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

744 70 77855

K4- the difference is AIRWAVE

Airwave K Series K4 - the Airwave team again set the standards . Sporty but friendly handling, powerful performance. 1 55 sq ft of efficiency for the mid-weight pilot. High performance hang gliding means fast efficient climbs followed by long extended glides. It means leisurely thermalling, ground skimming dives or exhilarating wingovers. With the K4 it's all pure enjoyment . The K4 is a state of the art hang glider which today means not only a high top speed but also an amazingly low stall speed .

News Flash from

It means light precise handling combined with co-ordination so good that thermalling becomes a pure delight.

the Great Race!

It means having an efficient trimmer system which transforms the glider from being docile and easy handling into an out and out racer which will convert that precious altitude into cross country distance fast and efficiently.

K4 155 - 1st KS 148-3rd Four out of the top six places!

It means a glider that is light weight for general easy use and for easy transportation . It means a glider that has been thoroughly tested both for extremes of load and pitch stability plus being comprehensively flight tested. It means a glider built with quality and integrity using the best available materials. It means K4 .

K4 - the essential wing.

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

(USPS O17-970-20 - ISSN 08<J')-433X)

Site Reports © I 993 by Rob Richardson A visit to "Towens Valley," Oklahoma and Hc:nsons Gap, Tennessee.

31 Sun 'n' Fun by Bill Bryden USHGA volunteers do some good PR work at this famous aviation get-together.

Misconceptions About Parachutes by Betty Pfeiffer and Bill Gargano A discussion of some commonly-believed fallacies about hang gliding reserves.

7 Hang Gliding History by Jeff E{e-,art Looking back 21 years.

Col

De rtments

Competition Corner ................................ 12

Airmail ...................................................... .5

Accident Reports, by Doug Hildreth ..... 16

Update ........................................................ 8

Book Review, by G.W Meadows .......... .44

Calendar ofEvents ................................... 24

USHGA Reports .................................... 47

Ratings .................................................... .52

Product Lines, by Dan Johnson ............. 67

Classified Advertising .............................. 59 Index to Advertisers ................................. 66 Stolen Wings ............................................ 66

JULY 1993

1994 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its 18th a1mual call for nominations to the national Board of Directors. Eleven positions are open for election in October, 1993 for a two-year term begi1ming January, 1994. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than August 20, 1993 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their terms expire December 31, 1993. Note that effective 1/1 /94 Region 5 will be eliminated and its states moved to Regions 1, 7 and 6. Ballots will be distributed with the October issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

Reapportioned USHGA regions; changed at spring '93 Board of Directors meeting

Reg. #

CURRENT DIRECTOR STATES WITHIN REGION

1 2

Mike King (was Reg. 5) Russ Locke Open Joe Greblo Gregg Lawless Glen Nicolet Ron Kenney Pete Lehmann Matt Taber Jeff Hunt Paul Voight

4 6 9 10 11 12

Alaska, Idaho, Montana, Oregon, Washington, Wyoming Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Kansas, Missouri, Oklahoma, Arkansas, Nebraska Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pe1msylvania, Virginia, W. Virginia Alabama, Florida, Georgia, Mississippi, N. & S. Carolina, Tennessee, Virgin Islands Texas, Louisiana New Jersey, New York

The following form is for your convenience.

REGIONAL DIRECTOR ELECTION, NOMINATION FORM I hereby nominate _________________________________ as a candidate for Regional Director for Region# . I understand that his/her name will be placed on the Official Ballot for the 1993 Regional Director Election, if three nominations are received by August 20, 1993.

I have notified the above person and he/ she has accepted the nomination. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA #_ _ _ _ _ _ _ _ REGION#_ __

Gil Dodgen, Edito1/Art Director John Heiney, Leroy Grannis Photographers Harry Marlin, f/fustrator Dennis Pagen, G.W. Meadows Staff Writers Tim Rinker, Design Consultant Ofiice Staff

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

Gregg Lawless, Pre5ident Paul Voight, Vice President Russ Locke, Secretary Dan Johnson, Treasurer REGION 1: Gene i'v\atthews. REGION 2: Lynda Nelson, Russ Locke, Ray Leonard. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Rod Hauser, Glen Nicolet. REGION 5: Mike King. REGION 6: Ron Kenney. REGION 7: Bill Bryden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett. REGION 10: Matt Taber, Rick Jacob. REGIONl1: Jeff Hunt. REGION 12: Paul Voight, Paul Rike rt. DIRECTORS AT LARGE: Dan Johnson, Jerry Forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Jim Zeiset, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Gregg McNamee, Michael Robe1ison, Dave Broyles. EX-OFFICIO DIRECTORS: Art Greenfield (NAA), Ken Baier (Paragliding). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FA\), of the world governing body for sport aviation. The NAA, which represents the U.S. at FA\ meetings, has delegated to the USHG,\ supervision of FAl-rclated hang gliding activities such as record attempts and competition sanctions. HANG GLIDING lllagazine is published for hang gliding sport enthusiasts to create further interest in the

Air Mail~ I'M RADIOACTIVE PARTDEUX Dear Editor, In the June issue I wrote about the need for and case of getting a Ham license. I am a pilot, a new Ham, and when [ wrote that letter I was ignorant of some ver)' important facts. CB's have become useless for hang glider pilots because of short 1·ange and crowded channels, but thanks to the tireless efforts of pilots like Jim Zeiser USHGA pilots now have limited use of three special-use business frequencies similar to Ham. This requires a license which can be obtained from an official USHGA Observer. Using these business radios without proper authorization jeopardizes the rights of all other pilots and the efforcs of those who brought us this option. Ham radios are the closest thing to perfection for X-C use, and the temptation to alter Ham radios to carry the USHGA frequencies is great. This is NOT legal, and if you are caught there are hcfi:y fines and your Ham license will probably be permanently revoked. Respect is the key word when dealing with Ham radios. The required license is not hard to get but cssenrial. Do not be tempted to use a Ham radio without a license and do not alter a Ham radio. The restrictions on Ham radio use are there for very good reasons. \v'hen we enter this area of radio communications we arc on hallowed ground. Respect it or live to wish you had.

sport, and to provide an educational forum to advance

hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine rese,ves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (ISSN 0895-433x) is published lllonthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 6.>2-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled sport and educational organization dedicated to exploring all facets of unpowercd ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership arc $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

JULY 1993

VOLUME 23, ISSUE No. 7

David B. Lytle Cabot, PA

WIND SPEED INDICATOR CONFUSION Dear Editor, This is in response to the letter titled "Airspeed Indicaror Copy" in the June issue. Since the letter mentions Hong Kong and we were contacted in March of 199 3 by a representative of this letter writer, we can only assume the letter is in reference to us. Yes, Pacific Resources docs make a taperedrnbe, pressure differential flow meter using a floating disc on a stainless rod, sold under the name Wind Advisory Air & Wind Speed Indicator. We manufacture our product to the highest standards and sell it for the lowest price possible, only $15 (sec our ad in the classifieds). The June letter says, "Its extreme similarity has caused confosion." This can hardly be true; our Indicator is easy to recognize! 1) Ours comes packaged in a blue or red box with our name in white lettering, so there is no

confusion possible! 2) A poplin storage bag is supplied, with our name clearly silk-screened on it in bright yellow bold lettering, so that it's easy to see and find! 3) Our name is imprinted on the top cap to aid our buyers if they should ever need parts! 4) The rube portion of our Indicator is totally clear, with a sharp, clean number scale recessed into the tube and hand painted, so it's easy to read! 5) The Indicator disc is a distinctive yellow, and the end caps arc blue to eliminate glare! Our extensive research has found that, in 1953, the first and most accurate tapered-rube type flow meter using a floating disc on a stainless rod, manufactured by thermoplastic injection molding, was sold in the U.S. A U.S. patent was issued on this meter and has expired. Our research of the engineering and design of rhis meter has enabled us to bring the flying public the highest quality possible. The people at Pacific Resources first made parts for the hang gliding community in 1980, and there is a good possibility that the glider you fly, if made prior to 1988, has parts made by us. Our distinctive Indicator is used by many pilots, and here's what Tom Sapienza, a USHGA Instructor and owner of Airtime Oregon has to say: "I have tested your \'v'ind Advisoiy Air & \X!ind Speed Indicator against the Turbo Merer ($156) and the Skywatch ($134) on a test rack, both in the hand-held and vehicle-mounted modes. In all the important ranges yours is more instantaneously responsive. I can recommend your unit for the new pilot (hang gliding or paragliding) as an aid in staying within USHGA's operating limitations for beginners, novices and intermediates at new sites. I also like the fact that it does not need batteries and is unaffected by rain." Pacific Resources would like to thank rhe gentleman who brought us to the attention of your readers. Gaiy Michaelis Agent for Wind Advismy Air & \v'ind Speed Indicators

Ga!J' may be contacted at: Pacific Resource,; P. 0. Box 9064, 51111 Diego, CA 92169 (619) 270-9462 fox (619) 272-5012. They m11wunct' the release of new mounting bmckets, and mph, knots and Km/h scales on the Indicator. - Ed

WOMEN IN HANG GLIDING Dear Editor, I was pleased to read the membership development article in the April 1993 issue. Cindy Gall certainly made some excellent points in her letter to Russ Locke regarding the difficulties many women face in a male-dominated sport. I'm sure

~ Air Mail every female pilot has several stories to cell. I am the only female pilot in a province with a population of approximately one million, and I'm vet)' lucky that I'm able to fly with reasonable people. Perhaps someday equality will be rhe norm. I also agree with Ms. Gall that the ratio of competition to non-competition pilots is higher for women than for men. One area that I did find disturbing, however, was Ms. Gall's references to "serious women pilors" and to "women who fly regularly with a purpose." In this sport, I believe all pilots have to be serious about their flying. Being active in competitions is one individual's definition of serious. I also believe chat purposeful flying is not limited to competition pilots. I personally outline a list of goals every spring based on the previous year's achievements and purposefully set about attaining those goals. I'm hoping that I misread Ms. Gall's lecter and chat she did not mean to imply anything negative about those of us who choose to fly for fun. Participating in a competition may be the definition of fun for some pilots, while for others fun is soaring with the hawks just because it's a nice day. I would also like to comment on whether iris harder for women to learn to hang glide. We are different from male pilots at the novice stage mainly because of reasons Ms. Gall mentioned - the attitude of some instructors and the atticude of a portion of the flying community and also because we tend to grow up differenrly. Many women are unfortunately caught by society chat they are less physically capable than men. Ir often makes the whole learning process just a litde more intimidating. I'm sure there has been a landslide of responses to Ms. Gall's comments. Of course, some have been favorable and some negative, but whatever the consensus is, Ms. Gall should be commended for sharing her opinions. Vivian Hooper Regina, Saskatchewan, Canada

K4COMMENTS Dear Editor, In Dennis Pagen's article about the K4 he made some comments about the design of the Comet. I would like to present my version of the story. The development of the Comet was a monumental effort by a dedicated group char included Mike Quinn, Gene Blythe, Pete Brock and myself The first flight went smoothly on April 1, 1979 with an all carbon fiber frame (no fooling). The carbon frame was quickly abandoned because of safety issues. During the course of normal sail modifications we found damage to

rhe carbon rubes which wasn't perceprible through rhe sail. We felt that there was a high probability that the end user could end up flying with a damaged glider and nor know it. It took months of overtime effort by the entire group to finalize the design and complete HGMA certification. Dennis claims that the Comet contained no new ideas. This observation is nearly correct, but it isn't. True, there were orher gliders that were double surface, but in each of these gliders the airfoil section or pitch stability was compromised to accommodate the cross spar. The Comet was the first glider to successfidly incorporate all of these concepts along with one new idea which created the synergism among the rest. Certainly there were many decisions made regarding the entire design that resulted in the success of the final product. The "packaging" of all the concepts contained within the Comet was every bit as important as the ideas themselves. Nearly all design breakthroughs are the result of the addition of one new idea that more effectively binds together a group of existing design components. The Comet was the first glider in which the cross spar was restrained aft with a cable that allowed the sail farces to position the cross spar vertically. (The Mariah used cable restraint for the cross spar, but there was also a cable loop that ran from the corners of the control bar to the mid-span of the cross spars and then through the sail to the kingpost. This did not allow the cross spar to float vertically.) This provided two necessaty attributes to the glider: I) It nested the cross spar neatly between the upper and lower surfaces to provide and uncompromised airfoil section. 2) It greatly improved the pitch stability by allowing the entire root section airfoil to reflex at low angles of attack. (The center of the cross spar would move down nearly a foot and rest on the keel.) Nearly all high performance gliders still use this form of cross spar restraint for the same reasons that we did 13 years ago. Dennis provides a glowing review of the K4 which bears an uncanny resemblance to a Wills Wing AT. Even the hardware looks similar. I would personally like ro request that those of you who are considering the purchase of a new glider support one of the companies which is actively pushing the state of the arr by doing real and original R&D. I wonder how much Dennis paid for the K4 he is currently flying. Unfortunately there is no Consumer Reports for hang gliding products, and until there is such a thing, a truly objective glider review probably won't be available. ( Consumer Reports actually buys the products they test from a random retail outlet.) Perhaps the USHGA could fund a program to buy new gliders and have appropriate pilots eval-

uate them. The gliders could then be resold and the cost of the objective reviews minimized.

Roy Haggard Nuevo, CA

RESPONSES TO ROY

HAGGARD

I did not mean to imply that Roy's efforts on the Comet were anything more than inventive, insightful and industrious. I have long admired his creativity and would remind our readers that his early Dragonfly design was the first practical departure from the standard Rogallo configurations. Indeed, as he indicates, his perfection of rhe shifting cross bar system was a step beyond what the Mariah and other gliders of the rime incorporated. I wish ro make it clear that Roy's work on the Comet was pivotal and is still important today. Roy goes on to imply that the K4 is a copy of the Wills Wing AT. Anyone comparing the planforms will readily see that they are identical down to the positioning of the battens. However, I would point out that the airfoil is completely an Airwave creation, and thus the gliders are dissimilar in performance and handling parameters. Furthermore, despite Roy's claim, the K4 and the AT hardware have nothing in common. For example, their VG systems are totally different, the control bar corner brackets arc uniquely designed by each company and the cross bar attachment systems are rotally different. (Airwave pioneered the sensible rear pull-back system with the Kiss.) In fact, rhe only item of hardware similar on the two gliders, other than bolts and nuts, are the half-moon leading edge inserts. Roy goes on to imply that I was given a K4 ro keep, which is why I treat it so nicely in my report. Nothing could be further from the truth. As of this writing (May) I have only an XS. Of course, I do get gliders loaned for a monrh or two when I do my reports. This was the case with my report on the HP AT, the XS, the Foil B, the TRX and others I have tested in the past several years. I should reiterate that I only write up gliders I like, which is why each account is positive. I have sent some back. Roy's suggestion that the USHGA publish independent glider evaluations is unworkable for economic reasons. To begin with, any manufacturer knows that there is a bigger difference between gliders of the same design than there is between gliders of different designs. As a result, if I compare glider X with glider Y from two different companies, how do we know that all X's and Y's stack up the same? Furthermore, anyone who has tried to do performance testing quickly becomes dismayed at the scattering of data. The

HANG GLIDING

Air Mail~ best compromise is the one we now have: a known pilot of known ability and technical understanding and no known affiliation with any company flies the gliders against known entities and wrircs a report. Currently rhe pilot is myself (by default) and I test the gliders I write up against pilots [ have flown with for five to 10 years. Thus, I have a very good handle on a glider's relative performance in real air in just a few flights. Dennis Pagen

We are glad to hear of Roy Haggard's return to the world of hang glider design, and welcome him as a competitor. In his letter he commented on the resemblance of the K4 15 5 to the HP AT. Had he looked further, he might have noticed the AT's resemblance to the earlier Kiss, which resembled ... and we could carry the progression back to Lilienthal if we wanted. The truth is that "real and original R&D" is going on all the time, here and at every other successful hang glider factory, even if the design changes are often incremental and not readily apparent. While Mr. Haggard's contribution of the floating, tethered cross bar was a great step forward, there were many other contributions over the years - the control bar, the double surface, defined twist systems - which in their own way advanced the sport, and these came from many different companies, all of which deserve to have been supported. Dennis Pagen was provided a K4 155 for purposes of the review, and he evidently liked it. (His wife, Claire, flies a KS 148.) But the review of the K4 155 didn't seem to be any more laudatory than those of most of the other gliders reviewed in the magazine over the years. \Y/e expect the writers ro review the gliders accurately, whether rhey like them or not. If the report wasn't glowing, but was fair and honest, we would still provide another glider for the writer. We'd want to show him or her where we improved our aircrafr, wouldn't we? Ken Brown President, Pacific Airwave

A THOUSAND WORDS Dear Editor, One picture is worth a thousand words. The cover photo on the Junc issue was beautiful: rhe color is good, it is well-framed and it portrays action. Ir also illustrates one of the fascesc growing realms of our sport - towing. Recent world records have been set from tow, pilots are going X-C off tow, new pilots are practicing landing

]ULY 1993

approaches, and, most importantly, pilots are being killed towing. They are being killed because basic safety procedures are not being followed, weak link strengths vary from 200-500 lbs., and there arc no suggested procedures from which to determine good from bad. The June cover photo clearly illustrates this. Does the driver have any idea what is happening on the end of the line? Can he see the glider at all? How can he safe6• operate the truck and the winch at the same time? Is he in a position to cm che line with a hook knife if something happens, which could save the pilot's life? \v'ithout a thousands words, this picture says it all: DON'T DO IT LIKE THIS! How many more rowing accidents will it take to prevent pictures like this from being seen by impressionable pilots? Brad Lindsay Reel Altitude

TOW LAUNCH TECHNIQUE Dear Editor, Regarding rhe stable speed launch method which I advocate, David Kincheloe's comments in the June issue: "lt's much simpler just to crain the driver to start rolling when the pilot gives a chumbs-up signal and keep accelerating through the launch speed co the desired towing speed. This rakes a lot of responsibility off the driver and makes for a smoother, safer launch. There's no glider that can overshoot an accelerating vehicle." I advocate the stable-speed launch method partially because I saw Eric Aaslerren get killed on the Hobbs runway in 1990. I am not inclined to compromise the safety of the pilots flying from my rig for the convenience of the driver or for slightly higher tows. Further, gliders overshooting my vehicle have never been a problem ar any wind speed or vehicle airspeed so I have never had to address it. As for che difficulty of rraining drivers to use the method, my 15-year-old son was using the stable speed launch method in '90 and '91 at rhc Hobbs meer with l 00% safe launches. Everyone I teach learns this method without problem, thus I guess the difficulty in learning this method is small. As to the guesrion of suggested launch speed, my recommendations of 30 mph for truckmount tow rigs and 35 mph for trailer rigs reflect common practice in the row community. I can only guess rhar David Kincheloe may mount his airspeed indicator directly in front of the vehicle, or in some other way that causes the airspeed indicator to read low. When I mounted an extra airspeed indicator on my cow vehicle right our in

front of the hood, [ found that the one direcrly in front of the tow vehicle read as much as five mph lower than the one out to the side, which we normally use. This was, I believe, because of the buildup of a bow wave in the air in front of the vehicle. Also, I usually reguirc that gliders be mounted at a relatively low angle of attack on my rig so thar they rend not ro pitch up a lot on launch. This is done to prevent accidents such as happened to Eric. Doing this allows a slightly higher launch speed with no adverse effects. Further, David comments chat: "Bringing the launch vehicle to a stable speed before the pilot launches ... requires a higher launch speed." A careful analysis of the laws of physics will show that there is no basis for this belief \v'hat does happen is that the airspeed indicator has a slight lag in its response to an increasing airspeed so that the acrual launch speed will be slightly higher than the indicated airspeed during a constantly accelerating launch. I maintain that the indicated airspeed varies according to the location of the airspeed indicator, and the required launch airspeed varies according to the type, size and wing loading of a particular glider, and also rhc location of the glider mount relative to rhe row vehicle. We have learned that sometimes we must adjust the launch airspeed according to the varying circumstances so a cut-and-dried rule won't always work, but we generally follow the previous recommendation as a starring point. David says launching at above 35 mph is definitely not fun. Then the accelerating launch method is not going to be fun either. Using the accelerating launch method, a moment's inattention or a simple error in riming by the pilot will guarantee a certain number of launches at too high an airspeed. I prefer that the pilot be guaranteed a known airspeed at launch. Dave Broyles Allen, TX

HG IS ELITIST Dear Editor, The reason I have not renewed my subscription is that I find the tone of your magazine merely tolerant of paragliders and little else. I'm sure the pioneers of hang gliding would be as disgusted as I am by your magazine's conservative nature which is elitist, lacks imagination and will eventually collapse upon itself like Icarus for the same vice: pride. John Nordlinger Boston, lvL\

I rn;H EN ERCY SAFETY ADVISORY A recent inciclcnr has been brought ro our ancmion in which a pilot fclrgot 10 attach the continuous webbing snap 011 the 'I 'racer harness. It seems that the pilot did 1101 faqrn the snap on a snug-fit I ing harness and the zip· per opened up during launch. The pilot w;1s able 10 lly down and land safely. Please he aware that the side buckle is an impona111 of' harness srmcrure and should he every flight. Preiiir;i1L,u!c', your harness and parachute arc just as important as pre-flighting yom hang glider. Please note that in three of'producing only report of this Tracer harnesses this is kind. Since most top-zip harnesses use the same type of zipper, equal care should be taken with all zipped harnesses. 22:iG W. 2nd Contact: S1., Sanra /\na, CA 92/0.\ (71/i) ')721/i.\O.

MAGIC!

SAPETV ADVISORY

fatract from Flying and Committee Notice: "During his fifth winch launch of the :1 pilot heard a and his was at an started m oscillate. As he clccrcd to ctrryon with the height had been gained launch umil for a shortcned cirrnit. ·I 'he glider continued to oscilbtc throughout his flight though a safr bnding was made. rcvcalccl that rhc nu1Hx1c:1, bridle had become disco11ncc1cd its location The only thing that from folding in crnmrHctcly had the rear top rigging wire in hctwern the two wires oft he bridle and this had lirnircd the bridle's forward movemcm. 'The pilot s11lm1ittcd an incidem report. The FS(: examined this and found that tl1is was not the first s11ch incident with employing rhat particular method reached the the bridle duri11g conclusion that dming rigging and kid allowed such i11cidc11ts pre.flight to occur." The adjuster plate, tang and pip pin system of the cross har tension c1hlc is a good, simple and secure met hod. A wdl-maiu taincd, carcfolly system conrim1cs 10 he an entirely suitable method for rhe cross bar tension cable. I !owcvcr, it has come m our notice (mainly through the winter strip down service we offrr) that it is possible to m:1kc rhis method ofsccuring the cross bar tension cahlc less than entirely suitable, by lit·

non-standard parts or sranclard, hur not compatible pans.'] 'his is not in any way a condcnrnatiou of' the reported incidcm. With rhis in mind, and in view of rl1e fact that some o/' the gliders in q11estio11 may be over 10 years old and many being flown by low ;1irtimc pilots, we have decided to produce kit fclJ' cross har tension cable sccur.. """"'"'"'"· oCa goose catch and goose the same as used on the Magic The kit is retrofit table. h docs nor require rqlla,.:c1111e111 ofthc tension cable. 11 can be fit. very quickly and docs not require any drilling. Rctrofo kit with insrrucrions is pan code C:I< XTT This kit fits all sizes of'C:omet I, and :l. This is a BHPAFor pricing, sec yom (lirnl) 1i22n'>'>.

USI J(;A has not received any nominations for I )irectors whose terms expire !cc:et11i),:r 51, l 99:l. We do expect the inrnm bcnr I )ircctors to nm for reelection with the cx,_:cn,nc,n of I Nelson in Region deadline for nominations is August 20, l 1) 1)3 and a nominee mus1 have at least d1rec nominations robe placed Oll die ballot. A nomina1io11 form is included in the June, July and

of hang gliding activities in the U.S. Dennis has not endorsed eirhcr organization's activi tics and docs not have a financial i111crcs1 in the 10ur/visitarion program. The US! !GA is offr,ring no financial hacking for the tour and has no financial interest in the tour. The \Our cost ,md tour were provided with your individual membership invitation lcucrs. A minimum or 10 and a maximum of .l5 people will make up rhc h:mg gliding rour ddcg:11ion. Tour or 1,500 arc 10 be sent direcrly to the Citi:r.rn 1\rnbassador Program address, along with yom registration form. A cur-off d:itc for registration and fonds deposit of' approximately July G, 199:3 (GO days before tom departure) is anuc1pa.te,.1. Membership response ro rhc tour's invitation will determine if a hang gliding dclcgat ion will be formed 10 make this cx,:.:il,lllf;e ir. You will need to respond promptly of rhc program cm-off dates. Please contact Citi:r,cn Arn hassador program directly at (ciO')) 53/i- Olt.lO ifyo11 l1avc questions concerning the tour or i-l1c tour status.

THERMAL lJNIVERSlTY ANNOUNCES HRST GRADUATE

WE NEED YOUR J~U•lYJll~H

LAST CALI. CITIZEN AMBASSADOR TOUR PROGRAM The lJSI !CA was initially contacted hy the Citizen Ambassador Program last January and was invited ro participate iu an international nr,w,·'.lm by forming add· members who would visir Russia. People To People Imernational, the Citizen Amhass,1dor parent organization, was founded hy Dwight Eiscnhower as a nmi-political, non-pro/ii organiz:1tion. Citizens Ambassador l'rogmm is a subsidiary organization operating for a profit and is responsible f<)I' m:maging and comd in a ting international tom opera rions. We h:tvc contacted the Beller Business Bmcaus, located i11 I<ans,is City and Spokane, on I he operation's history of these organizations. We did not receive a negative repon on rbeir activities. Drnnis Pagc11 was selected for 1hc tour leader's position and will make several prcscnrations on the srnnrs and ad111inisrratio11

G W Mmdows (lcji) presents/int /Joctor o/J li111t, C,'/irling diplomr1 lo 'fildor.

Well-known hang gliding guru Tudor was presented with I he first diploma from the newly established Thermal University. The diploma was presetllcd by the and I .arry now holds Dean of the the 1irlc l )l I(; (I )uc1or or Hang Gliding). As shown in the phoro (I .arry on the right) he and the Dean arc both wearing Thermal U1uv,L'.rs1ry official clothing with the University seal which sports the motto: "ASC:ENDUS MAXJMUS." Therrnal University diplomas, clothing and other accessories arc available through the university bookstore which is a subsidiary of_Just Fly company which can be contacted for more infcirmation at (91 ')) li80 FI.Y'N. f IJ\N(, Cl 11)\N(;

ADDENDUM TO srTE REPORT Anyone interested in rlying Ellenville, NY must a waiver. Waivers and sire foes :ire administered by the Mountain shop 1:or more i11limnarion on flying Ellenville, colll:1c1 C: reg Black ar (9 I It) iili? 337'7 or Tony Covelli, home (9 lit) Ml I 008 01 work (9 I It) 6/i'7. t 81t4.

WErRDVIDEO The USHGA proudly adds J,'l/lmr:nco /)uni' i-o our video assornnenr, which ft:aturcs awe·

some paragliding and radical dune soaring in Namibia. An Andre Bucher film (wiLh lots of support from Edel), this video was profossicmally lilmcd on 16 mm and superbly edited, L-his special 20,mimllc version foscinaring to warch. /\n original, unique soundtrack which m11s1 he heard to appreciate, combined wirh rhc video scenes, pms you into a surrealistic state of mind. Yes, this is one weird video, hm you'll ir. Available for $19.95 ( 1$/i S/1 I): lJSI lCA Videos, P.O. Box H300, Colorado CO 80933 (719) 632 -8:$00. Ask fcir l km.

around this hub using convcniem thumb bolting the wheel onto the screws, bascrnbc umil it's time to break down rhc and remove die wheels. Por pilots with VG gliders (sorry Wills Wing), there's a VC hole through the hub allowing the wheel to rotate around the hub without touching the VC: string. This allows the VC to he used with rhc holt·on wheels insralled on the baserubc. f<ll' the metal thumb screws, rhe wheels arc made enrirely of recycled nylon. Price is $99 a pair, wirh quantity discrnmts available. To order call (HOO) 688,LMFP. For more information coni-act Lookout Mountain Hglu Park and Training Center ('706) 398· :$5/i I.

Alan ( :lrncubtc at right.

Pla11 !lcrs ofl1:111g events 10 he held in 1 l states now have a cost-cffrctivc option for rhcm regionally, nationally or even internationally, according ro Echosphere Corporation, a world leader in the home sarcllitc indnstry. mobile satellite commtrnica-, tions up·link vehicle provides an inst;mtancous way to broadcast profcssional, collegiate, high school or amateur hang gliding events to television stations, cable headcnds, homes and businesses anywhere in North America, and if' desired, throughout rhc world. 'l'hc FchoStar vehicle is available to televise cvcm.1 originating in Arizona, Colorado, Idaho, Kansas, Montana, Nebraska, New Mexico, Oklahoma, western Texas, Urah and

)UIY J 993

CHlJCULATE JOINS KITTY HA WK KITES

MOBILE TV SATELLITE COMMUNICATIONS

NEW BOLT.ON WHEELS

I fang glider pilots using imcrmcdi:1te·sized wheels (larger th:m the black I !all Brothers wheels bur smaller than hig tr:1ining wheels) now can choose :1 removable wheel that won't pop off rheir basctubcs on landing (like snap· rm's have been known ro do). '[ 'his strong, sturdy six.inch diameter wheel has a small hub rhm remains attached to the hasetubc. The wheel halves screw rogedicr

and operating staff." The sarcllirc vehicle is available 2/i hours per :H fo]l. or half~day day, seven days a rates. Mileage is free within 50 miles of Denver. The EchoStar vcl1ide, operated skilled engineers with years ofbroadc:1sring cnce, offc:rs rhe most sophisticated support and resources i<>r sarclli1e up-linking available roday. Contact: Echosphcre, 90 Inverness Circle East, Englewood, Colorado 80155 (303) 79<) .. B222, ext. lt71 H.

consumer imeresr in televised sports has created a need for event planners to have cosr.. cffoctive access r:o the latest state·or thl:·arl technology," said Brem Gale, the com· director of broadcast engineering. "Not only cant hey save travel time :md the expense or vehicles based oursidc our service area, rhcy can he sure ofbroadcast·quality equipment

Tandem hang gliding and tandem paraglid· ing instructor Alan Chuculatc (pronounced Chcw·koo·la·tay) has joined the flight school at Kitty Hawk l<itcs. Chuculare comes ro I lead from Pairbanks, Alaska. J\ native or the Boston area, he began hang gliding in 197/i when he sponr:mcously encountered ,l hang glider pilot on rhc dunes of Cape Cod, MassachusellS. flew a hang glider twice C:huculatc rl1:1t f1rsr and has courinucd ever since. Alier earning a lhchclor Science in acronamical engineering technology at Arizona Stare University in 1978, ChurnlaLe first worked ;is an in the aerodynamics group for General Dynamics ( in San Diego and later at the l l:1lcakala Observatory in Maui as a sofrwarc ] le began flying ultralights in 1978 and paragliders in I 990. Attending graduate school to rhe Aurora Borealis attracted Chuculatc to h1irbanks, /\Liska, in 1986. In 1989, he formed a hang gliding school, Adventure Wings, using tandem towing. Later the school was expanded to offer paragliding with techniques adapted f<ir tandem rowing or the inflat;1hlc Clrncularc lcfr Alaska to get more involved in the mainstream ol the flying commtrniry, have a longer flying season available and enjoy stronger flying conditions.

He is one of only three currently ccrrif1ed in this cmmtry as a USI !CA tandem insrr11c· tor frir both hang gliding aud paragliding. He also holds appoinrmcnrs as a for hang gliding and paragliding, a gliding instructor ccrtilicarion program presenter, a hang gliding examiner, a paragliding advanced maneuvers administrator and is a licemcd private pilot. At Hawk Kites, C:huculatc is the rowing manager and tandem instructor fiir hang gliding and paragliding. Ar J7, his goals arc to comribme to the development and education of the technology of' flight, particularly tandem and towing, and to hring flying lo all who dream of flight. He'd like to help pioneer acrotowing of' paragliders, and implcmellt his ideas for improving glider design and for acrorow tug dcvclopmcm. "[ love the air," C:huculatc says."] want to share it wid1 people and them the opportunity to get the foll experience early on, and accclcrarc their continued training available with tandem instruction."

UP INTERNATIONALXCAWARDS UP I ntcrnational of Mountain Crccn, Utah will award $2,000 to the first pilot to set a new off1cial FJ\l open distance record (men's or womcn's straight distance) while flying a TRX. The people at lJI' consider rhc pursuit of croSS··counrry records to be a vain·· al>le part of rhc process of' tedrnological development in the personal wing industry. In addition, UP will award $1,000 to the first pilot to fly 200 miles (great circle, with verification) after a launch cast of the Mississippi River (eastern Canada is inclucl· cd) on a TRX. These awards ;ire offered in rhe spirit of suppon of· the ideals of exp lo.· ration and aclvelltmc.

NEW PERFORMANCE FLYING 1100K Spon Aviation Publications announces its latest book, Nyin,~; This book is intended for intermediate and advall(:cd pilots as well ;1s novice pilots working toward rhc next lcvc:I. Its beautiful foJl . coJor cover rypilics the fine graphics thro11gho11t. Over 70 photos by more than )() photographers and 33/i ill11strations by the author add inter·· est and help explain rhc many ideas. The book is abom tlit same size as aJ .C. Penney catalog with somewhat fewer pictures and no underwear ads.

Contact: Sport Aviation Publications, P.O. Box 1()], Mingovillc, PA 16856. Performance I :lying is rilw cwr1ilah!efhnn

US!!GA S/f-1.

$29.95 + $4.00 Fd.

VIC POWELL TO HEAD ROGJ\LLO FOUNDATION

The book is divided into 13 chapters. The first l wo deal with imermcdiare pilot skills and such subjects as fear, escaping cloud suck, shadow ralk, flying high performance gliders ;md so forth. The next ch:1ptcr covers the many types of turns necessary for efficient: flying. The subject of equipment ut ilizcd in advanced soaring is then examined, including a section on packing various types or parachmcs so pilots can do rhcir own. Chapter covers thcnnaling, with special tricks ro help pilots find thermals more and use them more dfoctivcly. Next, advanced techniques such as optimizing a VC system and landing downwind and uphill arc covered. The scvenrh chapter is the centerpiece, and covers speecls·to·fly in the most easy-to· understand and complete manner available in any publication, All wishing to maxi111i1,c rhcir performance will benefit from rhis information. Next is a chapter on cross-coun· rry followed by one covering compcti· tion techniques. Further chapters include a guide to all types of towing, tandem flying, acrobatics, hang and aero-medical informa·· tion. An glossary and index round our the book and render it user-friendly. One of' the highlights of this manual is the rnany quotes and words of wisdom from an intern at ion al crew of wcll .. Jrnown pilots such as Jolrn Pendry, Jim Lee and Tony Barton. John I lcincy talks ;1bour acrobatics. Jerry Forhurger provides towing insights. Mark Bcnncn edited the final version and added his own anecdotes, J\ host of margin notes and pro-tips help cnha11cc this invaluable source or information,

Vic Powell, o/' Annandale, Virginia, has been elected President of the Rogallo Foundation by the hrnndario11's Board of Direcrors. Powell, a native ofl\ukcrsburg, West Virginia, and a 1962 graduate of Marietta College, is currently working to establish a national museum of hang gliding of the and kiting as one of the major Foundation. Appropriately, the Rogallo Museum will be within the proximity of the Wright Brothers Memorial in l(ill Devil llills, North Carolina. Named afrcr ],'rancis Rogallo, the "Father ofI Jang Gliding," the Foundation's other objectives include: Stimulating research in gliding and soar·· flight. Encouraging literary efforts and publica· rions. Awarding educational scholarships Sllj>·· porting acrodonctics ;rnd low-speed aerodynamic n.:scarch, Directing educational forums and training. Promoting ourdoor recreational flying sires and oppornrnit:ics. Powell has an extensive aviation back· ground. !Tc served as Senior Vice President Hi\NC GIIDINC

Update of the Aircraft Owners and Pilots Association (AOPA) where he created and developed AOPA's Ultralight Division. Powell was also Executive Director of the National Aeronautic Association, Associate Executive Director of the Air Force Association, the President of the Uni red Stares Hang Gliding Association, and was a voting member of the Board of Directors of eight national sport aviation assoc1at10ns. Other officials of the Rogallo Foundation include: John Harris, President of Kitty Hawk Kites of North Carolina, who serves as rhe Foundation's Vice President; Roland Alexander of Orlando, florida is the Foundation's Secretary; J. B. Ruffin of Sandy Springs, Maryland is the Foundation's Treasurer; Francis Rogallo of Kitty Hawk, North Carolina, Gertrude Rogallo of Kirry Hawk, North Carolina and John Boyd of Nags Head, North Carolina are also members of the Rogallo Foundation Board of Directors.

UP SOARING CENTER HIRES COMPETITION GURU DAYID SHARP UP Soaring Center, located in Draper, Utah has hired David Sharp to head their Hang Gliding Instructor Program. Mr. Sharp is an Advanced Tandem Instructor and previously operated a small school in southern New Mexico for the past three years. "\Y/e now have a complete world class hang gliding/paragliding full service shop, Chris Santacroce, a top U.S. paragliding competitor/instructor, and now David Sharp. All our employees fly both hang gliders and paragliders," says Monte Bell, Vice President of UP International. For more information call (801) 576-6460.

TORREY PINES, CALIFORNIA NOW OFFICIAL LANDMARK The Torrey Pines Hang Gliding Assn., in conjunction with the Torrey Pines Soaring Council, is pleased to announce chat Torrey Pines is now officially a state and federal historic landmark. On May 27, 1993 the State Historical Resources Commission met in Riverside, CA to determine if rhe entire Torrey Pines glider port met the criteria for state and federal listing in rhe National Register of Historic Places. We are happy to report that the Commission voted unanimously to approve

]ULY 1993

this listing. A unified effort by the Torrey Pines Soaring Council, led by Dr. Lawrence Fogel, presented a convincing argumenr to the Commission. Among the speakers to address the Commission was Bud Pearl (81 years young) who recalled his early flights at Torrey and surprised eve1yone when he said he had a message from Charles Lindburg. He was referring to an article by the famous aviator which extolled Torrey Pines as "the place to hone one's flying skills." Both Charles and Ann Lindburg flew gliders at Torrey Pines. Historian Marlyn Lorrie stated: "The glider port has been rhe sire of much testing and has influenced technological developments in both powered and non-powered motorless flight." Torrey Pines has now been recognized by the National Soaring lvluseum, the City of San Diego, rhe State of California, and the federal governmem as a significant historical site. This will go a long way toward presen'ing Torrey Pines as a flying site that future generations of pilots can enjoy. We look forward to making more history at the West's only coastal glider port.

NEW CONCESSIONAIRE AT TORREY PINES GLIDER PORT UP International of Mountain Green, Utah has emerged from a lengthy and investigative selection process as the City of San Diego's most responsible choice to operate the concession at Torrey Pines, California. The people at UP feel a serious obligation to execute their duties in a manner that will insure the greatest freedom of access to the cliffs of Torrey Pines for all soaring pilots. UP foresees an excellent pilot training siru,uion utilizing the on-sight training hill, the soarable conditions and their new carbon fiber, dual-purpose (solo trainer/tandem instruction) glider, the XTC 205. Qualified tandem instructors are encouraged to call UP to arrange an interview for positions in the school. Things are looking UP at Torrey Pines. Contact: 1-800-COME-2UP.

thank Mr. Elchin and Kitty Hawk Kites as well as all other schools and previous members for their support. We at USHGA headquarters look forward to serving you in rhe future.

AIRTEK HELMET

Airtek USA and Pro Design USA have released the new Reflex helmet, designed for paragliding and hang gliding. Ir weighs 21 ounces and offers full-face protection without restricting peripheral vision. Ir is constructed of polyester polymer reinforced with chop fiber, and is lined with high-impact foam and brushed polyester fabric. Contact: (619) 4831899.

CLOUD BASE ALTIMETER I VARIO METER Cloudbase Instruments is pleased to announce char the gh 18000 alrimeter/variometer is now available for immediate shipment. Earlier procurement problems which had limited availability have been solved. The ghl 8000 is a combination digital alrimerer/variometer which, according to rhe manufacturer, is known for its fast response rate, accuracy and small size. Ir is available ar your local hang gliding dealer or from : Cloudbase Instruments, 2464 El Camino Real, Suite 220, Santa Clara, CA 95051 (408) 243-6021.

USHGA LANDMARK

RAF KUDOS

On May 26, 1993 USHGA welcomed its 60,000th member, 20-year-old Chad Elchin of Lack Haven, Pennsylvania. Mr. Elchin joined USHGA as a Beginner-rated hang glider pilot through Kitty Hawk Kites of North Carolina. USHGA would like to

USHGA congratulates the Rochester Area Flyers dub which recently brought 12 new USHGA members to our national Association. \Vay to go guys!

fl Competition Corner Women sWorld Meet Report 1

by Dennis Pagen

he U.S. placed seventh out of 13 teams. This is not too bad a showing considering that only 204 points out of approximately 6,000 separated seventh and fourth place. In fact, if one more of our pilots had made goal on the last day we would have been in fourth place, and had two more pilots made goal on that same day we would have been third. A launch order system was used since limited launch access was available. The problem with this system is that the window of soarable opportunity was often short - 20 minutes one day - and the top ten seeded pilots could jump in line any time. Thus, pilots in the back of the line were often blocked out. Three (out of five) of our pilots had very poor positions from day one and had a difficult time getting up, let alone moving up. The Nanyo City Valley was ringed by high mountains which pumped in the afternoon and essentially shut down the flying site by early afternoon. It was often desirable to launch by late morning. This fact along with some high winds and rain allowed only four valid rounds (the minimum) out of 11 possible days. One round was a one-thermal task which penalized pilots heavily for being only one minute behind the fastest pilots to goal. Kari Castle placed second behind Francoise Dieuzeide-Banet (France). In fact, Kari beat Francoise three out of four flights. However, she was nvo minutes behind Francoise on the one-thermal task day. Kari obviously flew very well and could easily have been the winner with a slight change of luck. Tammy Burcar placed 18th with a couple of solid flights. Claire (my wife) was third for our ream despite some bad luck. (Her glider went for a flight during the pilot's meeting and broke a leading edge.

She had to borrow two different gliders before we could get hers fixed.) In general, the team comported and served itself well throughout the duration of the meet (you should have seen them in Kimonos). I feel they would have benefited from a team leader during the actual competition. (I only performed the service before the meet since I was Steward). It was apparent that they mostly didn't understand the concept of team-flying beforehand, nor did they realize the benefits of having a non-flying observer to provide them with information and tactical aid. It is my opinion that future teams need to have a full-contest team leader with competition expertise. This should take

priority even over the expenses of an extra team member if we are going to be serious about winning as a team. If we are not going as a team to fly as a team then we really do not have a right to solicit funds from the USHGA membership for support. I also recommend that all members of a USHGA supported team sign an agreement as to what they will and will not do as a team member. These latter comments are not a reflection on any U.S. team members, but simply observations concerning the operation of other highly successful teams such as the Swiss. The final thing we should point out is the poor financing our teams receive (both men and women). When countries such as Hungary and Kazahustan can afford to bankroll a team, it is embarrassing to admit that our teams are essentially paying their own way. If we had the proper financing we could have more competition for the coveted team slots which would ultimately result in a better team. Maybe we could then think about winning. Typically, the Japanese spared no expense in organizing and running this meet. Approximately 2-1/2 million dollars

Results - Individual Place Pilot

Country

Glider

1) 2) 3) 4)

France USA Switzerland Switzerland United Kingdom Japan Switzerland Germany Australia Germany

XS HPAT XS HPAT HPAT HPAT HPAT Bullet XS XS

5) 6) 7) 8)

9) 10)

Francoise Dieuzeide-Banet Kari Castle Isabelle Piaget Diane Ecoeur Judy Leden Masumi Goda Annelise Mueller Rosmarie Brams Helen Ross Anja Kohlrauch

Results - Team 1) 2) 3)

4) 5) 6)

Switzerland France Germany Australia United Kingdom Japan USA

9) 10) 11) 12) 13)

New Zealand Russia Hungary Kazahusran Ukraine Mexico

HANG GLIDING

were spent directly on die meet with an equal amount spent on a new ro,1d and launch site. There were 350 officials and workers. Obviously we cannot begin to oHcr rhis level of support at the Chelan

meet ncxr year, nor do we need to. Our asset is tkll die flying will most likely be t at ( :hclan, so many fewer amenities arc necessary 10 keep pilots happy. Judging frorn what I observed at

Nanyo City, most the pilots will have the skills to exploit Chcla11's good conditions. l.oohfr;r fl detfliled report in the next i.1:rue. ---- Fri

Meadows of Kill Devil llills was third with 465, Bruce hang manager of Ki try Hawk Ki1cs, w;is fourth with /i55, and firsHimc compctiror Will Thornton lead, a gliding instructor ar Kitty 1-lawk Kites, was fifth witl1 li!iO points. fn the novice division, Scan of I lead was first with points. I le is a Kl II( hang gliding instructor. Clcn Tischner of"Winchcstcr, VA was sec ond with 305, and Fisher of' Waynesboro, VA was third with 2(i'°i poinrs. Powell commcnrcd that there arc hang glider pilots who have been to the Spectacular for two decades bccatJsc it is "challenging to fly here." Expert pilots fornili;1r with mountain /lying still find the dunes cxhil:iraring hccatJsc the conditions arc so diffrrcnt. The beauty the Spcc1;1cular, Powell said, is that even though advanced pilots fo1d the meet a

[

gliding became he sport an adult recently at State Park when the annual l lang ( ;]iding 1urned I years old. Meer founder Vic Powell of A11na11dalc, VA

in tlii rd last year. Ken is president of Pacific Airwavc. i11 second was Billy Vaughn of with 'i05 points. C.W.

8FU)Vv: Ken Brown, !cfi, is rmwr,,111,1 Fmnris Rogrtllo.

[()73.

co1n11etition atlractc(I from as far away as [ fawaii :111d who ranged in age fron1 20 10 6.l. Wcnhcr conditions were optimal thro11ghour the meet, with pcrfrcr winds om of 1he cast allowing 1he tallest sand dune on to he used as rhe site and

the mcc1 by storm was Ken Brown of who topped the with poinrs. was Brown's first win ,ll the Spccrarnlar, though he had competed several times before. He came )LJIY f 99]

11 Competition Corner challenge, beginners are still able to compete. "These conditions are comparable to those experienced by the \X!right Brothers," Powell said. "There is a tremendous historical aspect. The pilots are flying in the footsteps of the Wrights. Throughout the competition hang glider pilots fly set courses, and are judged on accuracy of landing, duration of flight and ability to fly around pylons set up on the dune. A new aspect of the contest this year was a team flying competition. Taking first place in the team categ01y were Ken Brown, Sean Kelly and Mark Fink. Sean Comer of Manteo won the sportsmanship award for "always having a smile on his face," and for helping others carry their gliders. Meet director Kristie Immordino, assistant hang gliding manager of event-sponsor Kitty Hawk Kites, said, "Conditions were perfect. The scores were high. The pilots are getting better." First place winner Ken Brown commented, "It just went right." He thanked the "gang at the facto1y" for building such great gliders and Kitty Hawk Kites for putting on the event. While pilots are judged on their flying skills, it was decided on the dune that in spite of points, judges and rules, the pilot who has the most fun is the real wmner.

1994 WOMEN'S WORLD MEET - CHELAN, WA

efforts and fund raising is critical. All decisions regarding the 1994 Women's World T~am will be r~ade at the fall Board of ~ Directors meetmg. ~

by Jan Johnson

here is good news for U.S. women pilots: The 1994 Women's World Meet is planned for Chelan, Washingron. This is a unique opportunity since travel costs will be considerably lower, and many pilots who otherwise would not be interested in competing may be induced by a home court advantage, having flown the site previously. As in the past, the team will be selected by national ranking. This will be determined by the WTSS, which prioritizes top-ranked pilots, and use of alternate scoring systems which the competition committee is considering ro evaluate pilots lower in the order. Those women pilots who do not anticipate WTSS ranking and who are interested in being considered for the 1994 team should send a letter of interest, preferably with a summary of their 1993 competition experience, to the Competition Committee, c/o USHGA office, Attention Women's World Team. As important as the pilots, are the roles of Team Leader and Support Staff/Assistants. If you are interested in any of these positions please let the Competition Committee know as soon as possible. Ongoing organizational

TIIIDIICI

Our Trike Wings are not simply reinforced hang gliders. They've been specially designed to cmTy heavier two-seater trikes. Our Wings feature a very wide speed range forsho1t landings and long voyages. They are especially well vibration dampened.

GHOST 12 30 to 90 mph GHOST 14 28 to 78 mph GHOST 16 25 to 70 mph Load tested to 4,600 lbs positive, 2,300 lbs negative

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HANG GLIDING

STILL ON TOP

In June of 1989 Wills Wing set a new standard in high perfonnance flex wing technology with the release of the HP AT. The rest of the industry has spent the last four years trying to catch up. The most recent returns from the field indicate they have yet to be successful:

1993 SANDIA CLASSIC First Place Second Place

Kari Castle Larry Tudor

HP AT 145 HP AT 158

Now, finally, one manufacturer has developed the next generation of technology for high perfonnance flex wing hang gliders ...

~LU~JND 500 West Blueridge Ave •Orange• CA• 92665 • Phone (714) 998 6359 • FAX (714) 998 0647

~ Accident Reports by Doug HiUreth USHGA Accident Review Chairman Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

? Advanced "Lots" UP Axis

5/3/93 Box Canyon Tucson, AZ Fatal

Event: Because of downwind conditions, the fly-in scheduled for Miller Canyon was moved to Box Canyon. The wind was strong (15-40 mph) and gusty, but about a dozen pilots elected to fly. Gliders were being tossed all over the sky. The German pilot, who had arrived the day before for a month of flying, launched his borrowed glider, flew down the ridge, and ended up in the rotor behind the ridge. Was last seen flailing in powerful sink as he disappeared behind the ridge. This is fatality number two for 1993 Comment: Was the foreign pilot qualified to fly in these conditions? Who is responsible for determining that? Should he have taken his first flight in such unfavorable air? How big a factor was the borrowed, unfamiliar glider? What about jet lag? What about the pressure to fly since he was here on vacation to fly? Could he or should he have deployed his parachute?

Event: "During midday turbulent conditions I attempted to land at our restricted field. This requires an approach crosswind over a tree line on the downwind edge of the field. I was a little low, and tried to stretch the glide as I made a flat turn to clear the trees and head into the wind for final. Thermal turbulence inhibited the turn, the glider stalled and dropped to the ground. In a word, I just didn't have enough airspeed to deal with the turbulence I encountered during the final turn." This will become a common story again this summer. The downwind, tree-lined edge of the landing zone generates moder-

ate thermal activity, significant turbulence, a profound wind gradient, and lots of ground suck. The stall is always at an altitude that is just a little too high. The glider always drops "straight down." A minor variant results in a tree landing, which is significantly safer, bur not nearly as common.

IN-FLIGHT HUMERUS FRACTURE Over the years there have been a handful of in-flight "spontaneous" fractures of the humerus (upper arm bone) that have occurred. Almost all of these have been the result of prior fracture or injury (unrecognized crack or damage) which has not regained full strength prior to the "spontaneous" break. The usual story is that of a typical "hang gliding" fracture of the humerus just above the elbow. Often there is a rotational or spiral component. After surgical or conservative (cast) treatment, the bone appears to be healing well. Then the air-hungry pilot, who has been grounded for several months, takes his first flight in thermal or windy conditions and upon a vigorous "correction," suffers a repeat fracture. The healing of bones takes a long time - months and months. Bones gain strength through stress, so use, particularly compression loads along the long axis of the bone, are beneficial. For the leg, that's easy; you walk. For the arm it is more difficult. And even with strengthening and weight training, very little thought or effort is given to rotational stress. The forces that refracture the humerus are sudden, and always rotational (twisting). Some of the stories of flying the glider down after breaking the arm are truly amazing. There have not been any spontaneous fractures in arms that are normal. There

have been a few cases of spontaneous shoulder dislocation in flight. The mechanism is similar. Most of these have happened to pilots with a prior history of dislocation. The hang gliding community should be aware of this uncommon but distinctly possible injury. Plenty of time should elapse between fracture and flying. Stress exercising is a must during recovery (with rotational stress). Carefully select those first flights in terms of an easy launch, smooth conditions, and a good landing zone. A couple of articles about parachutes are being written. (See Betty Pftiffer's article in this issue. - Ed) Because of their authors, these articles are sure to be very educational and informative. Look ~ for them. Learn from them. ~

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To order, send $69.95 + $3.00 S&H, or $134.95 + $3.00 S&H (indicate HG or PG) to: Paraglider Pipeline, Inc. 3530 Bagley Ave. N.. Seattle, WA 98103 Dealer Inquiries Welcome.

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The new Wills Wing RamAir.

See your dealer for details.

~LU~fND 500 West Blueridge Ave • Orange • CA • 92665 • Phone (714) 998 6359 • FAX (714) 998 064 7

Site Reports

ed on it (a real one). The truck rides behind the RV on the trailer unless towing gliders, in which case the truck pulls the trailer. We'd like to sell the whole package together, but would be willing to sell things individually if we have to. The RV sleeps six (but it'd be really tight to live in full time with more than two or three), has a full kitchen and bathroom including shower, and it's still in great shape. A TV, microwave, and large refrigerator are also included. Please contact us if you're interested in purchasing all or part of the "hang gliding mobile."

Rob and Betsy Richardson can be contacted at: P.O. Box 732, Glendale, CA 91209-0732 (310) 764-8012. -Ed

"TOWENS VALLEY," OKLAHOMA y the time you read this the Richardsons' grand adventure will be over, and we'll be back at work in California with our noses pressed hard against the grindstone. The articles are obviously quite a bit behind us, so we should have enough material to continue this column for at least another four or five months. If the hang gliding community is interested, I plan on collecting all of the site information I have (which is quite a bit more than will ever be published in Hang Gliding magazine) into the long-awaited National Site Guide. The guide will probably be published in three volumes (Western, Central and Eastern) due to the large munber of sites out there. Okay, here's where I ask for your help. I've personally visited and flown at quite a few sites over the past year, but I realize that I can't visit and write about all of the sites in the country (unless I can get a large grant to do it - any takers?). What I'd like to do is to function as a sort of central repository for site information, kind of like how Doug Hildreth handles the accident reports. You provide me with the site information, and I'll edit and publish it in a format similar to my articles, and provide annual updates. This may or may not be done as a joint project with USHGA (we're talking about that now). I'd like the guide to be as complete as possible, and I'll need everyone's help to do it. If you know of a site or two that hasn't been covered, drop me a line on it. I realize that there are a number of sensitive sites out there, and that's the main reason that direc-

JULY 1993

tions and/or maps to launch (just the LZ or main pilot meeting place) have not been published in my articles. Certainly it can't hurt to provide at least rating, altitude, direction, general location and con tact names for any site out there. I sincerely believe that any pilot willing to intentionally "bandito" a site will do so even in the absence of a guide, and a guide ,,,vi!l prevent many of the "oh, I didn't know that" sorts of errors that can jeopardize a site just as easily. Please send information on sites TODAY; I'd like to have Volume 1 of the guide ready by the beginning of the year! Betsy and I have been traveling around in what has got to be the perfect setup for the traveling pilot, and we can't afford to keep it anymore. We've got a 27' 1989 Fleetwood Jamboree with three glider tubes on top, and a large trailer that has an ATOL mount-

There is a little-known towing site near Tulsa, Oklahoma known to the locals as the Towens Valley (that's pronounced like Owens with a "tow" in front of it). Like most sites, this one is both highly valued and very fragile. It is EXTREMELY IMPORTANT to attain local information before flying here in order to preserve this treasure. The locals can also help you with other sites in Eastern Oklahoma and Western Arkansas. Since the site is on a farm road, local farmers have priority on the road at all times - don't block it while setting up! When there is a lot of farm activity (like during harvesting), the entire site is closed in order to keep the friendly farmers friendly. There are frequently crop dusters and other small planes that fly out of a local unconuolled airport, and I suppose that no one needs to

Contact the locals for specific maps and/or directions

Site Info -

Towen 1s Valley, 11 Oklahoma

SITE NAME

"Towens Valley"

CHAPTER

None

LOCATION

Southeast of Tulsa, Oklahoma. Contact locals for specifics.

ALTITUDE

500' MSL, O' AGL (towing).

RATING

Novice (Hang II) through Advanced (Hang IV), depending on conditions. Paraglider pilots: Class 1. All pilots must have tow experience before coming to this site!

PROTOCOL

This is a mostly unregulated site, buc all pilots must be current USHGA members with liability insurance. There are additional requirements that vaiy as crops are rotated, so be sure to contact locals for specifics. AT TIMES THE ENTIRE SITE MAY BE CLOSED DUE TO FARM ACTMTY ON THE ROAD!

RESTRICTIONS

The Tulsa TCA is roughly 10 miles to the northwest, preventing X.C flight in that relatively uncommon direction.

FEES

Free!

LAUNCH

The main tow road is two miles long and dirt. Rain can make this sire untowable for several days.

The LZ is one of several flat farm fields that vaty due to crop cycling.

DIRECTION

The main tow road runs north/south, and is launchable in most any wind direction if the pilot has experience in crosswinds.

SETUP AREA

Room for five gliders within 25' of launch, but there can be room for a lot more when there are no crops in the adjacent field. THIS IS PROBABLY NOT A SITE THAT A LARGE GROUP COULD BE TAKEN TO!

ROAD

Paved roads lead almost all the way to the actual row road, which is dirt that gets graded regularly by the farmers.

CAMPING

Primitive camping is available (also free!) near the local lal<cs and rivers, and there are also Army Corps of Engineers and other campsites available nearby. THERE IS NO CAMPING ALLOWED AT THE TOW SITE! Motels are available in Tulsa, 25 miles away.

X-C

This is a good flatland X-C site, with many flights over 60 milt>-5. There are good LZ's all over. NOTE: This can be a challenging site for drive1~~ as there are barriers such as rivers with no bridges over them for many miles. All drivers need to become familiar with the area before attempting to chase!

EVENTS

None

BEST TIME

Towens Valley is flyable year-round, depending on crops and farm activity. July and August produce the most consistent conditions, and altitude gains of?,000' are common then. Ar other times expect 3,000'-5,000' maximum.

FREQUENCY

151.625 and other USHGA frequencies.

CONTACT

Mel Hair (918) 445-8822 Kevin Connaughton (918) 836-2488 Bruce Mahoney (918) 492-4764

MISC

\Xfarch for fast-developing weather here, including tornados!

HANG GLIDING

pie find the ramp so easy to launch from that they launch in slight tailwinds, lrnt I would n'r recommend downwind lau nchcs anyplace (even here). One other thing to note about the ramp is that it has extensions sloping down each side. They're much srnallcr in person than they look in the pho-· ros, and if you launched from the one ro rhe lcfr (especially) it would put your wing rip awCully close to the brush on the mountain! I would guess that the side ex tensions :m: rhere for last-minute saves potential blown launches, and not for launching directly fi,0111. The' [c:nncssee 'free' foppcrs is one of the most dedicated groups of pilots in the coun try! They've purchased both 1hc launch and L7., and pm in a clubhouse ar launch ;ind they also own another site! Fvcn wirh all of the payments one would think they have ro m:ikc, their annual dues arc fairly reasonable at $40/year. Visiting pilots in town for just a day or two will find their foes a linlc on the steep side, at $20 for a threc--day pass (no single day pass is ;1vailablc). The high cost of a three--day membership relative to a foll membership is obviously intended rn encourage everyone to up for ii.ill rnem-· berships, and I suspect that it works; rhc 'T'TT has 350+ members and quite a frw foll members who live pretty for from the site. Supporting the clubs rhat arc having a positive impact on the sport seems like a prcny good idea, anyway. Within walking distance of launch is a full-service shop, and rhey hcl p to s11 pcrvisc the sire for the cillb. There arc other local sires for those days when ir\ blowing down, and the shop can direct you to them when you check in. Any rrip near the area should include a srop at rhe I fang Gliding Capital of the East to check out this fullystocked shop and famous site.

he told to give them righ ar all ti mes. (Don't even start a tow if one is nearrliey might tur11 right into your path!) Like ar its 11arncs,ike, weather here dcvcl-ops quickly, especially during the spring. common fc1r it to be clear in rhc morning, sec cumulus clouds developing by 11 :00 J\M, be overdeveloped by 12:00, and dumping rain by 12:30. TORNADOS also develop (during March and April especially), so all pilots must he constantly watching wcarhcr conditions carefully. l wouldn't want to read about a pilot who flew near a tornado in Doug Hildreth's column! Although the locals arc understandably protective of their site, they're all extremely friendly and love to help qualified and courteous pilots ger imo the air here they just ;1sk that you contact them first. They don't have roo many hoops to jump through (especially compared to some of the rcguhit ed sites you've read about here!), and the llyi ng is excellent and well worth a little advance planning. Plan on rlying :it this "secret" towing sire iC you're an experienced tow pilot anywhere near T11ls:1. For those you with an interest in the upcoming site guide (it will happen this time), this article i, an example of what l consider 10 be :1 "mi11in111m entry" in the guide. Since d1is is a tow sire, no directions tit all have hccn included. For most foot· launch sites, I'd like to include direclions to die LZ (or other pilot meeting place), but 1101 to lmmch. Enough infcmna1io11 is provided to let pilots know if they're to be nearby and if they have the ratings and interest necessary to the site, but no specific information on how to get to the site that might jeopardize it.

Hensons Gap is one of rhc most famous sites in the counrry, being located in the scl/'proclaimecl "I Jang Gliding Capital of the List." Coming into Dunlap from rhc south, you'll find a foirly small sign confirming the tide. Whether or nor it truly is the best or most active Dying sire in the Fast, this gives you some idea of how the i-own views hang glider pilots they love us! We found that every store owner seemed happy to have a couple of ragged-out pilots buying whatever, ::md it gave us a good frcling about the ever been looked at whole town. If suspiciously when returning from a day of flying, you know what I mean. The radial ramp at Hensons Cap has got to be launched from to be appreciated. lt provides an unobstructed rounded slope that is so easy ro launch from that even pilots with sloppy launch technique have no 1ro11ble off safrly. I\ number of pco-

JULY 19Cfl

Site Info -

Hensons Gap, Dunlap, Tennessee

SITE NAME

Hensons Gap (Dunlap, Tennessee).

CHAPTER

Tennessee Tree Toppers (TTT) (615) 949-4797 (clubhouse), P.O. Box 1268, Dunlap, Tennessee 37327.

LOCATION

Eight miles east of Dunlap, TN. Take Highway 127 to the red light in the center of town (Dunlap isn't all that big!) and head east on Cherry Street. Continue on Cherry 2.1 miles as it turns southeast, and turn left on East Valley Rd. (Be careful here. The piece of road that cuts the corner is actually a one-way section going the opposite way!) Head northeast 1.4 miles on East Valley Rd., and turn right at Davis Loop (there's a Baptist Church on chis corner). The LZ's (upper and lower) are within 1/2 mile on your left - look for a windsock. There are signs all the way from town directing you to launch and the shop, so you shouldn't have any trouble, but to get to the shop continue on Davis loop until it ends at Henson Gap Rd. (Yes, that's the name, so I guess the sire should properly be called "Henson Gap," but it isn't.) Turn right and head southeast 3.6 miles to Window Rock Rd., and turn right again. The shop is about a mile up on your left.

ALTITUDE

2,300' MSL, 1,480' AGL.

RATING

Novice (Hang II). Paraglider pilots: Hang III AND Class 1 (all paraglider pilots flying here must also be hang glider pilots). Hang II pilots must also have a minimum of four supe1vised launches here, and must have someone in the LZ before launching.

PROTOCOL

All pilots must be current USHGA members with liability insurance, a TTT waiver must be signed, and TTT membership is requiredfor all pilots.

RESTRICTIONS

The Chattanooga ARSA is five miles to the southeast oflaunch (very close to right over the back of the ridge!). Be careful.

FEES

Full membership: $40/year, including a newsletter every six weeks, free camping at launch, and use of the clubhouse. Temporary membership: $20 for three consecutive days (no credit for unflyable days).

LAUNCH

This is probably the most famous launch in the countty! The radial ramp curves out over the edge of the mountain providing unobstructed launches that round out from flat (0°) to vertical (90°) with a fairly short run. Due to the exposed nature of launch, side wire crews are needed in winds over eight mph, and an additional keel person in winds over 12 mph. There is an orange line painted on the ramp, and launches should start at it or forward of it.

There are two LZ's here, right next to each other. The upper LZ (also called "The Bowl") is closest to the road, bur fairly small, sloped downward slightly, and ends into power lines. I'd recommend this LZ be used only by the most experienced pilots. Slightly farther from the road and down a 20' bank is a huge LZ that's also flatter, and it's the preferred LZ for less experienced pilots and tandems.

DIRECTION

Launch faces north-northwest (320°), and is launchable in light winds from southwest to northeast.

SETUP AREA

Room for 50+ gliders within 150' oflaunch, bur that would leave ve1y little room for parking! Anyway, there's plenty of room to set up.

ROAD

Ir's six miles to launch from the LZ, on good 2WD paved, gravel and dirt roads. We even got the RV up to launch and stayed there, so no hang gliding vehicle should have trouble here! Fifteen minutes.

CAMPING

Camping is included with your membership in TTT, as well as use of the clubhouse. There are also three condos for rent ($45/night) within walking distance oflaunch, and a bunkhouse for $10/night/person. Contact Sequatchie Valley Soaring for reservations. Alpine Lodge (formerly C1ysral Air Sports Morel) is also nearby in Chattanooga. Call (615) 821-2546.

X-C

Good conditions for out-and-returns, ridge-running, and distance flights. A popular flight is south along the ridge to Powells Crossroad, and then jumping over the back to Lookout Mountain! The current sire record is 96 miles to Fort Payne, Alabama by Randy Adams. (You've got site records all over the place, haven't you, Randy?)

EVENTS

East Coast Championships: Sanctioned competition held each April. Mayhem: Fun fly-in, party and barbecue held Memorial Day weekend (in late May). Team Challenge: Experienced pilots helping other pilots with beginning X-C tasks, held in October. Octobe,jest: Another fun fly-in, party and barbecue held in late October.

BEST TIME

Hensons Gap is flyable all year long, with best conditions in spring and fall (March-May and September-November).

FREQUENCY

All three USHGA frequencies.

CONTACT

Tennessee Tree Toppers, Charlie Yowell, President (615) 949-5012. Sequatchie Valley Soaring (615) 949-2301 (closed Tuesdays). Hank Hughes (615) 949-4151.

MISC

There is a gate on the road to launch chat may be locked. The combination will be given at check-in time.

HANG GLIDING

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lntcalendar of Events Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. Until September: Montana Cross Countiy Challenge. For entry info and forms contact: Roger Lockwood, P.O. Box 234, Fore Benton, MT 59442 (406) 622-5677. Until Dec. 1: Mountain Wings 3rd Annual "up the valley run" X-C Challenge. $100 to the pilot with the longest flight north and $200 to the first to land at Rhinebeck Airport. First place gets name on perpetual trophy. $15 entry. Oct. 2-3: 2nd Annual Vision Classic and pig roast. Low key fun fly-in, tuning and maintenance seminar with Ken Brown of Pac Air. Contact: Mountain Wings, 150 Canal St., Ellenville, NY 12428 (914) 647-3377. Until Dec. 1: 1993 Region 9 Yearlong X-C Contest. Recognizes the longest flights flown in Region 9 between Feb. 1 and Dec. I. $5 entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. Until Dec. 1: Tennessee Tree Toppers Yearlong X-C Contest. Flights must be flown from TTT sites. T-shirts, jackers, trophies. Submit entries to: ITT. P. 0. Box 1286, Dunlap, TN 37327. 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) 539-3900. July 2-4: 10th Annual Bachelor Mtn. Fly-In, Grant, Montana, 12 miles west ofI-15 on Hwy. 324. Barbecue, awards and fireworks on July 4. Contact: Dan Gravage (406) 222-7240 or Monte Elliott (406) 683-4535. July 3-5: Region 7 Regionals, \Xlhiteside County Airport, Rock Falls, IL. Contact: Bill B1yden (812) 372-4101. July 3-8: Chelan Cross Count;y Classic, Chelan Butte, Washington. Sire of the 1985 and 1986 U.S. Nationals. Eve1yone really enjoys themselves at this competition. The format is pilot-called (or recalled on course) triangles, out-and-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) 3221184. July 10-18: Ultrajlight '93. Fun and friendly ultralight and light plane gathering. Forums and seminars. Contact: Ultraflight, 183 Wygant Rd., Horseheads, NY 14845 (607) 739-0178. July 17: Wright Kite Festival. Aug. 15: 45th Anniversaiy ofRogallo wing invention. Honors F.M. Rogallo, inventor of the flexible wing and "father of hang gliding." Sept. 19: 4th Annual Flying Wheel Rollerblade Spectacular. Oct. 16-17: 6th Annual Outer Banks Stunt Kite Competition. Oct. 23-24: 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) 441-4124. July 18-24: Manufacturers League Meet, Dinosaur, CO. Third of this year's 450point meets. All individuals and teams welcome. Great flying, trophies and prizes. Also includes US. Womens Championships. Enny $240 before July 7, $265 on site. Entry refundable until July 17. For pilot information package send SASE to: Nick Kennedy, P.O. Box 1026, Telluride, CO 81435 (303) 728-9602. July 23: Basic & Advanced ICP, Phoenix, AZ. Contact: Bill Holmes, Skysails of Arizona (602) 493-1216. July 26-30: Fly West Hang Gliding Ltd. 7th AnnualX-C Camp, Golden, BC. Retrieval $100 for the week (if required register early). $25 entry, competition format. Contact: Rod Porteous, 199 Marlyn Place NE, Calga1y, Alberta, Canada T2A 3K9 (403) 235-2440, fax (403) 272-0450. July 27-29: Lakeview, OR at the Nationals. Sept. 4-6: Morningside Flight Park, Claremont, NH (603) 542-4416. Enterprise Wings Demos. Contact: Nelson Howe, Enterprise Wings (603) 823-8195. July 31-Aug. 2: Western Canadian Championships, Golden, BC. Hosted by the Rocky Mtn. Hang Gliding League. Limited to 35 pilots. Enny $30 Canadian. Register in advance to reserve

place. Send entries to: 1111 Memorial Dr. NW, Calgary, Alberta, Canada T2N 3E4, or call Ken Shackleton at (403) 2951575. July 31-Aug. 6: OshkoshAirshow, USHGA will be represented. John Heiney and other USHGA members will demo hang gliding towing. Contact: USHGA headquarters (719) 632-8300. July 31-Aug. 7: US. Nationals, Lakeview, OR. Contact: Russ Locke (408) 7378745. Aug. 14-15: X-C Thermal Clinic with Butch Peachy, Carson City NV. $125. Ray Leonard, Adventure Sports, 3650 Research Way #25, Carson City, NV 89706 (702) 883-7070. Aug. 14-22: Canadian National Hang Gliding Competition (Canadian Nationals). Vernon, British Columbia. Limited entry. $75 to July 1, $85 after. X-C to 50 miles, triangle races, air starts. Contact: Chris Florkow, 2203 43rd Ave., Vernon, BC VlT 3K7, (604) 542-5961. Aug. 16-20: Oregon Odyssey and X-C Clinic. Beginning in the north, we will fly crosscountry 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. August 19-22: Region 4 Championships, Paradox Valley, CO. The popular seminars on all aspects of hang gliding continue! 25-mile long ridge with a 2,000' vertical at launch provides for a spectacular and reliable site. Hang II rating required. Easy 2WD graded road to launch. Trophies and prizes for both individuals and teams. Camping right at launch. Entry $75. For pilot information package send SASE to: Colorado Cross Country Pilots Assn., P.O. Box 1026, Telluride, co 81435 (303) 728-9602. Aug. 21-22: Hawaiian Hang Gliding Championships (weather permitting). $20 enny. Visiting pilots welcome. Contact: Duff King (808) 396-6906.

HANG GLIDING

Calendar of EventslR Aug. 27-29: 2nd Annual Mt. Nebo End-of Summer F61-Jn, Mt. Nebo State Park, Dardanelle, Arkansas. Camp sites, swimming pool, cabins on top available. USHGA Intermediate and Advanced only. Contact: Dave Dunning (501) 229-3655, (501) 967-8813. Sept. 4-6: 5th Annual Ellenville, New York Fun Meet, sponsored by the SNYHGPA. Four-man teams, $1,000 cash prizes, trophies. Contact: Paul Voight (914) 7443317. Sept. 4-6: X-C Clinic, Reno, NV area. Butch Peachy will host this seminar designed to build X-C skills for Hang III+ pilots. Contact: Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116 (415) 759-1177, fax (415) 759-1182. Sept. 4-6: Magazine Mtn. Reunion Fly-In. Come celebrate 18 years of great flying, camping and camaraderie. There will be a potluck picnic on Sept. 5 in the Albright's landing field, Waveland, AR. Contact: Charrie or Mark Stump (501) 636-7944.

Sept. 4-6: Sailplane Homebuilders Assn. west-

em division workshop and vintage sailplane show, Tehachapi, CA at Mountain View Airport. Contact: Bruce Carmichael (714) 496-5191. Sept. 4-12: National Paragliding Championships, Aspen, CO. Contact: Jan Stenstadvold (303) 925-7625. Sept. 11-12: Skagit River Festival Blanchard /vfeet. Fun fly-in and spot landing contest. Prize money. Camping available in LZ. Three categories: singles, couples and tandem. Contact: JeffBo~vman (206) 2933282. Sept. 12: Old glider rendezvous. Sept. 13-17: International hang gliding and paragliding club competition. Sept. 13-15: Film festival. Best hang gliding films of the last 10 years. Sept. 16-18: The famous French International Hang Gliding Film Festival. Sept. 17-19: 1st International Rigid Wing Gathering. Sept. 19: 20th Coupe Icare. Contact: Coupe Icare, 38720 SaineHilaire du Touvet, France~ tel. 76-0833-99.

Sept. 24-26: Advanced & Basic ICPs, UP Soaring Center, Draper, UT. Contact: Joe Bill Hen1y (801) 576-6460. Oct. 1-3: October's Best F61-ln, 1993, sponsored by the Sauratown Mountain Hang Gliding Club in North Carolina. Great Autumn flying with cash prizes and "June Bug's Famous Barbecue Chicken Dinner." The flying site features three different launches that face SE, S\Xl and NW and handles everything in between. Free camping in the LZ. Contact: Mike Nester (919) 983-0875 or Doug Rice (919) 9944377. Oct. 1-3: 3rd Annual Reunion ofKingman Army Aiifie!d. Looking for former milita1y and civilian personnel and families. Public welcome. Displays, air show and much more. Contact: Kingman Army Airfield, 6000 Flight!ine Dr., Box 3, Kingman, AZ 86401 (602) 757-1892. Oct. 8-10: USHGA fall board ofdirectors meeting, Manchester, NH. Contact: USHGA headquarters (719) 632-8300. NAS OPEN FACE

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Demo Days REFLEX HELMET Lightweight, strong, comfortable. Designed specifically for paragliding and hang gliding, this helmet offers comfolt and full-face protection without restricting peripheral vision. Constructed of polyester polymer and reinforced with chop fiber, it allows the helmet to be strong but lightweight. The "REFLEX" helmet is lined with high-impact foam and brushed polyester fabric for a comfortable fit. Weight 21 oz. Sizes S, M, L XL. Colors: blue, black, white. (Dealer inquities welcome.)

Coming Soon To A Location Near You !

AIRTEK, 4667 Cass St., Suite B, San Diego, CA 92109 (619) 483-1899 John Yates/Pro Design 1600 E. Cypress Ave. #8, Redding, CA 96002 phone/fax (916) 222-4606

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17-18 17-18 24-25 31-8/1

Golden Wings Bolder Flight Sport Soaring Raven Sky Sports

Golden, CO Boulder, CO Plymouth, MN Whitewater, WI

303 278-7181 303 444-5455 612 557-0044 414 473-2003

Claremont, NH Issaquah, WA Quebec, Canada Vancouver, BC Claremont, Ont Declo, ID

603 542-4416 206 747-1647 819 395-5224 604 574-7121 416 294-2536 208 654-2615

Holladay, UT Pine Bush, NY Rising Fawn, GA

801 277-1042 914 744-3317 706 398-3541

August 7-8 13-18 14-15 20-22 21-22 27-29

Morningside Cascade Soaring Distance Vol Libre George Borradaile High Perspective Magic Valley Sky Sails

September 3-5 11-12 18-19

Wasatch Wings Fly High H.G. Lookout Min.

Other Dates and Locations To Be Announced

... If you missed us, please see the dealer in your area about a demo flight on the model of your choice.

pholo by Nelson I lowc

or years I have hccn 10 find out what determined 1he simultaneous of the release new glid er models. Was it reLned to sunspot Was it due ro worldwide dispersion of pheromones from rutting fruit hats? Is there a ne:fario11s ring industrial spies lurking in our midst? Wha1evcr the cause, most com"" panics seem 10 end 11p with a new model every two years just before the biennial World Meet. I low convenient. ']'his ycaroftl1c>World Meet is no cxcep" tion. Moyes has just brought out the XS j, Scedwings has a finished 610, Airw:1vc has the 1<4 Plus and K Wills Wing is :1bou1 to unveil a new design and Emcrprise presents the Foil Desire. I have not yet

determined whe1hc:r 1he n;1me Desire is mc;mt to appeal to those pilots who have sublitmtcd their sex drives into flying, or to those whose meager finances leave them drooling over the latest sleek sailwings while wrap up their raggedy gliders. In any c;1sc, we arc here to intrnducc rhc Desire to the buying public. In this ye:H of an abundance of new here's one more choice worthy of your consideration.

The best way to inform you of the new Foil's ch:iractcristics is to point om the difforcnccs between it and the previous model,

the Foil Combat. The changes arc many, so we'll begin with just the airframe. The first thing we wish to memion is the most interesting "imernal ddlcxor" This device is a cable running from one leading edge midway between the crossbar and noscplatc hack to a pulley on rite keel near the rear the sail and up to the leading edge on the other side. 'fo understand the pmposc of this cable, note that when the 011thoard section (1ip area) of a leading bows inward due rn sail tension, rhc inboard section tends to bow outward as it around the crossbar (sec illustrarion). By adding this internal dcflcxor cable, the Dcsirc's designer h:1s achieved a stiffer lead· ing edge withom the added weight of extra

I li\NC Cl IIJINC

sleeves. Note that the cable only comes into play when the VG rope is pulled on, which moves the leading edges forward as the crossbar spreads. Thus, the leading edges are most flexible when the VG is loose and handling is desired, and most stiff when the VG is tight for speed. Ingenious is it not? Credit Carl Braden with this idea. Another important change from the Combat to the Desire is the addition of a kingpost hang system to lighten roll forces and an internal reflex bridle compensator. While the compensator had to be hooked up separately on the Combat, the Desire's system is automatically applied when the crossbar pullback is attached. This pullback is at the rear of the keel so the setup occurs in one quick-' n' -easy operation. Such a setup system is becoming standard on well thought-out gliders, bur I must say the Desire has the easiest pull of any I have tried. In response to user request, the new foil has fewer battens - two fewer per side than its predecessor - and no half ribs. The tip strut no longer does double duty as a defined tip, so its insertion is easier. Although the battens have retained their original airfoil shape, they are now made of lighter, stiffer 7075 alloy. The main frame is built from 6061 tubing instead of the softer Australian stuff. The result of all these changes is a lighter and easier to set up glider. It is not going to win a prize at a weight watchers graduation ceremony, but its well-balanced heft is reasonably comfortable.

MORE TAILORING Besides airframe changes, the new Foil underwent some serious sail rearrangement mainly inspired by factory pilot Mark Newland. Some chord length ,vas chopped out of the root (center) and added to the tip, so the wing is less tapered in planform while retaining about the same area, span and aspect ratio. The double surface was increased to 90% and less anhedral (angling downward) was applied to the wings. In passing we should mention the Foil's quasi-unique (shared only by the Rumor) attachment of the outboard double surface. Neoprene strips are sewn between the upper and lower surfaces so they can move relative to each other and thus allow more wing tip flexibility. This feature may be one of the secrets of the Foil's legendary handling.

JULY 1993

• WITH CABLE

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HOW IT HANDLES The airframe and sail changes mentioned above combine to effect a noticeable handling difference in the Combat and Desire. The Desire has lighter pitch pressures, especially at higher speeds. This is good, for long races to goal or betvveen thermals require gorilla arms if much bar pressure is present. The biggest handling difference is apparent when thermaling. The Foil Combat was quick as a swallow to roll into a turn, but it had a tendency to overbank, requiring a dose of high-siding. The Desire is a bit slower to roll into a turn, but it coordinates beautifully 'Nith little tendency to fall off on a wing. This makes for less workload when coring a thermal. The bar on the Desire can be pushed way out for more efficiency when climbing in lift. The glider also responds well to a punch turn in the case of a sticky wing. I flew the Desire in a variety of conditions, but most of the lift was tight except for a few 700 fpm cores. The glider responded well to nudges and input suggestions when I was working wandering wafts of lift. It also felt solid and capable when thrown into a steep tilt in a tight thermal. Typically I try maneuvers beyond the pale when testing a new glider. The Desire showed a normal post-stall recovery and good speed retention in wangs. One of the most important matters in my flying universe is a glider's behavior in slipping or diving turns. The Desire behaved admirably with no tendency to wing-walk or oscillate. It tracks nicely at high speeds which is a real asset in turbulence and a safety factor when diving in on a fast final. The last act in any flight is landing. The Desire remains true to form until the show is over, for it lands easily with a broad flare window and no tendency to nose over. This fine behavior is due in part to its ample VG movement that abundantly slackens the sail in the loose mode.

PERFORMANCE PROBABILITIES It is most difficult to determine a glider's absolute performance in just a few flights, but in comparison with my known barometers (local pilots I soar with constantly), the Desire showed its mettle. It certainly has a climb rate that lost nothing in the transition from Combat to Desire. The Foil has historically been a premier climber and the story continues. The Desire also seems to have a bit better glide at high speed compared to the Combat. The Combat, you will note, had a reputation for being perhaps the fastest glider in the sky. If you want to blaze, you can do it in a Desire.

ODDS AND ENDS To round out our discussion we should point out that the Desire uses the finest hardware from the worldwide market. For example, the quick connects for the crossbar pullback and the lower cables are Airwave parts. I especially like the pip pins with keepers at the control bar corners, allowing a quick disconnect. Why any manufacturer insists that we fumble with bolts and nuts at this juncture is beyond me. One neat item you'll really like is the kingpost sliding system. With just the push of a spring-loaded button you can move the kingpost base and thus adjust your CG position. This beats the standard bolted systems. My two gripes with the Desire come in the category of hardware. The padding on the basetube is bicycle-type like that used by PacAir. This padding is big and squishy and doesn't give as solid a connection to the glider as does a thinner, harder windsurfer-type grip. The big problem with the padding on the Desire I had is that it slides all over. This can be easily remedied, however, by coating its inside diameter with hair spray and lee-

it dry in place. What's the use oF having grip material th:1t slides 011 the liar? My second bitch is that the VC needs three good pulls to go from fidl loose to foll . The reason for this is rhat greatly swept crossbars require a plcntil'ul gang of pulleys to overcome: the high forces. A lot of pulleys result in a Im of rope movcn1e111 to elfoct a small change in the crossbar tion. Sometimes in thermals this need 10 "double clutch" rhe VC rope renders you less eflkic:nt because you can't turn precisely with one hand diddling with the dangling line. Small criticisms the Desire is cer rainly an improvement over the Combat m my view. pilot wishing 10 fly a w,1111,1110 comhimtion of srnoorl1 handling and lcnr performance should check om the Desire. If' you arc a pilor of little poundage neither weigh much nor nose-in ofren) yon should check out the l :"8-square·foor I ksirc d11c out this summer. ff yo11 arc a current Comli:11 owner you arc a natural candidate for an upgr:1de ro a Desire. Make not war.

:rn

CU)CJ<WJSF FNOM UPP!:'!? rEFT

The l )esirf' '.I' control hm corner h11rd· wrm'. -~ /'he 1,ttr,ch· rnmt 171 the lhe /)esire lzin~post htme; Note ' to allow the (Xi' slider to move. rr'ar

Enterprise h:1s a full.-tirnc rep in the USA: Nelson I !owe. He frequently travels to set tlp dealerships, win contests, give demo rides and aid cuswmcrs. There arc dealers Crom coast rn coast and two ware·· houses have been established to help customers with p:1rts and products. These arc: True rlight Concepts in Sylmar, Califrm1ia and Morningside Recreation in Claremont, New Hampshire. For information contact: Enterprise Wings, l'.0. Box 378, Franconia, NI l 03580 (60:3) 823-8195. Jr you hurry you can get your new wing before th is World Meet i 11 rhc Owens!

5/Htn Aspfft Rtttio Nose Angle Glider Wei/ht Pilot /Joolf-ln Weight Price

151 sq. fr. 32 fr. 11 inches 18 130°

70 lbs. l 51-220 lbs. 100

In case you're wondering what you arc going to do with a new Desire, check our the Enterprise Wings x.c challenge. The company has pnt up a prize of $500 for rhc pilot who flies the furthest cast of the Mississippi bc1wccn the dates ofJunc I and December 31, 1993. An equal prize will be ;1wardcd to the h1nhc:sr-flying pilot west of the Mississippi. Of course, you must be ing an Enterprise wing to qualify. Por fur-· tber details contact rhc company at rhc address in the article.

HANC Cf II JINC

Laius an

by un 'n' Fun, a week-long fly-in and con·· vention oriented roward general avia·· tion, is held each J\pril between 'Ern1pa and Orlando at Lakeland, Florida. This year Sun 'n' Fun hosted more than li00,000 pen· p le, ma k i 11 g i t r he I it tie sis tc r to I he Experimental Ai rcrafr Association's (FAA) Osbkosb Fly,fn Convention. And EAA Oshkosh is where rhis story begins. Last August at EAA Oshkosh the USl-1GA had a significant presence, with a sinm· lator-equippcd display tent located in a prime location and numerous dcmonstra·· tion flights in rhc ultralight area and on the main runway (sec Ocrohcr 1992 Glidin,~). Our prirnary goal at Oshkosh, as well as Sun 'n' Fun, was to increase the cxposnre of modern hang gliding to both the public and especially general aviation, hopefully erasing a few of the old, less thau com·· plimcntary perceptions of our sport. Considering that inquiries about times and locations of our demonstration flights were among the more frequent questions asked of EAA workers, it would seem the mission was accomplished. The EJ\A, ever vigila111 to improve the appeal of thci r convcn ,ions, also nmed th is and specifically requested Rod Hauser, the orgamzcr on our end, and the pilots who ]UIY 1993

!YI

fl.ight with airshow announcer Fred Anderson who nr,rrates his experience live over the Photo by Bill Rryden.

ilcw at FAA Oshkosh 10 perfc)rm at Sun 'n' hm. 111 addition, they asked him to be an EAA Oflicial to direct and coordinate all unpowcrcd ultralight flying. Even though it would require a 1,700-mile trip from Arizona, Rod of course accepted. The USHCA's Jerry Bruning, lfauscr and several members of Florida's Draggin' Hyers club arrived on the scene a day early to get our tent set up. The USHCA is now the proud owner of a 3() .. foot square commcrcial··stylc tent, brightly striped in yellow and blue. The savings from future tent rentals at Oshkosh and Sun 'll' Fun over the next couple of years will more than offset the cost, and it is also available for me at National Fly·lns, competitions and the like. Sun 'n' Fun was off ro a great start. Unfortunately, a few of the plans refined in the months before Sun 'n' Pun fell apart due to leadership ch;mgcs within the EAA. Most significanr of these was the planned opening of each day's main airshow with a John Heiney acrobatics demonstration. Nevertheless, non-acrobatic demonstrations were flown twice most days in the ultralight area and persistence did get us into the air·· show by tbc end of the week. Shon demonstrations limited to 500 foct altitude were flown in the ultralight area

most afternoons. One or two of these would typically conclude the Manufacturer's Showcase in which each company has a flvc·· minute slot to show off their aircrafr's flight qualities to the smooth,' narration of the announcers. Pilots, John Heiney, Bill Bryden and Kamron Blevins made hang gliding look good, but the announcers made it sound great; so much so that we had the exclusive pleasure of being applauded by the crowd upon landing. Mosr of these were aerotow flights with Jolm Kcmrncries, John Pattison and French ace Ccrard Thevcnot expertly piloting the tugs. Bill Bryden with Rod Hauser driving the tow vehicle also dcmonsrratcd tcnsioncon trolled static line foor-launch towing. 'These afternoon exhibitions were scrubbed a couple of ti mes because of windy cond j.. tions, and once because the team was busy venturing through a massive maze of tomato fields attempting to retrieve an acrotug and pilot Gunnar "'T<.rniato Patch" Graubaum who was forced down because of an engine foilurc. The evening exhibitions were flown in mild conditions after the main airshow and supplementing these demonstrations were some tandem flights. Kam ron Blcvi ns per·· formed a couple of these and Bill Bryden 31

took a number of the EAA personnel tan· dem. Chaz Hmnphrey, the Chairman for EAA Oshkosh, Ultraligh1s for this dearly loved his flight as did other offlcials. /\irshow announcer 1:red Anderson cntlrnsi .. astically narrated his flight live over the pub .. lie address system and continued broadcast· ing details about his experience the balance of' the week. The Sun 'n' Pun Ultralight Chairman, Dave Piper had the exclusive honor of ;1 short cross .. co11111ry flight when the acrntug dropped the tandem glider early and Bryden elected to land out r,ither than chance not making the runway. Some solid relationships were forged with the EA/\ staff who clearly were impressed with hang gliding. John I lciney, after rravcling from Utah with the understanding he'd fly in rhc air· show, left mi the third day. However, Hauser co1llinued with his friendly bm persistent ancmpring to get a performance back imo rhe main airshow. Success came on rhc sixth day with Kemmeries aerotowing Bryden who opened the airshow with a large American flag flying from his king post. A repeat perforrnancc was planned for the scv· cnth and final day of Sun 'n' Pun, bur because of gusty and turbulcm conditions we decided ro withdraw rather than risk a weak link break or early release that might h,1ve appeared srrangc or unsafe ro spc:cta .. tors. '] 'his decision probably garnered more credibility than ,1 flight as Leonard McCimy, the head of' Air Operations and the airshow, invited us to fly next year and even some curiosity about a tandem flight.

Uo'F'J"f'() !UGfl'f.' John Heiney, Bill Bryden, Matt 'Jaber, USJTG!I h'xcrutive DirC/'tor Rod Hm1ser and RAA representatives Dave Piper and Charles Humphrey who jlew tttn-

thl' authm: Although the flying was a major aspect of the US! IC ;A's presence ar Sun 'n' hm, the tcIH and static glider display were equally irnportant. The tent was staffed prcdomi.nandy hy the wonderfully hclphd Draggin' Flyers I Jang Cliding Association from cen· tr;1J Florida. They answered countless qucs· tions ahout hang gliding and inquiries abom "where do you go to do it." In addition, USI ICA merchandise was available for sale and red "Mountain Clider" ball caps scerned to he the prcrnicr item of choice. Special recognition is d11e l )ixon Wilmer who m:rnnecl the booth every day during

rhc week, and Robby Srnirh who worked several cbys and then drove three hours from his home in Jupiter, Florida on the last day simply to help Bryden and Hauser take down the tcnl. The others who assisted include Bruce I lawk of l lawk Airsports, Steve and Barbara Flynn, Crcgg and Diane McNamcc, Al Sasser, Bob Miller, Jim and Nancy Thornburg, Ricardo Acevedo, Tcm1 and Dorthy Prahl, Ron Rarick and probably others to whom I :1pologizc for overlooking. While this event may sound easy and glamorous, in actuality it was a lol of work. The tent needed to be opened and ready for visitors by 9:00 /\M and it was typically after 9:00 PM by the time the equipment was packed up from die evening dcn1011stra .. tions. Simply maintaining a smile and speaking convincingly and cmlmsiastically non·stop m11ch the is exhausting. The USI ICA's appreciation is extended to all who supported and helped with this success. Was it all worth the effort? Those who were there certainly think so. Erik Fair recently published a fine article in rhc Aircraft Owners and Pilots Association's monthly magazine about hang gliding, and the March 20 issue of The fronornist rnag;i· zinc featured a complementary article as well. With these kinds of efforts, and events like Sun 'n' Fun and EA/\ Oshkosh, the public's perception or our sport will improve. But it will take time and a concert· eel persistence in presenting our beloved sport lo the public for this goal to be realized.

raise the {JS/ !Gil tent.

HAN(' Gill )INC

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ONLY THE BEST Its one of those gorgeous spring days. The air is like crystal and the temperature is petfect. And best of all, you are free today to go fly. Launch is not crowded, and everyones mood is a match for the weather. Your launch is great and you fall into the petfect thermal within ninety seconds. Four minutes later you are nine hundred feet above launch, still climbing. And then you're tumbling with the wing folded. It crosses your mind that the man was right when he said that at times like this, only the best will do. 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, proven technology --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 information. Dealer inquiries are invited.

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photo Gammon about fintr secondr afier deploy-hisparachutefrom a broken glider over Oceanside, Oregon.

HANC CUIJINC

s a result of recent conversations and discussions during parachute repack seminars for hang glider pilots, we have been able to identify several misconceptions that people have regarding parachute design, performance and standards. Current advancements in computer-aided design, materials, construction techniques and testing facilities have advanced our understanding of parachutes. Many earlier beliefs no longer apply or have proven to be false. \';(/e would like to take this opportunity to address some of these issues. In this article we will present short answers to very complicated questions.

Fallacy: The number of gores in your parachute tells you how big it is.

Background: In rhe early SO's we at High Energy Sports were producing several sizes of parachutes. When a customer would call and ask about his or her parachute, the easiest way for them to describe it was to count the number of lines. Since each line was connected to a gore we called the parachutes HES-20, HES-22 and so forth. At that rime, in order to make the most efficient use of the material available, most marrnfacturers were using a triangular gore with similar ,vidrh, height and area. By counting the number of gores you could get a rough idea of the total parachute area. Total parachute area is an accurate method for comparison of different parachute designs, however, rhe more sophisticated parachute designs have shaped or cL1rved gores, invalidating the "gore counting" method for finding total parachute area. Fact: The number of gores, date of manufacture and/or serial number may identif), the parachute as to the original manufacturer. The manufacmrer can tell you the total parachute area, the nominal diameter and rhe shape of the parachute. The parachute design baseline, materials and consrructi"on rechniques determine the shape of rhe gores, size of the gores, number of reinforcements, number oflines, length oflines and all other design parameters. 1vlore information: The parachute industry standard for measlll"ing and comparing round parachutes is based on the total surface area of a parachute independent of the parachute shape. The total surface area is symbolized by the term 50 . Nominal diameter, symbolized by the term D 0 , is the diameter of the total surface area. The nominal )ULY 1993

diameter is expressed by multiplying 1.1284 times the square root of the total surface area (S 0 ). This, coupled with the drag coefficient of the particular parachute, allows for the comparison of the performance of any and all round parachute designs.

Fallacy: All parachutes of the same "size" are equal.

Fact: Parachute design is like hang glider design: each one has its own unique flight characteristics. Some designs are inherently more efficient than others, but may or may not be good for a specific application. Afore information: Parachute design must be approached with a clear design goal and an understanding of performance tradeoffs associated wirh each design decision. For example, srrength requirements must be considered when choosing lightweight construction techniques. Designing a parachute for fast openings may affect stability. Choices made regarding the design can result in radically different performance characrerisrics in parachutes of the same size.

chute may be fine for tandem as long as it has a large enough area and the flight characteristics you need. A different 22-gore canopy may be very small and not capable of withstanding the stresses of opening with 500 pounds suspended weight. Even if it did open without incident, the rate of descent may be very high if thar particular design was meant for a single person. A different design may even have fewer lines but be constructed specifically for the stresses of tandem deployment and descent. Once again, you cannot tell the performance of your parachute just by counting lines. Jvfore information: One PDA with 22 gores has a surface area of 302 square feet, therefore a nominal diameter of l 9.6 foet. A tandem flight could be considered to have a suspended weight of approximately 450 pounds. \';(/irh no coincidental drag (that drag contributed by whatever is left of your glider) this system will have a descent rate of 32 to 34 feet per second. This landing would probably be tough to walk away from.

Fallacy: The longer the parachute bridle the better. Fallacy: You should not fly alone with a tandem chute if you are light weight. Your parachute could be too big for you.

Fact: This fallacy is founded in the belief that parachute opening distance is affected by suspended weight. The real factors are: l) the acceleration of the pilot, which is related to weight, and 2) the length and volume of the parachute system. Heavier pilots will accelerate faster than lighter pilots, thereby slightly shortening opening time, bur the opening distance remains the same. Jvlore information: The distance that it takes for a parachute to open is related co "fill volume," i.e., the volume of air entrapped by the open parachute. The time it rakes to open is related to the velocity or acceleration of the pilot. A more important consideration related to size is whether or not the parachute is large enough to slmv your descent for a safe landing.

Fallacy: A 22-gore parachute is fine for tandem flight.

Fact: Parachute area and performance characteristics are the important factors in determining the suitability of a parachute for a particular function. A 22-gore para-

Fact: A hand-thrown canopy deploys in this sequence: full bridle extension, full line extension, foll canopy extension. A rocket or air deployment system uses just the reverse order of extension. The longer you make any part in that sequence the further you will have to fall before you will get full canopy inflation. Jvfore i11fornwtio11: There continues ro be disagreement on rhe optimum length of bridles. If your bridle is too short (under 20 feet) you may have a problem clearing the glider on deployment. An extra long bridle will take that much longer in distance and therefore rime to gain full line and canopy extension.

Fallacy: Your parachute must have V-tabs.

Fact: V-tabs are used to direct the peeling forces from rhe suspension line on the outside of the radial seam to the inside. They also help to distribute the load at the line attachment. There are other construction techniques which can do the same thing without using the conventional V-tab approach. lf you have any question as ro the need for V-tabs on your parachute consult the manufacturer.

test shows

arc better than one. h1ct: The deployment o( two parachutes

cnranglcment, there"" runs the risk hy compromising your rate of descent. le is hcncr ro keep the single parachute if the combination of yom disabled hang glider ;md one parachute is st,1ble and controlled. I\ radically spinning or unstable siruation a SCC> may he JieJped hy the deployment ond paraclrn re. More infrmnation: If rhc flrst" one doew'r work, mayhc the second one will, or the third if you carry three. But sorne days noth"" ing goes right.

down more

Fact: IC you have deployed your parachute and then fo11nd that your glider is still im;JCt, you should under no circumstances try to break your glider. Instead try to rhe glider down. If this is nor working try 10 fly by climbing imo the control bar and sreer with your legs. When preparing to Lmd, /lex your knees :rnd a good flare. Mori' With ;1 givrn system weight, paracl1u1c drag is consistent whether it is traveling horizontally, vertically or any other direction. The direction and velocity of the system weight is what dictates the direction of the parachnte. The parachute will always be behind the system weight. If the hang glider is inL1ct, the parachute will be behind the system weight a1 an angle equal to the complete system angle of inci

dcnce. The drag of the par;1chmc rcd11ccs the flight envelope the hang glider, but docs not stop rhc hang glider from flying. The lift from the flying hang glider compli" mcnts the parachute's drag and therefore provides a slower rate of descent and shal"lowcr angle of incidence than iC the hang glider was not flying. If rhe hang glider is broken in such a way that it is 1101 providing any lifr, the parachute will bring the com" plcte system straight down and at a higher 1·;11c of descent. /\11 important parameter whe11 selecri11g a paracl11Hc is a suitable rare of descent for your total system weigh l.

You can

get your chute 0111.

/i{ft/: If ycrn can nor deploy your parachute

you do not have an emergency reserve sys"" rem. There have been several i11cidenrs in which the pilot either waited too long ro deploy liis chute or could not get his chute Out.

More infrmnritirm: We believe that practic> parachute dcploynienrs in a simulated environment a11d NOT in {light is the best way ro assure that you can gcr your para"" chute out. I\ good memal image of your emergency proccd u res, rehearsed internally on a rout inc basis, can be invaluable when things really go bad, and you have no time to think ahom what to do and how to do it. On every flight you should physically prac"· rice looking for your paradiure handle and practice grabbing ir with each hand. I\ quali" Ly parachute seminar/symposium will provide you with a chance to practice deploy· mcnts in ,1 sinmL11or, as well as an opponu" nity to have your equipment checked and repack eel.

Fallacy: A short bridle is

Fett!: I\ paraglidcr pilot should have a Lirg; er parachute than a hang glider pilot of the same t. The conclirions in which a parachmc arc needed arc different for paragliding and bng gliding. In krng gliding you have the exrr,1 drag of' rhe broken glider. l n paragliding you may not. In hang gliding you have the frame of the broken glider to help absorb the impact of landing. In paragliding you do nor. Paraglider pilots need a canopy that will open very fast at very low speeds, yet bring them down slowly enough to land with minimal injury. More infr1rma:tion: One of the most hazardous aspects landing under a paragliding canopy is that the pilot is being dirccrcd to a seated position. I lining the ground in a seated position can lead to serious back injuries. I lilting the ground in a seated posi" rion at speeds over 15 fccr per second can easily lead 10 compression fractures or orher injuries. It is for this reason that we believe the paraglidcr pilots need substantially larger parachutes. With rhe use of advanced C/\D programs and the availability ofhencr mate rials and alternative construction techniques, parachute designers can now more easily focus on the special needs of the flying cornnrnniry.

THE BIGGEST FALLACY OF AI.L: J AM ABSOLUTELY SAFE BECAUSE r HAVE A PARACHUTE. Fact: I\ parachute is like an insurance poli cy with a large exclusion clause. Even if your p;irachute is properly designed, properly constrnctcd, properly m:1intained and correctly deployed it still may not work. H/\NC CllfllNC

/\ pilot breaks his wing during an acrobatics contest. He is in a spin and throws his para· chute. The para chute docs not open. I Ic throws his second pulled· down- apex chute. Thar parachme docs not open either. Upon fur-· thcr examination the video it is evident that he is spinning in such a way tha1 the glider is producing lift which docs not :11low him ro gcr the needed For his parachutes ro inll1tc. I le walks away d with a ""'·'.11111"1 ankle.

Consider the following true stories: At 500 fret over the ridge a pilot is showing o/T for the crowd when he stalls during a loop at1cmpr. The glider rumbles and the pilot c:1111101 locale his parachute handle. I Jc is very lucky tha1 because his leading edge hits the ground first and absorbs much the irnpact. The pi Int comes om of ir wirli :1 to1:ilcd and sprained wrist.

A pilot hrc:1ks his hang glider doing :1croh:1tics. I-le throws his p:1rachutc. As the parachute reaches foll inflation rlw bridle is severed his side wire wl1erc he had removed the cable for less drag. I le tumbles and gro11 nd :111d is in a coma for two weeks. Pilot his parachme whicl1 falls in :m arc and below him. As he descends i mo rhe u nopcned par:1clrn I c he rcLds the p:iracl1mc in ro throw it The parachute geis hooked on wrcclza1:,e and never folly infla1cs. The pilot is sore and bruised bm lives to fly

/\ pilot is convinced that the /inure is sustained inverted flight. hang glider He sets np with a cable b:isc tube and snaps his harness into the wires so he will not foll i1110 the keel when flying upside down. He inverts, something on his glider snaps and he throws his parachute. During the incident a cable gets looped around his neck and rhc p:iraclmrc gets in rhc I lad the para-· chmc deployed the would prohahly have been dccapi tared by the cable.

jlJJY I C)93

In smooth laminar air at Cape Kiwanda a pilot is doing dolphins (diving, then pulling to sec how close he can come to sand dunes. He scrapes the sand with his harness (no safety locks). His container opens and his canopy :1ccidcmally deploys. He is lowered to the sand, hut as he picks the up it begins to fly in the ridge lilt.

tlic hang glider begins to fly the urc yanks on the anachmcnt point at the carahincr and slams the nose back into the sand. The nose comes up, the hang glider starts to fly, and 1he parachmc yanks. The pilot is lighting this rhc whole time, wishing he had a hook knife. Pilot is test flying a hang glider which breaks. I-le throws his paraclrnrc. The bridle is only 15 Feet long and the lines get crossed on rhe wreckage. The canopy streamers. The pilot fracrnrcs his hip.

Pilot is wingovcrs and stalls. The hang glider tumbles, the pilot pulls out his deployment bag and it drops from his hand. As the glid,:r rmnhlcs 1hc bridle line gets wrapped around the joinr of I he basctubc and control bar. /\s he rotates, the parachute bridles cominuc ro wrap up in rhc wreckage ,rnd the pilot has an alternating partial inflation. This repeats until impact. Pilor mir,1ct1· lously breaks three ribs.

Pilot gets into an inverted dive. Due to cx1rc111c C fc)rcc he can't gel to his para.chute handle. ! le spins in and suffers a broken arm and cm chi 11. The trailing edge of the sail 1t1 extremely windy conditions. Pilot throws his parachmc and descends to the When he hirs 1hc ground he is dragged through rocky tcrr:1in. He docs not have an accessible hook knife'. Af'Lcrwards he srates rhar lie was more than he w:1s beaten up afrcr dming die whole ,1ccidc111.

I11 198(1 a pilot deploys his p:1rachutc at 2,000 foet ahovc the ground after hav blow11 an acroharic m:mcuver. His parachmc bridle and lines wrap up as his glider spins. l le stabilizes and 1hc canopy unwraps, thcn his glider spi11s :md wraps up rhe lines. The sequc11cc repeats itsc\C Afrcr several ph:ises he hits rhe ground while in the middle of unwr,ipping and breaks both Br:i:r.il. A French pilot 200 leer shorr. He pulls up a srecp dive and simultaneously releases his VC. The cross bar comes out of col nmn and breaks. He throws his para· chmc ar I 00 feel oil r:hc deck. ft opens just as he hirs 1hc bleachers in ;1 head down position. He comes out with facial injuries lmr doesn't achieve the

goal. Milan, Trnly 1988. Twelve pilots arc sucked up into a cloud as cloud base unexpectedly drops very rapidly. One pilot deploys his parachmc hut is into the side of the mountains. Ir is presumed Li1at he was killed on impact. rive pilots die in that g11s1 front. The number of hang glider pilots who have survived catastrophic sintations with the help ;1 parachute is quire amazing. Ii is equally remarkable that when parachmcs have nor functioned as expected, most pilors (through the o(Cocl and good Karma) have Doug Hildreth estimates tha1 in the U.S. alone we average 20 emergency deployments a year. The moral oF the story i" to fly safely. Do not take unnecessary risks. Even though you m:1y have rhc honest, newest parachute or deployment system availahlc, there arc no guarantees that ir will work.

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elmut Reichman, a German sailplane pilot, wrote a famous book titled Cross-CoUJltlJ Soaring. This book encompasses the entire realm of cross-country sailplane flying, and has been adopted by many hang glider pilots as the best book on the market about soaring flight for hang glider pilots. Well, things have changed. It had to happen. There was lots of scattered information out there, but to get it all you had to buy a good number of books and cross reference them to cover any given subject thoroughly. If you think about it, however, the timing is right. An all-inclusive book for the intermediate and advanced hang glider pilot was due, but if it had been written just a few short years ago it would already have been deemed obsolete. Dennis Pagen has done a wonderful thing with his newest book, Performance Flying. He has covered every imaginable aspect of hang gliding as it pertains to the intermediate and higher skill-level pilot, plus he has done something some of us never thought possible. It is easy reading, with a minimum of the technical style his books are known for. No kidding! Anyone who knows me at all knows I'm not a book person. I don't have the patience to sit down and read a complete book. I even

have a hard time reading chis magazine in its entirety. Not so with Poformance Flying. Once I started it I couldn't put it down! And there's more information packed into it than Carter has liver pills. Chapter 1, "Perfecting the Pilot," covers eve1ything from fear of flying to how to judge space. This is a three-part chapter which includes sections on how to become a "complete" pilot, how to judge conditions and various flying styles. Also included is detailed coverage of topics such as intermediate and advanced syndrome, fear of flying, decision making, using shadows to the greatest advantage, and "the other pilot." This chapter also covers determining condition thresholds for individual pilots, and gives us some extremely helpful pointers on looking for

lift. Chapter 2, "The Art of Flying," is also a three-parter. Part one (Techniques TouchUp) covers takeoffs for experts, making consistently soft landings, judging spot landings and breaking bad habits. The second part, Flying in Different Conditions, covers in detail: high wind flying and landing, optimal flying in turbulence, flying in the rain, cloud suck and how to avoid it (and live through it if you didn't avoid it), flying at high altitude and escaping aircraft. This section alone is

worth the price of the book. The third part of Chapter 2, Stretching Our Wings, deals with using different flying speeds, practicing techniques for when you really need chem, and how to handle a high-performance glider (for chose just stepping up). This section also offers advice on feeling more relaxed in the air. Lots of us can use this. Chapter 3 deals with performing turns, and covers coordinated turns, adverse yaw, high-siding, when to use the VG in turns, flat turns, yaw turns, punch turns, pitching a turn, diving, slipping, spiral, skidding and stalled turns, and spins. Turning radius, wing loading, turn polars and turning in thermals are all covered in depth in this chapter. Everything you ever wanted to know about turns can be found here. Chapter 4 is titled "Wings and Things." I found this to be an incredibly practical chapter. It includes a "hang glider buyer's guide" to help you pick an appropriate wing for you. The section Preening Your Wings includes some extremely useful information. It explains how to tune your glider for best handling or performance, and talks about sail materials and how to remove wrinkles. Perhaps the most valuable part of the book is in this section, and it deals with how to HANG GLIDING

Book Review remove a turn from your glider. It includes a troubleshooting guide which will help you take a turn out of your glider by pinpointing the reason it's there to begin with. This chapter also contains a section on harnesses and choosing the right one for you, and how to take care of it once you're the proud owner. A section on instruments covers all aspects of varios, altimeters, airspeed indicators, flight computers, GPS systems, turn and bank indicators and more. Parachute parts, performance, sizes, bridles, rockets, and chute use and care are covered in the parachute section which includes detailed drawings showing how to repack your own silk. A final miscellaneous section covers helmets, radios, oxygen and other gear. Chapter 5 deals with Excelling in Thermals. Efficient thermaling, finding and detecting thermals, types of thermals and thermal theory are all covered in great detail. How to enter and center thermals, using your senses as well as your vario, cloud/thermal streets, blue thermals, locating a lost thermal, thermal distribution, thermals east and thermals west are just some of the topics covered here. "Advanced Techniques" is the tide and focus of Chapter 6. Dealing with tricky launches, flying in traffic, complicated landings and using lift are all covered. Also included is advice on flying in dust devils, copping a glide, windy launches, launching yourself, scratching, convergence, emergency procedures, landing uphill, downhill, in small fields, turbulence, vegetation and turbulent swicchy conditions - more very valuable information. If you've been reading the "speeds-tofly'' articles in this magazine you're probably pretty dang confused. Believe it or not, Dennis has addressed this subject and made it almost easy to understand in Chapter 7. Sections in this chapter include: 1) Speed-to-Fly Basics 2) The Performance Map 3) Flying for Distance 4) The Speed Ring 5) Positions to Fly 6) Altering Your Polar 7) Flying for Speed 8) Speed-to-Fly Errors 9) Plotting Your Polar 10) Final Glide JULY 1993

I chink the best part of this chapter is that which explains how Average Joe, who doesn't even have an airspeed indicator, can make his own speed- (or position-) to-fly ring or chart that is quite accurate and will improve his cross-count1y abilities. Chapter 8 is devoted entirely to crosscountry flying. Everything you need to know - from cross-counny strategies, to finding lift, to going farther, to landing out, to detecting wind direction - is here. Also included is an incredibly valuable section on getting retrieved. If you're currently flying competition or seriously considering it, Chapter 9 alone is worth the price of the book. You can't go wrong following the advice on competition preparation, attitude, strategy and tactics. Team racing, mental toughness, weather briefings, following leaders, ballast, dolphin flying, turnpoints and takeoff strategy are all covered and will help mold you into a formidable opponent. Chapter 10 deals with towing aloft, and covers the hist01y of towing as well as payout winches, air-to-air, and static winch/static line towing. This won't replace a good clinic, but it will help you determine if towing is for you. Chapter 11, "Further Adventures," is

r']

for pilots who have maxed out on advanced flying and may want to consider tandem, aerobatics, rigid wings, setting records, traveling or balloon drops. No book by Dennis Pagen would be complete without a fair amount of technical stuff. Chapter 12, "Design Concepts," is for you techies. Actually, to be fair, it is quite readable, and is presented as additional material which can be skipped over. The 13th and final chapter, "Aeromedical Factors," covers vertigo, balance, sight, the inner ear, hypoxia, hypothermia, alcohol and drugs, carbon monoxide, decompression, fatigue, nutrition and psychological factors. I particularly enjoyed the scores of "pro tips" and quotes scattered throughout the book - extra hints on the subject at hand. Practically every page includes at least one of these welcome tips. I wouldn't be without Performance Flying. Its 343 pages are easily worth many times the retail price of $29.95. Go to your local dealer, who is sure to have it in stock, thumb through it, and you'll see what I mean. If you don't have a local dealer, you can order it from the distributor, Sport Aviation Publications, P.O. Box ~ 101, Mingoville, PA 16856 or the USHGA. ~

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USHGA Reports

Spring 1993 USHGA Board of Directors Meeting Report by Russ Locke

he Board of Directors met in Colorado Springs for its spring meeting from Friday, March 26 through Sunday March 28, 1993. The first order of business was to fill a vacant spot on the Board. Jim Zeiser was elected to fill the posirion of Director at Large for rhe remainder of 1993. Executive Director Jerry Bruning reported a l 0% increase in membership, largely the result of paragliding members transferring over from the APA. As of March 1, our membership base was 8,805. We had two insurance companies "bidding" for our business. We chose to stay with Transamerica at the same rates we paid last year. The other company offered a slightly lower rate, but their off shore status may have been unacceptable to some of our landowners for site insurance. Work is still being done by the Site lvlanagement Committee on creating a National Site Guide. This project has been very slow co materialize, but is still moving forward. The Membership and Development Committee dealt with a number of issues including a question raised as to when a new member's insurance becomes active. They decided as follows: Memberships received by schools become effective when the school receives the money. Memberships received through rbe mail become effective on the date postmarked on the envelope by the post office. Memberships received over the phone become effective on rhe first business JULY 1993

day (Monday if the call came in over the vveekend). The Committee also recommended to the Safety and Training Committee that the process of certifying schools which was canceled at the last Board meeting be reinstated. In one of the more important actions, the Committee decided that a Chapter's site insurance may be removed by a Regional Director. This action is to be taken only if pilots are flying the site in a manner that threatens our insurance (i.e., diving on spectators, etc.) and the Chapter is either ineffective or uninterested in stopping these kinds of actions. The Awards committee instituted a recognition program for cross-country flights. The awards will be given in increments of 50, 100, 150, 200, 250 and 300 miles. (Information about these awards appeared on page 12 of the May issue.) The Board listened to a presentation by the Soaring Society's Executive Director, Larry Sanderson on the Air Sports Council. The Board formally endorsed the Council \vith the following statement: "USHGA's Board endorses the founding of the Air Sporrs Council and agrees to actively participate in Council activities. We see the Council filling a much needed role as a political action body to discuss, present, and defend the interests of all of our air sport activities in the areas of airspace use, regulatory changes, airsport right of ways, etc." We further believe that the Air Sports Council can serve to both increase and

improve the timeliness of our communications/ concerns and that it will prove to be an effective voice in representing the common interests of our air sport organizations. The Tandem Committee approved the following pilots as Tandem Administrators: Tom Johns, Ron Kenney, Eric Beckman, Rob McKenzie, John Ryan, James Tindle, Rick Jacob, G .W Meadows and Paul Voight. The status of some previous Administrators was unclear and the Committee will hold off reappointing them until the Chairman has discussed with them their activities and intentions. Those pilot are: Marty Bunner, Dave Curry, Gregg DeWol£ Al Godman, Paul Burns and Steve Wendt. The National Coordinating Committee reported that a new FAI President has renewed interest in getting air sports into the Olympic structure. Ar the international hang gliding level, interest has been raised on securing one insurance policy that covers pilots as they travel internationally. We are participating in those discussions. The 1995 World Air Games will take place in Greece. The U.S. is expected to send a hang gliding and paragliding team. The Committee discussed with the NM the current problem of unclear definitions as to what constitutes an Observer relative to observing National and World record anempts. This group decided on the following: World record observers are designated by the USHGA as current USHGA members. Additional observers may be appointed by Regional Directors before the record attempt upon the request of the interested pilot. It is the specific sense of the FAI that relatives, live-in relationships and business relationships that directly benefit from a successful record attempt not be allowed. An example of an inappropriate business relationship is an Observer who is the manufacturer of the glider a pilot uses in a record attempt. The Bylaws Committee recommended a change to the Association's Bylaws and that change was ratified by the Board in general session. The change is to add the following statement to the end of the paragraph in Article 5 - Board of Directors, Section l: "An Ex-Officio Director with the

(I USHGA Reports right to vote may be named to the Board of Directors for the purpose of affiliate organizational representation or when a standing Director is elected to an office of the Board and fails to be reelected to a position as a Regional Director on the Board." The Insurance Committee approved the Membership and Development Committee's statement that Regional Directors had the right to remove site insurance from Chapters who were not appropriately managing the flying activities of pilots at a particular site and directed Russ Locke and Gregg Lawless to develop an SOP which includes Executive Committee approval in such actions. The Committee also approved an office request to change the site insurance rate structure to the following:

Old 1st site 2nd site 3rd site 4th site 5th site 6th & above

$225 $125 $125 $125 $125 $125

New $250 $175 $160 $140 $115 $100

The Committee, on the recommendation of council, agreed to adopt a standard waiver form to be made part of every application for initial or renewal of membership. Council agreed to design this form at no cost to the Association. The Elections and Allocations Committee dealt with a number of small issues, bur their most significant action was to recommend to the Board that Region 5 be merged into Regions 1, 6 & 7. See the article elsewhere in this issue. The Towing Committee recommended that the aerotow special skill be added to Part 104 under special skills. The Committee reaffirmed that the process of training tug pilots remain a function controlled by the USHGA. The Aerotow Subcommittee is currently developing evaluation criteria for aerorug pilots. The Committee also approved an Paraglider Towing Program recommended by the Paragliding Committee. The Paragliding Committee tweaked the Paragliding Instructor Program to more closely mirror the existing Hang

The Awards committee instituted a recognition program for crosscountry flights. The awards will be given in increments of 50, 100, 150, 200, 250 and 300 miles. (Information about these awards appeared on page 12 of the May issue.)"

Gliding ICP Program. The Committee approved the following ICP Program Administrarors: Fred Stockwell, Claudia Stockwell, Ken Baier, Mark Axen, Ed Pitman, Norma Jean Saunders, John Bouchard, Greg Smith and Rob McKenzie. There was a lot of work done on upgrading the paraglider rating system, specifically the new Class 3 rating. Information on the rating system will be available from the office in the next couple of months. On the competition side, the Committee approved two meets for 1993, the National Paragliding Championships in Aspen and a meet in Telluride. They decided not to sanction any more meets in 1993. On pilot ranking, the Nationals is worth 1.5 times more than the Telluride meet. The Finance Committee approved an office request to raise the dual membership (hang gliding and paragliding) fees from $15 to $25. The Committee reviewed and approved several budget requests, including: funds to aid the Paragliding Committee in adapting to the office processes, request from the Publications Committee for more color pages in the magazine and funds for the Membership and Development Committee to participate in the Women's Sports Foundation. Other budget requests were tabled until the next Board meeting. The National Fly-In Committee met and requested that bids for the 1993 FlyIn be received by June 1, 1993. Further, they would like bids for the 1994 Fly-In

to be received by October 1993 to facilitate discussion at the next Board meeting. The Committee recommends that bids include activities for both hang gliders and paragliders. The Safety and Training Committee discussed putting age requirements on flying actiYities, i.e., solo pilots, tandem passengers, etc. The FAA has such requirements in the powered areas. After much discussion it was decided that we do not need to mirror the FAA in this area and no agreement was reached to put any age restriction on hang gliding activities. The position of Paragliding Observer was created. The USHGA has formally endorsed the IPPI (international rating card). An article by Dennis Pagen will cover the derails. Several action items of importance were agreed to by the Committee. They include: Matt Taber ro bring to the next Board meeting a proposal to reinstate school certification. Joe Greblo and Gene Matthews to propose a solution to the Tandem Instructor Certification problem. Matt Taber, Dennis Pagen, Michael Robertson, Pat Denevan and Joe Greblo to work on revisions to the ICP Program and the accompanying Instructor Manual. Dave Wills, Glen Nicolet and Pat Denevan to create an Observer/Examiner Management Manual with recommendation for its use by Regional Directors. The Competition Committee appointed Dennis Pagen to work with the Women's World Team in Japan after Mark Bennett's resignation as Team Leader. Undesignated funds being donated to the competition teams will be split 50/50 between the Women's Team and the World Team. Two alternate scoring systems will be applied to major meets this year and the results will be considered at the next Board meeting. The intent is to more accurately reflect the performance of all pilots in the meet, not just the front runners. The spring 1994 Board meeting will be held March 25-27 in Dallas, Texas. ~

HANG GLIDING

USHGA Reports

USHGA Directorship Not As Scary As You Think! byPJ More

hinking about running for Regional Director in your region, but because of the all the horror stories you've heard you've decided ir's not for you? Well, if rhe lack of information as to the duties of a Regional Director is keeping you frorn running, the following information may provide you with a better understanding. Election to the Association's Board of Directors brings with it a multirude of responsibilities, in most cases more responsibilities than one person can successfully manage. The mature individual recognizes chis, prioritizes those responsibilities and makes sure the most important ones get handled, and delegates the others to appropriate individuals. If the region has more than one Director, they must communicate and cooperate in such a way that all responsibilities are orchestrated so that the pilots in the region get consistent and accurate directions and help. There are two distinct sets of responsibilities: 1) Those associated with the needs of the National Association. 2) Those associated with the needs of the pilots in the Director's Region.

ASSOCIATION RESPONSIBILITIES • Represent the interests and opinions of the pilot membership in your region. • Identify those sport issues in which he or she has special expertise and/or interest, and serve on the appropriate committees. • Vote on all issues on behalf of his constituency, tempered by his own evaluation of the facts and the need to reach a compromise on occasion. JULY 1993

• Insure to rhe best of his/her ability that all accidents within the region are reported to the Association. • If unable to attend a particular BOD meeting, arrange for a substitute to represent rhe interests of the regional membership. • If the Director retires, resigns or moves out of the region, recommend a capable and willing replacement to fill rhe unexpired term. • If appoimed as chairperson of a committee, insure that all committee responsibilities are carried out by the members of the committee, including the appropriate reports to rhe Board and the office. • If a board meeting rakes place in the Director's region, assist with selection of an appropriate meeting place and help the office handle all the necessary logistics.

REGIONAL RESPONSIBILITIES • Insure that each pilot in the region has an acceptable level of access to the rating system through the appointment or reappointment and training of responsible individuals as Examiners and Observers in his/her region. • Insure that non-active Examiners and Observers are nor reappointed without assurance that they will fulfill their rating responsibilities. • Provide necessary training for Examiners. • Provide a central information source for Exarniners and Observers to insure consistency in managing the rating process. • Insure, where appropriate, that the raring revocation process is handled fairly and expeditiously, and is not allowed to falter because of rhe inherent difficulties

in this type of action. • Insure that someone in the region arranges, coordinates and manages a regional competition for the purpose of selecting pilots for the National Championships. • Approve ICP, Tandem and Towing Clinics. • Approve Safe Pilot Awards and Master Rating Applications. • Inform the regional membership of the proceedings of the last board meeting. • Disseminate information on how the USHGA system works - keep the pilots informed. • Encourage/promote new flying sires and the safe management of existing sites through the appropriate use of the rating system, insurance and site regulations. • Encourage/promote safety and safe flying practices. • Mediate conflicts chat occur in the region. • Support rhe formation of clubs to manage flying activities in a local area and encourage those clubs to achieve USHGA Chapter status. • Be a regional spokesman for the USHGA both to the pilots in the region and civilian organizations (i.e., newspaper, government agencies, landowners, etc). • Provide headquarters and Hang Gliding magazine with updated information on regional trends and activities, special events, survey results, site development and maintenance efforts, etc., which serve to assist in monitoring national trends and concerns. This is not a paid position and there are some out-of.pocket expenses. The USHGA realizes this and tries to do everything possible to help defray some of these expenses. In the spring of 1990 the Board developed a travel reimbursement program that has worked quite well so far. Regional Directors and Directors-at- Large are reimbursed 50% of their travel expenses to board meetings on(y. The USHGA headquarters works with the participating hotel and negotiates the best possible rates for your accommodations. We try to make your meeting experiences as productive and cost effective as possible. Hopefully, one day we will be in a position to cover 100% of your travel

Kl USHGA Reports not to run for office, we encourage and welcome all members to attend a Board of Director's meeting. Come and get a firsthand idea of how the board operates and how the meetings are conducted. We feel this will be an enlightening experience, and give you a greater appreciation of how your association works for you. We look forward t~ worki~g with ~ YOU as a NEW Regional Dtrector. ~

expense and accommodations. But for the time being, the continuation of the current program will be dependent on the financial status of the Association. Once you've become a new Director, the headquarters has carefully assembled a Director's package, which includes business cards, to assist you in your new position as a Regional Director. As a new Director, you become a public figure and are looked upon as an official

representative of the United States Hang Gliding Association. Therefore, it's important that you set a good example for other pilots to follow and conduct yourself in an appropriate manner at all times. Positive or negative behavior can be a reflection on the Association as a whole. We hope this information will encourage more of you to tal<e part in this year's nomination process and elections for Regional Directors. Even if you choose

REGIONAL CHANGES

Reapportioned USHGA regions; changed at spring '93 Board of Directors rneeting

by Randy Adams

he normally quiescent Elections and Allocations Committee voted at the last USHGA Board of Directors meeting in Colorado Springs to eliminate Region 5. This was done for a number of reasons. Recent growth in Region 1 made it necessaiy to reallocate directors to balance the number of pilots in each region to the number of directors. The USHGA bylaws prohibit us from creating new directors. We considered a lot of options and decided to split up the states of Region 5 as follows: Idaho (107 pilots), Montana (65 pilots) and Wyoming (102 pilots) are moved to Region I. North and South Dakota (11 pilots total) are moved Region 7. Nebraska (12 pilots) is moved to Region 6. The former directorship of Region 5 is moved to Region 1 which now gives Region 1 two directors. After we made these changes we were surprised to find that the Soaring Society of America had done almost the same thing. Idaho, Montana and Wyoming, which are mountainous states, are now joined with other mountainous states while Nebraska and the Dakotas are joined with other, mostly flatland states. Hopefully these changes will provide more effective representation for the pilots in these states. This affects the upcoming elections. Pilots in the former Region 5 should vote for a director in their new region. The new Regional alignment will be ~ effective as ofJanua1y l, 1994. ~

Previous regional allocations (dating back to the origins of the USH GA)

HANG GLIDING

WIN A GLIDER Our Best Chance Ever For The Gold! Win a glider of you r 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 fo r the USA! It will be very expensive to fi eld these teams and we need your help. To encourage your participation, the USHGA is holding a SWEEPSTAKES .

FOR YOUR SWEEPSTAKES DONATIONS YOU RECEIVE

$10 OFFJCIAL WORLD TEAM PIN $40 OFFJCIAL WORLD TEAM SHIRT WORLD TEAM SHIR T & PIN $50 or more ( Include $4.00 S/H for !he team shirt)

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

1993 World Teams SWEEPSTAKES Entry Form Entries must be postmarked by July 31 , 1993 Yes , I would like to support the 1993 U.S. Teams. Please Enter me in the World Teams Sweepstakes. NAME _ _ __ __ _ _ _ _ __ _ __ __

U.S. Women's Worl d Team

$_ _ __ _

ADDRESS_ _ _ _ _ _ __ _ _ __ _ __

U.S. World Team

$_ _ _ _ _

CITY_ _ __ _ _ STATE _ _ _ ZI P_ _ _ _

Total Donation

$ _ __ __

PHONE NUMBER

Only one entry per person.

Mail form to: USHGA, P.O. Box 8300 , Colorado Springs, CO 80933 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 without a donation. All entries must be postmarked by July 31 , 1993 in order to be eligible. Drawing for the sweepstakes will be held at the USHGA office on approximately September 1, 1993. The winners need not be present to win. The winners will be notified by mail no later than September 15, 1993. Winning entries are not redeemable for cash . Sweepstakes winners must be qualified to use the prize safely in order to be eligible to take delivery of the prize. Grand prize winner will have his/her choice of one hang glider from Pacific Airwave, 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 the 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.

ffli Ratings Pilot Rating Breakdown for All Regions as of04/30/93 Unrated: Student: Beginner: Novice: Intermediate: Advanced: Master:

1,437 (17.45%) 35 (0.4%) 857 (10.41%) 1,650 (20.04%) 1,602 (19.46%) 2,457 (29.84%) 195 (2.37%)

SAFE PILOT AWARDS

FARRELL, ROBERT: Warner Robins, GA; B. Chalmers/Lookout Mtn FP GENTRY, CHARLES: Jacksonville, FL; J. Tindle/Miami HG GRAYSON, GARY: Newman, GA; M. Middleton/Lookout Mtn FP HALL, JOHN: Miami Beach, FL; J. Tindle/Miami HG LADDS, PRESTON: Atlanta, GA; C. Thoreson/Lookout Mm FP MACRY, JOSEPH: Jacksonville, NC; W. Thornton/Kitty Hawk Kites MARTEL, RYAN: Nags Head, NC; W. Thornton/Kitty Hawk Kites PLEMMONS, CLAY: Candler, NC; C. Thoreson/Lookout Men FP ROYER, MARY: Memphis, TN; C. Thoreson/Lookout Mm FP WOODRUFF, JOHN: Lewisville, NC; W. Thornton/Kitty Hawk Kites Region 12 EHRHARDT, CHIP: Highland Lakes, NJ; C. Thoreson/Lookout Men FP

GOLD ROB RICHARDSON NOVICE RATlNGS PILOT: City, State; Instructor/School BEGINNER RATlNGS

Region 1 WRlGHT, VlNCE: Oregon City, OR; J. Asher/Endless Thermal Airways

Region 1 BOLOSKY, WILLIAM: Issaquah, WA; T. Johns/Cascade Soaring CAMPBELL, S DOUG: Auburn, WA; R. Brown/Airplay'n GILBERT, MICHAEL: Portland, OR; D. Raybourn/HGPG School of OR PEARSON, BRAD: Seattle, WA; R. Brown/Airplay'n

Region 2 BUD MAN, GLEB: San Jose, CA; B. Karlak/Berkeley HG HAUSSMANN, REBECCA: Berkeley, CA; G. Pornaras/Mission Soaring LUTHER, SCOTT: Berkeley, CA; G. Pornaras/Mission Soaring QUIRION, CHERYL: Mountain View, CA; P. Denevan/Mission Soaring Ctr WILLIAMSON, ROB: Berkeley, CA; G. Andronaco/Berkeley HG Club

Region 2 BAUGHN, JOHN: Salinas, CA; P. Godwin/Western HG LA\xrEE, ED: Pacifica, CA; A. Whitehill/Chandelle SF MASON, DALE: Sunnyvale, CA; J. Borton/Mission Soaring Ctr PONICKI, BILL: Berkeley, CA; B. Karlak/Berkeley HG WILLIAMSON, ROB: Berkeley, CA; G. Andronaco/Berkeley HG

Region 3 LOWERY, LISA: Laguna Niguel, CA; K. Harrison/Adventure Unlimited

Region 3 ANGEL, SCOTT: Santa Barbara, CA; R. Brown/Foot Launched Flight DENTON, CRAIG: Honolulu, HI; A. Engert/Hang Gliding Maui HOLLAND, R MORGAN: La Jolla, CA; R. Mitchell/Eagles Wings HG JOHNSEN, RAYMOND: La Jolla, CA; J. Ryan/Hang Gliding Center

PILOT: City, State; Instrucror/School

Region4 TIMBREL, KELI: Salt Lake City, UT; M. Knowlden/Rebel Wings Region 6 GANS, KATHLEEN: Ponca City, OK; J. Nicolay/Morningside FP MCCLENNAHAN, GARY: Van Buren, AR; T. Middleton Region 7 ROZANSKI, KENNETH: Wheeling, IL; R. Mitchell/Eagles Wings HG Region 8 BOSWELL, DAVID: Framingham, MA; S. Comer/Kitty Hawk Kites Region 9 BUELL, BRAD: Broad Run, VA; W. Thornton/Kitty Hawk Kites BURNETT, ROGER: Staunton, VA; S. Comer/Kitty Hawk Kites CANDELA, MIKE: Lakewood, OH; M. Delsignore/North Coast HG DONAHUE, PAUL: Lexington, KY; M. Middleton/Lookout Mm FP FISHER, ROBERT: Gap, PA; J. Miller/Wind Spirit HG GRIFFlTH, BEN: Silver Spring, MD; W. Thornton/Kitty Hawk Kites HALL, JAMES: Huntington, WV; B. Weaver/Kitty Hawk Kites KLUCKHOHN,ANDREW: Laurel, MD;J. Tindle/Miami HG MECK, STEPHANIE: Mechanicsburg, PA; S. Comer/Kitty Hawk Kites MULDAWER, ALAN: Silver Spring, MD; W. Thorman/Kitty Hawk Kites OLSON, PETE: Virginia Beach, VA; D. Glover/Kitty Hawk Kites SHAUGHNESSY, CRAIG: Baltimore, MD; R. Hays/MD School of HG SUESS, DOUGLAS: Phoenix, MD; G. Ball/Kitty Hawk Kites THOMPSON, STEPHEN: Washington, DC; G. Ball/Kitty Hawk Kites WEAVER, H BRUCE: Williamsport, PA; W. Thornton/Kitty Hawk Kites Region 10 ANTHONY, TODD: Graham, NC; D. Kincheloe/Mount Rope Flight School DIAZ, AD ERMIN: Carolina, PR; R. Rojas/Caribbean Air Sporrs DIGNAN, SEAN: Marietta, GA; C. Thoreson/Lookout Men FP EUNICE, RICHARD: Warner Robins, GA; J. Hooks/Lookout Men FP

Region4 ALT, ROB: Price, UT; W. Henry/UP International DE JONG, DAYID: Ogden, UT; W. Henry/UP Soaring Center HENLEY, DAVlD: Denver, CO; T. Hackbart/Golden Wings WILLIAMS, J BRET: Aspen, CO; G. Pollock/Wasatch Wings Region 5 KRINER, DAYID: Inkom, ID; F. Gillette/Magic Valley Gliders ORTH, DALE: South Haven, MN; W. Henry/UP Soaring Center Region 6 VINSON, DAVID: Yukon, OK; M. White/White Out HG of Okla. Region 7 CLOUGH, LARRY: South Bend, IN; J. Hooks/Lookout Mtn FP JOHNSON, MATT: Holland, Ml; J. Mirchell/JJ Mitchell HG WITTE, STEVEN: Minneapolis MN; R. Jacob/Sequatchie Valley Soaring Region 8 NOLAN, LARRY: Lowell, MA; J. Nicolay/Morningside Flight Park Region 9 DONAHUE, PAUL: Lexington, KY; M. Middleton/Lookout Mtn FP KLUCKHOHN, ANDREW: Laurel, MD; J. Tindle/Miami HG PALMIERI, MARGARET: Roanoke, VA; R. Jacob/Sequatchie Valley Soaring ZAMORA, MARCO: Belair, MD; R. Hays/MD School of HG Region 10 BRENT, JONATHAN: Greenville, NC; R. Cizauskas/Kitty Hawk Kites DIGNAN, SEAN: Marietta, GA; C. Thoreson/Lookout Mm FP EUNICE, RICHARD: Warner Robins, GA; J. Hooks/Lookout Mm FP

HANG GLIDING

Ratings FARRELL, ROBERT: \Y/arner Robins, GA; B. Chalmers/Lookout ivlm FP GENTRY, CHARLES: Jacksonville, FL; J. Tindle/Miami HG GRAYSON, GARY: Newman, GA; M. Middleton/Lookout l\'frn FP HALL,JOHN: Miami Beach, FL;J. Tindle/Miami HG HARRISON, MIKE: Isla Verde, PR; R. Rojas/Caribbean Airsports HEMBREE, MICHAEL: Nashville, TN: C. Thoreson/Lookout Mrn FP NELSON, CHRISTOPHER: Arlanra, GA; M. Middleron/Lookour Mm FP PLEMMONS, CLAY: Candler, NC; C. Thoreson/Lookout Mm FP Region 11 RATCLIFF, BRAD: Pilot Point, TX; R. Kenney/Prairie HG Region 12 EHRHARDT, CHIP: Highland Lakes, NJ; C. Thoreson/1.ookour ivlm FP GREENING, CHESLEY: Farmingdale, NY; G. Black/Mountain Wings MCDOUGALL, CLIFFORD: North Rose, NY; S. Wise/Sequatchie Valley SWEENEY, JAMES: Tarrytown, NY; P. Voighr/Fly High HG

Region 4 BRADLEY, GREG: Idaho Springs, CO; J. Yocom SKYWALKER, RANDY: Phoenix, AZ; D. Jones Region 5 LARSON, TIM: Proctor, MN;]. Ryan Region 7 LANE, MIKE: Waukesha, \Y/I; B. Kushner/Raven Sky Sports Region 8 BATES, JOHN: Sherman, CT; P. Voight/Fly High HG Region 10 HARRISON, MIKE: Hurnacao, PR; R. Rojas/Caribbean Airsports JONES, DANIEL: Rising Fawn, GA; C. Thoreson/Lookout Mm FP LANE, PATRICK: Atlanta, GA; M. Taber/Lookour Mm FP LOPEZ-ARMAS, OSWALDO: Miami FL; J. Tindle/Miami HG MAYS, PAUL: Rising Fawn, GA; M. Taber/Lookout Mm FP

INTERt\1EDIATE RATINGS PILOT: City, Stare; Insrructor/School Region 3 BALLARD, FRED: Canyon Counny, CA; J. Greblo/Windsports Inr'I DUNATTE, DIDIER: Carlsbad, CA; R Mirchell/Eaglcs Wings HG MILLER, JACKIE: Laguna Beach, CA; J. Ryan/HG Cenrer of San Diego RICARD, JEAN-YVES: \Y/. Hollywood, CA; D. Quackenbush/True Flight RYAN, JOHN: San Diego, CA; R. Mitchell/Eagles Wings HG THOMAS, ANNE: Sama Barbara, CA; M. Spinelli/True Flight Concepts

Region 11 ROBINSON, KENT: Austin, TX; D. Church/Rio Grande Soaring Assn. Region 12 JONES, STEVEN: New York, NY; P. Voight/Fly High HG LORENZ, KLAUS: Queens, NY; P. Voight/Fly High HG

MASTER RATINGS WAYNE RIPLEY

Region 4 ATTENBERGER, HEIDI: Telluride, CO; D. Sharp/UP Soaring Center FOREIGN RATINGS Region 7 HENNESSEY, KEN: Mahtomedi, MN; P. Caulfield/Sport Soaring Center Region 9 BRANGER, MIKE: Wilmington, DE; B. Umstatrd KELLY, SEAN: \Xlilmington, DE; G. Ball/Kitty Hawk Kites ROBINSON, DALE: Wilmington, DE; B. Umsraml STAMMERS, NICK: Columbia, MD; W. Bennett Region 10 BROWN, ANDREW: Kill Devil Hill, NC; B. Chalmers/Lookout Mtn FP CHAVARRIA, OSCAR: Miami, FL; J. Greblo/Windsports Ind COOK, JEFFREY: Huntsville, AL; D. Murdoch/Rocket City Airsporrs HARRISON, MIKE: Isla Verde, PR; R. Rojas/Caribbean Airsports STIEFFEL, HERB: Bay Sr. Louis, MS; V. Toce/Cajun HG Club Region 12 PROCEL, EDISON: Woodside, NY; P. Voight/Fly High HG

ADVANCED RATINGS PILOT: City, State; Instructor/School Region l COLSON, RICK: Sherwood, OR; R. Berger/Oregon HG Assn \Y/EATHERMON, RANDY: Renton, WA; R. Berger/Oregon HG Assn Region 2 KURITA, SI-IINICHI: San Jose, CA; P. Denevan/lv!ission Soaring Center YOUNG, KEVIN: San Pablo, CA; S. Rodriguez

BEGINNER DINC, HUSEYlN: Bramalea, Ontario; M. Gatcs/OHGA/1-'LAP ADAMS, JEFF: Regina, Saskatchewan; D. Kinchloe/Mr Rope CORBIN, DAVE: Rossland, BC; Larry Strom/Spokane Aircraft NOVICE DINC, HUSEYlN: Brarnalea, Ontario; lv!. Gatcs/OHGNFLAP ADAMS, JEFF: Regina, Saskatchewan; D. Kinchloe/i'v[r. Rope SATILER, ALEXANDER: Gaenfelden, W Germany; W. Henry/UP Soaring Ctr CORBIN, DAVE: Rossland, BC; L. Srrorn/Spokane Aircraft DEMERS, JEAN-GUY: Laval, Quebec; G. Pollock/Wasatch Wings

TANDEM ONE RATINGS BOBROWSKI, DAVID: Telluride, CO; J.B. Henry/UP Soaring Center HALL, WILLIAM: )vlounrain Green, UT; J.B. Henry/UP Soaring Center HAMILTON, GEORGE: West Sacramento, CA; E. Beckman PIRAZZI, CRAIG: Telluride, CO; J.B. He111y/UP Soaring Cencer SMITH, BRUCE: Santee, CA; J. Ryan/HG Center of SD STACKABLE, STEVE: Austin, TX; P. Thornbury/Torrey Flight Park STIRIZ, HENRY: Pembroke Pines, FL; J. Tindle/Miami HG ZOELLICK, GREG: Draper, liT; J.B. Hcnq•/UP Soaring Cenrer

TANDEM TWO RATINGS HAFSTROM, BOB: San Diego, CA; J. R)'an/Hang Gliding Cemer of SD LOPEZ-ARlvlAS, OSWALDO: Miami FL;]. Tindle/Miami HG MCNAMEE, GREGG: Summerfield, FL; J. Tindle/Miami HG STIRIZ, HENRY: Pembroke Pines, 1-'L;]. Tindle/Miami HG

Region 3 CORMACI, CHRIS: Brea, CA; P. Burns/Windgypsy GRAY, JAMES: Hunrington Bch, CA; \Y/. Henry/UP Jnr.

JULY 1993

FASCINATION OF OUR NEW LINE ALTO VARIO BASIS

• Altimeter up to 5500 m ( 17 500 ft) • Vario analog/digital • Audio - ASI system • Memo for 5 flights ALTO VARIO CLASSIC/ ALTO VARIO COMPETITION

• Easy to use with audio feedback keyboard • Altimeter up to 10000 m (30000 ft) • Audio - ASI system • Nomonal flight calculator • TEK • Temperature indication • Speed • 2 clocks • Memo for 25 flights Additional flight recorder at COMPETITION • Resolution 1 m(3ft)upto6000m(18000ft) • Scan rate variable • 25 flights storable max. 70 h • Speed values storable • Parallel (Centronics) and serial (RS 232) connector for printout

FLUGELECTRONIC Pi.itrichstraBe 21 · D-8120 Weilheim · Tel. 0881/64750 · Fax 0881/4561

U.S. Distributor: Advanced Air Technology 29 State Street Santa Barbara, CA 93101 (805) 962-8999 FAX (805) 964-3337

Made in Germany

MEMBERSHIP APPLICATION NAME ADDRESS STATE

CITY

UNITED STATES HANG GLIDING AsSN.

ZIP _ _ _ _ PHONE(_) _ __ _

NEW MEMBER

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Includes 12 issues of HANG GLIDING magazine (HG Division) or 6 issues of PARAGLIDINGTHE MAGAZINE (PG Division), liability insurance, ratings, and other benefits.

FULL l\1EMBER:

D 1 Division - $49.00 U.S. ($55.00 Canada/Mexico*)($ 60.00 Int'!*) . . . . .

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Please check one: D Hang Gliding D Paragliding D Both Divisions - $74.00 U.S. ($92.00 Canada/Mexico*)($97.00 Int'l*) ...... $

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

D 1 Division - $24.50 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $

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Please check one: D Hang Gliding D Paragliding D Both Divisions - $37.00 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __

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D 1 Year $35.00 U.S.($ 40.00 Canada/Mexico*)($ 50.00 Int'l-*) . . . . . . . . . . . $_ _ _ __

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

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

(04/93)

..,~,t~

STA1~,l'

"''" "~~

~~~

/Ctli l{_ ~9~,o,

ss"'

1993 USHGA MERCHANDISE ORDER FORM QIY.

TOTAL

PRICE

O~HER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 1988 Excellent Photography- collect them all! ...................... @ $1.50 USHGA "OATMEAL" LONG SLEEVE 100% cotton. Natural color with fine-lined navy stripes and 3" screened logo. Available in MOCK NECK or HOODED SIZES: Med. Large XL.. ..........................................................................................................$19.95 COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL reg. $39.95 ..........................................................................................$34.95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL ........................................$29.95 COLLEGIATE T-SHIRT ASH, 100% cotton, puffed lettering. Sizes: Med. Large XL ...............................................................................$13.95 COLLEGIATE SHORTS ASH, side pockets. Sizes: Small Med. Large XL ...........................................................................................$18.95 "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE .............................................................................................................................$24.95 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL ................................................................................................$14.95 "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE ...........................................................................................................................$19.95 .._,, , USHGA Goll Shirt 100% combed cotton. Colorfully embroidered. Colors: White Reel Navy Yellow Jade Black "{ SIZES: Medium Large X-Large XXL (in wl1ite, navy & jade only) ...........................................................................................................$22.95 FLJSHGA LONG SLEEVE TSHIRT 100% Cotton "Simplistic" Design SPECIFY COLOR: WHITE or GRAY & SIZE S M L XL ................ $18.95 USHGA MTN. GLIDER TSHIRT 100% cotton. Our most popular shirl. SPECIFY SIZE: M L XL COLOR white ash ............... $12.95 USHGA YOUTH MTN. GLIDER TS HIRT For !hose up and coming pilots. SPECIFY SIZE: S(6-8) M (10-12) L(14-16) ...................... $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED ........................................................ $9.95

$ $ $

$ $ $ $ $ $ $ $ $ $ $

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

$ $

$ $ $

$ $ $ $

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$ $

"NEW" USHGA STADIUM CUSHION Comforlably protects your assets ...................................................................................................$5.95 $._ _ _ __ OFFICIAL USHGA WINDSOKn.1 Pink/yellow or pink/while ..........................................................................................................................$39.95 $._ _ _ __ USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights .............................$4.95 $._ _ _ __ USHGA LAPEL PIN Beautiful multicolored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ............................$3.95 $._ _ _ __ USHGA MTN. GLIDER SEWON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ..........................................$3.95 $._ _ _ __ USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last! ...............................................................................$1.50 $. _ _ _ __ USHGA KEY CHAIN "Soft Feel" Plastic. Custom Min. Glider shaped. Screened white on red ...................................................................$1.50 $. _ _ _ __ USHGA SEWON EMBLEM Our original logo, in ils original colors on this 3" circular emblem .....................................................................$1.50 $._ _ _ __ USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker. ........................................................................$ .50 $._ _ _ __ USHGA LICENSE PLATE FRAME 'I'd Rather Be Hang Gliding" PLASTICwhite with blue lettering ..............................................$5.50 __ $._ _ _ __ METAL(zinc) wilh while on blue lettering ..................................$6.50 _..~ rt=·~ "NEW" FLAMENCO DUNE - Special Version Extreme paragliding in Namibia. Superb editing, original sound track. (20 min.) ........... $ 1 9 . 9 S - - ~ - ~ ~ - " DAREDEVIL FLYERS 111 • THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ..................................$24.9 HAWAIIAN FLYIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.) ............................................................$33.0 __ $ _

~~~~tr~~~~~~~o~~~~~~: f~i~~~s~\;t{i°(~~e~i~~~~. ~f. t~~.~~~'. .~~~·~·t·~·c·~l~'...~'.t~~ ..................................................................................$34.95

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MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold letiering. Wire inserls to hold 12 issues of HG ......................................... $9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range .....................................$5.95 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard Rogallo flying into lhe golden sunset. (Circa 1977) .................. $3.95 'Posters are NOT AVAILABLE on International OrdersSORRYI

~ - - -- $_ _ _ __ $._ _ _ __

$_ _ _ __

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 - t 9.99 ADD $4.00 20. · 34.99 ADD $5.00 35. - 49.99 ADD $6.00 50. + ADD $7.50 Canada & Mexico add $1.50 exlra lnt'I surface add $5.00 extra lnt'I air add $15.00 extra

SUBTOTAL

$_ _ _ __

COLORADO RESIDENTS add 3% TAX

$_ _ _ __

SHIPPING (see chart)

$_ _ _ __

TOT AL ENCLOSED

$_ _ _ __

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

(719) 632-8300

FAX (719) 632-6417

•

Ii I I I wcnty·om: years ago last momh, the second ( ,'round Sl,irnmcr news let tcr of the Somhcrn California I lang Glider Association (SC :J !( was sent out to its 11 g members. Editors Dick Eippcr ;111d I ,Joyd l ,ichcr compiled this l lt,pagc ncwslcncr with meeting reports, BOD min, mes, v;irious updates and a anicle on the "Second Annual Ono Lilienthal Universal Hang t;Jidcr Championships," hc]d Oil ], 1972, 'I 'he location oft he June I 1972 meet· of the SCI [(;/\ (];Her to become US! J. was held al the Southern California Gas Company basement auditorium in Los Angeles, I lighliglncd notes from the May meeting included: attendance of approxi,, mately 100, a t rcasmy balance of $199 less an $il mailing ,md incorpor,ition Lloyd Licher elected Vice President, and the )LJIY 199]

ended with a film of Bill Bennett's flight, A call f'or vol1111teers was solicited for ncwslcncr conrribut ions, and concern was hy the President ahom suitable flying sites. (Some things never change!) Although there was no advertising in this one could place a I /if.page ad for $ ,00 (a l /It.page ad in rod Han,~ magazine is $180,00), One of' the highlights of this newsletter was a 'Em1s Kiccniuk, Jr. in his Icarus IL I Tc liad ventured to a sailplane gliclcrport known as 'forrcy Pines, "to fly with the as he stated, where he self latmcl1ed and did a number of J ilO's and glided to the beach below, "There is no easy path to the top again so the ship was carried as high as the terrain allowed fiir a second flight, before calling it quits in favor of bet-

,.,ask around; those who've seen all brands will that sol id fuel is hard to beat

,, .a BRS rocket is certified for SIX long years, You'll rarely deal with reloading (or servicing) this rocket Proof ... the solid f'uel is good for six years and can't leak out even if the temperature or altitude varies widely + ,,, physical size is less (because in aviation, where bulk is concerned, "less is more") , . ,1hese rock el motors have been in service for years with an excellent track record + , .BRS has not raised the price since I 988

Equipment maintenance is an absolute in aviation. Few or us do as well as we know we should, BRS believes the less attention a safety device demands, the better. BRS rockets aren't foolproof but they're very good, Our record proves iL BRS ha:-:. d0<.:11111cn1Cd h5 :-.aVl':-, in a!I ,1irctaf1 typ,''> through l)JlJ2.

HEARD ENOUGH? YOUR DEALER TODAY!

':i '7

ter wind at some later date." (The first person ever to fly a hang glider at Torrey Pines was Bill Bennett, back in 1969. Bobby Wills was the first to ever soar Torrey.) New SCHGA members number 0010100118 were welcomed to the club. Only one person in this list is still a member of USHGA - Robert McCaffrey, member #00103. As stated previously, the bulk of the newsletter centered around the "Second Annual Otto Lilienthal Universal Hang Glider Championships," which were attended by SCHGA and Wings of Rogallo club members. Thirty "ultralight gliders" and pilots were present at Carnegie Cycle Park, Livermore, CA, to test their flying (or at least skimming) skills. There were two different classes in which to compete: Class 2 for ground skimming only, and Class 3, with a higher launch, for the more experienced pilots and "sophisticated" gliders. Remember, at this time, most gliders were kits and home-builts, and many were still under construction, their owners diligently working on them in the parking lot, hoping to achieve at least some airtime during the meet. The contest consisted of a cumulative point system in three categories: distance, duration and spot landing. Double-tire markers were used in the spot landing event, although some of the tires were expropriated by kids to play with. John Lamon, of the Wings of Rogallo, won the Class 3 event with a distance of

Most gliders were kits and home-builts and many were still under construction their owners diligently working on them in the parking lot, hoping to achieve at least some airtime during the meet. 11

1,774 feet and a whopping flight duration of l: 53 minutes. It should be noted chat Donnita Holland, WOR's "feminine member" (as it was written), placed third overall, with a second place distance finish of 1,691 feet. The gliders competing at this event were: 19 conventional Rogallos, including Kilbourne models, a Bill Bennett kite, a Batso and the Eipper Flexi-Flyers (purchased, built and flown during the competition); four "Cranks"; one Icarus II biplane; one "Hang Loose" biplane; one "A S Whooppee" biplane; one Koman IID (?); and three originals - a sailwing by Art Bean, a Seagull and a monoplane with a Vtail. Towing was briefly mentioned in this

newsletter and summed up in a two-sentence statement: "The only known fatalities from flying ultralight gliders have all involved Rogallo types being rowed by cars and boats. This reinforces SCHGA's advocacy of self-launching or using human assistance only for takeoff." The last section was subtitled "New Ships in Construction." Here's a sampling. Bob Lovejoy had created a monoplane with a potential glide ratio of almost 6: 1. Bob Keeler and Mike Riggs were tweaking-in the Seagull. Tom Valentine's Wright glider was emerging, with stories " ... of a strange object being formed in a small garage at Hawthorne Airport." Dave Cronk was going back to his original designs, with some improvements. The Dial-Faust kite (used in a Dial soap commercial, with its orange, gold and white sail) had been been grounded due to instability and control problems. There was also a bibliography of current hang gliding articles listed: Popular Science, June 1972 and Popular Mechanics, June 1972. Well, chat's it for this first installment of "Hang Gliding Nostalgia." If you're interested in receiving a copy of the June 1972 newsletter, please send $2 to USHGA NEWSLETTER, P.O. Box 8300, Colorado Springs CO 80933-8300. Incidentally, 1972 membership dues for the SCHGA ~ were two dollars. .._

JUST FLY brings hack the classic "EVOLUTION OF SOARING MAN " shirt Available in fushia, teal or black. Hanes beefy-T, S,M,L, XL $15.00 Also available in STUNNING tye dye, S,M, L, XL $18.95

CALL FOR OUR FREE "OVER 50 ITEM" CATALOG "SOMETHING FOR EVERYOl\fE" JUST FLY AVIATON GEAR P.O. BOX450 KITTY HAWK, NORTH CAROLINA 27949 1 800 5 GO FLY1N 58

HANG GLIDING

.fA\D

Classifieds HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or denrcd dowmubes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor poims front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy ro give an objective opinion on the condition of equipmenr you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGAcertified school.

DREA/1-! 145 - Custom, black and hot pink, <50 hours. Spare dowmubes, size small Pac Air knee hanger harness with hookknifo. High Energy 20 gore parachute (never deployed), Bell helmet, snap- on wheels, Litek vario (Hummingbird model VE35). All for S 1,800 OBO or sell separately. (510) 676-2857. ,(_ All sizes, including 145's. 1ders available, including Visions n Sky Sports (414) 473-2003.

AXIS 15 - Good shape, cusrom sail, 1/2 ofr~ $500. (909) 676-4425. A)(IS 15 - Custom "Batman" sail, custom harness, parachute, vario $1,500. (619) 490-1292. COi'v!ET 165 - Very good condition, soars, handles great. Extra- strong airframe, 1/8" sidcwires, low flutter (CYT) t.e. $550 OBO. Peter Gray (703) 2040097. CO!v!ET I 165 - Exceptional condition $650. Also vario, altimeter, harness, parachute. Doug (3 I 0) 4981737. 15 I -

·i, ·w Enterprise \Ving, excellent

. _o. (80 o·254-6141.

fOR,v!ULA I 54 - 8 hours, 205 LL TE. Crisp, like new! $2,400. BRS 4, 4 years life $275. Maxon 6 channel $210. (505) 899-9575.

GLIDER BAGS ~srnm camo. XC $70., standard $80., other colors. · ·1 \\(lings (50 I) 663-3166. 0

HARNESS-EQUAUZER - Raymond srreamlined harness. New double chute container, rocket mounting attachments. Firs 5'9" to 6'2". Great shape, just $295. (619) 286-5604. HARRIER I 147 - Low hours $475. l.itek vario $185. Altimaster $75, High Energy cocoon & chute $150. (510) 655-8041. HARRIER 147 - Very good condition, wheels $450. H(415) 948-4959, W(415) 858-6103. HP II - Tight, fast, spanked all four HPAT's 1991 Great Race. White, pink LE $900. (803) 666-2494. HPAT 145 - Late '91, 20 hours, extras. Proven enhancements for XC and high speed performance. Great handling $2,950. H(415) 948-4959, W(415) 858-6103. HPAT 158- Look. (714) 897- 9076.

/!;,A/\

HPAT 158 - Great condition, moderate hours, super colors $1,950. HP II-good condition, red/white $700. (408) 395-1454. HPAT 158 - Excellem condition, clean, moderate hours, threads needles. $2,000. Dana (505) 2945295.

DREAi'vlS IN S O

FOR:VlULA 154 - Excellcm condition SI ,700. Heavy 4.4 cloth throughout. Southern California (909) 787-3500 weekdal's.

A)([S 15 - Exccllem condition and performance, 75 hours $ l ,300. \'{fill consider trade for smaller wing. (419) 589-9809.

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:

1} flies 'great $1,500 will ship. 1

gi,fh \

K2 145 - <35 hours, excellent shape, two-tone blue & white. Tuned & flies great $2,300 OBO. (208) 787-2842. K2 155 - Less than 50 hours. Firsr $1,600 gets ir. (915) 362-6519 Texas. K2 155 -

/v!ark IV l 9's, numerous used gliders. (615) 933-9296.

K2 155 - Excellem condition, low hours, custom sail. Proven 100 mile performer $2,300 OBO. (505) 293-5165. K4 155 - April '93, excellent condition and sink rate, orange $2,700. (801) 254-6141. KISS 154 - w/K2 upgradcs-1989. Royal blue u/surface, excellent condition $1,200. (619) 697-4530. LA MOUETTE PROFILE 14 COMP - 145 square foot, good condition and recent annual $800 will ship. (818) 767-4851. LITE DREAivl 165 - Excellent condition, with training wheels, cocoon harness, helmet $1,000. (909) 867-2195. MAGIC IV - Low hours, cocoon harness, parachute $995. (406) 622- 5677. /v!AGIC IV 177 (714) 675-2199.

Full faired, VG, spectra $900.

ivlOYES METEOR 190 (616) 469-4332.

Good condition $350.

-------------------, Number of Months: _ _ _ __ Section (please circle) Towing Wanted Videos Rogallos Schools and Dealers Emergency Chutes Ultralights Parts & Accessories Rigid Wings Business & Employment Publications & Organizations Miscellaneous Paragliders 19 issue and run for consecuBegin with tive issue(s). My check 0, money order 0, is enclosed in the amount of

$ _ _ _ __ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~

PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Number of words: Number of words:

@ .50 = _ _ _ _ _ __

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

July 1993

E~ Classifieds MOYES WORLD BEATER 162 $1,300. (208) 72 -7559 or 726- 1709.

Good shape

VISION MK IV 19 ·- 3 DCG, trilam LE, rainbow sail, excellent condition $1,700. (704) 542-9733.

'S - Wholesale prices. 198- 354 l.

VISION PULSE l lM - Excellent condition, <40 hours $2,400 OBO. (703) 828-4131.

PACAIR K-3 - Performance glider for the big pilot. Excellent condition, low hours $2,800. (616) 4694332.

VISIONS & s\Ep{RUMS - Bought-Sold-Traded. Raven Sky Spo~414) 473-2003.

NEW AND USE 800-688-5637, (70

SENSOR 510 Bl<;: - Handles great, must sell $1,200. (406) 892-5088. SENSOR 5 lOC - Low time, beautiful, extra parts. Sacrifice $700/BO. (510) 746-5491. SENSOR 510C - Great shape, low hours, high miles $900 OBO. (815) 234-5388. SENSOR 5 lOE - 159 full race. TOP condition, LOW hours, immaculate Bob Schutte sail, plus extras $3,000 OBO. (209) 523-6089.

WILLS WING DUCK 180 - Good condition $1,000. Harness and parachute $250. San Diego 1800-356-5686. W\Y/ Z-3 HARNESS.

/irge+, w/Second Chanez 1000. (414) 473-2003.(\_,,},

ballistic parachme syste

ANG GLIDING "Celebrating Over 20 Year of Sales and Support!" REGION IV'S OLDEST, LARGEST FULL-TIME STORE.

ALL BRANDS11ght, sold, and repacked. Inspection and r c 25.00 - Parachutes, bridles, inspected and rep . AIRTIME OF SAN FRANCISCO, 3620 W a, San Francisco, CA 94116. (415) SKY- 1177

PARAGLIDERS UP, WILLS, EDE Southern Californ · Minnesota glider, low •ith split A's & speed stire harness and backpack. jl v, pink and blue stripes 15 -8218. COLORADO PARAGLIDING - SINCE 1986 Region's Oldest, Largest Store NEW 20 fr. PDA RESERVES ................... $385 VARIO'S ... (Us I, Demo's All ~J, s) ...... $95+ ES ............. ~.............. $100+ USED HARN NEW HELME .(All Br. 1d , Styles) ..... $50+

SENSOR 610 152 - New, love it but want smaller one. (715) 448- 2213.

, All Brands) .......... $150+

... .(1.. .......................... $75+ SOUTHERN C~~F0, NIA USED GLIDER REFERRAL - B ~ELL-CONSIGN, ALL MAKES, MODELS ALL TODAY (619) 4501894 OR (619) 450. SPECTRUM 165 - 1992, low hours, great condition $2,300 OBO. (303) 920-3501. SPECTRUMS Raven Sky Spar

. /JSIONS - Bought-Sold-Traded. (414) 473-2003.

SPORT EURO 150 - Good condition, clean sail $~; (801) 254- 6141.

~ 167 - Beautiful, low hours. Airwcar har-

ness, helmet, Yaesu FM, PDA chute, Sentck vario. Southern Indiana, package price. (812) 952-2402. SPORT 167 EURO - 90 hours, new wires. Flies great, must sell$ l,100. (510) 549-2458. SPORT 167 EURO - Full race, good condition, speedbar, flies great $1,350. (617) 471-6538. SPORT 180 AMERICAN - Excellent condition, only 3 hrs. Magenta, white, pacific blue, with extra downtubes and pod harness. $1,600. (703) 255-1297.

,L )ERS .. (All Brands) .. $500+ .( II Brands, Styles) ..... $50+ I S ........... (I.arge) ............... $1,175

LT DREAlv! 2 ............ <2 HOURS ....... $2,190 LT DREAM 1 5 ............ <2 HOURS ....... $1,950 NEW SPORT · , fR. 167 .. 0 HRS ...... $1,800 <30 HOURS ..... $1,600 ca. VISION MK I 1 , VISION MK I I 8 ( .NESlS)<lOHRS .. $1,575 SPORT EUR 1 0 F.R... 5 HOURS ..... $1,500 EXCEL 160 ... ].................. < HOURS ..... $1,050 LT DREAM 18- .............. < HOURS ..... $1,040 HP I! 185 ....................... <3 OURS ..... $800 COMET 165.. .. ............. <60 H, URS ..... $650 ea. DUCK 180, 1 ............... <50 HO RS ..... $600 ea. LANCER 180 .................. <40 HOURS ..... $575 PRO DAWN, PROSTAR II 160.<25 HRS .. $500 ea. PHOENIX 60 185 ........... <45 HOURS ..... $450 SEAGULL SEA HAWKS ... 4 TOTAL ......... $300 ea. "Safety is our profession, quality our promise - Since 1972" Equipment 100% Guaranteed, inspected. (303) 278-9566 lvl-F 9-5.

'r ...

1103 Washin TOLL r-REE

GOLDEN WINGS ue, Golden, CO 80401 ONE 1-800-677-4449

Equipment 100% Guaranteed, inspected. All Major Credit Cards Accepted. (303) 278-9566. FAX (303) 750-3226. 18301 W Colfax Ave., #S-IOI, Golden co 80401. REAL ESTATE FOR RENT-LAKEFRONT CABIN - \\foh private sandy beach, located in airsporc/watersport paradise catering to pilots. Write James Swansburg, Box 122, Wasa Lake, British Columbia, Canada VOB 2KO. LAKEVIEW OREGON - Land for sale, 6 miles north of town on county road. Ten acres, beamiful views $12,500. Twenty acres, 360 degree beautiful view, w/possible hg training hill $24,500. (503) 9472261 or (503) 947-5089. RIGID WINGS

SUPER SPORT 143 - SO hours, excellent handling $2,100. (206) 537- 2908. SUPER SPORT 143 - Excellent condition, 30 hours, great colors $2,500. (406) 245-5563.

Mystic 177 VG...... . .. Exe. concl ........... $800 Vision MK IV 17. . . .(used) ................ $1,900 Vision MKIV 19 ...... '..(used) ................ $1,400 HP AT ........................... (uscd) ................ $2,500

FLEDGE III - Good condition, extra parts, must sell $900/BO. (510) 370-0929. ULTRALIGHTS

EMERGENCY PARACHUTES TRX - Two hours airtime. Eric Raymond harness, two parachutes, one BRS ballistic chute. Call for prices, John (708) 639-0647. VISION ECLIPSE 19 - Extremely clean. STORED PAST FIVE YEARS. Fared downtubes, speedbar $750. (602) 634-7411.

A BEST BUY! $).,. , 5 '·never deployed, new bridle, bag (PDA's $300). fy ected and repacked, all sizes. Fully Guaranteed! C , lo Hang Gliding (303) 278. 9566.

FLIGHT DESIGNS TRIKE - Demon Wing. Kawasaki 440, Hager reduction 3 blade ultra prop, slight damage $1,500 or best offer. H(415) 9484959, W(415) 858-6103. MINIMUM POWER SYSTEM fect $1,400. (602) 276-7776 Lew.

Low hours, per-

HANG GLIDING

Classifieds TRIKES TRIKES TRIKES - And accessories. $10.00 info' µack, Jefferson Aero Sports, 15 120 Skelton Rd, Jcflerson OR 97352, (503) 327-1730. ULTRALIGHT AVIATION - American and european trikes and wings. 1117 Cold Harbor Dr., N. Las Vegas NV 89030, (702) 399-4044.

CHANDELLE'S N tNCISCO, INC. Complete lung gli , paragliding sales, service and instruction sin ; 73. Northern California'.s mosr complete repair, ~ity. New and used equipment and demo's, le o ~ckages, clinics and tandem lessons. 6880 Sir ranc Drake, Forest Knolls CA 94933, (415) 488-4202.

WANTED

M[SS[ON SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special t en 12fi to take-off and landing skills. Custom super! e t lhing gliders. Comfortable e retail shop. Wills, PacAir, training harnesses! D UP, demos, new glid in stock! Besr trade-in prices. Try all the new ha r-,, cs in our simulator. Large selection of specializ cquiµrnenr, beginner to XC. I 111 G Wrigley Way, , lilpitas (near San Jose) CA 950.35. (408) 262-1055.

GLIDERS/HARNESSES/CHUTES WANTED In \"ery good condition, all types. (602) 897-7121. \'(IANTED -

Used

instruments, harncsse .

Francisco, 3620 Wa (415) SKY-1177.

gliding equipment. Gliders, d parachutes. Airtime of San ·a, San Francisco, CA 94116.

SCHOOLS & DEALERS

N9),GLIDING - USHGA cerci11g gliders & supplies. Servicing Stockton areas. (209) 874- 1795.

FLIGHT SYSTEMS - New location. Dealer for rhc BIG THREE, 1 LLS W G, PACIFIC AIR\'\IAVE and lv[OYES. All d accessories. I understand to get a sweet deal! I need "I'll eat a bug." DAN TEMS, 1915B E. Karella, ~v)639-7777.

ALABAMA HANG GLIDIPOR[UM - Best training hill rvice hang gliding/paragliding in the west! Fu shop, cstablishedJ:~74. PO Box 41339, Santa Barbara CA 93140-1331,/(),\ 5) 965-3733. ROCKET CITY AIRSPORTS -

lnstruccion, sales

& service at Keel Men., Gurley, AL. For information send SASE and $ l ro 106 Soutl1 Side Square,

Huntsville AL 35801 or call (205) 776-9995 or (205) 880- 8512. ARIZONA TS TOURS instruction uriliz

Certified

's largest since 1974. Fifteen ' Central to Sylrnar, Crestline, g sites. Vacation training, flying ackages including lodging and p pular gliders and equipment, new and used in · 'rade in your old equipment. 325 sunny day \\cl , ar. Corne fly with us! 16145 Victory lvd.,\'(a Nuys CA 91406. (818) 9880111, F.x (818) 988-1862. minutes fr~m Elsinore a trfl and glider s, e

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

e world's first man-made train-

ing l1ill plus oth . ires which all face every wind direction. Dcal1 · cific Airwave, Wills Wing, Ball and High Enclt7, I E. Bell De Mar Dr., Tempe, AZ 85285 (602) 897- 121.

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

DESERT HANG G~~)ij{S - USHGA Certified School. Supine spec~'.fsts. 4319 \YI. Larkspur, Glendale, AZ 85304. ( 938- 9550.

A G GLIDING/PARAGLIDING ears of lessons and sales. !st USH1 in the U.S.A. Region's largest and full time since 1972. (303) 278-

ARKANSAS SAIL \'\l!NGS H;~· -~ 'GLIDING/PARAGLIDING - Instruction, sa\ , service. Pacific Airwavc. P.O. Box 559.3, Little 1r1""\f1.R 72215. (501) 663-3166.

I'"-

CALIFORNIA ACTION SO~filj,G,,,CENTER - ln Lodi near Stockton. Perso\l ~ ~SHGA certified instruction, sales and servicep mphasis on sµecial skills, rcchni_ques, launchJJif', · ,l:i,nding. Demo's. Ask abom tow clrnrc. (209) 3'1:i<{_--966~. 0

AIRTIME~~-AN FRANCISCO - HANG GLIDI, G RAGLIDING. Complete, safe & fun, Uj G ertified training program. lv1ountain , md schools. ALL MAJOR BRANDS. clinics Quality ai .lme and sewing by factory trained repair rechnicia arachute services. Large selection of 2nd hand gea l & sell). Renrals available. Next ro Fort Funston. The only full service shop in San Francisco! 3620 \Y/awona, San Francisco CA 94116. (415) 7591177.

July 1993

HIGH ADVEN school. Equiprne

Hang gliding, paragliding

ales) service) rentals at Southern

California's n~i high site, Crestline. USHGA I nsrructor Ro By apµoinrrnent year round. (909) 8 -8

G - USHGA certified inscrucrvice. P.O. Box 25985, Colorado (719) 594-0498.

LAKE ELSINORE HANG GLIDING SCHOOL Wills Wing dealer, flyrec. (909) 245-SOAR. LAKE ELSI~~ WINDGYPSY - Airwave, Moyes, AS!. Ca_~or site information. (909) 6798994. ~

Our advertising has a

Sales, service. USHGA cercirs for Wills Wing, PacAir. I 103 olden, CO 80401. (303) 278-

·f

!SES - Sail and harness repair anufacturing - Towing supplies - 5000 ulder, CO 80301 (303) 440- 3579.

two-month lead time plan ahead. 61

E~ Classifieds TELLURIDE AIRSPORTS - Autumn and Spring comprehensive hang gliding camps, rnught by USHGA certified instructor. Flying since 1975. Moyes, Pacific Airwave & Wills Wing. Luigi Chiarani @Telluride Airsports, PO Box 2076, Telluride CO 81435. (303) 728-9525.

RAVEN SKY SPOW- - (414) 473-2003. Please see our ad under \X]~ONSIN.

CONNECTICUT

GREAT LAKES

MOUNTAIN WIN '

Look under New York.

KENTUCKIANA SOA

NG -

See ad under parts.

MICHIGAN

new & used equiP, (616) 465-5859.

·rs. Dealers for Moyes gliders, c. Located near \Xlarren dunes

FLORIDA LOOKOUT~

TAIN FLIGHT PARK to

?-~~ [MJQ@JINO [i{)@lliJ<.~ ®i!,O®OliJ,g WE CAN TEACH Y TER AND SAFER, MIAMI HANG GU advanced training pro known to hang gliding today. USHGA cerrifi s l specializing in personalized flight trainin ~Full . vice shop handling all makes and models of gliders. ·or more info call (305) 285-8978. GEORGIA

Y SOARING SUPPLY -

IDAHO TREASURE VfEY HANG GLIDING Airwave, Moyes, ~~ emo's, ratings, tours, service. (208) 376-7914. · J ILLINOIS RAVEN SKY SPOR"VJ: (312) 360-0700 or (708) 360-0700. Please see~ ad under \XIISCONSIN. INDIANA

JJ MITCHELL -

'I,-

W £M. UP, PacAir dealer. rnmond, IN 46324 (219) 6741 Columbia Ave., 845-2856. .

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - FULL-TIME shop. Certified instruction, foot launch and row. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City MI 49684. Call Bill at (616) 922-2844. MINNESOTA SPORT SOARING v ER/MINNEAPOLIS Instruction, equipment e'a!ers for Wills Wing, Pacific Airwavc & Edel. (61 -0044. M!SSOURI

LOOKOUT MOUNTAIN FLIGHT PARK America's #1 hang gliding center, flying sire. Find out why three rime as man_ l ilors earn their mounrain wings at Lookm I C rn c e certified rraining-"bunny hill" to mount ng. \Xie wrote USHGA's Official Flight Tr, 1 anual! Our specialties: footlaunch, tandem aerorowing instruction, first mountain flights mer service and satisfaction. Lesson packages, glider rentals. Largest inveners, equipment. Complete tory new/used sail/airframe rep, ping ($2/person), swimming pool. Send $2 for information packet. Route 2, Box 2 l 5-H, Rising Fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398- 3541. SEQUATCHIE V Sec our ad under Te

PRO HANG GLIDERS - USHGA instruction since 1978. Advanced Instructor, Examiner, Observer. Safety is #1. \Y/e've cen wing for a decade. Come on SE Jvlichigan, let ake up! \Y/e've got a soaring l at (313) 399-9433, ask for site now. Give me, Norm. 569 \YI Ann 1el Hazel Park MI 48030.

Sierra tours our specialADVENTURE SPO ty - USHGA certifie ol and ratings. Dealers for ing, UP, Enterprise Wings. Pacific Ainvave, Wills Fly the Sierras with a i ervice shop. 3650 Research \Y/ay, Carson City, N 89 06 (702) 883-7070. NEW JERSEY MOUNTAIN \Y/1'\

', -

Look under New York.

NEW MEXICO

1'L'

UP OVER NE\Y/ vice. Sandia Mou Pacific Airwave, D (505) 821-8544.

'CO -

lnsrrucrion, sales, ser-

·fi guides. Wills, Seedwings,

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville lvlm.). Area's EX LUSIVE Wills Wing dealer/specialist. Also all o er] jor brands, accessories. Certified schoolfijj t ion. Teaching since 1979. Area's most INEXP SIVE prices/repairs. Excellenc if you've finished a program and wish to con ·nue. y the mountain! ATOL towing! Tandem flights! Co' tact Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. GM! PARAGLIDING SCHOOL - In New York. Certified Instruction. Free color brochure. (516) 6767599. SUSQUEHANNA FLJGHT PARK Cooperstown, N'l. e~-1ed Instruction, Sales and Service for all majo rnfacrurers. 40 acre park, 5 training hills, jeep r s, bunk house, camping, hot showers, 600' NW tj e. \Xie have the best facilities in I N. New York staff' ·. ach you how to fly. RD 2, Box 348A, Cooperstown, NY 13,326, (315) 8666153. NORTH CAROLINA COROLLA FLJi' - America's most experienced tandem flight ins or, teaches utilizing ATOL and Double Vision. C or write for information Greg DeWolf, Corolla ht, PO Box 1021, Kitty Hawk NC 27949. (919) -6166 KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 2795 (919) 441-4124. Learn to hang glide on Jocke ?s dge, the largest sand dune on the east co' st, j st outh of where the \Xlrighr Brothers' fi i 1t rook place. Beginner and advanced l packages and camps offered. tow instruction, 1500 ft. plus up. Dealer for al 1a . brand gliders, complete inventory of new and used gliclers, accessories and parts. SAURATOWN MOUNTAIN - Paragliding resident pilot site guide. Tommy Thompson (919) 9839064. OHIO SKY\XIARD ENTE~ISES - MARIO MANZOBasic instructor. Fran & sail repair. Seedwings, CG1000. Dayton/Chi! · the. (513) 256-3888 weekday evenings.

a, Moyes. Albuquerque, NM

NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT P1\RK Now offering PARAGLIDING insJ;j'uct/on and sales. Base of ELLENVILLli; MT!',J(1Fo 6· exclusive training hills. Area's only deal : /,'?; ,fie Airwave, UP, Seedwings and Delta \Xling ' nos in stock. We are the largest, most complete ,iccessory and repair shop of its fany new and used gliders in srock. kind in the count RIC supplies an Ultra Pod camera systems. VISA accepted. Stop in and get your and MASTER flight pass and are combo. 150 Canal St., Ellenville, NY 12428 (914) 7-3377. In N.E. 1-800-525- 7850.

NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631 1 1 4 , OREGON AIRTIME OREGON - USHGA certified instructor. Emphasizing safety=progress. Dealer for AS!, Moyes, PacAir, UP, Wills Wing and most of the harness manufacturers. (503) 998-1220.

HANG GLIDING

Classifieds lvIOUNTAIN SPORTS & HOBBY - Lakeview, Oregon. Pacific Airwave dealer, Giant bicycle dealer, bicycle rentals, full line sporting goods store. Excellent mounrain bike rrails, excellent fishing. \Y/e arc hang glider pilors and USHGA members. (503) 947-2261, (503) 947- 5089. Mountain Sporrs & Hobb)·, Lakeview Oregon.

UTAH WASATCH WINGS - USHGA certified hang gliding school, dealers fr; X'ills \11 ing, J\•loyes and Pacific Airwave. Flight op 'Ations at Poinr of the Mountain. 7-1042. Call Gordon (801) VIRGINIA

SOUTHERN ORE1<S,)fYHANG GLIDING Certified instruction, retrieval. Pacific Airwave, \'/ills \'\ling, UP. (503/1 -5823.

~JW

PENNSYLVANIA J'vfOUNTAIN~IJ:.~ RECREATION - Certified instruction, Pitt\ }rgh. (412) 697-4477. C'MON OUT AND P

'/'

/vlOUNTAIN WI . ,S ~.

Look under New York.

WIND\X'ALKER HANG GLIDING - Certified instruction. Pacific Airwave Dealer/Glider Accessories. VISC//v!C accepted. RR #2 Box 2223, Schickshinnv PA 18655. (717) 864-3448. TENNESSEE

-\tt

ALPINE LODGE ,!),accoon 1\•loumain, formerIv Crystal Air Sport MJt~f,f Private rooms, bunkhouse, jacuzzi, pool. \Vorl;,/ ·ogram. (615) 821-2546 Chattanooga, Chuck 6)s ui. HAWK AIRSPo~·;·t1NC - P.O. Box 9056, Knoxville, TN 379) /S:056, (GI 5) 933-9296. Hang Gliding and Windso ~LOOKOUT M ad under Georgi,

AIN FLIGHT PARK -

BLUE SKY - Lessons-sales-service. Towing, tandems, custom sewing, repair, car racks. Dealer for PacAir, Wills Wing, High Energy Sports. In Virginia call (703) 432-6557. In Washingron DC call (703) 494-5323. KITTY HAWK

Kiifs - Sec North Carolina.

SIL.VER WINGS, INC. - Ccrrified instruction and equipment sales. Proudly representing Pacific Airwave, \\(/ills Wing, Seedwings & UP. (703) 5331965 Arlingron VA. WISCONSIN G GLIDING AND PARAGLIDING arges and mosr popular in the Midwest. Tradition rriculum, ridge soaring, n1ownain clinics) Ora fly aerotowing & tandems by Brad Kushner. ~le ervice/accessories for all major brands. PO Box 1 ij, \Xihitcwarer \'(/J 53190 (414) 473-2003.

ALTIMETER/VARIOMETER ghlSOOO - Ultraquick response rate, accurate, small and lightweight, 1OD-hour battery life, 2-year warrant)' 5349. Cloudbase Instruments, 2464 El Camino Real, Suite 220, Santa Clara CA 95051. (408) 243-6021. BALL 652 - All options, flex tubes, dual gain. Must sell, make offer (706) 398-0799. BALL M50 - Brand new, does everyrhing, 2 clamps and brackets $600 or best offer. I-1(415) 948-4959, W(415) 858-6103. BIG WHEELS - 'tur v, tough, lightweight, excellent for training, so I fndem flying, any basernbe. $42.95/set, quantity, . ~counts. Immediate delivery. Lookout Mountain · ht Park, (800) 688-LMFP, (706) 398- 3541.

PARTS & ACCESSORIES TS - Full face, purple or gray $325. Raven Sk '?.ports (414) 473-2003.

See

igl instruction and first moun~· ties. Rentals, storage and ratings available. Dealer · r all major brands. Located in the ·'Hang Gliding ,, ral of the East". For personal, call SVS, RT 2 Box professional servi~~.'Ol ~ ·,111 80, Dunlap, TN ?;(732 : t6b) 9'19-2301.

~rus;

BLACKHAWK EZ - Custom made, $519 includes shipping. Silver Wings (703) 533-1965

TEXAS A.A.S. AUSTIN AIR SPORTS - Certified instruction, sales and seii;iceJOr n1osr rnajor 1nanufaccurers. Tandem instructid , lailable. Tow- launched training ang IV pilots. lvlountain flying programs for Hang in Mexico year re), . \Vrite to Steve Burns ar 1712 Waterson, Austi1f -,~8703 or call Austin (512) 4741669, Housron (713) 471- 1488, or San Anronio (21 OJ 824-1803. KITE ENTERP,1,SJS - Instruction, sales, repairs, cowing and foot · Dallas_& North Texas area. 211 Ellis, A.lien f5002. (214) 390-9090 anvrime. Dealer, Pacific Ai~ ·\· \Vills \1/ing. ·

~{i?li.

FT - Hang gliding specialles, service. Towing supplies. -481 l Red River, Austin TX 78751. (512) 4 - §29, fax (512) 467-8260. FT. WORTH (817 9' f6957.

July 1993

ALL NEW ULTRA-LIGHT LAMBIE LID - The lightest, mosr comfortable hang glider helmet. Aerod1•namic, low turbulence, low drag shape. Highrech look. Finish is clear resin over the gold/black weave of the super-strong carbon/kevlar omer shell. Extra thick, safe, polystyrene shock liner. Conform foam and cushion cloth inner liner. Open face, only 12 oz., price $175. lntroductorr new product encouragement price only $160. Integral full face version, only 17 oz. S199.95 lntroducrory price only $185. 1-'rom the designer, Jack Lambie, 8160 \Xioodsboro, Anaheim CA 92807. Phone and fax (714) 779- 1877.

FAX your classified ad, membership renewal or merchandise order:

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

E~ Classifieds

ate/advanced wheel Won't pop off basetu has hole for VG strin tube. Removable w delivery. Lookout LMFP, (706) 398- 541.

movable intcrmeditough, 6" diameter. snap-on' s. Separate hub ugh it, remains on base•es screw together using ty discounts. Immediate 'light Park, (800) 688-

HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS! - 12", light, tough. fits all gliders. Send $37 + $3.95 shipping per pair to Sport Aviation, PO Box IOI, Mingoville PA 16856. Ask about our dealer prices.

"OL' EAGLE EYES" FLIGHT GLASSES - UV and blue blackout with wrap- around frames. Plain AU$105., your prescription single-vision AU$145., bi-focal AU$165. Lenses only also available. ELECTRONIC TOW TENSION METERS - For fixed length line towing, AU$185. Info sheets and dealers welcome. Denis Cummings, PO Box 741, Bryon Bay 2481, Australia. Fax/phone 6166856 287.

CLOUDBASE SPAGHETJ'I HARNESS - for tall pilot, good condition $125. (616) 469-4332.

Proven Pilots Say That ... "... WlND ADVISORY

Silva Compass with basembe mount ............... $119 Maxon 5 W, 3 USHGA channel-hi/lo ............ $359 Alinco DJ !SOT Transceiver ............................ $300 Compatible VOX/P T- DST, all models ..... $80 2nd Chanez Cool Tl Aramid full-Face

(With Poplin Storage Bag) ~_;.-rl.:,,,.,_·•1•',-'•

E~=-"-

MINI VARIO - \Xlorld's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, O-l 8,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Sama Ana CA, 92705. (714) 541-2625.

E . ET - At an affordable •Ion liner with high strength NLY $55.00 + $4.00 S/H.

719-539-3900 Pendulum Sports Inc., 13154 County Rd 140, Salida co 81201

(Box With Speed Conversion Chart)

DEPENDABLEixr· dtunnel tested & calibrated. BUILT TO LA , · 1pact & corrosion resistant. Easy to read. Saris ' on Guaranteed. Send check or M/0 for $15 (+$ , foreign orders add $2. To Pacific Resources .. ~PO Box 9064, San Diego CA 92169. · .

mcJXOn• SP-200'.l Series

QUICK RELEAilAB!NER - $49.95. Extra ball lock pin, $2 . I 0,000 lbs., dealers welcome, patent pending. T ·ma! 19431-41 Business Center Drive, Norchriclge,~ \ 91324. (818) 701-7983.

10-CHANN

GRADE A SHEEPSKIN -

hand fairings.

REDESIGNED F~l1J:JPERIOR COMFORT, with NEW MAP P KETS standard. \Vannest hand fairings in th .vorld. Send $47 to Wyo. Aerolites, PO Box ~ ' Casper WY 82602. (307) 235- 3367, add $15 f X-large. Custom orders accepted.

· AMMABLE tv!AXON SP ay radio with charger. Three ·er, four programmable frequencies. Durable, n cl, eaS)' to use. Nicad battet)' (typits #I choice! Special $349. cal 10 hour). Additional 01 ci ~vailable. Lookout Mountain Flight Park, (800, 68 -Uv!FP, (706) 398-3541.

HANG GLIDING

Classifieds

WINDTALKER Ill *

TEK 6" WHEELS - $25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 379-1668. SPECIALIZING IN COMMUNICATION AND NAVIGATION - Allow a fell'"'' pilot and licensed ham help yon decid9 n a sys m chat fies your needs. - 54.95, Alinco mo~-Yaesu fT41 l~ $299\ c ~1 els DJ I- l T S285., / $312.95,0]180[ / $344.95. Mobiles 45w 1ilable. MARS/CAP MODS iuact. Icom aircraft radio's I from S429. Anr as: 5 ~magmt $37.85, HT 1/4 gain S14.95, · 5/8 " scopic S20.95. Special mounts availal,J c for all a cations. Tow rope 1/4" poly $35/1000', 3/16" pol, 30/1000'. Hook knives Sl4.95, V-ivlitts $32. TRI BLE FLIGHTMATE GPS, re,·icwed in 3/93 HG, special price $790., includes accessory package. Vario's from llall, Aircocec, $call. Dealer for all major brands. \Xle've either got the BEST PRICES or we'll match chem!" Kentuckiana Soaring, 425 Taggarr Ave., Clarksville IN 47129. Phone/fax (812) 288-7111 evenings and weekends, send SASE for sale flyer.

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

Sell your unused equipment here.

July 1993

THE WJNDTALKER - is remote controlled br telephone, and G) keep 200 access codes, with preset numbers of, ·al(/ hat can auto decrement. Also will call you if c · d" tions exceed threshold. Price is only $895 comp! Free information. Litek (503) 4796633. BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND

!ME -

USHGA certified

instructors. Innov ~ e equipment, the larcsr training

methods. Soaii! Safaris. Send resume 1v1ission Soaring Centi{/ 1 >16 Wrigley Way, Milpitas CA 95035. (408) 2 2-10)5. USHGA Pf\~GLIDER INSTRUCTORS $85+/day witH. rofit sharing. Tele: (303) 278-9566 or fax resumeko 303) 750-3266. PUBLICATIONS & ORGANIZATIONS

DON'T GET CAUGHT LANDING DOWN\'(i[ND! - LS oz. ripstop nylon, UV treated, 5'4" long w/ 11" throat. Available colors: fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.00 5/H). Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (7 l 9) 632-8300, FAX (719) 632-6417. VISA/lv!C accepted.

Your ad is read by more than 10,000 hang gliding enthusiasts.

HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney. The Official USHGA Training i'vfanual, NOW IN ITS SECOND EDITION . Over 260 pages, with more than 1GO easy-ro-understand illustrations and photos. Your library scans with chis book! $29.95 (plus $4.00 s/h) Colorado residents add 3% tax. SEND/FAX/PHONE TO: USHGA BOOKS, P.O. Box 8300, Colorado Springs, CO 80933-8300, fAX (719) 632-6417, PHONE (719) 632-8.300. VISA//v!C accepted.

USHGA Fax Line: (719) 632-6417

E~ Classifieds AD DEADLINES All ad copy, instructions, ch,mgcs, additions and cancellations must be received in writing 1 l 12 rnomhs preceding the cover dace, i.e. October 20 for the December issue. Please make checks payable ro USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or l'A)C (719) 632-6417.

VIDEOS & FILMS

EAST COAST VIDEOS Presents NE\'\! YORK FINGER LAKES REGION - Hang gliding and paragliding. Hammondsport, Dansville, Italy Valley, Indian Cliffs, Mossy Banks. Guide to sites, air shors up to 6500', XC, towing. $29 + $3 S/H (54 minutes). \Xlayne Bergman, 80 E. Lincoln, Muskegon MI 49444.

HIGHER THAN EAGLES - by Maralys & Chris Wills. The life & times of BOBBY \'<!ILLS, hang gliding legend. Experience the niumphs and rragedics of rhe Wills fonily and the evolution of Wills Wing. $19.95 hardcover (+$4.00 S/H), see preceding classi'. fied for USHGA BOOKS ordering info. PARAGLIDE USA - Subscribe to North America's mosr widely read paragliding magazine. 12 issues just $25. Send check or money order to 1520 Main St., Ramona CA 92065 or call (619) 789-9492 or FAX (619) 789-8563 with your credit card information. SOARING - Monthly m,1gazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. hill membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177. TOWING ATOL TANDEM UNIT- Like new $3,500. (616) 882-7168 ask for Bill.

This is the one I I

U~lll¥U

SENSOR B VG - From WEST LOS ANGELES night between 5/18/93-5/19/93. Full race, all white w/Sport Keller all blue cocoon harness. EDEL APOLLO 27, grey top, promotion bottom w/blue harness. Black Aerodyne helmet, Performance VZ vario/alti., orange 1974 V\V Westfalia Camper. Reward! Contact High Adventnre (909) 883-8488.

ULTRALIGHT FLYING VIDEO - By United States Ultralight Association, hosted by industt')' expert John Ballantyne. Flying scenes, interviews with pilots, FAA, manufacturers. Satisfaction guaranteed. Visa, MasterCard, check. $19.95 plus $3 shipping. 1800-598-8344.

STOLEN WINGS arc listed as a service to USHGA members. Newest entries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

MISCELLANEOUS ASSET PROTECTION - With a NE\V USHGA Stadium Cushion, $5.99 +$3 s/h. A great gift for your driver! Available from USHGA, PO Box 8300, Colorado Springs CO 80933. ' GLIDER MARKING INTERNATIONAL CORP. - For any artwork on your hang glider. Free color brochures. Phone (516) 676-7599, fax (516) 6760106.

INDEX TO ADVERTISERS Adventure Video ............................ ,dr, ' Aircorec ............................................ .@;) Air Sports International .................... @ ~r Tech ............................................. 27 "Airtek Paragliding .............................~ • Brauniger ......................................... @ , BRS ............................................... ~~ •Enterprise Wings .................... -;:_,;~ 'Flytec ................................... R;ac ov ·. 8 0

:~:~g Qfdi~i·c~~~~;.-~r s~~·6;~i~·::~

JEWELRY - Available in I 4Kt. gold. Pendants, earrings, ro Jewelers, 130 F Street, Salida CO 7-7627. Visa/MC/Discover.

By Golden Wings erchandisc order form (719) 632-

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. MINIMUM AD CHARGE, $5.00. A foe of $15.00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch.

COlvfBAT 152 & DREAM 220 - From garage in LOS ANGELES AREA late May 1993. Combat has white top, fuchsia dark blue bottom. Dream 220 has a green & white LE, sail has multicolor wave pattern. (510) 524- 1820 Bodhi.

FLAMENCO DUNE - Awesome paragliding & radical dune soaring in Nalllibia. Original, unique soundtrack. Weird yes-but you'll enjoy it. 20 min. $19.95 +$3 S/1-l. USHGA, PO Box 8300, Colora~\o Springs CO 80933.

LINE CHUTES SAVE MONEY - Patterns, material or complete. Two sizes, low as $29.95. Call evenings (303) 371-8873. ULTRALINE IN STOCK - 3000' and 4000' continuous lengths. Volume discounrs. The original Ultraline Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508, (318) 981-8.372.

STOLEN WINGS

• High Energy Sports ...........................© Jusc Fly ............................................ , ~ ~ La Mouerte ..................................... =k= • Lookout Mt. Flight Park ................... @ ~ Mountain Condo .............................-;:z:J= 'Mountain High .................................. 37

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• avquest ......................................... ~ ; Pacific Ai1wave .................................. ~ 'Paragliding The Maga2ine ............... ,~9~ • araglider Pipeline ............................(.W ' RCI .................................................. .(3D •Second Chantz .................................. ~ , Sky Angel .......................................... G r Sport Aviation Publications ............. ;"'1-2" ~ Telluride Airmen's Rendezvous ....... ~5= 'Trekking USA ................................... QLl " UP International ............................... USHGA ..........................c:--·4',3~7Y±~~~ 'Wills Wing ......................... @Q'1(8lf7J ~world Teams .................................... ~

HANG GLIDING

ST. PAUL -- The ole "PL" news basket is overflowing again, so let's get right into the fun stuff... Some accessory items were left over from last month. More will appear next month. • • • Chris Smith's Cloudbase company has a new harness. A modern design called the Flex, it differentiates itself with a multiple-part rigid support system. Instead of the usual pair of tubes that run front to rear, Smith has engineered a three-piece system. The forward two supports are welded chrome moly steel... small, light, strong. The leg frame is more conventional aluminum. These parts permit the pilot to "bunch up" ( for high speed flying) . It also means the Flex will fold more neatly into your carrybag. Another variation from competing brands is that CG is adjusted at the middle-back support location. Most contemporary bag harnesses "adjust their CG at the shoulder lines," which, according to Chris, "can be quite uncomfortable." Yet another distinguishing feature is the "use of continuous webbing construction, rather than depending on the strength of ballistic cloth, " explains Smith. The webbing approach allows Cloudbase to sew the Flex by placing the leg straps in line with the main suspension. Chris feels this is stronger in the event of a 'chute deployment. Another unique feature is the more easily-replaced main suspension webbing. "The main interfaces directly with the steel supports, which doesn't happen with standard construction," detailed Smith. This can help "size" the Flex to your glider plus offers far easier maintenance when the time comes to replace exposed main support webbing. The Flex is priced near the Z3. FMI: 706/398-3964. • • • Mr. Prolific, Dennis Fagen, has just released his most ambitious book production to date. "Performance Flying" is a large (8.5 x 11) volume with 350 pages, 70 photos, and 334 illustrations by Fagen. Color cover photography was supplied by John Heiney, Nelson Howe, and Wills Wing. Thirteen chapters cover all the topics you'd expect but the graphic and organizational style is Fagen' s slickest effort to date. Further setting it apart -- besides the Big Book format -- are tips from experts. These tidbits of "margin wisdom" include quotes and anecdotes from competition masters. Says the author, "It's as big as a Kalamazoo phone book and a lot more fun to read." This information has been announced to shops, so you should begin to see "PF" near your flying site. Mark Bennett is credited as "editor." It sells for $29.95 plus $2.50 S&H. FMI: Box 101, Mingoville PA 16856. • • • Switch-the-Chuck's-Dept: The ne"'

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JULY 1993

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Rigid Wing Reader is out, now produced by Chuck McGill, taking over from innovator Chuck Rhodes. The publishing effort is timely, with renewed activity in rigid wing hang gliders being propelled by the Swift (see below). In issue #1, McGill jam packed eight legal-sized sheets with an eclectic combination of announcements, editorials, news, and history. The contents include an potent argument for rigid wing certification, a futuristic scenario where only by homebuilding will hang gliding continue, and updates on various rigid wing projects. I found it interesting and well written. McGill will send you a copy or two for free, then asking a subscription. Unless you' re confined to "mainstream hang gliding" you ought to read RWR. Drop McGill a line at P.O. Box 3 04, Mercer Island WA 98040. • • • Swift builders are trying to go more swiftly as orders pile up. Brightstar's Brian Robbins confirmed 34 USA orders plus another 29 already arrived at their recently-licensed European builder. At nearly $10 Grand a pop, this represents one of the most successful surges for any rigid wing production that I can recall. Workers at Brightstar are more concerned about getting production geared up than soliciting new orders. It's an exciting start and I congratulate them. Late-breaking news compliments of USHGA' s Jerry Bruning ... The Sandia Classic ended a contest with seven of eight days flyable. From a field of 45-50 pilots, the high-points meet was won by highflying Kari Castle. She was trailed by Nelson Howe, Larry Tudor, Mark Bennett, and Pete Lehmann. Though Kari's abilities are unquestionably strong, it's interesting to see her beat the big boys. This should accelerate her rise to prominence. Castle was recently featured in a large editorial by Europe's Drachenflieger magazine. The German publication looked at the person as well as her ability in a complimentary story. Congrats, Kari! Keep on climbin' ! In closing, I'd like to invite you to pick up a copy of the August '93 Kitplanes. The issue contains a story on Wills Wing written by yours truly ( he writes, somewhat immodestly) . 'Course you sky gods will know it all. Merely my attempt to pass the good word about how neat hang gliding is. The magazine is seen by 150,000 readers who are interested in "alternative aviation." You' 11 find this Ki tplanes issue on most newsstands right now. Watch for other hang gliding stories in this publication in successive months. • • • Got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Fax/msg: 612/450-0930. THANKS!

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DATE

MAX Nr. dd mm 'IY Allll 4 15.01.92 4894 PILOT DEVICE-NUMBER BARO STARTTIMF TIMEATPRINTOUT

MAX Al112 3693

MAX REC VARIO Tl/,\[ BARO 7.7 5:31:11 ·

WORLD RECORD 230km

5CJO 40)0

Haari Urs

inoc

584 12:30 1601.92

SW-VER 29 I4I

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