography. I) I belie,·e the weighted average pilot raring would work om to about Hang !I versus the Hang IV-V that these guys probably are. The point: know your readers! · 2) Think of our wives and mothers. lmagine rhc scene. Look dear, I want to do this somedavl How many potenrial pilots have had their wings.clipped due to this? l'm not saying I don't like rhe shots, actually the opposite is true. Perhaps members could periodically receive an issue in plain brown wrapping. /\fare Sachdev Pittsford, NY

(Quantity, !tern, /)onor, \ltdur) 1 The ARC l lelmct, Jim Lee, $:300. 5 Clouclbasc Video 3 llang Cliding Exrremc, Adventure Video/Paul I lamilton, each. I Aerodyne Helmet, Sail Wings Hang c;Jiding/Paragliding, 1 UP Cc:ir/Harncss/Backpack, Desert Hang Cliders, 1 :3,000' 3/1 (i'' rol! Ultraline, Cajun I Lmg ( ;liding Club, $ I 05. "Smoothie" ·fow Releases, Reel Altitude/Brad Lindsay,$ 45 each. I Davis' liirbomcrcr, Non h Amcric1 l\iraglicling, $1 '5'5. I 'lwo-sided silk screened sweatshirt, North America Paragliding, 95. 5 'lwo-sidcd silk screened· !~shins, North America Paragliding, $15 each. 1 Full,.Face Integral Helmet, Sequatchie Valley Soaring, $185. I CC 2000 Pod I !arncss, C:emer of' Cravity, Inc., 1 Medium 'frainer Harness w/hag, McNett I l:1rness Co., $1 1 Motel accommodarions for two, C:harranooga, ( Air Sport Mme!, $(i(J. 1 J()<)!b off purchase of Blackhawk I lamcss Silver Wings lnc., 30<;b off through 1 12 llangglidingTshins, Kiny I lawk Kites, $14 - $19 each.

h's thar cimc again, already! Yes, the window is now open for 1994 calcncfar photo submissiom. We were overwhelmed by the incredible success of last year's calendar and rhc great phorography received from rhe membership, and hope for the same this year. Deadline is 31, 1993, so either srnrr going through your slides orlast year or st11rt shootin' now. I'm looking for slides (we prc/c:r slides for the absolute bcsr color reproduction possible) of/lying, bunching, landing, flaring, setting up ... you name it. Sl•'.N D T!lJ<'.M IN! Don't be shy. Yom plm tograplry will he 1rc:11cd with the utmost care and properly returned. J11st think, your photo the pages I()

oFthc world.famous USHCA Calendar. Im rnonalizcd fur one whole month! Bm it cm't happen if you don't submit 'cm! Please send ro: US! !CA Calendar, Attn: Jeff Elgart, 1:0. Box W,\00, C:olor:ido Springs CO 80933-8300. Ir you should have miy questions, please don't hesitate ro c1ll at (719) 632. 8:'>00.

fly with us. We pilots!

like to meet new

hy Rohin

The Central Carolina 'lcJw·to-Soar Cluh, Steve Bland, Prcsidcm, Lot U, Shangri-la, Apex, NC: 77'502 should have bcrn listed as a chapter renewal in 1992. We regret lc;ivthcm Olli of the oflicial listing.

In the January '93 issue of !-Ttrng Gliding; we mistakenly reported in the Ratings department that Joseph Collison received his novice raring, when actually Joseph Cullison was the recipient. We apologize for l he error and now hopcf1.illy Joseph's frirnds will believe him. Thanks Joe!

The Rio Crandc Soaring Associ:11ion is asking r;ir your help. We administer, among others, the well-known Dry ( :anyon /lying site. This is an excellent, consistent desert soaring sire with one drnwback: rhe road. The RCSA loves to have visitors come and fly Dry Canyon, hut rhc !iW[) road to rhc launch is in sad shape due to use and unusually wet weather rhe List couple of years. We arc trying to raise ahour$ l ,000 to have a bulldozer the road chis spring before the Dry Canyon 1:Jy-ln. The RCSA is a small cluh and we don'r charge visitors to fly our sites. We arc asking now for donations to our road fund. Iryo11 think you might fly at Dry ( this year, and want to help, please send in whatever you feel you can to: Rio Crandc Soaring Association c/o Cindy 'I 1314 19th St., Alamogordo, NM 88310. Thanks a lot! And whether you contribute or not, please come on down and

·1 he Swifi ncsign lefi): nr. Stephen Morris of Sttrnfrmi Brian Robbins, Hric Heckman, Bricm Porter of Bright Star l'ro{r:.1:,01· flan Kroo o(Strmford University. The Swifr foot-launched sailplane was recently chosen as the (;rand Champion overall winner in the Aviation and Space category of Populr1r Scimcc magazine's "Best of What's New of l 992." Each year Populc1r Science chooses the top 100 achievements in science and technology, and for rhe first time ever, a hang glider design has been chosen. The Swifr is a composite rigid wing glider that features novel aerodynamic innova·tions and statc-·of:.thc-art composite con st ruction to achieve sailplane-like perfrirm:mcc with f(1ot-launch capabiliLy. Runners-up in rhc Aviation and Space c!lc· gory include Burt Rutan's Pond Racer, ,1 !iOO·plus mph race plane, and an upper atmosphere research satellite huilr by NASA. This past year the Swifr demon· stratcd its performat1cc by winning rhc 'forrey Pit1cs Windsprinrs competition and rhe Owens Valley Pre-World Meet, placing first and second overall. Professor !Ian I<roo and Brian Porter accepted the award at a lavish ccrcmot1y held recently in New York Ciry. The award prcscmations were report· ed in the l )cccmhcr 1992 issue of' Pop11lc1r

Sricnce. It is a very positive and significant statement for the sport of hang gliding when :1 major magazine chooses a hang glider design as the hcst new idea in aviation. I HANC C111 )INC

think this shows that the public is still excit· ed about /{)Or-launched aviation and helps draw their attention back to hang gliding. The Swift is manufoctured by Bright Star Gliders, 48 Barham Ave., Sama Rosa, CA ')5li0'7. A promotional video rape is avail. able for $2/i .00.

hy Steve Morrir

The Lambie l .id air sports helmet fca·· rmcs thick, rigid, polystyrene foam for absorbing shock and a rigid kcvlar/carbon f1be1~ hand laid shell bonded Lo the liner. 11 weighs only 11 ounces. Special upholstery includes memory foam that adjusts 10 rhe head, and a shaped, soft front edge that keeps the air our for low cfrag and better hearing. The helmet is shaped in front and hack so the wearer can tilt the head up to see without having it push down in front. The harness is nylon A front and b;ick. Price $160. Contact: Jack Lambie ('71/i) 779 1877.

Attcmion pilots in Wisconsin, Illinois, ,v,,,""'1"."", and Jndiana. Send in your hest cross,country flights. Specifically, I'm lookfor over 50 miles. Once I receive this information, I'll write a short article for the: Update or ( :ompetirion ( :ornc:r col mnn, including a lis1 ofrhcsc flights. The: purpose is two-fold. Erst, lo pilots in the Lake Michigan area to out about activity that's in their region hut oul· side their local flying :1rea. And Lo !er the rest the COlll11TY know of' the gre:11 flights made here. Bunner has made several 1001 mile

M,rn:h 1993

flights in Tllinois, but arc there any 1()(). milers in Wisconsin or Michigan? Who was it who made a 100+ rnilc: flight a few years ago in Southern Indiana? I'll need the following information: dis· tancc flown, takeoff and landing poims, your name, address and phone number, and the n;nnc and phone number of'somc· one: who can confirm the flight. Send this information ro: Spectrum Hang Gliding, 51 I G Pratt, Skokie:, IL 600T7.

Another chartC'.r member of the sport of' hang gliding is celebrating his 20tli anniversary in the "hi/' this month. Pat Dencvan's Mission Soaring Ccnrc:r has been going strong since 19'73, when he opened his garage door LO become Northern California I fang Gliding Supply. I Ic and five friends built a hang glider using real aluminum tubing instead of· the popular bamboo. Ccning a good price meant lmying a ton of tubing, so Pat was in the hang glider rnbe business. Afrer several years selling $150 hang glider kits and a name change to Super Fly Sky Sails, Pat decided that instruction was his flrst priority, so he left manufacturing to the Wills Boys and concentrated on a firstclass school, convinced that he could improve on the tl1en·currc111 approach of flying students from a hill nntil they stopped crashing. Pat understood that good naining also meant good sites. lfis efforts helped open Bay Arca sites like Marina and Fd l .cvin. When the premier training site, Ed Levin, opened in 1978, he moved to Fremont, CA and opened Mission Soaring Center. In l 985 he moved to Milpitas, CA, Ed Levin's doorstep, to build a custom shop devoted to chc sport. Mission been a leading innovator in the tr;1i ning art ever since, hacked by a first class service and supply shop. Mission has light wind training gliders, custom training harnesses, flight simu .. and improved training techniques. !\n's cffons have comributcd to the: m:1jor lnstrucror Certification Program revision starred last year. I le has also been the inspi· nition hchind the new USH(,';1 lnstrurtor, a

journal for USHGA·certificd hang glider instruuors. Looking back over 20 years of hang glid ing it's astonishing how far the spon has come. Mission Soaring Center is proud of its role in that evolution. They will he holding a 20th anniversary party on March 20, 1993. Contact: Pat Dcncvan (408) 2(121055.

A historic aviation gathering occurred [ kccmber I 6 on Jockey's Ridge, NC: when Lt. Gen. Lawrence Craigie (first military jct pilot), 90 (left), took a hang gliding flight wirh Kitty lfawk Kites. Observing was J:rancis Rogallo (center), who invc:mcd the flexible wing. Also flying was Scorr Crossfield (right), flrst pilot to break Mach 2 and :1 and first to fly an X-15. C:raigic: was honored at the First Flight ccrc· mony on December l '7.

Air Wear Sports is proud to announce rhc overwhelming success of its EX harness. Sales of more than one per day have promp1cd the cxp:msion 011he Company. Air Wear has licl'n manufocmring high quality harnesses fc)r three years, and shi1)pcd I (J EX harnesses in 1992. The harness features: comfonablc design with firs1 .. cJass workmanship, any color combo (30 colors to choose from), plenty ofsrnnquick dard storage (radio, glider bag, entry and exit, foll upright flare ;rnrhority, ITS (In.flight Tilt competitively priced with excellent cornpany support. For more information contact: Air Wear Sports, PO. Box 109/i, llc:rrin, IL 629li8 (618) l '7. Dealer inquiries arc invited.

l!I 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). Iterns 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: Jvfo1111tai11 l,Vi11gs 3rd Amwrt! "up the vallq mn "X-C challe11ge. $ l 00 to the pilot with the longest flig]l[ north and $200 to the first to land at Rhinebeck Airport. First place gets name on perpetual trophy. $15 entry. April 22-25: JCP b;, Pat De11eva11. Four-day program includes launching & landing seminar, instructors seminar and material from Michael Robertson's Charts of Reliability. Very intensive program. Sept. 25-26: 211d A111mal Vision Cla,,·ic and pig roast. Low key fun fly-in, tuning and maintenance seminar with Ken Brown of Pac Air. Contact: Mountain Wings, 150 Canal Sr., Ellenville, NY 12428 (914) 647-3377. Until Dec. 1: 1993 Regio119 Yet1rlongX-C Contest. Recognizes the longest flights flown in Region 9 between Feb. 1 and Dec. l. $5 entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. Until Dec. 1: Tennessee Tree Toppen· Yearlong X-C contest. Flights must be flown from TTT sites. T-shirts, jackers, trophies. Submit entries to: TTT. P. 0. Box 1286, Dunlap, TN 37327. March 5-7: lnstmctor Certijimtion Progmm. Candidates should already have completed Apprenticeship and Red Cross. $150 in advance. March 13: Assisted Windy Cliff Launch Clinic for AWCL Special Skills checkoff $15. March 14: Clif!Lmmch Clinic for CL Special Skills checkoff $15. March 20: First Day o/Spring Party. Spot-landing contest, free keg party. March 20: Pamchute Clinic. $49 in advance (free for LMFP Eagle Package students). March 27: Glider Tuning and Jvfai11te11ance Clh1ic. $25 in advance (free for LMFP Eagle Package students). April 3-4: Aero TowiJJg Clinic for AT Special Skills checkoff 3 tows to 3,000'. $79 ($49 for LMFP Aero Tow Club members). April 17: Pamchute Cli11ic. $49 in advance (free for LMFP Eagle Package students). April 18: Pint Soaring Flight Clinic. $15. April 24: Assisted Wi11dy CliffLaunch Cli11ic for A WCL Special Skills checkoff $15. April 25: CliffLaunch Clinic for CL Special Skills checkoff $15. Contact: Lookout Mountain Flight Park (in northwest Georgia), (706) 398-3541, or send $1 for color training brochure, directions, accommodations info to: LMFP, Re 2 Box 215-H Dept. HG, Rising Fawn, GA 30738. March 6: 1993 USHGA Region 8 regional meeting, Littleton VFW, Littleton, lvlA, 9:305:00. Anyone wishing m add to the agenda

contact: Randy Adams (603) 543-1760 or just show up. March 11-14: Tr111dem Tow Clinic. Tandem 1 and 2 and Tandem instruction. Hang III candidates welcome. Contact: James Tindle, Miami Hang Gliding (305) 573-8978. March 13-May 23: 1993 Region 9 Championship. Weekend X-C flights from any site. Best duce flights rotalled. 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 lntemational Ha11g Gliding Championships, La Victoria. Our-andreturn, triangle, open distance race to goal. Enny $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) 2-2427374. March 13-20: Pamgliding X-C Meet. March 2027, 1993: Master Cup ofH1111g Gliding. Governador Valadares, Brazil. Contact: Haroldo Castro Neves, Av. Brasil, 2.920 - 5° andar - CEP 35020 -070, tel. (033) 2711333, FAX (033) 271-6769. March 20: Towing Equipment Clinic. Establish and reaffirm standards and procedures for static line towing. Open discussion and practical testing of weak links, gauges, etc. 9:00 AM - 5:00 PM, Elk Grove public library, Elk Grove Village, IL. Contact: Peter Birren (708) 640-0193. March 25-28: USHGA Board meeting, Colorado Springs, CO. Contact: (719) 632-8300. April to September: 1\1011tana Cross Count!)' Challenge. For enny info and forms contact: Roger Lockwood, P.O. Box 234, Fort Benton, MT 59442 (406) 622-5677. April 3-4: 8th Oceanside Open, Oceanside, Oregon. Free flying, demos, competition and dinner Sat. night. Hotels and camping. Contact: Ray Berger (503) 644-1045 or Alan Swingle (503) 644-8919. April 10-11: Vision Classic. April 17-19:

Pamgliding Instructor CertijicatioJJ Clinic. April 24-30: Hang gliding ICP, basic and advanced. May 1-2: Tandem Clinic. May 29-31: Reno Rampage (hang gliding and paragliding fly-in). June 18-20: \llild West Regionals for Region II. Contact: Ray Leonard, Adventure Sports, 3650 Research Way #25, Carson City, NV 89706 (702) 883-7070. April 10-16: '.!lie 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. Llv!FP Demo Days all week. April 16: Great Race dinner and kegpartJ'· Contact: LMFP (706) 398-3541, Fax (706) 398-2906, or send $1 for our color training brochure, directions, accommodations info to: L1\t1FP, 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 first-come, first-served basis. Contact Sequatchie Valley Soaring (615) 9492301. April 19-May 4: \Vo men,· World Champiomhip,\ Nanyo, Japan. Contact: (719) 632-8300. April 23-25: 1993 Mount Rope Cha!lmge, Laurinburg, NC. Open distance X-C, spot landing and duration tasks at North Carolina's premier flying site. Enny fee $50. All registration money given away as seven prizes. Come Hy NC's best site and win money too. Contact: David Kincheloe (919) 376-9601 or Steve Bland (919) 362-6971. May 1-2: North Carolina State Championship,; Stewart Smith Memorial HG Tournament, Moore Mtn., Perry Lowe Orchards 10 miles north of Taylorsville, NC off Hwy. 16. Spot landing, bomb drop, duration, X-C, fun, prizes, cash, Apple Barn Festival, barbecue, live music. Entry $40. Contact: Travis Bryant (704) 758-9331 or Ben Burri[ (704) 3923765. May 1-2: Jvlay !st Hang Gliding Fly-In, to benefit the men's and women's World Teams, Point of the Mountain, Utah. Prizes & awards. Contact: Rose Carter (801) 576-9804. May 7-9: 21st An1111al Hang Gliding Spectacular. Oldest continuously-held hang gliding meet, Jockey's Ridge Stare Park, NC. Novice and experienced pilots. July 17: Wright Kite Festival Aug. 15: 45thA1111ivenmyofRog1illo wing invention. Honors F.M. Rogallo, inventor of the flexible wing and "father of hang gliding." Sept. 19: 4th Annual Flying Wheel Rollerblade Spectarnla1: Oct. 16-17: 6th Annual Outer Banks Stu/It Kite Competition. Oct. 23: 2nd Annual Vision Classic. Pac Air brings the latest gliders for fun competition on the sand dunes. Contact: Kitty Hawk Kites, 3933 S. Croatan Hwy., Nags Head, NC (919) 4414124. May 22-30: Sandia Cla»·ic at Sandia Peak, Albuquerque, NM. 450 WTSS points guaranteed. 60 pilots maximum. 45 slots reserved for national and international pilots ranked by \VfSS and PIRS, remaining slots allocated according to postmark. Price includes: enrry fee, cash purse of at least $1,500, paid staff, HANG GLIDING

Calendar of Events pilot and glider transportation, oxygen refills and rop quality X-C tasks. Early bird price $250 through April 30, $300 after May l. Refundable through lv!ay 15. For a pilot information package, contact Mike Gregg (505) 275-5978 or lvlark Mocha (505) 298-2922. Sandia Classic, 12117 St. Mary's Drive NE, Albuquerque, Ni'v! 87111 U.S.A.

June 19-21: Region One Regionals, Chelan Butte, 'vVashington. This has been a very successful and popular meet and all the pilots like our new format~ triangle tasks with an aerial start gate. $40 ($35 pre-register by June 12). Oregon and Canadian pilots especially invited w auend. contact: Davis Straub, 747 16th Ave. East, Seattle, WA 98112 (206) 322-1184.

May 29-31: 12th Annl/{t! D1y Ca11yo11 F6·-l11, Alamogordo, NM. /vleet at 9:00 ,\,\[ in the LZ on Florida Avenue in Alamogordo. Enny fee $20. Sponsored by the Rio Grande Soaring Assn. Fly the friendly skies! Contact: Dave Church (SOS) 527-0844, Tom & Cindy \'\fest (505) 437-5213, Robin Hastings (505) 3827446.

June 25-27, Sept. 24-26: Advanced dr Basic ICPs, UP Soaring Center, Draper, UT. Contact: Joe Bill Herny (801) 576-6460.

May 29-31: Starth1it!e iV!eet, Rogue Valley HGA, Medford, OR. Fun fly-in, Hang III or Hang II wirh instrucmr release. $20 entry includes Sac. night barbecue. Participation in events not required ($5 helmet sticker requested but not required). Portion of profits goes ro local community. Camping. Contact: Newt Stevenson (503) 773-1187 (days) or Jan Bailly {503) 779-2516. Call for rain date.

July 31-Aug. 7: US Nationals, Lakeview, OR. Contact: Russ Locke (408) 737-8745. Aug. 16-20: Oregon Odysse)' andX-C Clinic. Beginning in the north, we will fly cross-country 200 miles south in five stages, launching a different site each day. If you' re not already an expert X-C pilot, by the end of this tour you will be! $125 includes transportation, retrieval, site fees, camping fees, X-C instruction and guide. USHGA Intermediate with FM radios. Contact Rodger Hoyt (503) 664-3055.

June 25-July 11: 1993 World Hang Gliding Championships, Owens Valley, CA. Contact: James Zeiser, 93 Worlds, Inc., 13154 CR 140, Salida, CO 81201 USA. Phone/fax (719) 5393900.

Sept. 4-6: Sailplane Homebui!den Assn. westem

division workshop and vintage sailplane show, Tehachapi, CA at Mountain View Airport. Contact: Bruce Carmichael (714) 496-5191. Oct. 1-3: October>· Best Fl)'-lJJ, 1993, sponsored by the Saurarown Mountain Hang Gliding Club in North Carolina. Grear Autumn flying with cash prizes and "June Bug's Famous Barbecue Chicken Dinner." The flying site features three different launches that face SE, SW and N\'v and handles everything in between. Free camping in the LZ. Contact: Mike Nester (919) 983-0875 or Doug Rice (919) 9944377.

July 3-8: Chela11 Cross Co1111t11, Classic, Chelan Butte, Washington. Site of' the 1985 and 1986 U.S. Nationals. Everyone really enjoys themselves at this competition. The format is pilotcalled {or recalled on course) triangles, ourand-return, and open distance combined format. Last year's longest flight was over 150 miles. $70 ($65 pre-register by June 26). Contact: Davis Straub, 747 16th Ave. East, Seattle, WA 98112, (206) 322-1184.

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March 1993

Ill Ratings LILIENTHAL AWARDS BRONZE MICHAEL CHAMPLIN SILVER MICHAEL CHAMPLIN PETE HAMMER GOLD MICHAEL CHAMPLIN DANNY LUECKENHOFF

WELLER, JIM: Raleigh, NC; Sean Comer/Kitty Hawk Kites WILSON, GREG: Atlanta, GA; J. Hooks/Lookout Men FP Region 11 DRESCHER, ANDREW: Arlington, TX; T. Doogs/Red River Aircraft Region 12 BITZARAKIS, EMMNUEL: Brooklyn, NY; G. Black/1v!ountain Wings CARTER, GARY: Deruyter, NY; E. McNett/Land, Sea, & Air HG School GILLOON, DANIEL: Glen Gardner, NJ; J. Miller/Wind Spirit HG HONNESS, CHRIS: Horseheads, NY; J. Kolynich ROLAND, KEVIN: Rochester, NY; P. Shultz/Rochester Area Flyers SPEZZANO, SCOTT: Rochester, NY; B. Guderian/Rochester Area Flyers WAGONER, JOHN: Danbury, CT; C. Thoreson/Lookout Mm FP

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 COLE, CLINT: Medford, OR; W. Roberts/Southern OR HG ERNEWEIN, MARK: Eielson AFB, AK; L. Thomas/T&L Sales & Service HAWORTH, RON: Issaquah, WA; T. Johns/Cascade Soaring LENZ, GARTH: Anchorage, AK; J. Ryan REILLEY, JOSEPH: Seattle, WA; T. Johns/Cascade Soaring Region 2 JUSTI, ANN: Berkeley, CA; B. Ortiz LAYE, NATHAN: FPO, AE; T. Webster/Kitty Hawk Kites Region 3 GUZMAN, GUSTAVO: Irvine, CA; D. Skadal/Flight Systems KIRBY, MATT: Newport Beach, CA; D. Skadal/Flight Systems SHIRLEY, ROBERT: Fallbrook, CA; K Lamb/Windgypsy Region 4 GARRARD, JOHN: Tucson, AZ; E. Smith/Arizona Airfolks Region 7 ANESTON, CHUCK: Matteson, IL; A. Mamas/Spectrum CLARK, DALE: Belvidere, IL; C. Thoreson/Lookout Mm FP DONNELLY, BILL: Lombard, IL; B. Kushner/Raven Sky Spans Region 8 MC CORMACK, RICH: Holbrook, MA; J. Porter WHITE, MATTHEW: Groton, MA;J. David/Aeolus Region 9 BARON, CYNTHIA: Laurel, MD; T. Webster/Kitty Hawk Kites FINK, KIM: Auburn, PA; D. Gearhan/Windwalker HG LAMMEY, DAN: Exton, PA: B. Weaver/Kitty Hawk Kites MACDUFF, SHAWN: Auburn, PA; D. Gearharr/Windwalker HG REEL, DAVID: Oakton, VA; J. Middleton/Silver Wings Inc. Region 10 BRANHAM, SCOTT: Melbourne, FL; T. Braden/Sky Hook Towing Inc. HALL, CYNTHIA: Chattanooga, TN; C. Whitney/Sequatchie Valley HUBER, RICHARD: Atlanta, GA; P. Harper/Sequatchie Valley Soaring NELSON, PERRY: Hendersonville, TN; C. Thoreson/Lookout Mm FP TROCONIS, ENRIQUE: Miami, FL; J. Tindle/Miami HG TROUTMAN; TODD: Atmore, AL; C. Thoreson/Lookout Mm FP TURNBULL, MARK: Fort Rucker, AL; S. Comer/Kitty Hawk Kites

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 COSLEY, KEVIN: Issaqual1, WA; T. Johns/Cascade Soaring GERTLEY, GARY: Renton, '«lA; T. Johns/Cascade Soaring LENZ, GARTH: Anchorage, AK; J. Ryan Region 2 COSTA, FRANCISCO: Salinas, CA;]. Miller/Wind Spirit Hang Gliders ELKAIM, GABRIEL: Castro Valley, CA; P. Denevan/Mission Soaring HERSH, MICHAEL: Bould Creek, CA; P. Godwin/Western Hang Gliders MOORE, ROBERT: Benicia, CA; D. Murphy PORTER, JERRY: Sunnyvale, CA; P. Denevan/Mission Soaring Center Region 3 FLETCHER, MICHEAL: Menifee, CA; K. Lamb/Windgypsy GUZMAN, GUSTAVO: Irvine, CA; D. Skadal/Flight Systems KIRBY, MATT: Newport Beach, CA; D. Skadal/Flight Systems MONG, BILL: Simi, CA; A. Beem/Windsports Soaring Center PUTNAM, GREGORY: Haitiu, HI; A. Engert/Hang Gliding Maui RODRUGUEZ, JUAN: Clairmont, CA; J. Pitt/Lake Elsinore HG ROTH, STEVE: Pacific Palisades, CA; K. DeRussy/Hang Glider Emporium Region 4 ELZEY, T.L.: Stan Mish/Bandito Action Sports HOPPER, ROBERT: Denver, CO; M. Windsheimer/Golden Wings Inc. NANCE, JAMIE: Ridgeway, CO; G. Pollock/Wasatch Wings Region 8 ROYS, SHARON: Bristol, CT;]. Porter Region 9 CLOR, MARY: Westerville, OH; C. Thoreson/Lookout Mtn FP LAMMEY, DAN: Exton, PA; H. Amal/Kitty Hawk Kites OLENA, G KEITH: Conestoga, PA; B. Umstattd Region 10 BRANHAM, SCOTT: Melbourne, FL; T. Braden/Sky Hook Towing Inc. HUCKABY, TIM: Marietta, GA; J. Peebles/Lookout Mm FP TROCONIS, ENRIQUE: Miami, FL; J. Tindle/Miami HG TROUTMAN, TODD: Atmore, AL; C. Thoreson/Lookout Mtn FP WILSON, GREG: Arlanra, GA; J. Hooks/Lookout M rn FP

HANG GLIDING

Ratings Region 11 HEATON, KENNETH: Irving, TX; D. Broyles/Kite Enterprises Region 12 ESTES, KENNETH: New York, NY; G. Black/Mountain Wings SPEZZANO, SCOTT: Rochester, NY; B. Guderian/Rochester Area Flyers WAGONER, JOHN: Danbury, CT; C. Thoreson/Lookout Mm PP

Region 3 CASCO, ERNIE: San Diego, CA; H. Mitchell/SDHGA SMITH, BRUCE: Samee, CA; D. Seaberg Region 5 FROST, KEVIN: Boise, ID; L. Screib/Slickrock Flyer Region 9 CORNETT, DENNIS: Chillicothe, OH; D. Pigott

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School

MASTER RATINGS

Region 1 EDRIS, RICK: Seattle, WA; G. Matthews

THOMAS ELLIS KONRAD KURP JIM ROWAN

Region 2 BENSON, JIM: Palo Alto, CA; J. Borton/Thin Air BRUCE, JOSHUA: Santa Cruz, Ca; W. Pallack/Wings ofRogallo DAMREL, JON: San Jose, CA; P. Denevan/Mission Soaring Center KWALICK, TONI: Watsonville, CA;J. Lynn SHELDEN, JAMIE: Sacramento, CA;]. Borton/Thin Air SHIELDS, MIKE: Monterey, CA; T. Shea/Wings ofRogallo STIVER, SHAWN: Novato, CA; A. 'v:thitehill/Chandelle SF

FOREIGN RATINGS NOVICE: BRANDT, MICHAEL: Norway; R. Leonard/Adventure Sports

TANDEM ONE RATINGS Region 3 LEIGH, RANDAL: Los Angeles, CA; G. Reeves/Windsports Soaring Ctr PALMER, MARI(: San Diego, CA;]. Ryan/Hang Gliding Center POOLE, MARSHALL: Apple Valley, CA; R. i'vfcKenzie RICE, SCOTT: Huntington Beach, CA; R. McKenzie/High Adventure Region 4 MILLER,JONATHAN: Westminster, CO; T. Hackbart/Golden Wings Region 5 !<ALBUS, RICH: Eagle, ID; 1v1. King/Treasure Valley Hang Gliding Region 7 BOYANOWSKI, PAUL: Allenpark, Ml; B. Fifer/Traverse City HG Region 8 CHANDLER, CHARLES: Simsbury, CT; D. Williams/CHGA Region 9 Region 10 REICH, BOB: Knm,·ville, TN; B. Hawk/Ha\\'k Airsports Region 11 STANLEY, BARRY: Montgomery, TX; J. lvloody

ADVANCED RATINGS PILOT: City, State; Instructor/School Region 2 DIFFENDERFER II, JIM: San Jose, CA;]. Diffenderfer GODWIN, PHIL: lvfarina, CA; T. Shea/Wings ofRogallo HARI(ER, KENT: San Jose, CA; lvL Lilledahl/WOR PO\VELL, JAY: Sacramento, CA; R. Leonard/Adventure Sports

March 1993

KRICHTEN, STEPHEN: Bel Air, MD; W. Bennett/Western MD HG

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UP is proud to introduce its 1993 line of state-of-the-art hang gliding equipment. All of this year's models feature a revolutionary quick setup and breakdown system utilizing a rear crossbartensioning configuration. XTCss 170/150 - The single-surface trainer I advanced fun glider, from first flight to Master rating! The XTCss has an aluminum airframe and control frame . XTCds 170/150 - This double-surface cross-country trainer for the Beginning to Intermediate pilot is built with an aluminum airframe, an aluminum control frame and aluminum airfoil kingpost and downtubes. A folding speedbar is standard equipment. Options include Safedge airfoil downtubes, wingtip fairings or, new for 1993, wingtip fairings with vertical winglets for added yaw stability at high speeds.

z tr)

XTC 205 - The new "Double UP" single-surface glider offers traditional UP performance and handling while accommodating higher wing loadings. It features a carbon-fiber airframe and aluminum control frame.

N 00

XTR 145 - This high-performance cross-country racer is well suited for Intermediate to Master pilots. It features an aluminum airframe, aluminum airfoil downtubes, carbon-fiber kingpost and folding speedbar. The XTR is available with or without Variable Geometry and is available with optional Safedge or carbon-fiber airfoil downtubes and tip fairings with vertical winglets. TRX 160/140 Race - The ultimate in performance, light handling, light pitch pressure and easy landing characteristics, the TRX Race is perfect for Intermediate to Master pilots. It is comprised of a lightweight carbon-fiber airframe which provides superior strength and flexibility. Standard features are aluminum airfoil downtubes, wingtip fairings and folding speedbar. Ot'1er new improvements include all-aluminum, lowflex ribs and the elimination of the VG compensator. Optional equipment includes Safedge airfoil downtubes, carbon-fiber airfoil downtubes, tip fairings with vertical winglets, and a large control frame for the TRX 140. Flightmate GPS - UP International has become an authorized distributor of Trimble Navigation's Flightmate, a compact navigation receiver and global positioning system. Ideal for the cross-country enthusiast, the Flightmate attaches easily to a glider control frame and utilizes a sophisticated onboard satellite-tracking computer to provide precise position and altitude data. It also reports ground speed, bearing, ET A and distance from launch

~~~~:

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0 0

00 '--'

Accident Reports byDougHi!dreth

1992 Accident Review

here were nine hang gliding fatalities in 1992. Using our denominator of 40,000, this means a rate of 22 fatalities per 100,000 participants. This is the same as last year. There are no new scenarios, no new causes of accidents, and certainly no new cures. Same old stufA Fatalities for this year can be summarized as follows: One improper hook-in. Two weather/turbulence. One pilot-induced oscillation immediately following launch. Three novice launches, turn/stall, crash back into the hill. One tow release failure. One fringe tow.

THE FRINGE PROBLEM Three of last year's fatalities could be classified as fringe activity. These pilots are not in the hang gliding mainstream, but are on the outer edge with virtually no instruction. They go our and make their mistakes. This problem is as old as the sport, although it is less frequent now. It is still up to us as individuals first, and as an organization second, to watch out for these fringe folks and to do everything we possibly can to protect them from themselves.

SUBJECTIVE ANALYSIS The hook-in problem is extremely distressing. It is definitely not getting better. In addition to just plain forgetting, there has been an increase over the last two or three years of the improper hook-in. The pilot hooks in partially or incorrectly such that he detaches from the glider at some point during the flight. The other frustrating aspect of the hookin problem is the fact that known effective methods of prevention (a hang check with someone looking at the carabiner, for

March 1993

/(nown effective methods of [failure to hook in] prevention (a hang check with someone looking at the carabine"1 for example) have not becorne 1socially acceptable. 1 In summarYt the mind set necessary to solve this problem is nonexistent. 11

example) have not become "socially acceptable." Mechanical/electrical hook-in vvarning devices have gained zero popularity. In summary, the mind set necessary to solve this problem is nonexistent. There are still many accidents, including towing, which I believe could be prevenred by an instrnctor (or other responsible, experienced pilots) on a radio. There is no excuse for sending these fledgling pilots off without the benefits of in-flight communication. There were three mid-air collisions. In two of the three, one of the pilots was totally unaware that there was another glider in the vicinity. Pilots are still groundskimming on approach and hitting their thighs, knees, shins, feet or control bar on things that are attached to the ground. There were two primary structural failures: a side wire at the control bar end nico after l 00 hours, and a control bar basetube (speed type) which had sustained prior impact (foam covered). The list of"flew into" includes trees, power lines, cactus, antennae, goal post, boat and windsock. There was one spectator hit, the first in several years, and we

must be very careful to avoid injuring "outsiders." Landing in power lines continues to be an absolute "no-no," but is still happening. Very fortunately, none of the three were killed. This year there seemed to be more crashes on launch caused by wings not level, nose too high, and wimpy runs. These beginner-type errors are being made by advanced pilots. And from reading the accident reports, there is no acknowledgement or acceptance that they are making such basic mistakes. There were fewer crashes on landing this year, but also fewer reports submitted. The ratio of two crashes on landing for each crash on launch which has persisted for the last several years has finally improved a little. Hopefully this encouraging trend will continue. Crashes on landing this year seemed co focus on poor setup - overshooting and undershooting. Being in the wrong place because of poor setup and approach appeared more prominent.

TOWING There were only ten towing reports submitted chis year. Two of those were fatalities: one a failure of the release, and the other a fringe person. Essentially all accidenrs ,vere directly related to the towing process. One inexperienced pilot overflew the truck and another drifred off line. Another student crashed because of a bad turn in the glider, which had been recently repaired but not test flown. During a tandem boat tow the cow line tangled on a float. There was also an early weak link breal< which resulted in a successful landing on the wheels, but a large dirt clod caused a nose over. As mentioned, I am concerned with the lack of use of radios during towing, particularly with low-time pilots.

TANDEM There were four tandem accidents without significant injury to any passenger.

[@ Accident Reports by Doug Hildreth The two tandem tows were a line tangle on a float, and a weak link break with noseover when the wheels hit a dirt clod. The two foot-launch tandem accidents included an inexperienced wire crew causing a ground loop on launch, and a pilot hyperextending his leg on landing and breaking it.

6 5 3 9 19 9 15

Abdomen Back Pelvis Thigh Knee Leg Ankle/foot Quadriplegia

PARACHUTES

FATALITY RECORDS

There were six successfi.tl deployments reported this year, three following tumbles, two following midairs, and one following a side wire structural failure. Four were hand thrown and two were ballistic.

Year

Foot

1970 1971 1972 1973 1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992

0 2 4 9 40 32 38 24 23 30 22 16

1992 ACCIDENT CAUSES Crash on launch Crash on landing In-flight stall Flew into tree power line ground other Flew into rotor Strong weather Aerobatics Midair collision Improper assembly Primary structural Harness problems Failure to hook in Parachute deployment successful ballistic hand

48 75 13 17 6 3 2 6 2 4 1 3 0 2 4 5 6 2 4

1992 HANG GLIDING INJURIES Head Face Neck Chest Shoulder Arm Elbow Forearm Hand/wrist

10 28 16 15 19 26 14 13 22

Tow

Tandem

Location: Injuries: Event:

Total

0 2 4 9 40 32 38 24 23 30 23 21

1 5 1 3 4

11 4 6 5 17

1 2

6 5 5 7

3 2 2

Pilot: Rating: Experience: Date: Location: Injuries: Event:

FRANK HUNGERFORD Advanced Many years

Pilot:

ROLAND ROTTENSTEINER

(2) 2

14 8 9 5 18 12 6 8 9 9

Age: Rating: Experience: Glider: Date: Location: Injuries: Event:

Anyone wishing a more complete descriptive picture, please see the 1990 report discussing the last 20 years of hang gliding accidents. Annual accident reviews are published in the March issue of Hang Gliding magazine.

1992 FATALITIES Pilot: Age: Rating: Experience: Glider: Date:

PHILLIP SIDENER

27 Novice Many months Flight Designs Lancer

6/26/92

6/26/92 Owens Valley, CA Neck Aggressive, experienced cross-country pilot flew for seven hours in gusty, turbulent conditions. T1ying to gain extra miles, was working foothills, when forced to land 500 feet downwind of a foothill crest. Probably got turned by turbulence/rotor and crashed downwind. Fractured neck.

Oatman Mt., Gila Bend, AZ Head injuries Improper hook-in, carabiner half way across hang strap. Disconnected from hang strap as he went upright on final. Fell 200 feet.

Pilot: Rating: Experience: Glider: Date: Location: Injuries: Event:

24 Advanced? Two years? Wills Wing HP AT

7/15/92 Litcle Black Mt., San Diego, CA Head, neck Italian pilot borrowed glider and harness. Pulled in on takeoff and started progressive pilot-induced oscillations. Crashed within five seconds of launch. BRAD RYPCHINSKI Non-member Limited, self taught Pacific Airwave Mark IV

5/3/92 Soboba, CA Internal Launched and flew to therma!, which turned him back into the hill.

HANG GLIDING

Accident Reports by Doug Hildreth Pilot: Age: Rating: Experience: Glider: Date: Location: Event:

JESSICA WRIGHT 29 Advanced Many years Wills Wing Super Sport 143 7/29/92 Telluride, CO Launch in mellow conditions, unforeseen gust from came through. Crashed trying to land on golf course.

Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries: Event:

MARK RATHBONE 30 None, non-member 30 flights Moyes Meteor 8/23/92 Rainbow Ridge, Reno, NV Head, neck Launched, flew straight out from 400 foot hill. Started turn, but continued into 360 turn, side slipped and crashed into the hill.

Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries: Event:

Pilot: Age: Rating: Experience: Glider:

CHRISTOPHER KLINE 33 Novice One year Pacific Airwave Mark IV 9/7/92 Ed Levin, Milpitas, CA Head, neck Pilot went out to improve problems with slow flying and turns. Good launch was followed by smooth 90° turn, but at end of the turn he was pushed out and slow, and still slightly banked toward the hill. Glider stalled/side slipped into hill, arms still at full extension. RON SMITH 55 Advanced Extensive Enterprise Wings Foil

Date: Location: Injuries: Event:

9/10/92 Akin, IL Head, chest, abdomen Experienced pilot towed to 100 feet and attempted to release as truck stopped. Release failed. Tow line came taught, and glider nosed in from 50 feet.

Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries: Event:

THOMAS TRIPP 30 None One lesson seven years ago Seagull III 9/19/92 South Thomaston, ME Neck, chest Bought glider at swap meet, tied it to pickup truck, drove down the hill, locked out, dove in from 100 feet.

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riJ Competition Corner The 1993 World Hang Gliding Championships Owens Valley, California by Jim Zeiset have accepted the responsibility of organizing the 1993 Owens Valley World Hang Gliding Championships upon its reassignment by the US NAC (USHGA). I have been flying hang gliders since 1977 and competing since the Himalayan Adventure in 1984. I placed first in the Owens Valley Hang Gliding Championships in 1985 and have competed in the Australian Pre-worlds, the Swiss Pre-worlds, the Brazilian Pre-world Team Cup, all U.S. Nationals since 1985 and led the U.S. World Team to third place at the World Championships in Australia and Switzerland. I have a thousand hours in my company twin-engine Cessna and a 1968 Bachelor of Science degree in aeronautical engineering from \Xlichita State University. I am single and 48 years old. In 1969 I established Monarch Manufacturing, Inc., a producer of biodegradable nursery containers for growing wine grapes, coffee, jojoba and other greenhouse direct-to-field perennial crops. I am also 60% owner of Pendulum Sports, Inc., a catalog order company specializing in advanced hang gliding equipment. I sponsor "The Green Team" at several international and domestic events each year. I have been on the Board of Directors of the United States Hang Gliding Association for nearly 10 years, including four years serving as Vice President. I wrote the current USHGA Radio Authorization document and was responsible for acquiring a license for the Association and its authorized members on three frequencies.

The local regulations will be available for scrutiny by the rime you read this, and I will fo1ward them as soon as available. In the meantime expect them to be a compromise between the proposed rules now in your possession and the historically accepted local regulations of previous world championships. It is my intention to design tasks around the premise that we will be determining a world champion based upon skill, physical superiority and an understanding of meteorological phenomena as opposed to endurance. An open window start is planned with two alternating groups starting one hour apart and attempting the same goal. The principle of starting each group's time by exposing a large colored tarp will be used throughout. The contest will be divided into two separate phases: The first is for elimination rounds where all pilots compete. The second is the final rounds in which only the top pilots from the elimination rounds compete. Upon the conclusion of the elimination rounds, a separate contest will be initiated for the pilots who do not qualify for the finals. Each pilot will be required to have a 35 mm camera. The dates of the l 993 Owens Valley \Xlorld Hang Gliding Championships are as follows: June 24 June 25-26 June 27 June 28-July 10 July 11

Registration Official Practice Registration Opening Ceremonies Contest Flying (13 days) Closing Ceremonies

Transportation to launch will be available the week prior to the contest for nonofficial practice. There will be no official contest retrieval, however, rides from the airport staging area to launch for pilots, gliders and registered team leaders will be provided between June 25 and July 10. Provisions will be made for private vehicles on launch upon request if they are determined to be mountain road worthy by the transportation director. Each invited NAC will be permitted to present up to eight (8) named pilots which will constitute the national team. A team's score shall be determined from the total scores of the top three pilots of a national entry calculated on each scoring day. As in past Worlds a limited number of guest pilots may be admitted to the contest at the discretion of the meet organizer. Guest pilots will be scored with the rest of the pilots for the purpose of personal placement information, however, their names will be deleted from the final standings for official World Championship placement determination. The entry fee is $500 U.S. per pilot and must be paid by May l, 1993. Liability insurance for $1,000,000 is required and will only be acceptably verifiable through USHGA membership which will be made available on site through a three-month USHGA membership-only plan for $18 U.S. The following services and benefits are provided for the entry fee. Transportation to launch. Telephone message service. Film and developing (one/day). Entry to all official events. Turn point photo booklet. Topographical, aeronautical and road maps. Pilot identification materials. The following additional items are provided for those pilots who have completed preliminary registration and paid their entry fee by May l, 1993: Assistance in finding retrieval service. One collared commemorative shirt. Assistance in finding rental vehicles and housing.

HANG GLIDING

Competition Corner Transportation to launch for unofficial practice. Some limited sponsorship will be obtained from Monarch Mfg., Inc., and Pendulum Sports, Inc., through the use of their networked computer system ( two 486s, two 386s and a laptop) and software. They will also be providing the secretarial staff and office equipment such as copiers, printers, scanners, fax machines, typewriters and calculators. In addition, Pendulum Spores is a dealer for Wills Wing, Pacific Air and UP and will be happy to assist you

in obtaining a glider or other X-C supplies. The entity that will be organizing the 1993 Owens Valley World Hang Gliding Championships is '93 Worlds Inc., and it is managed and owned by James A. Zeiser. Please feel free to contact me at the address below or for a faster response use the ~ phone/fax number. ~

X-C period. Of significant note is that nine pilots submitted flights of greater than 50 miles and five of these were on the same day! It appears that the entire Region was in lift all day on June 27 as pilots headed downwind from Templeton in western Pennsylvania, Zirk's south of Cumberland, Maryland, and Peter's Mountain in West Virginia. Another interesting point is that the top six flights were recorded from different sites throughout the Region, further supporting the face that big miles can be achieved from many sires in this expansive Region. Last, more and more tow flights are being made in Ohio and other areas and two pilots recorded their top flights off tow. This year's most outstanding horizonseeker was Pete Lehmann who flew his Foil Combat to a new Pennsylvania state record of 126.69 miles from the 450-foot launch at Avonmore near Pittsburgh to Duncannon, Pennsylvania north of Harrisburg. The flight topped out at 8,100' above launch and screamed along a ground track of 36 mph. Second place went to Jirn Rowan \vho eclipsed the elusive eastern century mark with a 102-miler

James A. Zeiser '93 Worlds Inc. 13154 County Road 140 Salida, CO 81201 Phone/Fax (719) 539-3900

1992 Region 9 Yearlong X-C Contest by Dave Deming

egion 9 experienced a fair year of cross-country flying in 1992. Although no one broke the Region's 157-mile record (Tony Smolder, 1989) many exceptional and notable flights occurred. The yearlong X-C contest (unlike the Regional Championships which rewards consistency in maximizing three flights) provides recognition for the longest flight achieved in the Region. The format allows flights on any day between the first of February and the first of December from anywhere in Region 9 including several "border" sites. A rookie class is included for pilots whose prior X-C £lights in the Region have not exceeded 25 miles. Prizes are presented for best flights in both categories. In a nutshell: get high and go far every chance you get. This year saw 27 pilots register, including six rookies, with 18 submitting flights for consideration. Most of the flights submitted as personal bests for the year occurred between March 21 and June 27 which is typical of the Region's hottest

March 1993

PILOT

GLIDER

LAUNCH

DATE

MILES

Pete Lehmann

Foil Combat

Avonmore

5/3

126.69

Jim Rowan

HP-AT

Zirk's

6/27

102

Bill Bennet

K-2

Peter's Mtn

6/27

Randy Newberry

HP-AT

Big Walker

5/10

Christian Titone

K-2

Sac

3/21

John Scott

HP-AT

Templeton

6/27

Larry Huffman

XS-142

Templeton

6/27

Doug Affolter

HP-AT

Templeton

6/27

Mike Neuman

HP-AT

Avonmore

5/3

Tad Eareckson

HP-AT

John Fenner (R)

Kiss

Avonmore

4/29

36.5

Larry Wright

HP-AT

Tow-Roth Rd

4/5

Claire Pagen

K-2

Ron Dively

Foil Combat

Templeton

4/5

22.5

Dan Haubeil (R)

Formula

Tow-Roth Rd.

4/5

20.4

John Pesch

K-2

Christy Huddle

K-2

Paul Tidwell

Sport

15 Woodstock

5/3

11 10

f41 Competition Corner from Zirk's to Ruby, Virginia. (See "Finally! 100 miles in the East," Aug, 1992.) Jim has been pursuing this goal forever, and it shows from the preparations made to lmow where the Dulles TCA and Quantico restricted airspace were located downwind and to avoid them. One hundred-mile days in the East are few and far between, and many 100-mile routes cross restricted airspace. It is always encouraging to hear that pilots are risking their longsought-after goals with responsible decisions to skirt restricted airspace. In the Rookie class, two pilots submitted

flights. John Fenner won the honor of being ineligible for the 1993 rookie class with a flight of 36.5 miles from Avonmore, and Dan Haubeil achieved a 20.4-mile flight off tow in Ohio. Congratulations to both! This contest will again be held under the same format beginning Februaty 1, 1993. For info and entry forms for this contest, as well as the Regional Championships, contact Regional Director Pete Lehmann at 5811 Elgin St., Pittsburgh, PA 15206 (412) 661~ 3474. ~

Sandia Classic Preview We asked 1992 Sandia Classic winner Tony Barton to write a short article giving a pilot's perspective of the decisions and pressures found in modern hang gliding competition. This is his account of. ..

The Most Challenging Task by Tony Barton twas my first time flying in Albuquerque, New Mexico. The mountain was big, the desert below was hot, and the air was strong. I felt right at home. Being a sponsored competition pilot who travels around the world, flying the best sites under optimum conditions, I have racked up quite a log of premium flying experiences. It seems ironic to me though, that while recalling some of my most memorable, dramatic, challenging and satisfying flights throughout the world, Albuquerque, New Mexico keeps popping up in my mind. Yes, right here in the good ol' USA, only a short day's drive from my hometown of Tucson, Arizona, is one of the most awesome flying sites on

the planet. The first Sandia Classic, in June of 1991, was anxiously awaited by all of the nation's top competition pilots. Stories of its high altitudes and long cross-country flights have long been spread through the hang gliding community, but few pilots have experienced this great desert mountain's wild arena in the sky. All but a few had come, not only to fly this mountain for the first time, but to challenge their skills against the nation's best pilots. And what a challenge it was! Every task of the "Classic" was excellently called and conditions couldn't have been better. One day, June 18, clearly sticks in my mind as one of my most challenging, fun and rewarding flights. It started with

the Task Committee making a gutsy decision for an 87-mile race with two large dog-legs. Starting at Sandia Peak, the course went 26 miles southeast to the Moriarty Airport, then 30 miles due north to the Galisteo turnpoint, and then southeast again for 31 miles to finish at Clines Corners. The task seemed like a fair challenge, but we hadn't anticipated running into any headwinds. Gliders squeezed in closer and closer to each other as we all struggled to get as high as we could over the starting point, waiting for the race to begin. I had good positioning when the gate opened and I poured on the speed going over the back of the Sandias and on to Moriarty. Wanting to maintain a large lead, I foolishly passed up a substantial, fast-rising thermal to continue my glide toward the first turnpoint, unaware of the increasing north wind beginning to blow. By the time I hit my next thermal, I was vety low and not climbing very fast. In addition, I found myself drifting rapidly away from the second turnpoint in the unexpected north wind. By the time I finally got high again, I was well behind the lead pack and had drifted way off course. Realizing I was on my own and over some vety desolate flatlands, I decided to stay high and keep fighting the ever-increasing headwind. Hoping that the pilots up ahead would be forced down in the wind, I held on to the altitude that might let me glide a little farther past them. Hours went by, and very little progress over the ground was made. I was giving up hope of making goal and just focused my attention on getting to Galisteo, although it too seemed impossible in this wind. As the sun lowered in the sky, the headwind eased and forward progress was achieved. The second turnpoint finally came into view. I would at least make Galisteo. Suddenly, from my right, two gliders appeared, then two from my left. I was no longer alone and not the only pilot to have beaten the headwind. I was back with the lead gaggle and thinking all we had to do was malce an easy 31-mile downwind leg to the Clines Corners goal. But how wrong I was! As soon as we cleared the Galisteo turn-

HANG GLIDING

Competition Corner point and headed downwind, the wind stopped blowing and the sun settled behind large clouds on the horizon, shading the ground and weakening the rhertT1als. Flight progress again slowed to a crawl. Now it was a race against conditions as we fought to stay alofi:, not daring to leave rhe security of rhe pack as we had earlier in the day. Climb rates were very slow, but we were gaining and finally drifting toward goal, each of us anticipating the exact moment when we would break away from the pack and sprint to the finish. Then, from the other side of the road, in the distance, we saw them. Two ocher pilots, blazing down,vind on their final glides to victory! Brad Koji and Chris Arai would be the first two lll.

Even with goal close and in sight, I was not quite high enough to risk racing with them, so I painfully watched them go while I battled it out with my gaggle for the third place position. Only a minute or two had passed before I felt I had sufficient

Yes1 right here in the good of USA1 only a short day s drive from n1y hometown of Tucson 1 Arizona1 is one of the most awesome flying sites on 11 the planet. 1

altitude to squeak into goal. \Vith my opponents' backs turned, I suddenly exited the thermal and pulled the gravity on full throttle. The sprint was on. However, my favorite opponent, Jim Lee, local Sandia Peak expert and my U.S. World Team teammate, was wise to my tricky departure and was on me like glue. Our speeds aced-

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erated and the ground rushed up as we approached the finish line. At speeds in excess of 65 mph, I estimated our impending impact with the ground would be right on rhc finish line unless we slowed down to cross safely. Stubbornly, unwilling to accept defeat, we pltmged down toward goal wing tip to wing tip as d1e line judges dove for cover. The crossing was fast and furious, just inches above the ground as we peeled away in opposite directions to land. Our eyes were still watering as the judges scratched their heads nying to figure our who crossed first. A tie was rhe final outcome. It was only one of the successful and satisfying rounds in the first-ever Sandia Classic. (Brad Koji finished in first place with a flight time of four hours, 24 minutes and 56 seconds. Chris Arai vvas four seconds behind. Tony Barton and Jim Lee tied, crossing 37 seconds after Chris. Ten pilots out of 38 finished, and the top sev- ~ en were within a 12-minute spread.) ~

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~ USHGA Reports

1993 USHGA National Hang Gliding Championships by Russ Locke

ur National Championships have traditionally been many things to different pilots. In addition to the regular group of top pilots getting together ro duke it out for the title of Nationals Champion, the meet has also attracted: cross-country pilots who want a good week of flying, pilots who want to improve their cross-country skills by rubbing shoulders with the top pilots, pilots interested in competition, but who want their first experience to be well organized and safe, as well as other pilots who for one reason or another like competitive flying. Much has been published about the Lakeview area and how it has embraced hang gliding. Those of us who have personally experienced the area know that even those published words haven't done justice to the positive support our sport has received from this community. This year's National Championships are no different. The town ofLal{eview is so excited about having the meet in their area, that they are actively working to expand it into an Oregon State event. The town is building a City of Lakeview float around a minihang glider that they intend to ship around the state and enter in local parades to publicize the meet. They have also invited the State's Tourism Bureau to hold their yearly meeting in Lakeview during the Nationals and the Bureau has accepted. While in Lakeview last November working on the meet logistics, I met with many of the community's leading citizens as well as going on a local radio talk show. I was continually surprised at how far out of their way they are willing to go to help us have a quality meet. In addition to the things they are helping me with that directly impact the meet, they are working on a number of other things including expanding the prize structure of their monthly cross-country competition in

anticipation of more cross-country pilots coming to Lakeview during the spring and summer. During the meet, the local radio station will be broadcasting daily information keeping the local population updated on the daily tasks, where pilots are likely to be landing out, etc. Further, their local weather forecaster is currently working on giving us a customized hang gliding weather forecast with updates during the day. His forecast will not only be on the radio, but will be broadcast over one of the USHGA frequencies at designated times. Those of you who have wanted updated weather forecasts late in the day, while you are on course, will get your wish during this meet. With the help I'm getting from the Lakeview community, the pilot entry fees for the Naes are going to be the lowest charged for a major meet in many years. Enny fees for pilots registering before June 30, 1993 are $175. Those entering during the last month before the meet will be charged $200. The pilot's information package includes pictures of all the goals and turnpoints, a colored topographical map of the entire area, a Lakeview Nationals shirt and other Lakeview area information (stores, bike and hiking trails, motel and campground information, etc.). Entry fees also include the cost of developing turn point photos. While I haven't finalized all of my financial package, I'm planning on furnishing all the film for the meet. Pilots will also be treated to an awards dinner. Details are still being worked out, but we're hoping to be able to turn it into a regular Western affair. The rules for the meet will be the same rules used at the 1990 Dinosaur Nationals, adapted for use in the Lakeview area. The tasks will be race to goal. In most cases there will be turnpoints and, weather per-

mitring, out-and-return tasks will be called. Pilots will be required to have a 35 mm camera for taking turnpoint photos. The main launch used during the meet will be the Black Cap launch above the town itself. There are a number of reasons for this. First, it will easily and safely accommodate the largest number of pilots. I have an agreement with the County Road Commission to extend the road to launch all the way around the mountain and back into itself. We can then set up a one-way traffic flow that will allow more cars on launch with the ability to get vehicles off launch without disrupting launch operations. The Sugar Hill launch will be a backup, and in case we get a high pressure condition which turns the winds north-northeast, we will use the Hadley Butte launch. Another reason for using the Black Cap launch is that it is the only launch where an Air Start Gate can be safely used. This method of starting has gained a lot of popularity in the last couple of years. There are a couple of square miles directly northwest oflaunch (downwind) where competitors will be able to circle up to altitude

safely with plenty ofroom forpilot separation. If the Air Start Gate is impractical for any reason, or if any of the other launches are used, the scoring will revert to the older method of starting the pilot's time when he or she launches. At the awards ceremony plaques will be presented to the Nationals Champion and to the Women's Nationals Champion (it's possible for one pilot to win both of those awards!) as well as to the next five places. We have also decided to present plaques to at least five places in each of two extra classes. There will be a Ladies Division and a Rookie Division. Some women do not believe there should be separate competition for men and women pilots and I understand that opinion. For that reason, participation in the scoring for both of these classes will be voluntary, and a pilot's intent must be declared prior to the beginning of the meet. The definition of a Rookie is going to be fairly loose, that is, someone who hasn't participated in a major meet before. Again, we're on the honor system and each pilot will get to make his/her own call as to whether or not they want to participate in these extra HANG GLIDING

USHGA Reports ~ classes. lvfany pilots show up for major meets a few days early to get the "lay of the land." For chat reason, we are currently organizing some competition meet clinics. These clinics will be given during the few days before the meet and will be taught by experienced competition pilots. The cost of the clinics will be nominal and the main goal will be to disseminate as much basic information as possible about the methods top pilots have used to compete in a safe and reasonable manner. Depending upon the need, there may also be a clinic designed for experienced competition pilots who want to learn the tactics used by the top pilots to fly to win - again without compromising safety. I'm still looking for a couple of key meet officials. I need a Launch Director, preferably someone who lives close enough to the lakeviC'w area to be able to get to the site in the months prior to the meet and experiment with different setup layouts on the launch. I also need a Safety Director. I'm looking for someone with a good medical background (preferably an EMT) who has some competition experience. This individual will have a lot responsibility and will have direct radio contact to Lake County's emergency services system. The scorekeeper for the meet will be Gregg Lawless, and Sandy King will be taking care of Goal duties. The Meet Director will be Randy Adams. I'm quite pleased with the overall experience of chis group and am looking forward to a well-run meet. There may be some extra adjustments to the rules and operating parame-

cers as we figure things out. For instance, Randy has already informed me that there will be extra penalties assessed on any pilot caught celling "fat person" jokes. Now, I understand where Randy is coming from since I tend to be somewhat metabolically challenged myself (albeit less than Randy), buc this is just one of those quirks we'll all have to work through. Seriously, at this point, the biggest variable is the weather. As in any competition, we can only hope for the best. Because of the popularity of the Lakevie,v area, we are anticipating a large response to chis meet. For that reason, we will be putting a cap on the number of pilots we allow in the competition. We will decide the exact cap this spring after the road work is completed and we can better assess the number of pilots the site will handle comfortably. Pilots will be accepted into the meet in the order their entry fee is received. The only exception will be the chose pilots who earn their way into rhe meer by virtue of their placement in their local sanctioned regional competition. Places will be held for chose pilots until 30 days before rhe meet and then all places will filled by rhe entry foe receipt method. Contact me directly for any information concerning the meet. My address is 868 South Mary Ave., Sunnyvale, CA 94087. My work phone munber is (408) 737-7569 (\eave message ifl'm out) and my f-ax 11Llll1ber is (408) 737-8191. All checks should be made out to NCCCPA (Northern ~11 California Cross Councry Pilots Association) and sent directly to me. ~

1993 Spring USHGA Board of Directors Meeting Tentative Agenda

he spring Board of Directors meeting will be held in Colorado Springs ar the Marriott hotel on March 26-28, 1993. This meeting is open

March 1993

to all interested USHGA members. The following list of tentative committee agenda items will be included in the BOD agenda for discussion/action at this

1neeting. Competition, Finance, National Coordinating, Paragliding, Publications, Safety and Training, Tandem and Towing activities as outlined will receive significant discussion. If you have additional topics for BOD discussion, please submit chem to headquarters by March 15, 1993.

AWARDS COMMITTEE USHGA Annual Awards Presentations. Approval ofUSHGA X-C Flight Award parch, including additional badge categories.

WORLDWIDE COMPETITION COMMITTEE Sweepstakes fund-raising letter campaign. Women's lVleet - Japan - status report. Owens Valley \Xlorld Championship ~ status report. 1993 450-poim meet events/rules. Rule Book status/updates.

ELECTIONS/ALLOCATIONS COMMITTEE Hang gliding/paragliding, how co select regional representation: Regional Direcrors Honorary Directors At Large Directors New BOD member information packet.

FINANCE COMMITTEE 2/28/93 y-t-d operating results. Functional cost accounting resulrs. USHGA income/operating expense analysis 1989-1992. Five-Year Plan projection update. 1993 USHGA budget approval. 199 3 calendar sales report. Evaluate dues structure for 1993/1994. USHGA salary structure review. USHGA Retirement Plan/Bonus

I] USHGA Reports Program review/discussion. USHGA trust fund proposalaction or table. Evaluate adding credit card authorization for insurance deductible to membership form.

INSURANCE COMMITTEE Review of renewal liability carrier selection process. Liability policy wording changes. Site and special event insurance rate increase recommendation. USHGA accident history review. 1992 fatality review.

MEMBERSHIP AND DEVEWPMENT COMMITTEE Membership program status: Dare America Youth Programs Oshkosh/Sun 'n' Fun participation. National Fly-In advertisements: Define wording requirements regarding ad reimbursement. Annual membership effective date point of sale date or headquarters processing date. Hang gliding promotion - hang gliding bumper sticker.

NATIONAL COORDINATING COMMITTEE FAI/CIVL meeting report. FM concerns: Increased regulation incidents noted. FM action plan. FAR 103 re-write project. Concern over various memoranda in circulation. Tandem/Aerotow exemptions requirement compliance. International Pilot Card implementation. Independence of Flight Record Observers - discuss FAI rule. GPS use report/update.

PARAGLIDING COMMITTEE Paragliding competition calendar/even ts. Establish paragliding competition subcommittee. USHGA/APA service agreement review. Clarify: Paragliding ICC approval. Paragliding tow rating system rules. Annual paragliding instructor rating renewal requirements.

PLANNING COMMITTEE Review Five-Year Plan progress and projection. Set new objectives/trend direction. Develop hang gliding/paragliding transition objectives.

PUBLICATIONS COMMITTEE Editor's report. 1992 advertising results versus national trends. Hang Gliding redesign reactions/ discussion. Financial - Hang Gliding magazine cost per member. 1993 ad rate discussion. Set Paragliding - The Magazine subscription rate - parallel Hang

Glidinf'} Advertising content acceptance concerns - Paragliding/Hang Gliding. School/ dealer Hang Gliding magazine returns. What percent should be credited? Report on Hang Gliding promotion efforts. Should USHGA publish a safety reminder monthly? Change size ofUSHGA calendar from 12 x 12 to 10 x 13?

SAFETY AND TRAINING COMMITTEE

instruction requirements for schools? How enforced, if approved? Consider publishing a minimum age requirement for tandem flight? Also minimum solo pilot age proposal. ICP revisions - membership feedback- discussion/action. Safety and Training actions since last BOD meeting.

SITE COMMITTEE Review progress on national site guide. Site Manual use update. Site development/retention issues hot issues.

TANDEM COMMITTEE Tandem pilot minimum age discussion. Tandem rating equivalency for Canadian hang gliding and paragliding pilots. Evaluate and discuss Tandem 2/Instructor rating requirements.

TOWING COMMITTEE Aerotowing Exemption - reported incidents. Aerotowing weight limitation request filed. Present aerorowing rules remain in effect. Discussion: Who should approve aerotow pilot rating, USHGA or USUA?

GENERAL SESSION Report on Women's Sports Foundation activities. Review Russian tour invitation Citizen Ambassador Program. Air Sports Council participation/role. Spring '94 - select BOD meeting site.

Should USHGA publish minimum

HANG GLIDING

USHGA Reports

A Year Of Improvement USHGA'S Board and Staff Refine their Goals

USHGA s cash position showed substantial improvement by year end. In addition our negative capital total has decreased by more than 50% to ($25 816). The damage from years past continues to be repaired though we still have a ways togo. Bruning says We have had our best financial year yet since the move to Colorado Springs. 1

by Dan Johnson, USHGA Treasurer

t be~t, ~nancial pl~nning an_d forecastmg 1s a pretty mexact science (some say it's an "art"). Done badly, however, it can cause a business or organization to go under. .. without even knowing why. In the mid-'80s, USHGA had few clues as to its financial future. Dues were somewhat arbitrarily raised, hoping to stem the flow of red ink. Later an executive director was hired to monitor precious funds and their use. After learning experiences with forecasting and cost allocation, USHGA seems m be on a better track financially. During 1991 the Association's balance sheer showed a depletion of$60,000. While not as alarming as the heavy cash losses of earlier years, the board wanted better performance. The Association fared better in 1992. Executive Director Jerry Bruning was given a mandate to stay within tight financial confines. He policed it well and the entire staff and board cooperated to help improve 1992 results in spite of events that could not be forecast. This performance may not repeat in 1993, as the overseer effort is a continual one. Surprises can and do emerge at any time. Events can change the outcome regardless of everyone's efforts. The job is important, though, if the Association is to continue its recent record of quality service and overall excellence (other air sport associations regard USHGA highly). Economic conditions and the state of affairs at USHGA suggest an across-theboard membership dues increase will not be needed in 1993 (though dual hang gliding and paragliding membership dues may have to increase). The following years depend on too many variables to forecast

March 1993

precisely. With inflation's inexorable rise, you can be assured dues must increase again at some point ... unless hang gliding realizes a dramatic growth in members to provide additional income. Let's see how 1992 looked. We'll keep it brief

1 11

FINANCW.., OVERVIEW Revenues in 1992 reached $826,276, an increase of $121,272 or 16% over 1991. This exceeds the forecast increase by 4.6

percent. The increase v.ras mainly due m the full-year effect of the 1991 membership dues increase (which became effective

REVERSING THE TREND New Opportunities Coupled with Better Financial Management Yield Dividends for USHGA in 1992 $875,000

Expenses

Revenue $830,206

$825,000 $796,792

$775,000 $741,004

$725,000-

1991

1992

~ USHGA Reports as each member renewed). Some growth can also be attributed to other events such as the lump-sum payment from the APA ($11,000), an increase in advertising revenues for Hang Gliding as well as the Special Edition II ($27,000), and a $37,000 increase in publication and merchandise sales. USHGA's expenses climbed to $830,000 for 1992. They also exceeded budget, but by less than one percent. This performance occurred in spire of $25,000 of unanticipated expenses. If one removes these "off-line" items, expenses actually came in three percent under the forecast. The sum of this improved news is that net income, after allowance for depreciation, should total $20,000-$22,000 after final year end adjustments are made. Compared to 1991, this represents an $83,000 turnaround, a worthy achievement.

A FEW EXPLANATIONS Several factors may offer insight into the above figures. Paragliding dues fell below expectations, despite predictions to the contrary by some board members and industry leaders. Paragliding magazine expenses exceeded budget provisions by about $2,000. The board may look at pricing changes for USHGA to service the members of the former APA. USHGA's Visa card program netted $6,000 to the Association's coffers and MBNA America agreed to drop our card's interest from 17.9% to 15.9%. Expenses on several legal matters added about $10,000 to headquarters expenses. These expenses are nor expected to repeat in 1993. With the paragliding integration expense, these items explain some of the "unanticipated" expenses. Active membership stands at 8,729 as of the end of the year. Approximately 800 of these are paragliding-only members came from the APA.

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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 finished 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 ability and a single minded dedication to the task at hand. At Wi lls 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 celebrate our twentieth anniversary in hang gliding , we would iike to thank all of our customers over the years who have continually inspired us to pursue the very best that is within us.

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Flying Technique

Per arming Crosswi n lan ings A Matter Of Choice oe Greb lo) that paragon oftutelage) would smile. For years he has taught pilots under his influence the basics ofgood crosswind landing technique. Now we present them to a broader audience along with the principles from which these techniques derive.

Why would you wish to perform such a dubious act as land in a crossing wind? For good cause, aviators have long been leery of wiping out landing gear due to sideways drift, groundlooping or rolling over when landing crosswind. However, we foorlanders essentially have castoring landing gear so we can move sideways and thus avoid many of the problems that face general aviation when a wind crosses our an airstrip. In fact, landing a hang glider in a crosswind is quite easy once you know what to expect. As Joe and many others have observed, pilors often get into more trouble performing gyrations intended to line them up with the wind in a resuicted field than they would if they elected to land crosswind. That is why you should develop a good crosswind technique: it is easier and ultimately safer at times than trying to align perfectly into a breeze.

March 1993

Tt<ur, WIND r~R.oM fl?t&f-ir

~,,----------'1---------------j

C.iZOSS (II../ IND

•TOP

FIGURE.

V/£,W

A PPAKE.Nr W//.JD pR_Q/.,1

~p-r VIEW

1------- ~ ~ E A R

PIG-U/ZE 2.. FIGUP.c

GLIDER REACTIONS We are going to enter into a little discussion about how our wings react to the air, just as we did in our piece on downwind, uphill landings. The reader need not fear, for the technicalities are minimized and we summarize the main points at the end of this section. If we fly straight al1ead in a perpendicular crossing wind we will drift co the side as shown in figure 1. Even if our landing field were unlimited in width we wouldn't wish to touch down in the situation depicted, for we would simply be going too fast to the side unless the wind were very light. However, the real situation is depicted in figure 2, where we turn into the wind an amount necessary to offset the side drift and stay within the confines of a narrow landing field. (After all, if our field isn't narrow we could land heading into the wind.) Note in the figure that we show the glider straightening a little as it progresses lower into lighter winds slowed by the drag of the surface 34

(wind gradient). This yawing is an automatic reaction of our glider to changing wind velocity (speed and direction), and we do not have to control this, although there is a small lag in the glider's reaction. Even if the wind doesn't diminish near the surface, no additional problems arise from our crabbing approach, for in fact, the stronger the crosswind, the more we must point into it and the less it becomes a crosswind demanding special techniques! Now to complete the picture we must see what other effects the existence of a wind gradient has. First, let's do a thought problem: Imagine yourself on a carousel or merry-go-round with glaring lights, gaudy prancing horses and organ grinder music. If you stand on the edge the ground rushes by to the right (they all revolve counterclockwise). Stepping off the carousel results in a sudden force on your feet from the left as your body's inertia conflicts with the stationary ground. We'll leave you there to possibly tumble into the merciful bosom of the fat lady, who was on an eclair break from her

sideshow act, and proceed. Now imagine yourself on a jaunty little launch motoring across a large body of water we'll call the Specific Ocean. In this ocean is a current we'll call the Humble Current. This current is extremely strong and you are traveling perpendicular to it, but since you are out of sight of land and have no navigation instruments, everything looks and feels like calm water to you and your boat. In fact, because you are immersed in the current and traveling with it there is no way you can detect a current. Next imagine that you arrive at a large spot of total calm in this ocean which we'll call the Sarcastic Sea. If the current is from the north (you are traveling west), and your entry into this calm sea is sudden, you will feel a strong surge of water on your port (left) side as your inertia directed south conflicts with the calm water. You may actually interpret this surge from the left erroneously as a current from the south. As Einstein said, "It's all relative." With these pictures in mind we are now HANG GLIDING

ready to understand our glider's reaction to a change in wind velocity. As figure 3 shows, we are flying with a wind directly from our right. We have eliminated the crab angle for simplicity. Notice the change in wind strength as we get lower identified as the wind gradient. We have not drawn the ground in our picture, for although it causes the wind gradient it only complicates our thinking. Since a glider rnoves relative to the wind it feels, we can redraw the wind profile from that based on what an observer on the ground would measure to that which the glider feels. This is shown in figure 4. Here the wind at the level of the glider is zero since the glider is immersed in the air, and moves with it just like our boat in the previous story. Now, if our glider suddenly sinks down it feels a blast of wind from the left just as we did when we stepped off the carousel or motored our boat into the calm sea. Although the wind is from our right, the acmal forces our glider experiences as it descends into the calm air are from the left. The final thing to see is what this surprise apparent wind from the left does to our wing. In figure 5 we have a top view of our glider with a wind crossing from the right. As we descend through the gradient we feel an apparent wind from the left as shown. This apparent wind coupled with our forward velocity gives us a net apparent wind (relative wind) slightly from the left which does two things: First, the glider tends to yaw left, away from the overall crossing wind. If we were flying straight perpendicular to the wind this would be a problem, for we would end up with a slight tailwind, but if \Ve are crabbing down the field as in figure 2, this yawing action serves to straighten us out the proper amount. The second occurrence is a stall on the wing which is upwind in relation to the general wind. The reason for this is that the apparent wind from the left creates more spanwise flow on the right wing. With the relative wind corning slightly from the left we have effectively reduced the sweep in our left wing and increased it in our right wing. It is an axiom of aerodynamics that increased sweep loads a wing up more toward the rip, so the right wing stalls further outboard during the flare than the left wing in our example. Let us summarize our results: When landing in a crosswind we must crab into the wind to maintain a track perpendicular to the wind. If a wind gradient (a lessening of

March 1993

GENE,RALC1<..oss1NG-

VJ/I N'D A f__O FT IN '5TANTANcOlJ5 I< c.l-AT!VE: vV'ftJD

I-IE.AD/NG

APPAR.ENr WtND LOWE:!<

DOWN

SIA LL FUF!Tl-1.E.R.

our ON UPWt!V'/:J W;NG DU!<.!NG FLAR.I=.

Fl G-l!RE. .!5,

the wind near the ground) occurs we will experience an apparent wind from the side opposite the crosswind. This apparent wind will yaw us away from the crossing wind and cause our wing on rhe crossing wind side to drop during the flare.

PILOT PROACTIONS The above discussion was somewhat involved so that the crosswind lander knows what to expect and why. If you didn't follow it precisely, at least understand the controls which we hereby describe. As you progress on a crosswind final maintain plenty of airspeed, which is good technique whenever you land in wind. Also, keep the proper crab angle which will allow you to fly your chosen final track. As you get lower, your glider may have a tendency to yaw to a heading more aligned with your ground track. Let it have its head as long as you don't aim more than 90° to the crossing wind. As you progress lower, round out as is normal and slow to flare height and speed (see "The Four Phase Final" in the January, 1991 issue of Hang gliding). Now comes the judgement part: You should flare cautiously, for any turbulence in the wind will have a tendency to roll you more than with a head-on wind. Also, a strong flare may cause the upwind (to the general crossing wind) wing ro drop if you are still under the influence of a wind gradient. But here's a secret: a very fast final will allow you to bleed off speed at one level - say five feet above the ground - which gives the glider time to acquire the relative motion proper for the wind at that level, thus negating the gradient effect. Since your flare is cautious you should be

prepared to run a few steps with possibly some sideways movement. The lighter the wind, the more flare required and the more you should expect to run. During the whole final approach, and especially during the flare, be ready to input any necessary control to keep the wings level. Remember, yoL1 are the pilot and your job is to control the glider at all times, even during the flare. Crosswind landings are an important part of every intermediate and advanced pilot's repertoire of tricks for safe flying. Indeed, such an expansion of our skills is what is necessary to overcome anemophobia, the dreaded fear of wind. Like any new skill we are smart to learn this one gradually by trying light crosses and slightly off-heading landings first, then progressing to more fearsome transverse gales. Certainly Joe wouldn't have you bog down in the technical derails; he'd send you out to experience crosswind landings first hand. So go out and perfect your technique. He's ~ such a nice guy he deserves to smile. :.w.:

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ever d1ought about aero towed by an ultralight), the is arguably rlic l1cs1 choice for an acrorng. It exhibits numerous advan over the lion, most notably the ability to fly very and clirnh while maintaining good amhoriry of control even under tow. ·1;1 increase its value, the craft cm double as a two-scat trainer fiJr would· he tug pilots. The Moyes/Bailey Dragonfly is strong, stable, ingly lightweight, :md cleanly designed. Dr:1gonfly. It may he one of the bcsr named aircraft No do11ht the evolrnion of the name had something to do with air· plane's first operators: the Draggin' club of central Florida. Though most rncmhcrs of this club had little to do with the the machine, their support of the project and the testbed they were 110 doubt invaluable to Bohhy Bailey, its creator. The first two deliveries were ironically completed to in the mmmtainous hang gliding mecca of' Chattanooga, 'lc:nncsscc. pilots believed acrotugs would only be popular in flatlands whcl'C clc vmcd flying sites arc sparse, hm hang gliding sire operators wam to be ro pilots. able to consistently deliver lots of The concept of acrotowi ng isn't new; it's just been a terrific shot in the arm by the rcf1ncment ;rnd marketing of the

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INTRODUCING THE DRAGONFLY First marketed by French ultralight giant, La Mouette/Cosmos, suitable aerorugs arrived on the market in the early '80s in the • form of a large-winged, specially-built trike. While the Cosmos tug would pull up hang gliders - even two at one time! - it wasn't what the American market sought. Speeds were too high (about 40 mph) and control of the trike was not as authoritative as needed. Well known crossover pilots like Roland Alexander conceived devices, fitted to the glider, to help cope with the high speeds of the day. (Crossover pilots fly both hang gliders and ultralights.) Other rug platforms were used, for example, Quicksilver Inc.'s three-axis ultralight version of the venerable Quicksilver hang glider. None of these ideas were quite right. In the late '80s, Bailey took a try at it. Bobby then worked for Advanced Aviation, an ultralight manufacturer based in Orlando, Florida. Advanced's boss Angel Matos, himself a sailplane pilot and enthusiast, supported Bailey's effort, supplying some materials at reduced cost. As his first phase of design, Bailey took the company's older Cobra ultralight (a modified copy of the Quicksilver) and performed a series of bizarre-looking alterations. Most were intended to reduce the speed, while preserving the ability to tow a hang glider aloft with adequate power (600 fpm was a goal). Most distinctively, to ensure adequate roll control at very low speeds, Bailey created the enormous ailerons seen in the photos. Coming from the land of Disney \\7orld, they quickly earned the nickname, "elephant ailerons" (reminiscent of Dumbo, the flying pachyderm with the big ears). The second generation machine was named the Dragonfly. Some of the ideas used on the Cobra were ported over to the Dragonfly. Its tail also has generous volume to ensure pitch and yaw power. Also, at the rail, a very important towing "mast" was added. This trailing edge of the vertical stabilizer extends way above and somewhat below the surface itself A long bridle is attached to the top and bottom of this mbe, forming a long triangle once the glider's row line is clipped to a ring which can freely slide up and down this bridle. This configuration assures rhat a rising or descending glider pilot will not overpower the rug's pitch control. "The wing is basically the wing design I used on the Buccaneer II (a two-place

March 1993

amphibian ultralight)," says Bailey. Adds Bill Moyes, "The German Junkers supplied the secret for low controllable speed. Large Fowler flaps double as ailerons, now dubbed flaperons." The forward cockpit is also derived from the Buccaneer while a rail boom emulates other popular ultralight designs like the Ma,xair or Explorer. The tail resembles that of several Advanced Aviation aircraft though the horizontal stabilizer was deliberately placed low to assure that the tug pilot can always view the towed pilot. (The older, higher Cobra stabilizer interfered with this vision.) It's certainly true that Bailey had the benefit of many talented and enthused hang gliding or ultralight veterans. Many people contributed ideas including Moyes, bur the Dragonfly is classic Bobby Bailey through and through. He even sewed the prototype sail himself.

SIMPLE SYSTEM Since it is a special-purpose design, the Dragonfly doesn't have controls identical to mainstream ultralights. For example, the tug has a line release lever and mirror that haven't been seen since the Cosmos aerotug. A pilot new to mirrors may find, as did I, that you may focus only on the mirror while towing. Probably ,ve're all a bit fascinated with looking behind us while flying, but the rug pilot also has the responsibility of clearing the path for both aircraft. The mirror works well and repositions easily, staying put once moved. Except for the rocket parachute handle, the Dragonfly will not have many other systems. As is his style, the Bailey design is clean and very simple, doing its job without a lot of complexity.

Commendations! The seats - each of them - are very comfortable. The front seat is typical Advanced Aviation: two triangularly shaped foam cushions slung benveen three support members. Simple perhaps, but among the most comfortable seats in ultralight aviation, especially under the thighs where some seats are insufficiently padded. The rear seat is removable, a potentially great feature. However, because the seat and controls can be removed or installed, a chance exists to do so improperly. Therefore, rear seat/controls security must be a priority preflight item.

STEERING AND SUCH Visibility in the Dragonfly is excellent. The forward seat is slightly ahead of the wing's leading edge so vision is virtually unrestricted. The mirror further enlarges the range. Throttle and brake controls are conveniently placed right next to each other. When ground handling, one hand remains on the throttle while the brake is just a squeeze away. The Dragonfly chrome-moly gear is very tough. Members of the Draggin' Flyers club tell a story about one pilot who struck an irrigation pipe while landing. As the tale goes, the pipe was damaged when the gear went over it, but the gear was unscathed. Another tug pilot in training stalled the prototype from 10 feet up, still without damage. Steering on the ground is precise. A large tailwheel provides good rail absorption plus turning power. The wheel mechanism is Bailey designed and features full castor swiveling, handy when you push the plane around on the ground (like in and out of a hangar). It stays within a small range of travel until a deliberate force t\vists it further for backward movement.

OPEN AIR COCKPIT So far, Moyes/Bailey has seen no need to fair the cockpit of the Dragonfly, though it vvould certainly streamline the appearance of the rather angular nose. However, speedy flight isn't the objective. Any hang glider pilot can appreciate its wind-in-the-face feeling. Entry and exit couldn't be easier, to either seat. Both positions have proper four-point restraint systems. Those, in combination with a rocket-deployed parachute, give the Dragonfly the right safety equipment.

UPWEGO Takeoffs are so straightforward, there's little ro say about them. The Dragonfly is sold with a water-cooled, twin cylinder, 65 horsepower Rota,x. This abundant power is needed when towing (the hang glider/pilot combo can reach 300 pounds - tandem even more). Even when flying with t\Vo on board, the plane surges forward and climbs quickly. Solo flight is positively breathtaking. Setting up a landing approach is like doing

In this dep//rture view, yot4 am see the

becoming airborne while the glider got of/first 1md tfrojJ)Jed the lriunch dolly.

so in the slower ultralight aircrafr of the early '80s. You needn't set up so far our, and speed control is virtu;illy idiot·proof: With a stall of' only 18 mph, few aircrafr (even hang glid, can perform a slower approacl1. When receiving my checkout in the Dragonfly from hang glider and ultralight pilot Russ Brown, [ landed at 25-30 mph. Later, Brown told me l had approached and touched down "a r;id fast." Incredible!

'l'hosc Dumbo ailerons seem large enough some small ultralights. You get used to them immediate· ly, though, as they do their joh well, right down 10 stall speed (maybe even below). Roll-in revealed good authority, but rollout was less strong. I'd prefer more. Later production models were given more mecl1anical advantage, largely solving this pmblem. With rhe engine power reduced, the rudder also seems a little "sofi," odd perhaps, considering its cb1rly ;:implc volume. This quality may be :1ttributahlc 10 the relatively close coupling hcrwccn a large wing and tail. T felt the plane needed a larger deflect range for low-power flight (which occurs at every release of a glider, as one generally spirals down quickly to haul up another pilot). Under power, no wch deficiency was noted. Back pressure 011 the stick ("push our" to you hang glidcr·only pilots) builds up at lower speeds with their bigher angle anack. This may come from rhc control linkage return hungic, whose rng can be felt when airflow is slight. However, in steep hank turns, the Dragonfly carved the tum well, requiring litrle back prcssmc effort. 10 suffice as entire wings on

Stick placement and movement range is completely acceptable. Ergonomics of the cockpit and its controls arc generally excellent design. Simply put, the Dragonfly is cornfonahlc to control, responds very nicely, and won't wear you our even if' you tow up glider pilots all day.

Acrotugs have specific qualities to opti· mizc their design goals. Having flown four different designs while performing aero tows of hang gliders, I have some experience with the task. No compari .. son is even reasonable; the Dragonfly is vastly superior to the Cosmos tug, or tbc older Bailey Cobra, or a modified Quicksilver

MX. '] 'he Cosmos and Cobra would hoist the glider up at respectable rares of climb, and the Cohra was a close cousin in other ways, being a kind of prototype li.ir the Dragonfly. Bm all planes plllled the glider through the air at a rate o/' speed that was a bit too fast for comfort. As most of you know, when a glider flies at rrirn speed, it flies hands off, just like most power crafr. When it's towed faster than that trim speed, it wants 10 climb constantly. Therefore, the effort required to keep the glider at the right height rclarive to die mg can result in significallt muscular exertion. /\frer a fow mimncs of pulling in hard, your arms may tire. I once had Bailey tow me to 6,600 feet above Horida. Though the view was terrific (l could sec both coasts!) l thought I'd never be able to land as my arms would he too tired. As it turned out, l descended to 3,500 ACL where I discovered lift. After normal-speed soaring for an hom,

my arms returned to normal. 'll> the contrary, with the Dragonfly. the tow speed is so close to a hang glider's trim speed that you experience virtually no pitch pressure on rhc control bar in order to stay iu the right position behind the tug. Wonderful! l )ue to convective lifr that day (natur:dly), it was difficuh to measure climb rares. While solo ;111d not towing anyone, a timed ascent c;ilculated to I, I 00 fpm. It seemed ro he about the same with two aboard. Under tow, with just myself in the Dragonfly, rhc climb rate averaged right at 600 fj'm1. Descents illustrated the high-lift wing's efficiency. I clocked an average 575 fjnn sink rate, engine throttled hack bm idling. This is better than virtually all ultralights except the Cloud Dancer (260 fj1m), and speaks volumes ahollt Bailey's design abilities. Typical cruise speed, off tow, seemed to hover at though you can easily slow it down to 20. Speeding up past 50 is possible l wok it to 80 in a dive but the windblast is considerable. When rowing, the tug sucks up foe! like a Cadillac, the result of' a big engine being pushed to the limit while climbing to 2,500'-3,000' /\CL That hum rate should be signif1cmdy less if flown solo at moderate power setrings.

Stalls in the Dragonfly were relatively uneventful, again the result of' a light wing hiding with good control authority. Every stall I performed occurred below 25 mph, whether dual or solo. F;1ctory specs say stall is 18 mph and l have no reason to disbelieve the figure, H1\N(; Ct IDIN(;

R!GH'f: '/;mdern opcmtions rtre one of the mr1in uses of the adequrttcly'jJoUJered /)ragonf!y. Others tow experienced pilots to the thermal every time. 11/30VF: With glider in tow, the /)rrz~on/!y pull1 one pilot aficr ,mother to those thermals .forming over l't?ntm! Florida Nott· the tow lines t1nd their attachments. Jl/JOVF RIGHT The next pilot in line to be rterotowrd !'hecks his gcar after placing his in the "lmmrh dolly. " The dolly permits mntmlled ta!?eoff:i. It is relmsed by the glider pilot hernrning rtirhorne.

Power·ofT stall with medium stick-hack speed did hreak, but no evil tendencies were noted. The Dragonfly exhibited no desire to fall toward one wing or the other, though she would wobble a bit at the top of a stall. Power-on stalls mushed mightily, finally yielding to a mild break. The cvcm w;is too gemlc to cause any concern and is a good characteristic for a tug acrnstomed to high nose angle climbs. Accelerated stalls broke bur exhibited no spiral instability. When performing longiwdinal stability evaluations, control dam.pening proved to be excellent. Most nose up/down movemem disappeared hy the second oscillation and was completely gone by the third. Few ultralights I've tested do any better in this imporram stability test.

You might not expect the Dragonfly to be cheap and you'd be righc This is a plane built for a specific job which it performs admirably. 'fbc plane is presently being sold factory built, with training. Price is very subject to change, as the operation is still new (about a dozen Dragonflys have been delivered). As of spring 1993, you'd best call or fax Moyes in

Mard1 1993

This is a plane built for a specific job it performs admirably. 11

Australia as that's where Bailey is presently stationed. He'll he back as our summer approaches. Considering the inrendcd pmpose, some other goodies arc worthy of purchase consideration. You may want to have a second engine on hand. The wrath of a woman scorned may seem like a smile compared to the looks you'll get frorn hang glider pilots who can't get towed aloh on a cracking-good thermal day. Better be able to swap engines and keep collecting those tow fees. It'll make frir better relations and will keep your business humming. So, add $4,000 for an extra engine. You'll also need a couple of launch dollies. Most hang glider pilots who arc towed regularly buy or make their own dolly, but your early customers won't have one, or won't build rhc right one. Other required items include tow line, weak links, hookups for the glider pilot's h:1rness, signal flags, radios perhaps, and other

doodads. By the time you're done setting up a tow operation, you could invest more than $20,000. I fowever, you'd have the best setup going. 'Then, wheu someone tells you to go fly a kite, you'll have a reply to shake them up.

Design Load

I ,(JOO lbs.

'fop Speed-~- 55 mph

Stall (Full flaps) 18 mph Climb Rate (under tow) 600 fj)m Climb Rate (dual) over l ,000 fpm ·L1keoff Roll 50 ft. I ,anding Roll l 00 ft. Contact: Moyes Delta Pry. Ltd. 173 Bronte Rd. Waverly 2021 N.S.W. AUSTRALIA

Th dial.from the US!l Tel: Ol l-61·2-387-5114 Fax: Ol l-6 l Bailey may he contacted in Florid,i on his return. Moyes can supply the contact information.

rI I

orningsidc is an 011tstanding 430foot 1raining site and flight park in New England. Pilots come from miles ;mmnd to gain experience before attempting cliff or notch mmmrnin launches at other sites m the area. Since i1's the only park in New England, a typical week will sec 20-50 pilms in cuidition to the on' The site is more than just pr:icticc upcoming pilots, though, since it typic1lly becomes soarablc several times each week. Morn is a full-service flight and shop ng rcmal gl trarnmg, rs ;rnd sail as well rides up the hill 011 an ATV. RC aud arc welcome is ;1vailablc on-site. There 1s a bath with showers available icJr campers, well as :1 pond and mornllain hik for those rimes you don't feel like Tlicrc's ,ilso a small cabin on t-op I hat may be available for rrnt, hut i1's rrnted full season al ;1 time. The site is owned by a pilor (Phil Hanes) who quit cLiiry forming and devcl oped the site in 1977. Ile leases the land 10 Jeff who runs and owns the school and dealerships. I le the shop open scv en a week. Morningside is a popular destination fr)r a short X-C flight from nearby Mount which tcnds to inspire the sniclcms. Probably rhc most unique :1spcct oC the

park i, the ATV shuttle service hringi ng hoth glider and pilot back to launch without down! The glider gcrs ried down to ;1 small 1railcr behind the A'] am! the pilot stands on the hasctube and stabilizes ir. The 1rces have been cbucd around the road the width of a glider, so it only takes four m five minutes from l.Z to bunch. Multiple A'JV's are available ;1s need-and each ride costs 50. On die down-

side, when 1hc ATV's arc running 11 the only vehicles permitted on rhc road --- 110 self-service pump available here! This famous flight park is probably worth stopping no rnancr what your skill lcvl'I or raring, if only ro sec their bcaurifr1l trainslope and the ATV rides. Their entire slope is manicured and the site is parklike. Swimming in pond should be a real trcar in the summer!

I ]!\NC CLIDINC

Site Info -

Morningside Flight Park, New Hampshire

SITE NAJvfE

Morningside Flight Park

CHAPTER

Morningside Flight Park (not a USHGA chapter) RFD 2, Box I 09 Claremont, NH 03743 (603) 542-4416 Fax: (603) 543-9577

LOCATION

Near Claremont, NH in southwestern New Hampshire. Take Exie 6 from I-95 to state Highway 12 (or take 12 south from Claremont). Turn right (or left, if heading south) at Morningside Lane, where there is a garage named, appropriately enough, Morningside Garage. The hill and shop will be on your ldi: within a few miles. NOTE: Only the closest buildings are part of the flight park. There is a private home fairly close to the flight park, so don't wander coo far from the trailer next to the parking lot if no one is around when you arrive!

ALTITUDE

Top launch: 880' MSL, 430' AGL Other launches: 50'-250' AGL.

RA TING

Beginner (Hang I) and up, depending on launch and conditions. Bring your logbook!

PROTOCOL

Eve1y pilot must be a current USHGA or AQVL member vvith liability insurance. A liability waiver must be signed, and rides up muse be prepaid (your card is punched for each ride taken).

RESTRICTIONS

The closest restricted airspace is the ARSA over Concord (50 miles away).

FEES

Full membership- $150/year. Daily membership- $10/day. Camping and use of showers by pilots is included in all use fees. Non-pilots (even drivers) must pay $5/day for camping.

LAUNCH

Top launch is a concrete ramp with a 30° slope. Easy and free of obstructions. Additional lower launches are available on a grassy training hill with a 40° slope.

The LZ is grassy and fairly large, with two large rings for spot landings. There is a small stream running between chem to be aware of and avoid, and eve1ything below it is fairly mushy. Plan on getting your feet \Vet if you decide to land in the lower ring!

DIRECTION

All launch sites face west, and can be launched in southwest to northwest winds.

SETUP AREA

Lots of room for 50+ gliders at one side of rhe LZ. All gliders are set up in the LZ and then shuttled up on an ATV trailer with the pilot.

ROAD

Paved rbe entire way, and trees are cleared for the entire wingspan of a glider, allowing assembled gliders to be shuttled up in four or five minutes on the ATV's, which are the only vehicles allowed on the road most of the rime.

CAiV[PING

Included in rhe membership fees for pilots, including use of a full bathroom with showers. Non-pilot camping cosrs $5/day. There is a small cabin on top that may also be rented. Ask Jeff about availability.

X-C

Good potential on soarable days (several days per week usually), especially during May and June. The current site record is 60 miles to Londondary, NH by Randy Adams.

EVENTS

Glide Ratio Contest- Held early in July, from daybreak until the winds pick up. Anyone can enter, and rhe goal is to glide as far as possible. Trophies are awarded by glider class and pilot rating. I11terco!!egiate Jvfeet- Fun team meet of college alumni wirh lots of low-key bomb drop I spor landing I duration types of events, held on Columbus Day weekend in October.

BEST T!Jv!E

Morningside is flyable year-round, and frequently soarable. Ir's most consistent in April and May, although April can be pretty rock & roll. X-C is best in May and June, when altitudes can reach 6,000' -7,000'. \'(linter flying can be extremely cold, bur pretty because of the snow.

FREQUENCY

151.625 and orber USHGA frequencies.

CONTACT

Jeff Nicolay, Momingside Flight Park, (603) 542-4416 Fax: (603) 543-9577

1vfISC

There is a pond on sire chat's good for after-flying swimming, and mountain bike trails are available. There's a full-service shop on-site for demo gliders and repairs.

March 1993

llcnvillc is arguably the flying site of the Northeast, and cerrainly rhe most famous. ·!'hen: arc more than pilots who fly here, though luckily not all on the same weekend! The area is a popu lar resort in the summer, and offers swimrning, golf; tennis and horses as well as a hotel. There arc lakes, waterfalls and caves all over the rnounrain, offering many opporn1nitics for swimming and spelunking. There's ;i]so a famous rock climbing site on the back side of the Shawangunk mountains. A full.service shop (Mountain Wings) is ne;irhy, although not on-site, and d1cy con·· trol access to launch. WARNING! THF SHOP IS CLOSLD ON TUESDAY! Don't to show up on a Ti1esday ;md be ;1hle to i(l get to the shop, jus1 head into town on Highway 209 and tum right at the sec ond I , II or Canal St Mmmt:1in is a conplc of blocks down on your left, next to a propane shop. Unlike m:rny ofrlw sites around the COllll· try, Ellenville is to remain a glid · of'% site fora O

the l

in), and carnping is with fi.tll membership, otherwise ight). Static line rowing (2,800' and $3/iow) is available in tbe LI: when the mountain is tmflyablc, or there arc

lots of other sites nearby rhat the shop can direct yon to (or that may even appear in lt1turc articles). Any trip near the area should probably include a stop at this famous site.

stay :dolt without for 11 hours and minmes! There's a barbecue every ,'iatun1av

,n•,n•HH•d

[()

HANC Ci IDINC

Site Info -

Ellenville Mountain, New York

SITENAlvlE

Ellenville Mountain

CHAPTER

Ellenville Mountain Flight Park (#193) 150 Canal St. Ellenville, NY 12428

LOCATION

Near Ellenville in southeastern New York. Take US Highway 209 southwest from Ellenville past Highway 52 for two miles, and turn left on Hang Glider Rd. Head toward the mountain, and the LZ is on your right.

ALTITUDE

1,415' MSL, 1,040' AGL.

RATING

Intermediate (Hang III), paraglider pilots: Class 1 with a 5-112:1 canopy. Novice (Hang II) pilots are allowed when accompanied by an instructor or with a special sign-off. Hang I pilots are permitted on the training hills.

PROTOCOL

Every pilot must be a rnrrent USHGA member with liability insurance, and a liability waiver must be signed. There is a locked gate on the road to launch, and keys are available from the shop with a $5 deposit. A helmet and parachute are also required. (Does anyone fly without them anymore?)

RESTRICTIONS

The Stuart International Airport TCA is only a few miles over the back, preventing X-C flight in that direction unless you have studied the sectional closely and know exactly where the boundaries are. There is no other restricted airspace nearby.

FEES

Full membership - $65/year including camping, flying, sporadic newsletters, and a key to the gate to launch. Daily membership - $5/day (key deposit $5 additional).

LAUNCH

There are four launches available, facing north, west, northwest, and north-northwest. All are dire (or dirt covered with carpet scraps) with 30°-40° slopes, and require a wire crew in higher winds.

The LZ is a huge, grassy, 32-acre field with concentric rings mowed into it for spot landings. There are no obstructions, so it would be an excellent site for first mountain flights.

DIRECTION

Since there are so many launches available, any direction from north to west-southwest is okay.

SETUP AREA

Room for 30 gliders within 50' oflaunch.

ROAD

Paved much of the way, but the last 1/2 mile or so is a two-lane 2WD dirt road. 10 minutes.

CAMPING

Available at the end of the LZ (next to the river), free with full membership. Visiting pilots pay $5/night. There is also a local hotel for those wishing more plush accommodations.

X-C

Good potential, and there are LZ's all over the place. The current record is 98 miles to Rhode Island. The shop sponsors an ongoing X-C challenge "up the valley," with $100 for the longest flight each year.

EVENTS

Fun Meet- Held on Labor Day weekend, and sponsored by the Southern New York Hang Glider Pilots Association. Vision Classic- This meet pits all pilots against each other on identical gliders, and is held in the fall. There are prizes and a pig roast to go with this fun event.

BEST TIME

Springtime is best for X-C, but I'm told that "it's always good here, except when it's not!" Post-frontal days are usually good, with altitudes of 7,000' -8,000'. July and August are usually hot and muggy, and best suited for training.

FREQUENCY

151.625 and other USHGA frequencies.

CONTACT

Greg and Judy Black, Mountain Wings (914) 647-3377 (closed Tuesdays).

MISC

There is both thermal and ridge lift here, and a wave sets up over the LZ in northwest winds over 18 mph.

March 1993

1993 USHGA MERCHANDISE ORDER FORM PRICE 1993 USHGA CALENDAR 12" x 12" full-color pictorial of the sport you love. OTHER USHGA CALENDARS SPECIFY YEAR: 1992 1991 1990 1989 1988 Excellent Photography - collect them alll USHGA "TAOS" T-SHIRTS 100% cotlon, oversized, fine-lined weathered look. COLORS: Ash Wine Blue SIZES: Med. Large XL 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 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 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL COLLEGIATE T-SHIRT ASH, 100% cotlon, puffed lettering. Sizes: Med. Large XL "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE 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) USHGA LONG SLEEVE TS HIRT 100% Cotton "Simplistic" Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL USHGA MTN. GLIDER TSHIRT 100% cotton. Our most popular shirt. SPECIFY SIZE: M L XL COLOR white ash USHGA YOUTH MTN. GLIDER TSHIRT For those up and coming pilots. SPECIFY SIZE: 8(68) M (1012) L(1416) USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED USHGA CORDUROY CAP Embroidered with "Glider Trails" design, off-white.

TOTAL

QIY.

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

CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _exp. ____ Signature ____________

SHIPPING .01 - 9.99 ADD $3.50 10.00 - 19.99 ADD $4.00 20. - 34.99 ADD $5.00 35. - 49.99 ADD $6.00 50. + ADD $7.50 Canada & Mexico add $1 .50 extra lnt'I surface add $5.00 extra lnt'I air add $15.00 extra

SUBTOTAL

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SHIPPING (see chart)

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TOTAL ENCLOSED

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

COLORADO SPRINGS, CO 80933-8300

(719) 632-8300

FAX (719) 632-6417

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13e Ifl/brmerl I

~ /rf AA-j4~i,ttt• News - of the APA /'f'4t~

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s by

Meadows

his article, and hopefully more to foJ .. low, is meant ro let you, the consumer, know ahout new (a11d not-sooptions, gadgcts, harnesses, and anything of interest that yo11 otherwise wouldn't sec reviewed. If you know of' :1 new item ahout which you'd like to know more, get in touch with the editor and 1'11 have the manufacturer send the item to me for review. Likewise, if you're a marmfactmcr of an item that yo11'd like to sec reviewed contact the magazine. 'These will be honest, no-sugar coating reviews, so you, the reader, may make an informed decision ahour something you may he considering. No gliders will he reviewed. Comments ,ire welcome.

There's one word I'd like to say ;1hou1 i-!1is gadget l!JN/\1 .l Y! /\nyone who has ever traveled with his glider and parked it omsidc a motel knows the frcling waking up and walking immcdimely to rhe window to make sure the glider's still rlicre. Fvcn if you don't travel nmch with your glider, there arc those times when you find yourself at the mall or the movies and you feel jusl a little llllCasy about leaving your glider 011 the car outside. Well, no more! Now there's a produn th:1t makes an cxccllcm alarm for yom hang

er that requires very litrlc effort and takes up very Iittlc space. lr's called the ElcrtTM. The Elcrt has hcen specially designed 10 protect personal property, :md in the event of' an emergency it can be used as a "panic" alarm. This alarm operates on a lrnilt-in movement sensor with adjustable sensitivity. It can he set Lo go off at the slightest movement, or adjusted lo require a bit more movemclll to send it wailing. This is accornplishccl with a slide adjuster on the side of the unit and rcguircs

no tools. 'fo use the aL:irm, you simply touch two buttons to activarc ir. /\ft.er activation the alarm will beep five times (slightly louder than I would prefer). /\lier the fifrh beep (approximately IO seconds) the alarm is set and will go ofT after the unit is disturbed. There is a programmahlc delay between when the unit is disturbed and when the alarm sounds. This is adjustable between three and 20 seconds, allowing you ample time to rnm the unit off before the alarm sounds. It's hard to believe that this little unit (slightly smaller than a pack of' can make as rnuch noise as it docs. The Elcrr puts our I 07 decibels! Thar's enough to darnagc your hearing if it's rno close to your cars. Once the alarm has sounded it can only be turned o/r hy entering your thrwdigit code on the keypad. 'lcl protect your glider, the unit c111 either be placed inside your glider bag, or attached to the outside the bag with the enclosed strap. Police say a loud noise is usually the best deterrent to crime, and this puppy really docs the job. Once the alarm sounds it will continue to scream filr 30 seconds, at which time ir will reset itself to rhe armed mode. The Elcrt can be used for more th;m just your hang glider. It c1n be placed on a bicycle, golf clubs, computers anything you don't want ;rnyonc to move. /\s mentioned earlier, the unit can also he

HAN(; 0 lllJN(;

used as a "panic" alarm. Simply touch two lrnrrons ar rhc same time and rhe I ()'7.dB :1larm will sound. This is great for anyone concerned with personal safoty. The small size of the unit makes ir very convenicm w carry wirh you or keep in your vehicle. The Flert is powered by three (included) Duracell AAA batteries. One minute after activation the unit goes into battery conserve mode to reduce battery drain. Once in this mode ir depletes the hartcries ;1s slowly as if were on the shelf: Included arc mm111ti11g clips, vclcro strips and :1 nylon strap 10 fasten around things. The best parr is the price. The Elcn sells for just a paltry sum compared to what it would cost to replace your glider or gear. 'fo order or for more infrwmation comact: Safe: Markctinr, Concepts, 822 Wilbrown Circle, Ch:1rlone, NC 28217 (70/i) 525-61 '57.

Il1e has been 0111 a couple of' years in Australia and has now fou11d a distrilmror here in the U.S. This video is :1 50 minute, upbeat doc11111cmary of the World J:rcestylc Masters Championships at Stanwcll Park near ney, Australia. The World Freestyle is an acrobatic meet held at a coastal site in very predictable conditions that allow for top landings so the pilots c:;111 make nrnltiplc flights without breaking down their gliders. The visuals arc accompanied by wonderful soothing music, matched with A11ssic:-ffo. vored commentary. The editors have also elected to add some nice special effects in the M;:irc:h 19CJl

scene fades. Several fomous Aussie pilots arc: interviewed dming the video including Stew: Moyes. 011c of greatest segments on the tape is of 'fin1 Travers in 1979 performing some absolu amazing feats, including flying around with no harness, picking leaves from the tops of trees, launching unassisted from nearly flar ground while lying on his belly, landing on rop of radio towers and ohscrva .. tion decks, and doing some other unbcliev· able flying tricks. This footage ;:ilonc is a great reason to own rhis video. Th(' is made from a w11Ffo's poim of view, so it's suitable for all audiences. The footage includes the famous Ausrralian Wire Launch, i11 which the pilot is proncd out in the glider while his launch assistants practically throw him off the cliff'. T'his is a wcll·made video that includes more spins and wingovers than you'll /Jnd any· where. If you're a hang gliding videophile, then you definitely must add J'he reading /:c(~e to your library. The price is $39.9'5 plus $3.00 .S/H (8.5CJ!c1 tax for California rcsi· dents), and is available from: Larry Hirsch, 10811 Oregon Ave., Culver City, C:A 90232(310)281 199.

Our Trike Wings arc not simply rcinf'orcccl hang gliders. They' vc been specially designed to carry heavier two·scatcr trikes. Our Wings feature a very wide speed range for short landings and long voyages. They arc especially well vibration dampened.

1 14 16

NAA is the umbrella organization for all major air sport organizations, and represents U.S. sport aviation internationally. It is the n;-1tion's oldest and rnost prestigious aviation organization. Supported by thousands of individuals, aero clubs and corporations, NAA is also the nation's official aviation record keeper, as well as the custodian of rnany of the most prestigious aviation awards. Cain access to information on ,111 air sports by joining Chuck Yeager, Dick Rutan and thousands of other air sport enthusiasts. Become a rnernberofthe National Aero Club of the United Slates. I wish to ilpply for membership in the National Aeronautic Association. I hav<' enclosed rny check for $22 ( please enclose $37 for foreign mailing).

to mph to mph to 70 mph

Load tostod to 4,600 lbs positive, 2,:JOO lbs neqative,

La Mouette 1, rue do la Polite 11 ;21 Fontaine·Les·Dijon • the USA, dial:

011 <l3·80·56·66A7 011 ·3~J.80·55·42·01 ln !ltc USA, contnct ... ,kfforson A(•rospol'ts l 5 I '.?O Skelton Rd• .Jcflcn,on, OR 97 3.''S2

National A<'ronautic Association 1ll1 '5 N. l't. Myer Dr. - suite 700 Arlington, VA 22209 703,'527·0226

Chaprnan C

'rn near the bend in the river ahour uh ... rliree or Com miles west. Well actually west southwest of town, near a field with cows in it." Or, 'Tm at north /i0° 44./i', west 111 ° 34.2'." Which radio call would your rn1sty hang driver rather ch:1se down? If the first simarion describes the cud of your typical XC: flight, rhen this anide may enable you to keep a driver for more than 011c flight. So, you ask, how can anyone know where chcy arc with such precision? You can thank the Department of Defense, because satcl!i1e navigation is a reality, and now you can simply press "present position" on your handheld global positioning system and read the coordinates to yonr driver who then plots rhem on his/her chart and drives directly to you.

Clob;1I Positioning System (CPS) is ;1 product of' the Defrnse Depannwnr and cn1ails a coustellation of 21 (currently 19) satellites that orbit the carrh and provide nals that the CPS unit can interrogmc and determine its distance from. When the unit March I 993

receives three or more signals it can not only detcrrninc your position anywhere on the globe, but your ;1ltirude as well. This threedimensional infclrnurion can be processed in a va rict y of w;1ys to provide you with vin ually any data yon may desire such as ground speed, :11Lirude, time ro a selected point (goal!), aud a course deviation indicator (CI11) rhat will srccr you directly ro th,H selc.ctcd point. For an excellent primer on just how CPS operates, call Trimble Navigation m 1··800-TRI MB LE and request rhci r free (my favori re word) boo kier on CPS.

You arc probably saying to yourself' that this system rnust cost i11 rhc zillions, weigh more than IO graphite gliders, and require a portable generator in the double surface. No! The unit I reviewed for this arricle uses four AA batteries (good for eight to 10 hours), is the si;r.c of· a Flytec vario, and costs about the same as the Flytcc 3030 ($1,295 retail). It is the 'liirnhlc Flightmarc CPS. This unit is set up for use in aircraft and is crnmectcd to the yoke with a snazzy little bracket (included) tfoir works for connecting 10 a downtubc as

well phoros). fn addition to irs other foaturcs it also has a huge ( 15,000+) darabasc of airports, VO Rs, and I 00 uscr-prograrnmablc points. The rypical diver pilot won't h:1ve much use for the aviation database, but for those of us who also fly airplanes it is nice to have. Why should hang glider pilots fly with CPS? Well, I think one only has 10 review the performance of the Swift at the Pre· Worlds to think of a few reasons. Brian Porter could have begun his final glide pre-· cisely at the right point after the ( ;ps told him his ground speed, altitude, and distance to go so much for whip stalling down to cross goal. In rhe same article Brian mcnt·ioned overflying goal by 25 miles; you make the call /iJr CPS.

[n addition to providing direct routing from rakcoi{ or any point you select ro ;1 programmed goal, the unit provides a wealth of inforrn,nion. It has 1wo trip compmcrs that record your flight and provide speed made good, max and min altintcks, and elapsed time. Operation is straightforward (if you cm

use a VCR, you are overqualified to use this). The front panel has eight buttons: on/off, enter, and capture present position button (a neat feature, allowing you to record a specific spot to check out later!). The remaining five buttons allow navigation through the database, the trip computers, the three independent count up/down timers, the emergency search feature (finds the IO airports nearest your present position), the user waypoint library, and customization features. The unit allows you to specify how you want information displayed, and can show metric or U.S. standard miles or knots. The manufacturer says the unit is good for eight to 10 hours use on four AA batteries, and that figure seems about right after flying with it. You can also get a cigarette lighter adapter to eliminate the batteries, but you can change batteries in flight and not lose any data as long as it takes less than 1S minutes to get power back to the unit (wait until cloudbase).

FLYING THE UNIT Flying with the Flightrnate takes some getting used to as the main navigation display contains a lot of information. Data is displayed in four lines on a liquid crystal display (see diagram). The first line shows your selected steerpoint (you can choose from the database or input your own points using latitude/longitude or UTM coordinates from your map before flight), the heading you need to fly to proceed directly to the steerpoint, and your distance from the steerpoint. Remember, you can use any unit of measurement with the Flightmate (knots, miles, meters, ere.) so flying in Europe with their maps would be simple. The second line displays your groundspeed, your heading and an annotation that indicates if you should be at an even altitude or an odd altitude (the FARs say that aircrafr flying cast should be at odd altimdes and at even altitudes when flying west, not really an option for us). The groundspeed readout is very accurate; after the unit locks onto three satellites you can begin to walk and your speed will be displayed. This is very useful, since now one can begin his final glide with a great deal of accuracy. The third line displays the estimated rime en route ro the selected steerpoint based upon your current speed, and it shows what time you will arrive at the steerpoint in local time. The last line of the nav display is a course deviation indicator (CDI) that dis-

selected

Heading to waypoint

distance to

heading grounds peed

31Mi

estimated time to waypoint

126°

ETE 25:03

time

12: 1 SL

[1 I Oj 1 I ]-+0.85

course deviation indicator

distance off straight course

Nauigation Display

plays your position relative to a direct line between your selected steerpoints (in our case these would be launch and goal). The CDI display shows how far and to which side of the direct line you are. For triangle courses and mrnpoints the unit automatically steps to the next leg of the flight plan as you pass over the turnpoint, and the CDI begins to track you to the next point. This feature should allow future contests to be run with turnpoints and goals that have no recognizable features beyond their coordinates. How about a contest where the goal is a GPS point in the middle of a 100-acre field? One final use that should appeal to some of us is the ability to save any point that you fly over by simply pushing a button. This feature would allow the pilot who landed out in the boondocks to stash his glider, mark its position, hike our, and then use the GPS to take him and his 4x4 directly back to his hidden diver.

CONCLUSION The Trimble Flightmate is an excellent instrument that will probably be required equipment in future competitions. It can also provide the weekend cross-country pilot with an added edge, and the peace of mind that comes from knowing your driver is on rhe way to pick you up, and not heading toward some other field with nothing but cows in it.

Dave Chapman (USHGA #5742) is 34 and has been fiJ1ing hang gliders for 19 years. He taught himself to fly in Montana on a

home-built 18' Flexi Flyo: (He says his folks were ve1y supportive, since his mom was glad he wasn't riding motorcycles!) He flew for almost two years before he actual61 got to see anyone else fly. He built an Icarus II after the Flexi F61er and has had a succession ofgliders since. After high school he attended the Air Force Academy (class of '81) and went on to Air Force pilot training. He spent eight years in the service and flew the F-16 In 1989 he left the service and now flies the right seat of a Delta Air Lines 727 He ;s also building a composite ailplane fiwn plans and does design and consulting work for UP Intemational in Utah. Dave says that hang gliding has been and still is his first love, although he points out that his TRX flies considerabb, better than his original F!exi F61er! UP International has just become a ~ dealerfor the F!ightmate GPS. - Ed ~

SPECTRA

2,000' #9512-725 Coated: State-Of-The-Art Total Weight Approx. 3.0 lbs. 725 lbs. Tensile - Only $300/Spool Braided Products Division David F. Bradley Box 291 Telford, PA 18969 (215) 723-1719 phone (215) 453-1515 FAX

HANG GLIDING

Classifieds HANG GLIDING ADVISORY Used hang gliders should alw,ws be disassembled before !lying for rhc

DUCK 180 -

Clean, make ofler ('14) 639-8684.

first rime and inspecrc:d careful!~· for fatigued, bent or

dcmed dowmubes, ruined bushings. benr bolrs (cspccialh- rhc hcarr bole). re-used N,·loc nurs, loose chimbles, fra~Td or n1sLed cables, rangs wirh non-circula1 holes, and on Rogallos, sails badh- rorn or corn loose from cheir anchor poims franc and back on che keel and leading edges. If in doubt, manr hang gliding

!-'OIL COMBAT 152 - ·92 Utah Cup winner S2, 70ll. Camba, I 52,000. (80 I) 254-614 I.

businesses will be happy ro gi,T an objccti\'C opinion on the condition of equipment ~'OU bring rhem lO

GEc..J!Nl 134 - Prem· glider, grear condirion. Sl,195 deal. (714) 639-8684.

inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGAcertified school.

GEM IN I 164 - flies and looks good, inspected. $995 or make ofter. (~14) 639-8684.

ROGALLOS

HARNFSS - \'('\'(! Z3, 5·10·· w/Second Chamz ballistic system. S 1,200 complete. Raven Skv Spores (4 l!i) 473-2003.

AXIS 15 - 10 hours 52,500. formula 154, 25 hours 52,500. TRX 160 custom, 6 hours 53,900. I I meter Pulse, 3 hours $2,900. 159 Z-1 racer 52,200. Tom (503) 998-1220.

C-2 165 - Cood condition S300. Pac \Vindcrafr Fsprit 158, exccllem condirion $GOO. CG I 000 for 5'8" pilot w/all options S175. Ball 652 w/all options $425. Call Dave (303) 728-5400. DOVES WANTED - Electra fiver, Doves A, B or C, wamed by instrucror for school use. Anr condition. Raven Sh Sports (414) 473-2003.

r:oR;vJULA 154 - 4/i TT Great performance and handling, $2,000. (805) 772-1441.

HARRIER 147- S375. (714) 639-8684.

K2 155 - Flies and handles great! Looks beautiful' 52,800. (805) 772-144 L

K2 155 - Excellent condition 52,000. (505) 2~5_ 2.350 New Mexico. KISS 154 - 1990 w/K2 updacc. Fxcellem condition S I,500. 1-800-334- 47T'. LIGHT MYSTICS- 166-SI,lOO. 177-$1,500. Two Airstream harnesses, S225 ea., 26' chute S200., 22'chuce S 150., Ball 65 I S250. (602) 780-840c> Scon. MAC IC Ill I 55 - Grc,u shape, 60 hours, S500 ORO, you ship. l'vlark (510) 537-3348. MAGIC IV 166 VG - Great condition, spare downrube, specdhar S1 ,250. (205) 859-9835.

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

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

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

ivlOYES CTR 175 VG - Rainbow bottom, blue LE, farings S 1,800. Also c.loves pod w/chute, altimeter, vario. (303) 972-1245.

HP II 8684.

HPAT 158 - Excellent condition, clean, moderate hours, threads needles $2,000. Dana (505) 849-1044. HPAT 158 - Excellent condition, 26 hours $2,350. (703) 989-1737.

DREA,'v[ 220 - Blue/white/black, hardh· used, with High Energ)' cocoon and chme. Extra downtubes and wheels $1,250. Mike (602) 830-5051.

HPAT 158 - 40 hours, unusual care received S2,500. (615) 949-230 I.

DREAi'vl 222 AS! - New condition 52,400. New 185 Dream $2,200. (801) 254-6141.

K2 145 - 1991, great handling for light pilot $1,800 OBO. Call Claire Pagen (814) 383-2569.

DRENvlS IN STOCK - All sizes, including 145's. Many other used gliders available, including Visions & Specmrms. Raven Sky Sports (414) 473-200.o.

K2 145 - Ven· good condirion. Orange, red, white TF. S 1,900 (818) .357-9479.

DUCK 160 - $300 OBO. A model Fledge, low hours S300 OBO, (510) 828- 0570.

K2 l 45 - Mim condirion, 5 flights, looks brand new. Red LE, spectrum undersurface $2,600 OBO. (501) 663-0905.

RAVEN 209 0349.

Good condition $450. (616) 772-

RA VEN 229 - New 1/8" side wires, tandem rcadv $550. Sport 167, flies well SI ,000. (708) 679-5338. SENSOR B/C KJT (805) 647-7759.

V.G.C, still crisp 5500 ORO.

SOUTHERN CALIFORNIA USED GLIDER REFERRAL BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 4501894 OR (619) 450-9008. Sl'ECTRU1v1S & VISIONS - !:\ought-Sold-Traded. Raven Skv Sports (414) 473-2003.

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

Number of words: Number of words:

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

I I I I I I I I I I I

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

Begin with 19 issue and run for consecutive issue(s). My check -.J, money order ::J, is enclosed in the amount of $ NAME:

--------------------

ADDRESS:

I II

@ .50 =

1.00 = USHGA, P .0. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 L ______________________________________

March 1993

E~ Classifieds SPECTRUM 165 - White, hardly used, speedbar, faired plus round rnbcs, wheels, mitts, manual. Half price $1,907. (619) 377-5942.

Z3 HARNESS - firs 5'9", hardly used, w/20 gore l'DA + Kevlar full face. Half price $761. (619) 3775942.

SPORT AT 150 - Low hours, excellent condition, with extra downtubes & pod harness $2,000. (IJ08) 247-2451.

COLORADO HANG GLIDING "Celebrating Our 20th Year of Sales and Support!" REGION IV'S OLDEST, LARGEST FULL-TIME SHOP.

SPORT Arv[ERICAN 167 - full race, rainbow sail, 60 hours, great condition $1,500. Jim (719) 4752601 days, (719) 593-8043 eves. SPORT 167 EURO - Excellent condition, extra control bar $1,675. (801) 254-6141. SPORT 167 - \Y/\Y/ 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 rnbe and neoprene mitts. ALL JUST $3,000. Also for sale: Z-3 harness with chute, lv[-22 Ball vario and flyrcc 3020 vario (new). Charles (619) 435-2654. TRX 160's - One new $3,200. One-25 hours $2,900. (503) 256-0996 or 1-800-635-2247. TRX 160 - <10 hours, very colorful $3,100. (616) 983-1946, call after March 3rd. USED GLIDERS - Vision 17, great shape, inspected $900. \Y/W Attack Duck 160. excellent condition $800. WV/ Harrier 177 $700. Comet 135 $600. (703) 533-1965. VISION MARK IV 17 $1,400. (209) 532-1302.

New tubing, spare parts

VISION 17 - Good shape, new flying wires $1,200 OBO, (303) 442- 1408. VISION ivlK 1\1 17 - Excellent condition, violet LE, rainbow sail, comfort bar $1,750 OBO. (704) 598-3874. VISION lvfARK IV 19 - \Y/irh minimum motor unit, all gauges included $2,975. Also two C2's, great shape, BO. (608) 435-6524. VISION lvlK IV 19 - New condition, beautiful sail $1,700. (801) 254- 6141. VISION MK IV 19 - Excellent condition. Tri-lam 3dcg, speedbar, custom colors S 1,750 OBO. Mike (602) 759-4217.

RESERVES (All Brands), never deployed, inspected, repacked w/new bridle and bag ... $265 (PDA's $300) VARIOS ... (Used, All Brands) ................. $95-$500 USED HARNESSES ............................. $75-$500 NEW, USED PARAGLIDERS (All Brands) ............................................ $500-$3,300 HELivfETS ... (All Brands, Stylcs) .............. $58-$260 NEW SPORT EURO 167 ........................ $2,400 LT DREAM 220 ............ <2 HOURS ....... $2,100 LT DREAM 145 ............ <2 HOURS ....... $1,800 REG J\'1YSTIC 177 VG .. <40 HOURS ..... $950 HARRIER 147 ............... <35 HOURS ..... $850 VISION 17 ..................... < 100 HOURS ... $550 DUCK 160 ..................... <35 HOURS ..... $575 PRODA\Y/N, PROSTAR .. <25 HOURS ... $475 EA. PHOENIX 60 185 ........ <45 HOURS ..... $400 Equipment 100% Guaranteed, inspected. All Major Credit Cards Accepted. (303) 278-9566, 24 hours. GOLDEN \Y/INGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE 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 ... Dcmo ................................ $2,800 Many orher good used gliders ........... $450-$1000

PARAGLIDERS ALL NEW 92 STELLAR - Certified, with speed bar and harness and new Aerolitc reserve $2,300. (415) 753-2817. ITV ELECTRA 23 - Excellent condition, pretty colors, includes soaring harness, $600 sacrifice. Also Brauniger vario $125. (312) 684-8823. UP, WILLS, EDEL - $795+. lnsrruction, tandems. Southern California (909) 654-8559. "91" UP STELLAR - With harness and Aerolite 20 gore PDA reserve. Everything you need to fly. Near perfect condition $2,400. (505) 296-8332. COLORADO PARAGLIDING. SINCE 1986 Region's Oldest, Largest Score NEW 20 fr. PDA RESERVES .................. $365 VARIO'S ... (Used, Demo's All Brands) ..... $95+ USED HARNESSES ................................ $100+ HELMETS ... (All Brands, Styles) .............. $58+ NE\'(! APOLL0 .......... 22, 24, 27 ............. $2,150 Ea. NE\,r DIABLO .......... 3 yr. Guarantee ..... $2,950 NEW MALIBU 23 ..... 6.4 glide ................ $1,600 NEW MITSURGY 25.6.2 ....................... $1,500 FUNAI R'S .................. 5.5 ........................ $950 Ea. '92 CORVETTES ...... DEi'v!O'S 6.6 ........ $1,600 APOLLO 27 ............... <30 hrs 6.3 ............ $1,600 BIRDY 29 ................... <20 hrs 6.6 ............ $1,600 JAGUAR 27 ................ <2 hrs 5.8 ............. $1,400 lvfUSTANG 27 ........... <40 hrs 6.5 ............ $1,400 SPOUTNJK 26 .......... <30 hrs 6.4 ............ $1,300 CONDOR 26 ............. <25 hrs 5.8 ............ $600 BIRD\Y/INGS ............. <40 hrs 5.0 ............ $500 Ea. Equipment 100% Guaranteed, inspected. All Major Credit Cards Accepted. (303) 278-9566.

CSED HANG GLIDERS AND PAR.AGLIDERS REAL ESTATE \Y/\Y/ SPORT 167, LOW A!RTIME ... $1,500 HPll ................................................... $1,200 UP C-1 185 ... LO\Y/ AIRTIME.. ......... $800 MAGIC IV 177 .................................. $750 UP C-11 135 ...................................... $550 PRO DAWN 155 ............................... $500 STELLAR 22-25 ................................. $1,500-l,900 KATANA 22-25-27 ............................ $1,500-l,900 UP EZ 19-22 ...................................... $1,000-l,200 Call the UP SOARING CENTER, Draper UT (801) 576-6460 for all of your new and used equipment needs, 8:30-6:00 daily. (NOTE: we're currently purchasing used equipment.)

LOOKOUT MTN LZ - Home or business sire on approximately 3.5 acres adjoining the LZ at Georgia's Lookout Mtn. Flight Park. 20 minutes from Chattanooga, 1 hour from Hensons. Excellent investment opportunity. Call (501) 988-3930 daytime or 982-0437 nights/weekends. RIGID WINGS Aiv[ERICAN EAGLET - Powered rigid wing glider, w/enclosed trailer, excellent condition $2,995. (.310) 498-0807. ULTRALIGHTS

EMERGENCY PARACHUTES \Y/\Y/ DUCK 160 - low hours, w/cocoon harness, helmet, Lirek vario, chute. $700 OBO, (215) 8659141. \Y/W 144 SPECTRUM - New, custom sail. $2,800 or best offer, (619) 448-7983. \Y/\Y/ SUPERSPORT 153 - 8 flights, demo, flies great, reduced. Dealer (703) 533-1965.

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 $25.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 \Vawona, San Francisco, CA 94116. (415)SKY-1177.

TRIKES TRIKES TRIKES - And accessories. $5.00 info pack, Jefferson Aero Sports, Jefferson OR 97.,52, (503) 327-1730. ULTRAl.IGHT AVIATION - American and european trikes and wings. 1117 Cold Harbor Dr., N. Las Vegas NV 89030, (702) 399-4044.

HANG GLIDING

Classifieds ~~ WANTED ARE THERE ANY - "Soar lvlasrers" still around? Contact (409) 597- 6500. CALENDAR PHOTOS - for the 1994 USHGA Calendar. Give us your best shot! Send to USHGA Calendar, PO Box 8300, Colorado Springs CO 8093.3. HAVE CASH - \Vant beginncr-inrermediate glider. Call Eric lvlcNerr (315) 492-1020. \'(IANTED -

Used hang gliding equipment. Gliders,

instrun1cnts, harnesses and parachutes. Airtime of San

francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. SCHOOLS & DEALERS

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

ARIZONA ADVENTURE SPORTS TOURS -

the Cliffl1anger Cafe. Certified Training program fea-

lessons. 6880 Sir 1-'rancis Drake, forest Knolls CA 94933. (415) 488-4202.

turing tandem soaring lessons. New, used, rental and

COMPACT WINGS PARAGLIDING -Tandem, Class lll certified instructor. All major brands. Yearround flying. Best Southern California sire. (909) 654-8559. FLIGHT SYSTEMS - New location. Dealer for the BIG THREE. \XIILLS WING, PACIFIC AIRWAVE and MOYES. All kinds of accessories. I understand the existing pilots need to get a sweet deal! I need trade-ins. Call me lasr. "I'll cat a bug." DAN SKADAL@ FLIGHT SYSTEMS, 1915B E. Katclla, Orange CA 92667. 714-(new)639-7777. HANG GLIDER EMPORIUM - Best training hill in the west! Full service hang gliding/paragliding shop, established 1974. 613 N Milpas Sr., Santa Barbara CA 9.3103, (805) 965-37.33.

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

ing hill plus other sires which all face every wind direction. Dealer for Pacific Airwavc, \Vills Wing, Ball and High Energy, 1.327 E. Bell De C'.far Dr., Tempe, AZ 85283 (602) 897-7121.

demo equipment by Delta \\(ling and UP. 2800 Torrey Pines Scenic Drive, La Jolla, CA 92037 (619) 452-3202. TRUE I-TIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less rime with our small personalized classes & tandem instruction. Our head instructor has ove1· 13 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13185 Gladstone Ave., Sylrnar, CA 91342. (818) 367-6050. ULTRAFLIGHT HANG GLIDING - Wills \Ving, Seedwings, l\loyes, High Energy and more. Servicing Lake McClure area. (209) 874-1795 Waterford, CA. WINDSPORTS -

LA's largest since I 974. Fifteen

minutes from LAX. Central to Syln1ar, Crestline, Elsinore and training sires. Vacation training, flying

and glider sales packages including lodging and THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation

Certified

pilots and spectators. Refreshments and souvenirs at

n1e1u and demo's, lesson packages, clinics and tandem

ALABAMA ROCKET C[TY J\IRSPORTS - Instruction, sales & service at Keel Mm., Gurley, AL for information send SASE and S1 to 106 South Side Square, Hunmille AL 3580 I or call (205) 776-9995 or (205) 880- 8512.

TORREY FLIGHT PARK, INC. -Ar the launch of the world famous Torrey Pines Glider Port, one of San Diego's highlights! Unmatched convenience for

flving wirh us. We proudly offer \'{.'ills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

rentals. The most popular gliders and equip1ncnt, new

and used in srock. Trade in your old equipment. 325 sunny days each year. Corne fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 9880111, Fax (818) 988-1862. WRIGHT BROTHERS WINGS - UP, Wills Wing, Ball, BRS, High Energy. USHGA Certified Instruction. (209) 586-6012 Sonora CA. COLORADO

DESERT HANG GLIDERS - USHGA Certified School. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 938- 9550.

COLORADO HANG GLIDING/PARAGLIDING - Celebrating 20 years of unsurpassed safety. 1st USHGA certified school in che U.S.A. Region's largest and oldest. Operating full rime since 1972. (30.3) 278-9566.

ARKANSAS SAIL WINGS HANG GLIDING/PARAGLIDING -

Instruction, sales, service. Pacific Airwa\'c. P.O.

Box 5593, Little Rock, AR 72215. (501) 663-3166. CALIFORNIA ACTION SOARfNG CENTER - ln Lodi near Srockron. Personalized USHGA certified instruction, sales and ser\'ice. Emphasis on special skills, techniques, launching & landing. Demo's. Ask abom row clinic. (209) 368-9665. AIRTIME Of SA>! FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA & APA certified training program. ]\,fountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair technicians. ParachuLe services. Large selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Funston. The only full service shop in San Francisco! 3620 \\lawona, San Francisco C:A 94116. (415) 759-1177.

/v\a1·ch 1993

HfGH ADVENTURE - Hang gliding, paragliding school. Equipment sales, service, rental,; at Southern California's mile high sire, Crestline. USHGA/APA Instructor Rob McKenzie. By appointment year round. (714) 883-8488. LAKE ELSINORE HANG GLIDING SCHOOL Wills Wing dealer, Hytec. (909) 678-2482. MISSION SOARING CENTER - Serving rhe flying community since 1973. Complete pilot training program with special ,mention ro take-off and landing skills. Custom superlitc training gliders. Comfortable training harnesses' Deluxe retail shop. \'{/ills, PacAir, UP, demos, new gliders in stock' Bes, 11adc-in prices.

EAGLE'S NEST SCHOOL OF HANG GLIDING/PARAGLIDING - USHGA & APA certified instruction. Sales and service. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498. GOLDEN WINGS - Sales, service. USHGA certified instruction. Dealers for \'(/ills \Y/ing, PacAir. 1103 Washingron Avenue, Golden, CO 80401. (303) 2787181. LID ENTERPRISES - Sail and harness repair Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440- 3579. CONN ECT!CUT MOUNTAIN WINGS- Look under New York.

Try all the new harnesses in our simulator. Large

selection of specialized equipment, beginner to XC. 1116 Wrigley Way, Milpitas (near San Jose) CA 95035. (408) 262-1055.

E~ Classifieds FLORIDA

MICHIGAN

SKY HOOK TOWING - Tandem insrruction. BOAT & AERO TOWING. Near all Florida major attractions. Co1nc spend your vacation with us and learn ro flr on the beautiful space coast. Dealers for: Pacific Airwave, UP, High Energy, BRS, Second Chanrz. Tow bridles, floats, service. PO Box 540562, Merritt Island FL 32954. (407) 452-8143.

GREAT LAKES HANG GLIDJNG, INC. - USHGA certified instructors. Dealers for Moyes gliders, new & used equipment. Located near \Varren dunes (616) 465-5859. PRO HANG GLIDERS - USHGA instruction since 1978. Advanced Instructor, Examiner, Observer. Safety is #1. \Ve've been towing for a decade. Come on SE Michigan, let'.s wake up! We've got a soaring sire now. Give me a call at (313) 399-9433, ask for Norm. 569 \Y/ Annabelle, Hazel Park Ml 48030.

GM! PARAGLIDING SCHOOL - In New York. Certified Instruction. Free color brochure. (516) 6767599. SUSQUEHANNA FLIGHT PARK Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' N\V ridge. \Ve have the best facilities in N. New York state to teach you how to fly. RD 2, Box .348A, Cooperstown, NY 13326, (315) 8666153. NORTH CAROLINA

MINNESOTA

WE CAN TEACH YOU FASTER AND SAFER, MIAMI HANG GLIDING, INC. has the mosr 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) 285-8978.

SPORT SOARING CENTER/i'v11NNEAPOLIS lnstrnction, equipment dealers for Pacific Airwave, UP & Wills Wing. (612) 557-0044. MISSOURI SAIL \'(l]l\GS -

See Arkansas.

NEVADA GEORGIA LOOKOUT rdOUNTAIN FLIGHT PARK AMERICA'S #1 HANG GLIDING SCHOOL, flring sire. find our why three rimes as many pilots earn their mountain wings at Lookout! Co1nplcre certified craining-"bunny hill" to n1out1tain soaring. \Y/e wrote

ADVENTURE SPORTS - Sierra tours our specialty - USHGA & APA certified school and ratings. Dealers for Pacific Airwave, \'(/ills \'(ling, UP, Enterprise \Vings. Fir the Sierras with a full-service shop. 3650 Research \'(lay, Carson City, NV 89706 (702) 883-7070.

USHGA's OFFICIAL FLIGHT TRAINING MANUAL! Our specialties: foot-launch, randcm and tow instruction, FIRST MOUNTAIN FLIGHTS, cus-

NEW JERSEY

tomer service and satisfaction. Lesson packages, rat-

/v!OUNTAIN WINGS -

ings, glider renrals, AEROTO\VING. Largest inventory hang gliders (all brands), equipment. Complcre sail/airframe repairs. Camping, SWIMMING POOL. Send SI for information packet. Route 2, Box 215-H, Rising Fawn GA 307J8 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398-3541.

COROLLA FLIGHT - America's most experienced tandem flighr instructor, teaches utilizing A TOL and Double Vision. Call or write for information Greg DeWolf, Corolla flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166

Look under New York.

KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the cast coast, just south of where the \Vrighr Brothers' first flight rook place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. OHIO SKYWARD ENTERPRISES - iv!ARIO MANZOBasic instructor. Frame & sail repair. Seedwings, CG1000. Davton/Chillicothc. (513) 256-3888 weekdar evenings.

NEW MEXICO UP OVER NEW iv!EXICO - Instruction, sales, service. Sandia /vlountain guides. \'(fills, Seedwings, Pacific Airwave, Delta, i\•[ovcs. Albuquerque, NM (505) 821-8544.

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

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

J] MITCHELL -

TANDEM. UP, PacAir dealer. 6741 Columbia A,·e., Hammond, IN 46324 (219) 845-2856.

RAVEN SKY SPORTS - (414) 473-200.3. Please see our ad under \'<'ISCONSIN.

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 Airwavc, L.:P, Seedwings and Delta \'(ling with demos in stock. \Ve are rhe largest, most complete H.G. accessory and repair shop of its kind in the country. Many new and used gliders in stock. R/C supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and ger your flight pass and gate combo. I 50 Canal Sr., Ellenville, NY 12428 (914) 647-3377. In N.E. 1800-525- 7850. FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville i'v!m.). Area's EXCLUSIVE \\?ills Wing dealer/specialist. Also all orher major brands, accessories. Certified school/instruction. Teaching since 1979. Are,i's most INEXPENS[VE prices/repairs. Excellent secondary instruction .. .if you've finished a progra1n and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pinc Bush, NY 12566, (914) 744-3317.

AIRTIME OREGON - USHGA certified instructor. Emphasizing safety=progress. Dealer for AS!, l'acAir, UP, \Vills \'(ling and most of the harness manufacturers. (50J) 998-1220. SOUTHERN OREGON HANG GLIDING Certified instruction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-582.o. PENNSYlVANIA MOUNTAIN TOP RECREATION - Cerrificd instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS -

Look under New York.

\VINDWALKER HANG GLIDING - Certified instruction. Pacific Airwave Dealer/Glider Accessories. VISC/MC accepted. RR #2 Box 2223, Schickshinny PA 18655, (717) 864-3448.

HANG GLIDING

Classifieds ~~ TENNESSEE HA\VK AIRSPORTS INC - P.O. Box 9056, Knowillc. TN 37940-0056, (615) 933-9296. Hang Cliding and \Vindsoks.

SIL VER WINGS, INC. - C:errified instruction and cqnipmenr sales. Proudl_v representing Pacific Airwa,'e, \,'ills Wing, Seedwings & UP. (70.i) 533l 965 Arlington VA. WISCONSIN

LOOKOUT i\lOUNTAIN !'LIGHT PARK our ad under Georgia. (800) 688- Uv!FP.

See

SEQUATCHIE VALLEY SOARING SUPPLY Certified, t\rn place flight inscruction and fost mounwin tlighrs <Ht our sptcialries. Rentals, storage and cuings ;l\'ailable. Dealers for all major brands. Located in rhe '"Hang Gliding Capital of rhc East". For personal, professional service you can trust, call SVS, RT 2 Box 80, Dunlap, TN 3'327. (615) 949-2301.

...

•./

.,_........:,il

RA\'EN .SK\' SPORTS HANG CLIDING AND P1\RAGL!DING ~ Largesr and mos, poprrlar in rhc 1\·lidwcsr. Traditional curriculum, ridge soaring. mou1uain clinics, Dragonfly aerorowing & tandems

lw Brad Kushner. Sales/scrYice/accessories for all major brands. PO Box 1Ul, \Vhitewarer WI 53190 (4l4) 473-2003. PARTS & ACCESSORIES

STAY WHERE THE FLIERS STAY - Crvsral Air Sporr '.\lord. Private rooms, bunkhouse, jacuzzi, pool. (615) 821-2546 Ch.manooga, TN.

COMPOSITE FIBER 02 SYSTEMS - Lightest and smallest available S499.95 +S/H. i\lajor credit cards. Other models and information a,,ailablc. l\-loumain High E&S Co., 516 12th Awnue, Sal, Lake Cit1' UT 841 O.l USA. 1-800-468-8 l 85.

TEXAS .A.A.S. AUSTIN AIR SPORTS -

Proven Pilots Say That...

Corne flr with us

in rhe scenic Texas hill countr~'· Our new airpark is located on Lake Travis only n1inures from Austin and

".. .WIND ADVlSORY

Packsaddle J\•ltn. Flight Park. USHCA cenifled fontlaunched and row-hunched miining programs. \Ve

HELP You LAUNCH & FLY SAFE!"

AtR/W!ND SPEED INDICATORS

offer hang gliding, paragliding, sk~· diving and ultralight flying. Dealers for UP Inr'l, Pacitic Airwave, Emerprisc \l'ings and R. R.S. Austin Air Park has one of {he finest repair facilities in rhc country. Services include: airframe: & sail r(..'.pair, parachmc mounting & repacking, cuscorn harnesses, gear bags and flying accessories. Complete tmr systems available. \X\irc ro:

A.A.P., Rome 2 Box 491, Spicewood TX 7 8669 01 call Steve Rums a, (512) 474-1669.

(With Poplin Storage Bag)

BIC \'\/HEELS - Sa\'cs gliders on hard landings! Verv sturdy, cxcellem for solo/tandem t1ving, required for USHGA rraining. S.oG.95/ser (plus shipping), discounts availabk (800) 688-Liv!FP, (706) 398- .,541.

-~>$:ifrFWlWi? .... :,.•;1 .r

~~=-"'-

(Box With Speed Conversion Chart)

DEPENDABLE - Windrunncl rested & calibrated. BUILT TO LAST, impact & corrosion resiscanr. Easy to read. Satisfaction Cuaramced. Send check 01 M/0 for Sl 5 (+S2 S/I-l), foreign orders add S2. To Pacific Resources U.S.r\., PO Box 9064, San Diego CA 92169.

RED RIVER AIRCRAFT - Hang gliding specialists. lnstruCLion, sales, service. Towing supplic:,,. MC/VISA. AUSTIN-4811 Red River, Austin TX 78751. (512) 467-2529, fax (512) 467-8260. FT. \VORTH (817) 921- 6957. KITE ENTERPRISES - Ins,rucrion, sales, rcf>aits, wwing and foo, launch. Dallas & Norrh T cxas area. 21 l Ellis, Allen TX 75002. (2 l 4) 390-9090 an\'lime. Dealer, Pacific Airwavc, \,lil\s \v'ing. UTAH VULTURE Cl.IDERS -

USHCA certified inmuc-

rion. 'f'andcm instruction. Nc\Y, used gliders. (80 J J 254-6 I 41.

WASATCH \'(>'INGS -

L:SHG,\ cerrii,cd hang glid-

ing schooL dealers for \\'/ills \Ving, 1\fo:·l's ;rnd Pacific ;\irwavc. flight opcrarions at Point of the 1\founrain.

C1II Cordon (8011 T~-1042. VIRGINIA RLUE SKY -Tandem flight inscruc,ion. row clinics, cuswm lowing and lliglu gear, sail repair, PacAir deal-

er. Will run IC:P's (7().)) 4.12-6557 Harrisonburg. J,:IIT\' Hr\\VK KITES -

March 1993

Bl .ACKHA \'\IK EZ - Custom made, S5 l 9 includes shipping. Silver Wings (703) 'i33-l 965

Your ad is read by more than 10,000 hang gliding enthusiasts. Advertise with us today.

CRADL A SHEEPSKIN hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NE\v' MAP POCKETS standard. War111est hand foirings in rhe world. Send 51+7 to \X\·o. Acroli,cs, PO Box 880, Casper \VY 82602. (30~) 235- 3367, add S 1 'i for X-Lirge. C:usro111 order, accepted.

Sec Norcl1 C1rolin,i.

E~ Classifieds

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

MINI VARIO - World's smallest, simplest variol Clips co helmet or chinstrap. 200 hours on batteries, 0-18,000 fr., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92705. (714) 541-2625.

QUICK RELEASE CARAI3!NER - $49.95. Extra ball lock pin, $29.00. I 0,000 lbs., dealers welcome, parenr pending. Thermal 19431-41 Business Center Drive, Northridgc, CA 91324. (818) 701-7983.

SKY-TALKER II The Sky-Talker ll, 2 meter FM antenna, will boost the transmitted and received signal by 3 times, and will not interfere with your vario. Internally installs in 5 minutes and automatically sets up and breaks down with the glider. This antenna is pre-tuned and ready to go. Send $30 + $3 shipping and handling to: SkyCom Producrs, PO Box 530268, San Diego CA 92153. THE FAMOUS "LA!v!BIE LID" - Aerodynamic hang glider hclmer $85. Full- face version, with kcvlar-fiberglass guard $120. Jack Lambie, 8160 Woodsboro, Anaheim CA 92807, (714) 779-1877.

maxon·sP-2oco

Series

NEW JO-CHANNEL PROGRAMMABLE MAXON SP 2550 - 5 watt hanclhelcl 2-way radio: three USHGA, three weather and four programmable frequencies. Durable, rugged, easy to use. Rechargeable nicad battery (typical 10 hour life). Pilots #l choice! Special price: $349. Additional Maxon options available. Lookout Mountain Flight Park, (800) 688LMFP, (706) 398-354 L

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.

Sell your unused equipment here.

Silva Compass with basetube mount ............... $119 Maxon 5 \YI, 3 USHGA channel-hi/lo ............ $359 Alinco DJ180T Transceiver ............................ $300 Compatible VOX/PTT-HDST, all models ..... $80 2nd Chantz Cool Thrust Pocket Rocket ......... $550 Aramid Full-Face Hclmcr. ............................... $300 1-800-\v'E-FLY-XC 800-933-5992 719-539-3900 Pendulum Spans Inc., 13154 County Rd 140, Salida co 81201

SYSTEK II VARIOMETER - Ideal for new pilots. Single most important instrument for thermal flying. Quick response, adjustable set-point, mount fits faired and/or round tubes. Economically priced $250. Systems Technology Inc., PO Box 7203, Knoxville TN 37921, (615) 531-8045.

Our advertising has a two-month lead time plan ahead.

HANG GLIDl1\JG

Classifieds PUBLICATIONS & ORGANIZATIONS

DOWNWIND

MAKE THE MOVE TO QUALITY THAT LASTS - High performance Spectra & Dacron ropes, coated to last longer and bond fibers. Pulls and damage can occur if not coated. Light, strong and easy to splice. Call David F. Bradley (215) 723-1719, FAX (215) 453-1515. ULTRALINE IN STOCK - 3000' and 4000' continuous lengths. The original Ultralinc Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508, (318) 981-8372. VIDEOS & FILMS

TEK 6" \VHEELS - $25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, \Vinsted CT 06098. (203) 379-1668.

WINDTALKER Ill * A True Hanq Gliding Strnv bv

-c,

THE WINDTALKF.R - is remote controlled by telephone, and can keep 200 access codes, with pre.set numbers of calls that can auto decrement. Also will call you if condiriom exceed dueshold. Price is onlv $895 complete. Free information. Lirek (503) 4796633. BUSINESS AND EMPLOYMENT OPPORTUNITIES

f J\IU<Y FLI---;MINCJ DOW"IWIND - IF YOU I.IKE TO PLY, YOU HAVE TO READ THIS BOOK! Readers start out on the training slopes of l 974 and slowly ad\'ance to 200+ mile flights downwind in the Owens Vallev. A true story, well rold. Available from: Chris Gregor Publishing, Dept. G, PO Box 26595, fresno CA 93729-6595. Sl0.95 plus $3 shipping and handling. (California residents add 85, sales tax.) l'ARAGLIDE USA -

L\X (714) 657-4062 wirh your credit card informa-

USHGA cerrified

methods. Soaring Safaris. Send resume: ,\,fission Soaring Center, 1116 \Vrigley \Vay, /vlilpitas CA 95035. (408) 262-1055.

SOARING - Month Iv magazine of The Soaring Society of America, [ nc. Covers all aspects of soaring flight. full membership $45. Info. kit with sample copv $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

HG INSTRUCTOR/MANAGER - 585+/da,·. Send resume and letter to 18301 \'(/ Colfax Ave. iiSl OI, Golden CO 8040 I by 11.farch 15th.

TOWING

instructors. Jnnuvacive equip1nent, the latest training

START A CAREER IN HANG GLIDING -

full

or pan tirne, if you're an lnscrucrnr with ,1 proft'ssion-

al attitude and can picture yourself enjoying good pay and benefits reaching hang gliding in a sunnv climate that allows year-cound flying, call or write us (attn. Andy Beem). If you're one of the right people:, \\'.findspons can help you get your hang gliding career off the ground. l 6145 Victon· Blvd., Van Nuys, CA 91406 (818) 988-0111, Fax 988-1862. USHGA CERT!r:JED INSTRUCTORS Tandem, hg/pg wanred. Full/pan time. Send resume rn: Achim Hagemann, Santa Barbara Hang Gliding Paragliding Ccnrer, 29 State Sr., Santa Barbara CA 93 l OI. (805) 962-8999.

March 1993

EVERYTHING YOU WANTED TO KNOW about towing but were afraid to crash. Truck, foot, aero and GLV launching. Hang gliders and paragliders. $34.95 (602) 863-9909 eves. DON'T MISS THE ENDLESS THERMAL! Awesome Northern California, Oregon flying. 90 minures VHS. $33 + S2.90 shipping. California add 7.25% tax. Bhcet Research, 15210 Orchard, Guerncville CA 95446.

Subscribe to North America's

most widely re1d paragliding magazine. 12 issues just $25. Send check or money order to 425 Rider St., Ste. B7, Perris CA 92571 or call (714) 657-2664 or rion.

1:'ULL AND PART TII'v!E -

DARE DEVIL FLYERS III-THE PARAGLIDERS - As sern on !'rime Sports Network. Paraglidc in scenic Telluride, Colorado. S24.95 HA\XfA]JAN FLYIN'- Soar Hawaii and experience its beauty as only a hang Glider pilor can. S.D.00. HANG GLIDING EXTREME - Hook in and hang on for this whirlwind tour of rhe most spectacular sires in the US. $34.95 USHGA VIDEOS, l'O Box 8300, Colorado Springs, CO 80933. Be sure to add $4 S/H. 1.719) 632-8300.

AlRCRAfT - From Red River. Towing supplies, bridles, releases, platforms and more. MC/VISA. (512) 467-2529. SMARTO\V - winches available from REEL ALTITUDE. "NOT THE FIRST, JUST THE BEST," Call for quotes and availability. Call Brad Linds.1y for free brochure (602) 863-9909 eves. KEVLAR TOW LINE - 900 lb. rest. Hollow braid for easy splicing, coared for abrasion. Available only in 4,000' rolls. Retrieval wstems from S75.00. Hook knives, releases, bridles, FREE ADVICE! Brad Lindsav (602) 86_,-9909 eves.

ULTRALIGHT fl,YING VIDEO - By United States Ultralight Association, hosted by industry expert John Ballantyne. Flying scenes, irnerviews wirh pilots, FAA, manufacrnrers. Satisfaction guaranteed. Visa, MasterCard, check. $19.95 plus $3 shipping. 1800-598-8344. MISCELLANEOUS GLIDER MARKING INTERNATIONAL CORP. - For any artwork on your hang glider. Free color brochures. Phone (516) 676-7599, fax (5 l 6) 6760106.

FAX your classified ad, membership renewal or merchandise order:

(719) 632-6417. We gladly accept VISA and MasterCard.

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

E~ Classifieds 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 $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINil'v!UM AD CHARGE, $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold prinL Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing I 1/2 months preceding the co,·er date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertisinr; Depr. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX. (719) 632-6417. STOLEN WINGS 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. STOLEN - Truck and paraglider/cquipment, by the volunteer driver at SLIDE MOUNTAIN, CA. in mid november. Karana 22 paraglider (yellow w/black wingtips), Pocket Rocket recove1y parachute, Sitting Bull harness (purple/black), Ball vario. Contact Steve Bickford (707) 963-3455. STOLEN - \Y/\'(f Harrier II 177, from a barn in AUBURN, CA on Nov. 20th, I 992, Serial # 7056. Black with red/orange/yellow center and white TE. Contact Bob Lynch (916) 823-5890. STOLEN from i'v!K IV 19 LAURINBURG/MAXTON AIRBASE, NC (glider taken approx. I mile away from base) on Nov. 15th, 1992. Reel LE, lt. blue/purple undersurface, 1/2 ribs. Contact Brent Harsh (919) 387- 7116. STOLEN - UP XTR 145 from SANDIA PEAK, NM area on Oct. l l th, 1992. Pink LE, black nose panel, pink lower surface, black UP lettering. Serial #XTR !459203123. Contact George Boyden (505) 299-0312. STOLEN - Sensor B Standard from TRABUCO CANYON, CA area on Sept. 28, 1992. Reel LE, orange, white TE, red tail, VG. Call Bob Hafstrom (619) 274-4824. STOLEN - from PARADOX, CO launch on Sept. !4, l 992. Yaesu FT-23R 2 merer handhcld radio. REWARD! Contact Rusty Whirley, 1549 CR 17, Gunnison CO 81230, (303) 641-9315. STOLEN - Black travel bag, from PARADOX, CO launch on Sept. !4th, l 992. Bag contents: !COM radio serial# 37257, HS 51 headset w/chargcr, Canon 35 mm Sureshot, Marine compass w/ball clamp, Sport 167 manual, extra ball clamp, logbook, misc. tools. REWARD! Contact lv!ike Tepper (619) 429-5685.

STOLEN - Moyes XS, from ASPEN, CO LZ (i'vlarolt) on Sept. 12, 1992. Custom glider, sky blue, white & lavender. iv!oycs decal on kingposr, with no other advertisement on glider. Contact Jeff tv!allin C,03) 920-4326. STOLEN - AXIS 15 & flight gear, PAISLEY, OR (near Lakeview OR) on 9/6/92. Blue LE, all white sail, rainbow UP letters. Maxon 5 watt 6 channel, Ball 65 I w/airspeed, Blue Keller pod harness w/parachure, Bell helmet. Contact Robin Ritter (503) 389-3899. STOLEN - Vision Mk IV 19, late August 1992 in SEAn'LE, WA. Black LE, yellow wedge on top surface, white TE, rellow wedge (w/blue) on bottom. Jerry McCown (20G) 526-2793. STOLEN \XIINGS arc 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.

GONE

BALLISTIC l 0.6% to 23.4% INONEYEAR! That's over l,OOOnewbuyers! According to 1.431 USHGA member surveys fron.1 late '91, pilots ··goingbaJlistic" leaped from l 0.6% to 23.4% since '90.

BRS' popular "Quick Draw" CORDLESS model can be easily installed on many leading harnesses, $499.

IND EX TO ADVERTISERS Adventure Video ............................. 6 AeroTours International. ............... 35 A.ircotec ........................................ 29 Air Gear ....................................... 28 AirWear Sports ............................. 13 Bradley Co ................................... 50 BRS .............................................. 58 Flytec .............................. Back Cover Golden Wings .............................. 19 Hall Bros ...................................... 29 High Energy Sports ...................... 29 La Mouette ................................... 47 Lookout Mt. Flight Park ............... 48 Mountain Condo ......................... 29

NAA ............................................. 47 Pacific Airwave ............................... 2 Paragliding Magazine .................... 45 RCI ................................................ 6 Redstone Tours ............................. 23 Second Chantz ............................ .45 Sequatchie Valley Soaring ............. 42 Sport Aviation Publications ............ 6 TBT ............................................. 28 Torrey Flight Park ......................... 15 Trekking USA .......................... 13,23 UP International .......................... 16 USHGA ............................. 32,44,48 Wills Wing ................................... 13 World Teams .................................. 3

THANKS FOR YOUR BUSINESS !

Now,totheother76.6%ofyou ... We can think of many good reasons you should go ballistic today. Here's four of our ve1y best: JEFF WYNS (7 /89) BRS Save #35 GREG ROSSIGNOL (6/90) #40 CARL SHORIT (8/90) #44 BRUCE BOLLES (7 /91) #52 BRS has documented 54 saves thru 12/31/91

I BRS sells rocket models which

• swiftly (in under 1 sec) deploy your chest-mounted parachute. Ask your harness maker about their "BRS Option" so you can quickly add our CORD LESS rocket.

"" .

r::,,;"""'

MAKING FLIGHT SAFER

BR S • 1845-HG Henry Avenue South St. Paul, MN 55075 • USA 612/457-7491 • FAX: 612/457-8651

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~ Product Lines© 1993 by Dan Johnson ST. PAUL, MINN -- For those concerned about the outcome of the 1993 World Meet, the first one ever in the USA ... oh, you didn't know it was in trouble? After Tom Kreyche's surprising last-minute withdrawal as the meet organizer, this important biannual international event was in jeopardy. (Not exactly a fitting way for ivnerica to enter sponsorship of the Mother of a l l Hang Gliding Meets, eh?) Kreyche wrote that "for

health and sanity reasons," he would "permanently retire" from running meets. The meet requires approval of the local organizer (by FAI in Paris), so the late pullout threatened the Owens event. ,,, "Mr. Green Team" to the rescue... Jim Zeiset has accepted responsibility for the '93 Worlds. Within a couple weeks of Kreyche's stunning announcement, Zeiset had proposed taking over. I ' l l leave details to those interested in competition trivia, but it appears TEAM USA will keep the chance to host the meet (possibly removing some of the egg from our collective faces). The 1993 World Meet will start on June 24. Closing ceremonies will be held July 11. If you'd like more information, you can write Zeiset at 13154 County Road 140; Salida CO 81201. Or you can call/fax to 719/539-3900. , • · USHGA' s annual survey report in last month's HG mag left out some detail in a closely-watched area: market share of glider builders. Not surprising to anyone, Wills continued its solid dominance of the U.S. market. However, they slid a point to 40. 9% (from 43 .1% in 1991) The small changes in share· appear to show that no builder offered a glider that particularly caught the fascination of Yankee pilots (like the TRX did in '91) . PacAir convincingly held onto second place at 26.9%, up a shade from 25.3% in 1991. They've been fairly steady at that percentage since 1989. UP Int'l slipped only a t:.enth (10.5% from 10.6%) in spite of their company restructuring discussed here in the 1/93 issue. • Moyes finally took over fourth place; they've been close before but some brand always eclipsed them. Now the Down Under company upped their piece of the action almost 25% more than 1991, finishing 1992 with 6. 3%. Seedwings had been rock steady at about 5. 5% since the '80s. However, during 1991, they slipped to only 3.3%, a result of their focus on setting up new European operations, says boss Bob Trampenau. , Delta Wing, now closed for over

March 1993

a year, nonetheless held on tenaciously to sixth place, losing only a couple tenths to finish at 4. 9%. Delta Wing sold their line to Air Sports Int'l and it's possible glider owners listed their brand as Delta Wing (ASI didn't show up under its own name). Finally, La Mouette fell by half from their already-low position (to O. 6% from 1. 2% in '91). Brands listed as "other" had 5.4%, suggesting USHGA needs to specify these brands that collectively tie for 5th place. Wills Wing, though off slightly (down a minor 6% from their '91 share), has clearly found a new leadership plateau, solidly over 40%, up from about a third of the market in the late 1980s. The L/D harness, announced last month, is the work of former Fly America aerial voyagers, Cindy Drozda and Ian Huss. They made a plan and chose to assure (1) in-air comfort, (2) easy landing capabilities, (3) storage space for X-C gear, and ( 4) easy to fold with light weight. Cindy admits, "R&D actually turned out to be much more complicated and difficult than we were expecting." She says they learned a lot while researching how to build what they wanted. After a dozen prototypes, they feel they're ready to enter production. "I've got a lot of respect for the 'high prices' of harnesses these days," said Cindy, adding, "They' re a lot of work and the materials are expensive." To help encourage early buyers, L/D is offering $100 in cash for the first photo of their harness on the cover of this rag. The Ian side of the L/D equation is now involved wit:h building plat form-type winches. Equipped with auto rewind, the "Mobile Mountain" winches weigh in at 70 pounds. Ian expects to retail them for $2,500. Want more poop on either product line? Write 5000 Butte #183; Boulder CO 80301. Or call 303/440-3579. To close this month, boss Ken Brown expressed his satisfaction with the response to PacAir's factory-sponsored seminars. They had to add "two additional seminars ... to accommodate the overflow," said Brown. Based on a high level of excitement, PacAir will schedule more. Brown added, "This kind of sellout is an indication [of] a real need out in the flying community ... for activities that go beyond the standard factory demo days." For more info: 408/482-2299. Whoa, diver fans! We're outta room again. So, got news or opinions? Send 'em to: 8 Dorset; St. Paul MN 55118. Msg/fax to: 612/450-0930. THANKS!

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

Extremely easy 10 use

A wide range of flight data con be printed out plus on -screen do10 display

lnregral. d1g1tol vorio combined with highly sens1t1ve flight acoustics (.ASI) for audible 1nd1cot1on of the slightest thermals

Unique. analog vor1ometer display (FLYTEC poten' I)

New method of attachment with optimum viewing angle

DATE MAX Nr. dd.mm.yy Allll

MAX ALTl2

MAX VARIO

REC TIME

BARO

"' SOOQ

4 15.01.92 4894 PILOT DEVICE-NUMBER BARO START TIME TIME AT PRINT OUT

3693

7.7 5:31:11 -

4000

Haari Urs

584 12:30 16.01.92

SW-VER:29141

3000 2000

09 45

io0r

WORLD RECORD 230km

For information and adealer nearest you , call Flytec USA 1-800-662-2449 made in Switzer l and

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