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

K4- the difference is AIRWAVE

__ £

Airwave K Series K4 - the AiJ'"\Nave 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.

News Flash from the Great Race!

It means light precise handling combined with co-ordination so good that thermalling becomes a pure delight. It means having an efficient trimmer system which transforms the glider from being docile and easy handling into an out and out racer which will convert that precious altitude into cross country distance fast and efficiently. It means a glider that is light weight for general easy use and for easy transportation .

K4 155 -1st K5 148 - 3rd Four out of the top six places!

The K4 is a state of the art hang glider which today means not only a high top speed but also an amazingly low stall speed.

It means 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. ltmeansK4.

K4 - the essential wing. ~

Pacific Airvvave, 1083 Madison Lane , Salinas , California 93907. Phone (408) 422-2299 Fax (408) 758 3270

~------------------------------~-----------~------

(USPS O17 -970-20 -

ISSN 0895-4.BX)

19 1993 Sandia Classic by Mark Mocho Kari Castle makes hang gliding history by winning this prestigious meet.

27 Home Alone (Pine) by Woody Woodruff A new LZ at the world's most famous X-C site.

Parachute Quiz by Betty Pfeiffer A follow-up to last month's article. How much do you know about your reserve?

36 The 1993 Women's World Meet by Kari Cristie, with Tom Tuttle and Judy Reilly The Japanese spent $5,000,000 putting on this world-class event.

A visit ro Larry Tudor's LZ for his 303-mile flight. Flatland flying at its best.

44 Flying Cross Country In Waves by Nelson /,ewis and Dennis Pagen X-C in the third kind oflifr.

Colum s

Departments

Safety Forum ............................................ 14

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

Accident Reports .................................... 16

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

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

Calendar of Events ................................... 10

Competition Corner ................................ 47

Ratings ..................................................... 53

by Dan Johnson ......... 67

Classified Advertising .............................. 58

Product lines -

Index to Advertisers ................................. 66

Auc;LJST 1993

1994 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its 18th annual call for nominations to the national Board of Directors. Eleven positions are open for election in October, 1993 for a two-year term beginning 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

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, Pennsylvania, Virginia, W. Virginia Alabama, Florida, Georgia, Mississippt N. & S. Carolina, Tennessee, Virgin Islands Texas, Louisiana New Jersey, New York 1

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, Editor/Ari Director John Heiney, Leroy Grannis Photographers Harry Martin, Illustrator Dennis Pagen, G.W. Meadows, Rob Richarson Stati Writers Tim Rinker, Design Consultant

Oifice Sta ti Jerry Bruning, Executive Director Greg Huller, Ratings & ICP's Cindy Evans, Insurance & Member Services PJ More, Special Projects & Competitions Jeff Elgart, Advertising D. Dean leyerle, Merchandise Services USHGA Officers and Executive Committee: Gregg lawless, President Paul Voight, Vice President Russ Locke, Secretary

Dan Johnson, Treasurer REGION 1: Gene Matthews. REGION 2: Lynda Nelson, Russ Locke, Ray Leonard. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: 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: Mall Taber, Rick Jacob. REGION 11: Jeff Hunt. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Jerry forburger, Jan Johnson, Dennis Pagen. HONORARY DIRECTORS: Ken Brown, Jim Zeiset, Doug Hildreth, G.W. Meadows, Tom Kreyche, Mike Meier, Rob Kells, Freel Stockwell, Gregg McNamee, Michael Robertson, D,ive Broyles. EX-OFFICIO DIRECTORS: Art Greeniield (NA1\), 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 reprcsc ntati ve of the Federation Acronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport 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 rnust be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, Cl\ 90620 (714) 994-3050. 1

HANG GLIDING (ISSN 0895-433x) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 1)19) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled sport and educational organization dedicated to exploring all facets of unpowered ultralight flight. Membership is open to anyone interested in this realm of flight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreigni; 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.

AUGUST 1993

VOLUME 23, ISSUE No. 8

Air Mail~ KUDOS TO KARI

WATER LANDINGS

Dear Editor, The recent Sandia Classic meet featured some great flying and a challenging field of competitors. In fact, all the top-rated pilots except Tony Barton and Mark Gibson were in the flying fray. The meet was won handily by Kari Castle, leaving the rest of us with serious Venus envy. Kari's performance should be an inspiration to all women in the sport, and should help dispel the stupid notion char women pilots can't be as good as men, and the even more stupid idea that women don't belong in hang gliding. To Kari we offer our congratulations and a thank you for the perspective you have brought to the fore.

Dear Editor, Your cautionary article on the dangers of a water landing urged me to add to it, as I am one ·of the people who emerged from the water looking like a drowned rat though sheepishly grinning from ear to ear - while I would have preferred the calm, self-assured look of Aphrodite, the one born of the sea. No, I am neither joking nor bragging, but with this experience and as your most mature (in years!) female pilot, my tale could add to our learning experience. I have flown often over our ocean in Santa Barbara and landed safely on the beach. Only once, in order to miss people, did I go a bit too close to the water. I was not fast enough when a playful wave rushed to nibble my left wing tip. The tiny effort required by a wave to drag my glider into its watery domain was quite an eyeopener. Thank goodness, I was still in very shallow surf when a friendly, helpful girl came to my aid! That incident taught me to have tremendous respect for the force that even the most timid wave can exert on our gliders. \Xlhen I looked at the pathetically small strip of landing area at the shore of Lake Atitlan in Guatemala - narrow and sloping down at three of its borders - I investigated alternatives and opted on my first flight to land on the local football field. I had to wait for my driver, and some children excitedly ogled and assisted the strange pilot who could have been their granny. Later, watching my buddies do some good as well as hairy landings at the lake, I figured I could do a good job, if I avoided water, seawall and anchored boats. Ivly next landing was, indeed, a perfect one, and earned me the admiration of a tourist crowd from Austria. Oli, the consciencioLLS organizer of this trip, must have had such confidence in my performance that he did not give me an inner tube which we had to carry in our sails to prevent us from sinking too fast in case of a water landing. (Actually, we were short one.) After a 1nost beautiful flight, I flew over the town tovvard the lake and LZ. Ir looked even smaller from that height . I figure-eighted myself closer to it. There was no ,vindsock! It had been stolen the

Dennis and Claire Pagen Bellefonte, PA

KUDOS TO DAVIS STRAUB Dear Editor, Davis Straub has turned into one of the better contributors to Hang Gliding. His articles on Speed to Fly were, for me at least, some of the most interesting I've read in a long time. He really brought home the fact that precise speed control is so crucial to high-performance gliding. I've been working on speed control and drag reducrion, and have really been happy with the performance gains I've achieved at no cost! This is great because you can improve so much with the equipment you already have. Davis' articles on the Sky Gods have also been most excellent. I've read them all many times over, and the information contained in them is invaluable for the pilot who wishes to improve his flying performance. I realize chat there are a few toasters out there who just want to drone around the local site and try to live through it, but for those who are always trying to improve their performance through increased knowledge and refined personal skills, Davis' articles are right on the money. Stuff like this rakes a lot of time to produce and I'd like to publicly say: Thanks Davis! Nick Kennedy Telluride, CO

~ Air Mail night before, but Oli stood there waving. Two gliders were sitting on the very low and nearest lip of the LZ, which made me think that they had landed short because of a strong headwind. To make a long sto1y short, I encountered no headwind at all, and just kept on floating, approaching the downslope area and the flotilla of anchored boats. Landing on them would have been a disaster, so I turned away and ended up in the water. What then? I suddenly found myself sitting on top of my glider, actually quite calmly, while Oli screamed to his pal Ken: "Oh my gosh, she has no inner tube, swim out fast!" What had happened? Why was I sitting so snugly on top of my glider instead of struggling to survive, black in the face, underneath it? Did the wind pick up so much at the moment I decided to turn to avoid the boats that it flipped the glider over? Or was it just the tremendous alertness and resourcefulness of my guardian angel? Who has the answer? Could we learn from this and make it a rule, if there is enough time, to decide on a downwind landing if we can't avoid landing on the water? Ines Roberts Santa Barbara, CA

Anotherpilot wrote in to suggest that in the event ofa farced water landing, to intentionally flare in a tum close to the wate1; so that a wing tip catches the water causing the glider to flip over with the pilot ending up on top ofthe inverted glider. He claimed to have successfit!6, used this maneuver in an emergency. - Ed.

Thanks to everyone who helped, and to the organizers for putting on a fantastic meet! Kevin Lande! San Diego, CA

See the article on the Sandia Classic in this issue. -Ed.

JAPANESE HANG GLIDING RECOMMEND Dear Editor, Recently, on a business trip to Japan, I looked out the window of the bullet train and saw hang gliders flying in the mountains to the west. I am a pilot who hasn't flown in about a year because of my relocation to the "Low Country" of South Carolina, and was excited by the chance to fly in the counny where I first became interested in our sport. I was referred to a hang gliding shop in Tokyo called Wind Sports. There I met Masumi Goda and her husband who own the business, and they were extremely helpful. She told me they could arrange a hang gliding outing if given enough time. Masumi is ve1y knowledgeable about sites in Japan, and they are big supporters of the sport. If you would like to contact them their address is: Wind Sports Co. Ltd., 3-9-16001, Yoga, Setagaya-ku, Tokyo 158, JAPAN, phone: Oll-81-3-3709-0890, fax:

Ol l-81-3-3709-0419. Scott Conway Myrtle Beach, SC

MANY THANKS NEW AMERICAN AIRLINES HG POLICY Dear Editor, On the last practice day before the beginning of the Sandia Classic I blew my launch and crash landed in some trees on the back side of the mountain. Within minutes I was surrounded by the medical crew and the concerned faces of fellow pilots and friends. Very fortunately, I sustained no injuries. The next day and during the rest of the meet, the support I received was extraordinary. I was lent gliders to fly and encouraged at evety step.

Dear Editor, Very soon after reading about Mr. Tony Barton's unfortunate experience with American Airlines, I got involved to cry to "make it right." I am happy to inform you and the entire membership that as of June 30, 1993 American Airlines has an OFFICIAL POLICY of accepting hang gliders on aircraft with cargo compartments that will accommodate a maximum length I width of 120" x 24". That means almost

any narrow body aircraft currently in our fleet (with the exception of the Fokker 100 and American Eagle aircraft) and all wide body aircraft. There are certain limitations that must be placed upon acceptance. 1) An oversized article handling fee of $75 will have to be collected. 2) You must volunteer to allow American to ship your hang glider on a different flight than the one on which you are traveling. This is known as "volunra1y separation." The reason is simple. Imagine 40 pilots all traveling on the same flight to the same destination. There wouldn't be enough room on a 747 to accommodate all the gliders. You may laugh, but just that scenario has occurred several times with wind surfers traveling to large competitions. So there may be a rare instance in which your equipment would follow you on a later flight. That's it. You and your hang glider are very welcome aboard American Airlines. In fact, we want you to fly with us and experience what we all work VERY HARD to provide: on-time departures and arrivals, excellent service, clean and well-maintained aircraft, and careful handling of your belongings with a smile. Jerry "Sky :!vlan" Sorenson Dallas, TX

HELMET ADVICE Dear Editor, Our company is the distributor for the Bell Soaring, Trekking Panoramic and Maxon Shortie helmets. Combined, these represent the most popular helmets in the hang gliding and paragliding industry. I have recently been concerned and have read about helmet manufacturers and distributors using a marketing approach that goes something like this: "designed to meet" such and such a standard, or "manufactured" to such and such specifications. Please make your readership aware that these statements mean absolutely nothing unless the product has been approved by the organization or agency that issues the ratings. If a product meets DOT standards it should be DOT approved and carry a DOT sticker on the back of the helmet. The Ansi and Shnell ratings have the same requirement.

HANG GLIDING

Air Mail~ In addition, I am proposing that USHGA recommend a suggested minimum DOT rating (or some other internationally recognized standard) for helmets used in the sports of hang gliding and paragliding. This will enable helmet manufacturers to fall back on that standard for liability purposes. Once liability concerns have been reduced, I know more major manufacturers, including ourselves, will be willing to develop new products that better fit the needs of our customers. We listen to customer concerns and suggestions, however, to some degree our hands are tied unless we as a community of pilots take action to upgrade products, marketing policies and attitudes to a level we all deserve. George A. Greer NAS Distributing, Inc. Golden, CO

SEVIERVILLE DREAM Dear Editor, In May 1992, hang gliding lessons ceased along Hwy. 66 in Sevierville, TN. For those unaware, Hwy. 66 leading into Sevierville is the main entrance to the Great Smokey Mountains National Park. This park is the most visited of any in the United States. Visitation averages eight to 11 million per year. In late 1987 construction began on a 360° training hill in Sevierville. The hill was completed and our business endured about five years. The company had previously been in business for nearly 10 years in Knoxville, and one goal in 15 years we did manage to achieve, and in no small way. Even without conventional help, we grew, but the fuel for this growth came from one source - time. Well, obviously there was not enough time, because the dream in Sevierville is gone. The reason for this note is to express my thanks. There are thousands of people who visited us and who will never know how much they were appreciated. Thanks to those we owe money for being patient. Thanks to Roy and Susie Ferguson - two of the kindest people I have ever met - for steering me in the beginning at Sevierville. And thanks to Pacific Airwave. If other manufacturers had pllt one tenth the time, faith and effort into Sevierville as Ken Brown did we might have been successful. AUGUST 1993

Thank you Jeff Laughrey and USHGA for all your help. Bruce Hawk Hawk Airsports

FINGER LAKES SITE CONTACTS Dear Editor, After seeing Wayne Bergman's hang gliding video New York - Finger Lakes Region, advertised in the May issue of our magazine, it was ordered for viewing at our monthly club meeting. It was found to be most enjoyable as it covered many of our local sites and a lot of work was obviously put into producing it. An additional half hour of work, however, would have been appreciated with the inclusion oflocal club contact for permission to fly these sites. Like all sites, ours are very sensitive and each have their own protocol for their preservation. Pilots wishing to fly sites described in this video should contact the local pilots listed below: Hammondsport, Dansville, Italy Valley, Mossy Banks Finger Lakes Association of Pilots Paul Shulk (716) 266-5475 Brooks Lyon (716) 396-9257 Bob McGovern (716)586-0766 Henry Boessl (716)381-5729 Indian Cliffs Free Spirit Flight Hang Gliding Club Jim Kolynich (607) 739-1062 Dan Walter (607) 734-8675

between his "approximate" formulas and the "exact" turn polar formulas such as I used in my VGB article (March 1992). It is clear that the approximate formulas are fine for 60° banked turns at normal airspeeds, but are not suitable for 85° banked turns at any airspeed. Dennis' comments about coordinated turns introduce some potential for confusion. The exact turn polar equations, derived from aircraft engineering practice, postulate coordinated turns where the sideslip angle and side forces are zero, i.e., there is no slipping or skidding in the airplane sense. In hang gliding, coordinating a turn has come to mean using pitch control (push out) to keep the nose from dropping in a banked turn. Dennis is correct about the impossibility of a 90° coordinated (nose level) turn, given not only the limitations of pilot weight shift control, drag and wing stall, but, more fundamentally, the actual mechanics of gliding turns. In gliding flight all turns will unavoidably be uncoordinated to some degree (not nose level). For bank angles approaching 90°, the glider will actually approach a vertical dive. Neither the velocity nor the G-load will become infinite and both may be readily calculated from the exact turn polar equations. Bob Ormiston Sunnyvale, CA

-2000

§. -4000 oi 1il

-6000

E:i.a.ct

Ap;;'oxmte

(ij

-8000

MORE ON TURN POLARS Dear Editor, It is ironic that Dennis Pagen's useful comments (Dec. 1992) on my turn polar debate with Davis Straub (now resolved) were followed by incorrect comments (April 1993) on my discussion of his turn polar formulas. In my letter (Feb. 1993) I acknowledged that Dennis' formulas are conveniem approximations, generally very accurate for normal flight conditions, but not valid in some cases (e.g., steep-banked dives). He disagreed. I prepared the accompanying figure to illusuate the difference

-10000 -12000 20

-2000 -4000

§ -6000

60 80 100 Airspeed, mph

140

Turn Polars, 85 deg Bank

25 20 AOA, deg 15

oi 1il

120

h--h--- .. ______ _

-8000

(ij

-10000 EIW

-12000

-14000 40

',\',,,',,,

Ap;i:o/rr-a'.e

'• 60

100

120

140

Airspeed, mph

Region IV Direcror, Rod Hauser, was killed in a hang gliding accident June 1993 at I :00 PM at Mingus Mountain, Arizona. I Tis glider turned hack inro the hill immediately afrcr launch, and he suffered massive head injuries and a broken neck. Rod was killed instantly. An accident report and memorial article appear in this issue in Do11g l lildrerh's Accident Reports column. Rod was cremated on June 29, and mernorial services were held at 10:00 J\M on July IO at Chino Valley Community Church. Contributions and gifts will be gratefully accepted: Rod Hauser Memorial hmd, c/o Stockm:rns Bank, Chino Valley, A/. 8(d23. Rod w:is a very active director who contributed nmch to rhe US HCA and the sport of hang gliding. I Tis death is a grc1t loss to all of us in the flying comnrnnity.

DF.ADLINE for US! !GA Region;1l Dirccror nominations is August 1993. The nominee must have at least three nominations to be placed on the hallot. Please sec the nomination frmn in this issue. Now's the rirnc to get involved in the hang gliding community and rnake a real diffrrcncc. [f you've been thinking abom running for regional director, don'r be shy. The organization needs you, and the fome, fortune and prestige that go along with these esteemed positions is mind-staggering!

Afrer almost five years at their previous locario11 on Chicago's necir north side, Spectrum Hang Cliding has moved to Skokie, just north of Chicago. The new address and phone is: Spectr111n g

Hang Cliding, 5116 Pratt, Skokie, IL 600T7 (708) 329-8337. Spectrum is still giving certified i11struction ar Warren Dunes, Michigan. Call for more info.

alloy rear leading edges for low wing tip weight, quick and easy rigging with classic Airwave setup procedure (one-stage attachment For the cross bar with Magic Trimmer and luff line compensator), composite sail construction, mylar laminated leading edge n1,1tcrial, airfoil or Safedgc uprights and Comfort Bar stan-dard. Contact: Pacific Airwave, P.O. Box 4384, Salinas, CA 93912 (408) 4222299, fax (408) 758-3270.

118

W.A. Roecker sends us this photo taken by Barry Briggs ofTitcson, A/. shot at Torrey Pines, CA. More than 125 years of hang gliding experience is represented by these seven pilots, all of' whom have competed at the national level. All arc members of the Torrey Pines Hang Cliding Association. Foreground: Dave Beardslee of San Diego, CA. Back, lcfr to right: W.A. "Pork" Roecker, Oceanside, CA; Steve Mawhinney, La Jolla, CA; 'I'. Beatty, Orlando, FL; Dave Ledford, Asheville, NC; Cary "Sugarman" Davis, Orlando, Fl.; "R/C" Dave Freund, Elsinore, CA.

Following in the /c)otstcps of the 1<3 160 and the 1<4 155, Pacific Airwavc introduces rhc K5 J!i8 for pilots in the 120-165 lb. weight range. According to the ma11ufacturcr, rhe glider rolls easily, is ligl1t in pitch and has comrollahle yaw characteristics, which combine ro offer recreational, high-pcrforrna nee flying. The glider features: Iightwcigh t carbon /iber tip ribs combined with 7075

Sail Arca Span LE Length Breakdown I ,ength Glider Weight Nose Angle Aspect Ratio ex) Double Surface Ribs (incl. nose)

148 sq. fr. 18' l" 12' 6" 61 lbs. 132° 7.1 81% 27

h:bruary's issue fratmcd "Rare Bird," a story about the California Condor. Sylmar I Jang Gliding Association pilots were treated to another glimpse on May 8 of this huge bird, curious about his surroundings and nearby Kagel Mountain. It was not a terrific flying wirh a low inversion and strong rnarine layer, which found most pilots up top waiting until conditions improved. One of the pilots yelled, "Hey, look at that bird," ;md soon the first bird was joined by another, and together stance! an airshow rhat kept all spellbound. "Those arc the Andean Condors!" someone decided, as they started to swoop overhead and soar in front of' launch. As the swooping continued, the birds began to get more daring :md come in closer and closer to the crowd. The red rags 011 their wings showed a clearly visible 7() and 78. A radio call to the LZ and a telephone call to Mike Wallace, head of the California Condor prograrn fiir the Los HJ\NC CIIUI\JC

Angeles Zoo, verified the birds were not Andean ( :ondors. These were two of rhc young California Condors released in December 1992, 20 miles from their home hase. At launch the aerial hallct continued. Flying conditions started to improve, and pilots launched into the air. Paraglidcr and hang gliders pilots soon joined the soaring California Condors. It even got crowded to the point where the condors were taking evasive action to avoid potential midairs. This is something the birds arc not used to. The humam they were fomiliar with on the ground didn't act like this! The pilots entertained the Condors long enough for Mike to pack his glider and get to launch, however, by the time he assembled his glider they had headed farther west, giving him no chance to fly wirh his "ofEpring." And wouldn't you know it, just after Mike landed, the condcirs returned to start rhc aeri:11 show all over ag;iin. Mike had to be content to watch the action from the ground through binoculars as p;Haglider pilots and tandem fliers were thrilled by flying with these large and quite awkward birds. As sunset arrived, Mike became con"" ccrned, as the Condors showed no of returning home. I le put a plan into action to have a member of the monitoring crew come ro Kagel to keep ;m eye on them. Number 76 (the male) and 78 (a female) never did go home Sunday night. They roosted on a sharp ridge. The early arrivals at launch on Monday found 76 and 78 waiting for their playful friends to return. were disappointed as only about a dozen pilots showed up, and the humans were disappointed as the condors effortlessly so;ired while they scratched the ridge for any hit oflifr that would extend their flighrs. Mike returned early on Monday with members of the Condor team. Mid-afrer110011, 78 began to get bored with few humans around and headed for home back to "Mom" for food. The team was :lblc to trace its movcmems by monitoring the sign;1] from a riny radio transmitter anachccl to the bird's wing and con"" firm that 78 arrived. Mike becarne a little ;mxious rhat 76 didn't follow. The only August 1993

alternative would have been ro recapture him and take him home by truck. I .ate Monday afrernoon, 76 wandered over the back side of Kagel and got caught in the rotor. His lack of strong flying skills prevented him from getting our in front again, and Mike determined that he would roost fix the night in the valley rn the nonh of Kagel. Tuesday morning the winds died down and 76 headed for home. Six more birds hatched in May. Scheduled release is Octoher 199:3 10 January 199/i. The club is on alen to notify Mike if' the birds return, and next year there will be more birds who will hopefully come lo Kagel to delight the crowd.

hy Barhara Barley

Miami Hang Cliding, afrer 13 years of flying over water, is now offering a flotation system for hang gliders. fr can be adjusted to any current production glider. The flou1tion system will support the glider and pilot with a combined weight of 290 lbs., and is designed for solo use only. Price $250. Contact: Miami Hang Gliding, 2640 S. Bayshore Dr., Coconut Crewe, FL 3:"l 133 (305) 285-g978.

On May 1993, Rudy Vener of Red Bank, NJ, who is both legally blind and deaf took solo hang gliding lessons at Kitty Hawk Kites on the sand dunes

A/cm Churn/ate (lefi) with Rudy Vi:ne1'. of Jockey's Ridge State Park in IIags [ lead, NC. Rudy's instructor, Greg Thorton, assisted by instructor Evan Cenuad, aided him on several solo flights on the training hill. The flights were made possihlc with the help of Rudy's friend and co-worker John Beck, who communicates with Rudy through the use of a hand contact l;mguage. Rudy later tow launched with tandem instructor Alan C:huculatc. Rudy, John and Alan together spontaneously worked up a set of kinesthetic signals which ;illowed Rudy to pilot rhe glider while Alan guided his movements by touching the appropriate body part, in the respective direction, to dfrct rhc needed control. Afrer Alan performed the tow to altitude, Rudy took control and flew the glider through both lcfi and right 360° rums and executed the approach before they swapped back piloting duties for a "run in" landing. Rudy's 2° flcld of view allowed him to watch as the runway disappeared beyond his visual range. He was also able to wear his hearing aid without excessive wind noise during the flight, although Rudy did all of the talking. Right after I iftoff, and continuing throughout the flight and following the landing, Rudy made numerous exclamations about the exhilaration of the new, unique and profound sensations he experienced while flying and piloting the glider. Alan described die flight as "a special experience which defies words, and which exemplifies my motivation and the satisf:1ction I get from being a tandem instructor touching the lives of people in a special way by sharing with them that which I love, the aesthetic joy of free flight, and providing them the opportunity to experience whar students cannot do for themselves."

lftlcalendar 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 Counhy Challenge. For entry info and forms contact: Roger Lockwood, P.O. Box 234, Fort 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. 1. $5 entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 pm), fax (412) 661-3436. Until Dec. 1: Tennessee Tree Toppers Yearlong X-C Contest. Flights must be flown from TTT sites. T-shirts, jackets, trophies. Submit entries to: TIT. P. 0. Box 1286, Dunlap, TN 37327.

trophies and medals. Good X-C. $20 entry. Hang III, USHGA membership required. Contact: Larry Smith (715) 448-2213 or Pat Caulfield (612) 6888218. 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. 14-21: Club Icaro Colombian Nationals, Roldanillo, Colombia. Contact: tel. 94-267-79-55. Aug. 14-22: Canadian National Hang Gliding Competition (Canadian Nationals). Vernon, British Columbia. Limited entry. $85 entry fee. X-C to 50 miles, triangle races, air starts. Contact: Chris Florkow, 2203 43rd Ave., Vernon, BC VlT 3K7, (604) 5425961. 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 Spectacula1: 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 31-Aug. 7: US. Nationals, Lakeview, OR. Contact: Russ Locke (408) 7378745.

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

Aug. 13-15: 5th Annual Mt. Castleberg FlyIn, Nelson, WI. Spot-landing contest and fun flying. Team and individual competition. Site of 1974 Nationals won by Bob Wills. Three full days, band, food, swimming, parade. Custom

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

July 31-Aug. 6: Oshkosh Airshow, USHGA will be represented. USHGA members will demo hang gliding towing. Contact: USHGA headquarters (719) 632-8300.

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) 7289602. Aug. 21-22: Hawaiian Hang Gliding Championships (weather permitting). $20 enny. Visiting pilots welcome. Contact: Duff King (808) 396-6906. Aug. 27-29: 2ndAnnualMt. Nebo End-of Summer Fly-In, 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: Morningside Flight Park, Claremont, NH (603) 542-4416. Enterprise Wings Demos. Contact: Nelson Howe, Enterprise Wings (603) 823-8195. 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) 744-3317. 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. western division workshop and vintage sailplane show, Tehachapi, CA at Mountain View Airport. Contact: Bruce Carmichael (714) 496-5191.

HANG GLIDING

Calendar of EventslM Sept. 4-12: National Paragliding ChampiomhipJ; Aspen, CO. Contact: Jan Stenstadvold (303) 925-7625. Sept. 11-12: Skagit River Festival Blancha1d Nleet. Fun fly-in and spot landing contest. Prize money. Camping available in LZ. Three categories: singles, couples and tandem. Contact: Jeff Bowman (206) 293-3282. Sept. 12: Old glider rendezvous. Sept. 1317: International hang gliding and paragliding club competition. Sept. 1315: Film festiYal. Best hang gliding films of the last 10 years. Sept. 16-18: The famous French International Hang Gliding Film Festival. Sept. 17-19: 1st Internacional Rigid Wing Gathering. Sept. 19: 20th Coupe Icare. Contact: Coupe Icarc, 38720 Saint-Hilaire du Touvet, France - tel. 76-08-33-99. Sept. 13-18: Telluride Airmen '.r Rendezvous, Telluride, CO. Featuring world aerobatic championships. $2,500 cash purse.

$40 pre-registration before Aug. 1. New fee schedule: pilots only charged for flyable days. Seminars, slide shows, special guests, speakers. Lodging packages a,,ailable. Contact: (801) 254-5285 for aero info, (303) 728-4772 for festival info. Sept. 18-19: 3rd Annual Lilienthal Meet, Guadalupe Dunes/Point Sal. Two-clay soaring clinic. $50 ($40 before Sept. l ). Contact: Advanced Air Tech., 29 Stace Sr., Santa Barbara, CA 93101 (805) 962-8999. Sept. 24-26: Advanced & Basic JCPs, UP Soaring Center, Draper, UT. Contact: Joe Bill Hemy (801) 576-6460. Oct. 1-3: October's Best Fly-In, 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, SW and NW and handles everything in between. Free camping in the LZ. Contact: Mike Nester (919) 9830875 or Doug Rice (919) 994-4377. Oct. 1-3: 3rd Annual Reunion ofKingman Army Aiijie!d. Looking for former military and civilian personnel and families. Public welcome. Displays, air show and much more. Contact: Kingman Army Airfield, 6000 Flighdine Dr., Box 3, Kingman, AZ 86401 (602) 757-1892. Oct. 2-3: Gmy Lagrone Memorial FIJ,-In, Point of the Mm., UT. All proceeds go to "Save the Children." Hang gliding and paragliding, our-and-return and air race. Prizes for top three places in each category. Emry $25. Comact: Valerie Carroll, 11982 S. 700 W., Draper, UT 84020 (801) 572-5869, fa.,x (801) 2628656. Oct. 8-10: USHGAfidl board ofdirectors meeting, 1vfanchescer, NH. Contact: USHGA headquarters (719) 632-8300.

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ERFORMANCE LYING

Hear what the world's best pilots have to say about the secrets of Performance 8.5 x 11 inches 13 chapters 350 pages 334 illustrations Over 70 photos 4 color cover

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l',.,i i,',11111\1( \'.I) ,01 \',< f i l l II()!',

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• Advanced Skills • Effective thermaling • Cross-country • Towing • Competition • Speeds-to-fly • Modern design • Aeromedical ... and more

NEWIil CHECK OUT THESE OTHER BOOKS BY DENNIS PAGEN: Understanding the Sky - A complete guide to sport aviation weather - $19.95 Hang Gliding Flying Skills - Instrnction for beginners to intermediates - $9.95 Paragliding Flight - Learn to fly from ground zero to thermal soaring - $19.95 Powered Ultralight Flying - A complete guide to the sport - $12.95 Powered UL. Training Course - 20 ground schools and lessons - $9.95

August 1993

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r---------------------------send cash or check to:

SPORT AVIATION PUBLICATIONS PO Box 101, Mingoville, PA 16856

Please rush me the books listed below: o Understanding the Sky . . .... $ 19.95 o Hang Gliding Flying Skills . . . $ 9.95 o Performance Flying . . . . $ 29.95 o Powered Ultralight Flying $ 12.95 o Powered UL Training Course $9.95 o Paragliding Flight $ 19.95

Save 101\ order two or more books I Save 201\ order five or more books I Total amount for all books $ Postage and handling. . $ 1.95 Add $1 postage for Pert. Flying Overseas airmail if desired ($7.00/book - $12.00 for Performance Flying) TOTAL ENCLOSED SEND TO (Please print) NAME . ADDRESS . CITY, STATE .. COUNTRY/ZIP . "DEALER INQUIRIES INVITED"

Four years after the release of the ground breaking HP AT, Wills Wing again introduces the next generation of high performance flex wing technology - the Wills Wing RamAir. The RamAir features a revolutionary sail design in which ram air induction is used to pressurize the sail. Internal fabric ribs sewn between the top and bottom surface support the bottom surface against the induced pressurization, and provide accurate control of the bottom surface profile. The result is an expanded upper speed range, and a dramatic improvement in glide ratio performance at all speeds above best LID speed. Other benefits of the RamAir effect include improved high speed directional stability, more roll neutral thermal tracking, and faster set-up.

Specifications Span Area Aspect Ratio Glider Weight Airframe

34ft 154 tt2

7.5 73 lbs 7075-T6

ILU SOO West Blueridge Ave <>nnie, CA: 92665

The RamAirfeatures an all new rapid set-up hardware system which provides for quick and easy assembly of the glider either on the control bar or flat on the ground. Incorporating Wills Wing's innovative folding basetube and a one step rear pull back attachment of crossbar tether, VG activation, VG compensator, and kingpost rear wire, the RamAir sets up 30% faster than an HP AT without the need for wingnuts or safety rings. The RamAir VG system offers nearly five inches of crossbar travel, a 60% increase over the HP AT, and is continuously selectable for any point within the range. Utilizing a competition stiff variation of the HP AT's innovative stepped leading edge, the RamAir airframe provides for extremely low twist and exceptional energy retention.

Specifications Max maneuvering speed Max rou~h air speed Speed Never To Exceed Pilot Weight (Optimum Hook-In) Pilot Skill I Experience

52 mph 52 mph 60 mph 180 - 240 lbs Advanced plus

ING

,ag Safety Forum IMPORTANT Safety Notice from BRS Proper Installation of a Cordless Rocket Deployment System This Lanyard Pocket must be sewn to the harness. For some harnesses, the BRS-supplied pocket is longer than it needs to be. The excess should be heat-trimmed. Absolutely the excess should not be stuffed inside the parachute container. On rapid deployment, this could cause resistance to the rocket's acceleration. Note: the rocket should be placed close enough to the parachute so the lanyards do not hang loose (outside of the lanyard pocket).

The Lanyards (two protective tubingcovered Kevlar lines, which connect to the parachute's apex) should be buried in the lanyard pocket so they cannot snag on bushes or other impediments during launch. You need not be concerned should these lines appear to obstruct the rocket's departure. They move with the rocket and will not obstruct it's departure.

The Parachute Container modification should provide adequate space for opening by placing this type of velcro closure at least half way across the botlom and the up the appropriate side. Velcro should be narrow ("'0.5") so as not to cause unnecessary restriction on deployment.

The Parachute itself should be correctly folded and oriented inside the container. That is, the Apex (which exits first) must be at the bottom and near the opening formed by container modification. The Bridle should exit at the top on the same side as the rocket. The Rocket's Exit Path should not be obstructed. Do not sew glove pockets or other obstructing components in front of the exit path. If pockets have been installed, they should be removed.

The Container Modification should include this comer opening. Again, the velcro closure should be narrow. (see #2).

A proper insta/latin11 includes these instrnctions, b111 is 1101 limited to them. Other co11siderations ""'Y apply on some Jwmesses.

ff neces.wry, contact BRSforjitrther information (Tel: 612/457-7491 • Fax: 612/457-8651 • Addr: 1845 Helli)' Av., South St. Paul MN 55075)

BRS SAFETY NOTICE T. PAUL, MINN. -After three

incidencs in which rockets fired successfully but the parachute was not pulled free to inflate, BRS has instituted a new policy regarding installation.

Changed Installation Policy Effective immediately, BRS will perform all installations of its Cordless rocker system meant to deploy chest-mounted emergency parachutes. This policy supersedes and discontinues the previous policy whereby approved shops were permitted to perform installations.

BRS recognized that, due to everchanging harness design and the difficulty of staying in close contact with all installing shops, it was not possible to keep all outside installers sufficiently advised as to rocket installation critical points. The most direct solution calls for BRS factory installations only. After ordering a Cordless rocket unit, pilots will be contacted when the rocket is ready for delivery. At that time, the owner will be directed to send his or her harness with 'chute to BRS. By carefully planning these installations, BRS figures to return the harness within five business days. "The company is keenly aware that a pilot is grounded while we have his harness," says installer Tim Hull. "If we

plan the installation with the owner, we can keep turnaround time to a minimun1." More Safety Advice In addition co the important installation points described in the graphic, one more aspect of rocket deployment installations should be remembered. When converting from hand deploy to rocket deployment, the inner bag must be handled correctly. The best answer is to eliminate its use. Inner deployment bags which enclose the canopy can totally inhibit deployment by rocket. This is true even if the inner bag is "modified" to leave one side HANG GLIDING

Safety Forum [I open for rocker deployment. While it may be possible to reconfigure an inner deployment bag so it does not interfere with rocker deployment, the inner bag serves little purpose and it is better to discard it. Some pilots believe that using the inner bag will slow the deteriorating effects of ultraviolet exposure. BRS engineers feel the benefit is very small, and that UV exposure inside an outer container is almost nil. In contrast, these inner bags can spoil a rocket deployment. As a result, removal is the best policy. When folding the parachute inside the outer container with no inner bag, tvvo considerations are important. First, ensure that the parachute fits snugly inside the container. Some containers were made for larger canopies (like a standard 24 gore) yet pilots put smaller canopies (like an 18-gore PDA) in this location. The excess space can result in a sloppy pack which can all0v,, the parachute to shift around inside significantly. If this occurs, the parachute is likely to lose the precise fold that helps ensure a properly-staged deployment. Second, the parachute must be oriented correctly inside the outer container. The apex (top) must be at the exit point which should be as close to the rocket as practical. The parachute should then be S-folded back and forth toward the top so that the bridle exits on the same side as the rocket. If any BRS rocket owner has questions about the graphic presentation or this text, or any other question not addressed, you should call the BRS factory. Ask for Tim Hull (installer), Jeff Peltier (installation designer), or Steve Swanson (facility manager). Call (612) 457-7419 during normal business hours, central time.

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Lower Front Wire The lower front wire fitting is susceptible to damage under the following conditions: If during ground handling the nose wire person is repeatedly grabbing the lower front wires at the top and pinching them together, strands may be broken inside the stainless fitting. Closely examine the wire by bending where it exits the stainless fitting (see diagram). If ANY strands are broken replace the ,vire. As a result of hard landings in which an upright is broken there is the potential for the wire to slip inside the stainless fitting. The most visible sign will be a loose wire on one side. The keel might also appear to be bent and the glider could have a turn as a result. Disconnect the wires from the base fittings and compare lengths. If one side is longer than the other, replace the wire.

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PACAIR SAFETY ADVISORIES

AUGUST 1993

WARNING - DO NOT LEAVE YOUR HARNESS IN HOT SUN! Jackie Danskin at Adventure Sports in Carson City, NV reports that a customer's leg strap melted as a result of what appears to be an over-heated leg buckle. Apparently the harness was left in the sun at Slide Mountain, and the metal bar in the buckle melted the nylon ,vebbing which in turn weakened the leg strap. The leg strap tore on final.

l~cllc'\ U1iJlc Lines

Torpedo King Post Top Fitting acific Airwave urges all owners of Vision MK IV's to inspect lower front wires and torpedo king post top fittings on their gliders.

exposed and require constant vigilance to ensure that they remain in place. Testing the fit of the cables and the cap should be done after any incident in which the glider comes to rest on the king post. Pull straight up on the cables where they exit the sloe. If they pull free and the cap pops off a complete refitting is needed. See the diagram for refitting instructions. Be sure to clear away all old hot glue to ensure a solid hold. A hard landing which results in a broken or bent keel from a ground loop can pull the luff lines out of one side of the fitting. This will cause the luff lines to raise the sail on one side and lower it on the other. This condition might cause a turn and/or loss of pitch stability. After a ground loop inspect the fitting at the top of the king post to ensure that there are no exposed nico swages. ff the nico is visible the cap must be removed, luff lines re-centered and the cap re-secured with hot glue.

If the glider is flipped onto its king post the sudden loading of the fitting will result in a loosening of the cap. In addition, pulling on the top wires when handling the glider loads the fitting. If the cap falls off, the wires will become

Apparently the harness was left in the sun at Slide Mountain, and the metal bar in the buckle melted the nylon webbing which in turn weakened the leg strap. The leg strap tore on final. 11

la Accident Reports compiled by USHGA Accident Review Chairman Doug Hildreth Pilot: Glider: Site: Date: Experience: Injuries:

Rod Hauser WW Sport 180 Mingus Mtn., AZ 6/26/93 Hang IV, very experienced Head, neck, chest - Fatal

Event: Very experienced pilot recently returned to flying after several year absence due to back injury. During launch run, nose rotated upward putting glider in stall on launch. Left wing rose dramatically, glider made hard 90° right turn. Pilot corrected with roll control bur insufficient pitch control. Glider flattened out flying parallel to cliff, but either right wing tip stalled or thermal turbulence caused the glider to suddenly turn right into the hill. Right wing tip impacted first, then pilot. Full-face helmet protected face, however, neck and chest took the brunt of the impact. Aid was provided almost immediately, including CPR. Helicopter transported him to medical center where he was pronounced dead on arrival.

Event: Event: Event: Event: Event:

Landed in the surf. Landed in the surf. Hit tree on downwind edge of LZ. Hit tree on downwind edge of LZ (tandem). Hit tree in LZ.

Comment: It appears that there has been more trouble this year with pilots misjudging their landing approaches. This may result from actually misjudging the glide path, from unexpected sink or lift, or most commonly, from simply not paying attention. We must remain vigilant and attentive during. that final phase of flight. Trees on the downwind edge of the landing zone are notorious for creating problems. There is turbulence downwind, often some sink behind them, fre-

quently thermals will rise from the field upwind of the tree line and usually our approach puts us over the trees as we get lower and lower. The same can be said for water landings. At the beach, there is usually an onshore breeze, we have been admonished to land into the wind, and our attempts to soar have resulted in our working out further from the ridge and closer to the surf line. Our final puts us into the water. Again, the biggest factor is simply not paying attention. We have a number of things to look for during the final phases of our approach. But we must keep thinking and scanning, and avoid the problems created by target fixation. We need to see our target and focus upon it to some degree, but fixating on the target causes us to block out other input. The second factor that all of the above accidents have in common is "margin of error." When we leave a large margin, then if we encounter some sink, a wing is lifted by a thermal, or we have trouble completing the turn onto final, we have a little extra "room" to work in. The less the margin of error, the more likely a minor factor will result in a major problem. How much margin of error each of us needs depends on a number of factors, but it is always better to leave a little too much. Most accidents occur when the margin of error is too small. Most of us know very well when we leave a small margin. Most of us think we will be able to get away with it. Too often, we don't!

Event: Bungee jumping from hang glider. "Tandem balloon drop from 4,500 feet. The bungee jumper leaves glider at 3,500 feet. The glider goes into a series of uncontrollable oscillations. The bungee loads and unloads the glider, which goes through a series of stalls, side slips, etc. The bungee jumper releases

after three or four cycles and glider pilot finds himself inverted and falling onto cross bar which breaks. The pilot is now lying over the trailing edge of the sail, and fires his rocket to deploy his chute. Parachute only partially deploys as a result of restraints and restrictions of the container. The glider stabilizes in an inverted spin and the pilot crawls onto the wing. The glider crashes into an orchard, landing in the trees, and the pilot walks away. "There are a couple of important lessons I learned, and I hope more that others will pick up from reading this report. "1) When doing something this extreme, it is best to ease into it. We should have lowered the jumper to 49 feet (SO-foot cord) and then let him stretch and bounce. If that was a success, lower to 48 feet, etc. What we did was similar to being blindfolded and stepping off a I 00-foot cliff with someone at your side telling you it's only a couple of feet. "2) You can never have too many backups. I should have had another 'chute to throw if the first failed. I remember pulling the pin, hearing the rocket fire, feeling it glance off my leg and waiting for the tug. With no tug, I looked at this line extending away from me expecting to see the 'chute. What a sinking feeling to see it was the bungee line. This is when another 'chute would have been handy. I didn't even think of clawing my way into the parachute container, only about getting my ass on top of the glider. "3) Just say NO. when asked ifI would like to try again, my response was 'No thank you.' "In all honesty, I thought I would be able to control the glider with the bungee action. I am the first to admit I was wrong. The forces were simply too great and the cycles too out of synch to get under control. I am a very lucky person." ~

HANG GLIDING

u r by Scott Lesnet

Rod and wife Krtren at Sedona, Arizona in October of' 1992. Photo by Scott Iesnet.

'rn writing this for me. Pilots tend not to feel the death of a pilot as much as a friend feels the death of a friend. Every pilot in every form of aviation has lost a friend. The United States I lang Gliding Association has lost a leader. I first met Rod Hanser at Bong Recreation Park in Wisconsin. It was an X-C day bm Rod had not brought his wing; flying was not his mission. He and Karen had driven half a day to visit an injured club member. I probably should have read more about Rod in the way the other pilots quit fussing with their gliders and came over to visit. The thing l did notice was the presence and personal power he carried. The following spring I answered a call in Hang Gliding magazine for tow pilots to help rededicate an airport in Tcnnah, Wisconsin. My personal goal was ro open small airports across the Midwest to hang gliding operations with the ultimate goal of gaining acceptance ofbaog gliding by the general aviation community, so this was a great opportunity. I called and

/\ucusr 1993

talked with Rod, not realizing that this was the person I briefly met at Bong the year befc)rc. Rod had the same goal, be sat on the airport commission and had negotiated a slot for hang gliding during the fly-in. l remember disrnssing how we could safely fly continuous demonstrations at an uncontrolled airport where many of the planes would not have radio gear. While joking around about great sky battles between C:essnas and gliders, Rod came up with the idea of flying a reverse approach patrern so thar general aviation and gliders would fly directly at each other on base leg. I think this is pretty much standard operating procedure now for airports allowing hang gliding activity. Rod taught Tammy Burcar how to static tow that evening. 'T'he day of the fly-in was magic post-frontal and crystal clear. By noon it was starting to cook. Por the finale [ launched first and circled the fueling pad. Rod launched, released higher and circled around behind the spectators

with a huge American flag on his keel kingpost wire. I heard Rod on the radio saying, "I sure hope they hurry up, it's a little more drag than l had anticipated." I fell in pattern behind Rod who executed a perfect uo-stcp landing during the crescendo of the National Anrhem, less than a wing span from a Cobra hcli-copter while its crew salu tcd the flag. The crowd roared, and I had a hard time keeping from applauding as I landed behind. Shortly afrer the air show Rod suffc:rcd a major back injury from a work accident and was grounded for more than two years. Most guys would have vegetated. Not Rod. I fr loved aviation, and if he couldn't fly he wamed others to fly, so he promoted hang gliding. He ran for Regional Director and was elected in 1990. At his first Board meeting he started to lobhy frir USHGA representation at the E/\A Oshkosh air show. The BOD was skeptical, but they just didn't know Rod Hauser yer. Rod went to work. Rod was a diplomat: he could hear "no" a thousand times and gcnrly coax it into "maybe." He could patiently hear "maybe" a hundred times and then seize the opportunity at the first "okay." I bet we burnt up a tank of gas getting permission to do the first demos in the ultralight ;irea at Oshkosh in I 991. But when it came we performed. After three short tows in the pouring rain, Rod gave the officials a new understanding of hang gliding with an explanation of the skill required to spot land a waterlogged glider from a 200' /\GI, downwind approach, and the /act that we had to do it to win our spot. While the glider dried, Rod went to work /or a slot on the main runway. The next: morning we flew the main runway. l was the Oshkosh pilot, but Rod was more excited and proud. [ knew it· was his accornplish-ment. Oshkosh won the BOD's respect for Rod, and they began to recognize his honest, selfless love for the sport. When he moved from Region VII to Ari,,ona, the Board elected Rod Honorary Director so that he could continue to serve the organization in an official volunteer position. That didn't: last long drnugh, because he was elected Regional

Director for his new region in the ncx1 election. I was unable to attend Sun & hm with Rod and Bill Bryden this year, bm as always his perseverance kept hang gliding before the crowds. Rod was released from medical restrict ions this spring. I missed a planned spring trip ro fly Mingus with him because of my work. Rod died in a launch accident at Ming11s Mountain on Jnnc 26. Anne told me that she and Karen had discussed how they would respond ro 1he death of their pilots. I'm sure much or what drives pilots ro fly must he in spouses who support them. I<:ucn is one of the strongest women I have ever met, yet it's for her, llolly and Jake thar I cry as I write this Rod wouldn't allow ir. Even now in die back of my mind I hear words of encouragcmcm I heard in my headset every time we flew: "It's just another Liund1 Scott, you can do it." If you knew Rod you'll miss him as a fi·iend. IF you llcw with Rod you'll miss

Rod Htmser and Bill Bryden ell Oshkosh. Photo byjrffF!.t,ttrl. the praise he always had for good skills, and you'll develop an appreciation filr the caring way in which he voiced his concerns. Every hang glider pilot now

and to come will benefit from the wo1l he did for our sporr. Rod loved to fly ... Sec you at Oshkosh.

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refi to right: Meet Organizer Mark Mocho, Second Plt1ce rt1rry Tudor, First Plt1ce Kmi Castle, Third Place Nelson Howe, Meet Director G W Meadows. Photo by Doug Knowlton.

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I II

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by Mark Mocho he T'hird Annual Sandia Classic was held the week of May 22 through May 30, 1993 from the top of 10,378-foot (MSL) Sandia Peak in Albuquerque, New Mexico. Cross-country tasks in New Mexico's high desert, with strong lift, high altitudes and some towering cumulonimbus, pushed the 46 entrants to the max, both in endurance and judgment, throughout the contest. By all accounts it

Auc;usr ·1993

was a success, and marked a milestone in hang gliding competition. Tbe field was top heavy wi tb highlyranked pilots eight of the U.S. top 10 but almost half the were in attendance pilots were not ranked by the USFfGA's \l(lorld "[cam Selection System. It didn't mat·· ter who you were though, since the point was to fly with the best and learn from them, while also getting a few important

lessons from Mother Nature, the toughest judge involved. Weather played an important role in the task selection process, not to mention the thought processes of the pilots. Meet Organizers Mike Gregg and Mark Mocho worked hard w put on a top quality contest with a minimum of hassle for the pilots. As in past years, many of the day-to· day annoyances associated with hang gliding competition were eliminated just by holding

the event at Sandia Peak. Transportation via the world's longest aerial Tramway made the uphill travel to launch a breeze, and no driver was required. Nleet headq uarrers at Spectators Sports Grill ensured that pilots had a convenient place to turn in their turnpoint film and mark their landing spots, while also being able ro get food and debriefing fluids after a late retrieve. Free oxygen refills also eliminated the worry about running out of "brain gas" in the middle of a long flight. Conveniently located inexpensive motels and a major city made basic maintenance needs easy to obtain. None of them "stuck-in-the-middleof-nowhere-blues" with one half-stocked mini-mart/gas station at the Sandia Classic! A paid staff consisting of Meet Director G.W. Meadows, Safety Director J. C. Brown, Scorekeeper Steve Hill, Photo Judge Doug Knowlton, and Goal Officials Dave Prentice and Jeff Gregg kept the contest running smoothly. In addition, many volunteers from the Sandia Soaring Association handled glider loading, launch assistance, wind dummy flying and myriad other details. Competitors basically just had to feed themselves, stuff battens and fly. After the two previ_ous Classics, the Organizers had details worked out to get the most from the daily schedule. At 8 :00 AM, glider loading began at the base of the Sandia Peak Tramway. For glider transport, Onate Feed Company provided a powerful Ford F-800 turbo-diesel truck with my brother Matt driving it. The efficient rack system built into the bed of the truck holds as many as 70 gliders without any expensive squishing noises. Each competition day, starting May 23, pilots took a short 15minure trip up the 2.7-mile long Tramway to the top, and the glider truck took a onehour drive up the back of the mountain on a paved state highway. The Meet Officials gathered weather data so that the Task Selection Commitree (Larry Tudor, Jim Lee, Dave Sharp and Jim Zeiser) could decide on the day's flight cask, as the pilots assembled their gliders and chowed down on burgers at the High Finance Restaurant barbecue grill. The only day on which the task was more or less preselected was Day I, since the Organizers wanted to keep the pilots in the vicinity of the mountain for the benefit of the numerous sponsors, as well as the news media. As a result, a task calling for a multiple turnpoint "fishbowl" race of 41 miles was selected. The launch window opened at 12:30, and all pilots took off in good order in less than an hour. At 1:30, the Start Tarp 20

was unfurled in the parking lot of the Tramway, right where the gliders were loaded earlier. The reasoning behind placing the Tarp so far away from launch was to eliminate the sort of overcrowded gaggles found at the first Sandia Classic. Pilots had reported some close encounters while flying over the Tarp, compounded by the fact that almost everybody was trying to fly with one hand while squinting through a camera view finder. Moving the Tarp away eliminated that by forcing more of a separation both horizontally and vertically. It also made for some great photos of 46 gliders in one thundering herd, all pointed in the same direction! From the Tarp, pilots flew five miles west to the Bien Mur trading post, took their turnpoint photos and headed back to the mountain to photograph the turnpoint at La Cueva, then south six miles to the turnpo int on top of 9,782-foot South Sandia Peak. After rounding South Peak it was back to La Cueva, out to Bien Mur, back to La Cueva and then South Peak again. The last leg was straight to Goal located at the original launch site at Sandia Peak. To say it was challenging is a serious understatement! The sky was filled with fair-weather cumulus, and the pack quickly broke into several gaggles. Light northerly winds made some legs fairly easy, but ochers were slow and frustrating. About halfvvay into the flight, the sky deteriorated badly, with the fair-weather cumies shutting down and dropping curtains of virga. Nearly all of the lead gaggle got shot down on the flat terrain between Bien Mur and La Cueva. Only those who slowed down and scrambled back to the mountains stayed up, where the slower second gaggle caught them. The lift turned on again, but the north wind made the final South Peak to Goal leg really slow. As the spectators on top of the Peak cheered, Al Whitesell blazed across the line with a triumphant howl. Three seconds behind him was Kari Castle. Al's time was 3:13:05, getting him 1,000 points for the day. Kari's flight got her 999, due to the tiny time difference. Eleven pilots completed the task including Larry Tudor, Dave Seaberg, Pete Lehmann, Butch Peachy, Glen Volk Reto Schaerli, Nelson Howe, Dave Sharp and Tip Rogers. All 11 finishers were within 40 minutes, and the top nine were within 20 minutes of Al and Kari. Day 2 was a real adventure, as well as a source of controversy. The Task Committee chose a 73-milc straight-line shot our

Interstate 40, east to Milagro. Once again the Scarr Tarp went out at 1:30, and pilots climbed to altitude before heading over the back. Unfortunately, the predicted "isolated thunderstorm activity" was a heck of a lot more than just "isolated." A solid wall of cunim developed over Goal, with hail, lightning and serious gust front action. Quite a few of the leaders, as well as others, decided that a measly 1,000 points wasn't a very good epitaph on a tombstone, so they turned around and ran for their lives. Some flew as far as 15 miles away from the Goal line to find a spot to land safely. The longest flight was by Reto Schaerli at 68.72 miles, followed by Mark Bennett at 67.6 and Kari Castle at 67.16. After them was a bunch including Jim Lee, Chris Arai, Brad Koji, Dennis Pagen and Al Whitesell at 55.66 miles. All had turned and run south to avoid the storm. Nearly half of all the other competitors scored in the 47- to 54-mile range. The controversy arose at the next morning's pilot meeting when G.W Meadows announced his decision to invalidate the day. His reasoning was that since a major portion of the field had decided to blow off their positions in order to stay alive, the task wasn't a very good test of pilot skill, and forcing pilots to take unreasonable chances is not the point of competition. Many pilots applauded the decision, but there was obvious opposition. A number of pilots, led by Jim Zeiser, protested on the basis that pilot judgment is a vital pilot skill and is, in fact, part of competition. They argued that a decision to cancel or invalidate a task that is underway or has already been flown sets a dangerous precedent. Should a decision like that be made without the ability to inform the pilots in time? Would a precedent like this force pilots to guess as to the likelihood of having a particular task invalidated, thereby either "going for it" and suspending good judgment, or conversely, causing pilots to land early, assuming that the day would be cancelled? No matter whether you were for or against, the situation was a can of worms and it fostered some thought-provoking debate. It is important to note that everybody (including JZ!) could see the other side. There really weren't two diametrically opposed factions; almost everybody was on the fence. The decision was turned over to the Protest Committee, and the meet continued. Day 3 was designed as a "confidence builder," so that pilots who had close calls with assorted phenomena like static electricity and inch-and-a-half hailstones could HANG GLIDING

regain control of vJrions bodi Iy f11nctions. The Committee selected a Ii ISmile task north to the ( ;oal al a private airstrip near Santa Fe. Launch and start procc-· dures were as before, and the race proved to he popular, successfully altering the son1.ewhat widespread depres-

sion following I )ay ( )m of' liG pilots, 35 finished, and the Coal Officials were kept scrambling :1s an almost unbroken stream of gliders poured into Coal. Twentyone finished in less than a half hour period, bur rhe most imponam gap was between first and second pbcc. 'l'l1ree--and-a--half minutes separated first place Kari Castle (1 I and Butch Peachy ( 1:35: l It), fi.illowed by Bn1d Koji, Jim I.cc, Mark Bcnnell, Larry 'JiJClor, Dave I hvid !\dams and Nelson Howe, with Lionel Space rounding out the top ten. Conditions on May 26, the fourth contest day, were similar ro the previous two. "Isolated" thunderstorms were predicted, with most of the activity 10 the cast. The Task Committee had to guess as to which building cells were least likely to block a task direction, and also rake a stab at how for to call rhc rask. The distance versus time equation was important to avoid full-blown ovcrdcvclopmcllt while pilots were still in the air, yet still allow for reasonable task distances. In all ciscs, they did ;1 pretty decent job. They were helped by an innovative sys-· tcm developed at Sandia thar allowed for two different tasb to be considered, and the final decision could be communicated to rhc pilots by configuring the Stan 'Eirp in diffr:rent patterns. All three tarps laid our edge to edge meant the primary task was chosen. If there were gaps between the rarps, the alternate was selected. 'farps in :1 triangular pattern meant the rask was cancelled, and a single tarp displayed filr 10 minutes meant that the start time was delayed 15 minutes. With all pilots in the air, building conditions made final selection on Day Ii tricky. A delay was signaled as conditions were given final scrutiny. At l the primary task was selected north to Santa Fe again. This time, conditions were more difficult, and only J 3 pilots made goal, although the next 12 were within three miles. The day's win-ncr was Jim Lee at I ::30:58, followed hy Mark Bennett, six seconds back, and

i\ucusr 1993

Wojnowski, lt9 seconds behind Marie Larry 'fodor, Dave Sharp, Lionel Space, Nelson ffowc, Dennis Pagcn, Jacque Neff and Pere Lehmann made the rop ten. Kari Castle foll from first place overall, having landed short by a mile and a hall: Thursday started our on a somber note, as news was announced. Jim Zciscr's eldest son Dave had been killed in an automobile accident, forcing JZ to return lo Colorado. Staff and pilots pitched in to offer support and condolences to the Pend11l11m "Crecn 'learn." Rides and retrieves were arranged for the rest of the week, ;is well as any other help the popular and closeknit team needed. At the pre-launch pilot briefing, C.W. announced that, after two full days of debate and discussion, the Protest Committee (J.C. Brown, G.W. Meadows and Ed ( had decided to honor the protest concerning Day 2. That meant that rhc scores from the second day would he coun1cd, and if there were objections, ;motlier protest must be submitted. Nobody did so, but the question remains and should be considered by US! !GA to give contest directors some guidance when something like this happens. The task on Day was a 48-mile race cast to Clines Corners. Once again, threat·· held the task distance storm way down compared to '91 and '92. Twenty-four pilots finished, with times ranging from rwo to four hours. First place went to Jim Lee at 2:05:53. Chris Arai was a minute back, followed by Nelson Howe, Brad l<oji, l<ari Castle, Mark Bcnnett, I,ioncl J ,arry ·J i1dor, Jerry "Zoardog" Braswell and Pete Lehmann. 011 Friday, C.W. Meadows called a spcci;1! pilot meeting ro "discuss some infrac-

tions of air regulations." He emphasized that all pilots must attend the 11:00 AM meeting, and pointedly issued special invitations to a few pilots. The group gathered at launch, wearing some pretty worried foccs. Some parties were overheard sup-· plying each orher with alibis. C.W. began the meeting hy referring to "infractions" and stressed that "enforccmcn t" was to be strictly applied. lie introduced "the authorities," asking rhc pilots to look to the south. At that very second, the crowd was rocked by the high-speed appearance of two P-· 16 Palcons cranking around the 'li·am building and zooming by in close formation only a few hundred fret away. They leveled our, pulled vertical and disappeared. Capt. Ron King (a former hang glider pilot) and his wing man certainly got the attention oF the pilots! Thanks to Col. Torn Wittman and the crews oi the 150th Tactical Fighter Croup and the New Mexico Air ( ;uard f<.ir the spcci:d Clyby. Relieve me, seeing the pointy end of an F-16 makes you gL1d they're on om side! Due to ominously building cumulus and a rather disrrnil weather forecast fi:ir more of the same, the 'l::1sk Committee elected to cancel the comperirion. !\frcr rhc previous five days of work, rhe competitors were plenty happy to get a rest day. Clidcrs were ldt at launch and everybody rode the Tbm down for a day of pool panics, hikes and sightseeing in Albuquerque. Saturday, the forecast was much improved, bm still held a slight threat of srorms. The longest task or the meet was called: a 72--milc flight southeast 110 Ccdarvale. Apparently, the task could have been longer, as 26 pilots finished, with times ranging from a little over two hours to a li1rlc under fcHJr. Mark Bennett 12: I It) won rhe clay by catching and passing Nelson Howe on a final glide imo Coal. The rest oC the rop ten were: Pete Lehmann, Chris ;\rai, Brad l<oji, 'Jed Larry Ti.1dor, Lionel llascnfus, Dave Sharp and Kari Castle. With only one day lcfr in the contest, the top rhrec pL1ces were extremely close. Since the Meet Organizers had to arrange for a barbecue and awards party, the final day's task was fairly short, even though the day looked like one of rbc best or the meet. The lt8-milc Clines Corners task was

selected again, due to the easy Interstate 40 retrieve. There were 30 finishers, with Lionel Space (1 :36: 11) leading the pack. The next three pilots, "Zoardog," Kari Castle and Dave Seaberg, were less than 45 seconds behind. Seven minutes separated the top ten, including Chris Arai, Brad Koji, Al Whitesell, Jim Lee and, in a dead heat at 1:43:03, Dave Sharp and Dennis Pagen. Scoring was underway as soon as pilots checked in at Meet Headquarters. While Steve Hill handled that vital chore, competitors headed for the Elena Gallegos Picnic Area at the foot of the Sandias. The evening was great, with even more free beer than the guests could handle, thanks to the generosity of one of the major sponsors, Miller Brewing. Dean Witter, BK's Health Pantry, High Finance Restaurant, Tri-Gas Inc. (who donated eight free tanks of Aviator's Breathing Oxygen) and Bell Atlantic Mobile (free cellular phone communications for the Meet Officials) were applauded for assisting with the contest. Lovelace Healthcare deserves special mention for providing a doctor and two emergency room nurses at launch each day of the contest. They weren't needed, but evetybody felt better just knowing they were there."Ribs" restaurant handied the catering for the party, and as the sun set, pilots were merrily stuffing themselves. Finally, G.W. Meadows called for the guests' attention. He introduced and/or mentioned all the people involved in putting on the meet, and the pilots responded with enthusiastic applause. Jerry Bruning, USHGA's Executive Director spoke briefly, and praised the Sandia Classic for offering the public a chance to see topflight competition. George Boyden, from Sandia Peak Tramway, told the pilots that he hoped the contest would continue and retain its high quality. As the tension mounted, various prizes were awarded. Denny Mallett won a Flytec variometer donated by Rob Kayes of Flytec USA for Best Sportsman. Denny was conscantly smiling throughout the meet, and his grin was even wider now. The top-placing non-ranked pilot, Reto Schaerli, received a custom harness from Larry Capps and Airwear Sports. G.W named the first ten placing pilots, and awarded cash prizes from the $1,500 purse to the top six. By the time he got to the top three, the tension was so high that even the Green Team was almost quiet. Third place went to Nelson Howe, with 6,423 points out of 7,000 possible. Larry

If you would like to have a 1993 Sandia Classic T-shirt, send $15 to:

11 •••

that meant that the winner of the 1993 Sandia Classic had to be Kari Castle! Her score of 6,491 points out of 7,000 possible marked the first time a woman had won a major hang gliding competition, and definitely set the stage for the future. 11

Sandia Classic 12117 St. Mmy's D1: NE Albuquerque, NM 87111 Supplies are limited. Please allow four weeks for delivery.

1993 Sandia Classic Results

Tudor took second with 6,437. Those who had been paying attention burst into applause, because that meant that the winner of the 1993 Sandia Classic had to be Kari Castle! Her score of 6,491 marks the first (but not the last) time a woman has won a major hang gliding competition, and definitely sets the stage for the future. Kari's joy at winning sparked a tear or two, as she emotionally thanked all her friends and competitors. The evening continued, with more prize awards. Miller Beer and Chuck Woods at UP Over New Mexico gave away a set of hang gliding lessons. Pacific Airwave, Ultralite Products and Just Fly generously donated gear bags, hats, T-shirts and assorted other plunder that was passed out as pilots' competition numbers were drawn out of a box. By the time the stuff ran out, it seemed that nearly everybody had received something. It was obvious that the pilots had enjoyed themselves, but the credit has to go to the warm New Mexico skies and the efforts of all who attended, helped, drove or just watched. As an interesting footnote, the total distance flown by the 46 competitors was 11,943 miles. The entire event was recorded by Ethan Kauffmann and his video crew, and editing the footage, including pilot interviews, meetings and the awards presenration, is underway. A promotional video and documentary are planned, with release scheduled for late this year. We'd like to extend special thanks to Gina, Vicki, Avonne, Shelby, Bridger and others who pitched in and helped with some vital parts of the contest. We hope to see you next year! ..:

r;J

Place Pilot

Glider

1) Kari Castle 2) Larry Tudor 3) Nelson Howe 4) Mark Bennett 5) Pete Lehmann 6) Brad Koji 7) Al Whitesell 8) Butch Peachy 9) Dave Sharp 10) Lionel Space 11) Chris Arai 12) Dave Seaberg 13) Jim Lee 14) Jeny Braswell 15) Dennis Pagen 16) David Adams 17) Glen Volk 18) Reto Schaerli 19) Tim Arai 20) Ted Hasenfus 21) George Stebbins 22) Denny Mallett 23) Wayne Sayer 24) John McAward 25) Kevin Lande! 26) Jose Pereyra 27) Jacque Neff 28) Tip Rogers 29) Jersey Rossignol 30) Floyd Fronius 31) Kevin Gendron 32) Greg Wojnowski 33) Claire Pagen 34) Tom Larsen 35) Reggie Jones 36) Larry Costanza 37) Kendall Taylor 38) Dave Carbonetti 39) Andrew Bassis 40) David Glover 41) Jim Zeiser 42) Doug Koch 43) Cindy Gall 44) Jeff Laughrey 45) Erik Kaye 46) Patrick Page

HPAT 145 6,491 HPAT 158 6,437 Desire 151 6,423 K5 148 6,360 Desire 151 6,171 HPAT 145 6,001 Desire 151 5,911 TRX 140 5,906 TRX 140 5,901 HP AT 145 5,900 HP AT 158 5,870 TRX 160 5,822 HPAT 158 5,797 HPAT 158 5,597 K5 5,414 5,411 XS 155 TRX 140 5,375 K4+ 5,274 Combat 135 5,083 HPAT 158 4,898 HP AT 158 4,398 HPAT 158 4,378 HPAT 158 4,283 HPAT 158 4,223 K2145 3,935 HPAT 158 3,872 Axis 15 3,807 XS 155 3,755 TRX 160 3,706 K2 145 3,658 HP AT 145 3,595 K4+ 3,552 K5 145 3,438 XS 155 3,250 HPAT 158 3,220 TRX 160 3,074 TRX 160 3,018 2,962 XS 155 HPAT 158 2,734 XS 142 2,547 HPAT 158 2,509 HPAT 158 2,378 HP AT 145 2,038 K4+ 1,912 HPAT 158 1,656 HPATI 45 0

Points

HANG GLIDING

11 USHGA Reports FAA Airspace Reclassification by Al.an Chucul.ate o you fly cross-country? Are you confused by the acronyms TCA, ARSA, CZ, etc? Would you be more inclined to learn and respect special use airspace if it were simplified? Would you like to know how to better read an aircraft sectional navigation chart? If you answered yes to any of these questions this article is for you. The FM has reclassified the airspace above the U.S. to be compatible with international letter designations. The former abbreviations are still in use but they are now also grouped and designated by a single letter, so now it's as easy as A, B, C. Class A airspace is the most restrictive, with successive letters through G indicating less restrictive areas. The airspace areas affected are listed in the table below with the new designations. Note that there will be no Class F airspace in the U.S.

Class

Former Airspace Equivalent

A Positive Control Area (PCA) B Terminal Control Area (TCA) C Airport Radar Service Area (ARSA) D Airport Traffic Area (ATA) Control Zone (CZ) with operating control tower E Controlled Airspace (CA) Control Zone (CZ) without an operating control tower F Not applicable in the U.S. G Uncontrolled Airspace (UA) Prior authorization is required from the controlling agency (usually Air 24

Traffic Control [ATC] at the local control tmver, or some military base) for us to fly in Class A through Class D airspace. So we cannot fly into or through this airspace, except for some special locations or events, such as with the Sandia Classic in Albuquerque during which the floor of Class A airspace is temporarily lifted to some higher altitude to facilitate greater cross-country potential. This is thanks to USHGA Region IV Director Glen Nicolet who is the supervisor for the FAA ATC Albuquerque en-route control center. We can fly in all Class E and Class G airspace. There are two other groups of special use airspace. The first group can effectively (though not officially) be designated as Class A airspace. These are: a Prohibited Area (PA), a Restricted Area (RA) and temporary areas designated by a Notice to Airmen (NOTAM) for space flight operations and government officials. The second group are effectively (though again not officially) designated as Class E airspace. These are: an Alert Area (M), a Military Operating Area (MOA), a Military Training Route (MTR), a Terminal Radar Service Area (TRSA), a Victor Airway (VA), and a Warning Area (WA). While legally we can enter and transit these areas, they're not what you would describe as user friendly airspace. At the very least they tend to be congested with powered aircraft traffic. At worst, these are high speed military fighters whose wake can waste you before you realize they were even approaching. We have actually gained more access to airspace because of this airspace reclassification. There are three significant operational changes with which to concern yourself as an ultralight glider pilot.

You nmv can legally pass over ATA's (Airport Traffic Area, Class D airspace) and blue CZ's (Control Zone, Class D airspace) at lower altitudes, or through a magenta CZ (Class E airspace). The ATA ceiling has been reduced from 3,000' AGL to 2,500' AGL. CZ's with operating control towers have their ceilings reduced from 14,500' MSL to the altitude depicted within the CZ. CZ's without operating control towers have no ceiling depicted and are available for our use. There are three minor changes in airspace depictions. TRSA's (Terminal Radar Service Area) have been changed from solid magenta lines to solid black lines, and ARSA's (Airport Radar Service Area, Class C airspace) have changed from clashed magenta lines to solid magenta lines. The other difference in airspace depiction is that the 1,200' AGL floor for controlled airspace (CA, Class E airspace), is not depicted when it is adjacent to CA with a 700' AGL floor (shaded magenta line), but does exist there. It is only depicted when CA begins at 1,200' AGL and is adjacent to uncontrolled airspace (UA, Class G airspace), in which case it is depicted with a shaded blue line. The accompanying information notice which depicts the changes, is available with new sectional charts, and you can obtain additional details free from your local FM Flight Standards District Office (FSDO). Ask for the safety bulletin entitled: "The ABC's of Airspace Reclassification." They also have a brochure and a pocket reference card available. This airspace reclassification began on October 15, 1992 and will be fully in place on September 16, 1993. -

rt]

HANG GLIDING

USHGA Reports I] Airspace Designations and Related Abbreviations AGL AA

CCA

Above Ground Level, altitude above the local terrain; Alert Area, danger present, depicted by parallel blue hash marks and the letter "A" or the word "Alert," no PAR (Prior Authorization Required). Above Mean Sea Level, international designation identical to MSL. Airport Radar Service Area, now known as Class C airspace, bordered by a solid magenta line, PAR; any magenta segmented line adjoining the ARSA is a Class E airspace arrival extension with no PAR. Airport Traffic Area, now designated as Class D airspace, airport with an operating control tower, denoted only by a blue airport symbol, extends in a five-mile radius, from the surface to 2,500' AGL, PAR. Air Traffic Control, the division of the FAA that has the authority for the supervision of both commercial and general aviation traffic in most areas. Controlled Airspace, now designated as Class E airspace, increases cloud clearance and visibility minimums. Begins at 700' AGL when depicted with a shaded magenta line, begins at 1,200' AGL when not depicted or when adjacent to uncontrolled airspace (UA) will be depicted with a shaded blue line, no PAR. Continental Control Area, now designated as Class E airspace, includes all airspace above 14,500' MSL up to PCA, no PAR.

Class A Class B Class C Class D Class E Class F Class G

PCA TCA ARSA ATA and CZ with an operating control cower CA and CZ without an operating control cower Not applicable in the U.S. UA

Control Zone, with an operating control tower is now designated as Class D airspace and is depicted by a blue segmented line, extending from the surface to the vertical limit noted in hundreds of feet At'v1SL in the contained box, PAR; any magenta segmented line adjoining the CZ is a Class E airspace arrival extension with no PAR; a CZ without an operating control tower is now designated as Class E airspace with no vertical limit designation and is depicted by a magenta segmented line, no PAR. Flight Level: altitude in hundreds of feet. Military Operating Area. High speed jet traffic area, depicted by parallel magenta hash marks, designated with a name along the sectional chart's border with the hours of operation, effective altitudes and controlling agency, no PAR. Mean Sea Level, altitude above sea level. Milita1y Training Routes. High speed jet traffic route, depicted by gray solid lines, designated with letters and numbers, no PAR. NOtice To AirMen. Tempora1y area for space flight operations (FAR Part 91.102) or government officials and dignitaries (FAR Part 91.104), PAR. Prohibited Area, related to national security, depicted by parallel blue hash marks, designated by the letter "P" or the word "Prohibited" with a number, and a listing along the local sectional chart's border with: the hours of operation, effective altitudes and controlling agency, PAR. Prior Authorization Required by the controlling agency (either ATC or the military) to legally access this area. Positive Control Airspace, now designated as Class A airspace. All airspace from 18,000' MSL (FL 180) to FL 600, not depicted, PAR. Restricted Area, related to military testing grounds, depicted by parallel blue hash marks with the letter "R" or the word "Restricted" with a number, and a listing along the sectional chart's border with: the hours of operation, effective altitudes and controlling agency, PAR. SurFaCe, ground level. Terminal Control Area, now designated as Class B airspace, located near large metropolitan areas with high volumes of large commercial aircraft, bordered by solid blue lines, composed of several segments, the floor and ceiling of which is denoted by the ratio of the ceiling over the floor in hundreds of feet MSL. Originates at SFC at the airport; resembles an upside down wedding cake, PAR. Terminal Radar Service Area. Now depicted with a solid black line. Prior authorization compliance requested but not required. Uncontrolled Airspace. Now designated as Class G airspace, effective up to 14,500' MSL, has reduced cloud clearance and visibility minimums from CA, no PAR. Victor Airway. Run between VOR and VORTAC navigation aids, general traffic present, extends four miles on either side of the centerline, depicted with a solid blue line and the letter "V" with a number, no PAR. Ve1y high frequency Omnidirectional Radio navigation aid. VOR/TACtical. Militaty navigation aid, similar to VOR, no PAR. Warning Area. Danger present, depicted by parallel blue hash marks and the letter "W" or the word "Warning," no PAR.

AMSL ARSA ATA ATC CA

FL MOA MSL MTR NOTAM PA

PAR PCA

RA SFC TCA

TRSA UA VA VOR VORTAC WA

AUGUST 1993

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lone Pine J1 irport. The long runwt1y on top (just under the is thr mt1in (jJower) runway. The shorter runway just under the harness is the glider runwtt)J, which is conveniently located next to the of/Jee, pr,rl,ing lot and highway .395. Note the HUG!;' am, between the rumoays. This is all availablr if' thm: is any question about other ajJ)Jroaching trafjtc.

by Woody Woodruff' ast September [ was doing a Iittlc bit of late·scason flying up in the Owens Valley on a pretty, hut not spectacular, flying day from Horseshoe Meadows. [ was getting ahom fifrccn···five ar Onion Valley and really enjoying the view, bm there was a dis· tinct push out of the north which, combined with these short September flying days, mealll there was no signifkant distance potential for the day. So fun it was, nothing more, nothing less. As [ passed Whitney headed back south, l started rhinl<ing about where J was going to land. I didn't have a chase crew and my Bronco was parked in Lone Pinc at the Sportsman, so I wanted to be fairly close to town but where to go to be both safe and

Aucusr 1993

socially acceptable? The idea of landing at the regular Horseshoe Meadows bail-out LZ (the "postage stamp") sounded double dumb. First dumb because it is a tiny (postage scamp size) L7. in the middle of the boulder fields of the Sierra alluvi:11 fan. Second dumb because it is several miles from town on a lighdy.. travclcd road. Double dumb. There arc a few nice fields on the south side of town hut some of d1em arc home to cattle of various descriptions and unknown dispositions. Besides, that's where the local air· port is and we have problems enough without a tickcd .. off airport manager at the foot of one of the world's finest flying sites. 1-Immm, an airport. Sure would be nice to have a place like th11t to land about now. I !old that thought.

'lei make a short story long, I parked my Vector just north of town in a pretty field with ugly high tension power lines. Double ugly power liues. First ugly because they arc big and strong and inconsidcra te of relatively small flying objects. Second ugly because they carry enough power to crackle audibly when you stand (or fly) near them. Double ugly. After breaking down I jogged the mile and a half imo town, picked up Mr. Bronco and drove out to the electric orchard to pick up my glider. That's about when J decided to at lcas1 go to the airport and bring the subject up. The next day on my way out of town l stopped at the Lone Pinc Airport to sec how receptive the manager would be to the idea of

using the airport as an LZ occasionally. Knowing that small airport managers can be crabby old goats, I made sure Thad my power ticket in my wallet and I was prepared 10 shift the conversation ro power planes on a moment's uoticc. l also made it a point to wear my do11blc--paddcd boxer shorts in case some knuckle-dragging aircraft mechanic decided to boot me off of his airport. Well, the visir went way bencr than T Within ten minutes I had permission 10 land in a fbt open pbcc with a wind-I found om that the- airport manager wasn't really so crabby airer all, and l was imo my second cup of reasonably good coffrc. It tnrns out th:ir it is more than "OK" to land we really arc welcome as long as we can conducr our operations without posing a hazard to other airport traffic. What that means, in essence, is tlrnr if you plaJJ to fly locally and land at the airport, or if yon simply want the option available, you should stop in and make sure you understand the pattern a 101 easier than Bishop!) and the general layout of rhc field. What's really nice is that the glider runway and the power runway arc widely separated, making it easy to ensure safe separation hc:twcen fast (power) and slow (sailplane/hang glider) traffic. Just stay west of the airport until you arc ready to enter the pattern. It's also nice that the glider runway/ramp area open to us happens to he right next to the pilot shack and parking lot, so you won't have to carry your glider for afrcr you're down. So how come these folks have such a good aniwdc toward aircrafi of the ultralight persuasion? First, and l think most important, is that Bill Woodward, the airport manager, simply loves flying and things that fly. "If it has it is welcome here." His words, not mine. Undoubtedly, if we m:ikc ourselves a nuisance or a hazard we can force a revision of that welcome policy, hur for now hang gliders of all three classes are invited. This place is more than just a foncy LI. though. At its best it has the potential to be the perfect base of operations for pilots flying our of 1-forseshoc Meadows. ln addition to providing a really nice place to land, there are several other potentially good deals about tl1c place: 1) The airport is only mile from the road to launch and has lots of parking, so it is a convenient place get together with other pilots for the ride up to launch. Also, the air-port has a Chevy Suburban available fi:ir use as a shuttle up to launch for folks without a chase crew (or good-guy pilots who want to let their chase crews sleep late).

The nicest breal,doum area in the Owens Valley

2) Tf you plan on camping while you arc in the Owens you can camp right on the airport for a mere pittance (four bucks a night). This includes hot showers which make it much easier to hitch a ride home from cross-country flights. If you use that "special someone" as a chase crew the shower is indispensable. 3) Frequent flyers can store a nailer or RV at the airport for a mere ten bucks a month. I save more than that in gas by not towing the darn thing. 4) The airport has oxygen fills available on

sire. In fact, this is the only place l know that will prorate the charge if you don't need a full bottle. 5) [t is important to note that this is not suitable ro use as a "bail-out" LZ. This is a straight 8. 5: l glide from launch with some fairly inhospitable boulder fields to reward near misses. If you don't get up at Horseshoe, you will probably nor be able to make die airport safely, so don't close out your flight plan for the postage stamp until you pick up a little altitude. On rhe other hand, you don'r need a

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big gainer to make up the difference, and once you gain a couple of grand or go a ridge or two norrh the glide gets easier. So think about ir. You spend a few hours flying around one of the most spectacubr flying sites in the world. When you're done, you land in a perfixt I unhook and step into your rent or trailer for a beer before you get our of your harness. Then after you quaff a cold one you go fill your 02 bottle and stuff ir in your gear hag. After casually breaking down your glider you grab a quick shower and head into town for dinner. Of course, most folks flying Horseshoe arc planning to put some miles on before they land. In rhat case you won't be using the bur iris still a convenient and inexpensive place to camp. While you're there you can rank up on oxygcn and some pretty good co/lee.

1!ool,ing r1 turn into 11 doumwind leg. The dirt tiedown riret/ t'.I" also av11ilt1blefrJr lrmdinK

A word on courtesy. In the air and 011 the ground, ir is irnponanr ro rhat the use of this focili1y is a privilege, not :1 right. Essentially rhat means rha1 we should go out of our way to rnainr:1in friendly, courteous relations with all airport users. Some suggcs-· rions (mine, not rheirs): a) If you camp, keep yom area clean. Don't keep rhc neighbors up with your heavy metal tapes. h) Don't argue right of way. lf a conflict develops 011 approach, yield to the other traf Cic and land in the 1-IUGE open space

/\LJCUST 1993

between the runways. When you land, clccir the ramp/runway as quickly as possible. c) Don't /ill up the best parking places wi1 h a bunch of pilots' vehicles 1har will just sit while you arc flying. There's there all plenty of room, just he sensible. d) 'I would like to have notice of' inbound aircrali., bm rhcy recognize the limitations of our sit11:1tion. On those occasions when you have communication with someone on die ground (i.e., chase crew) who could let them know you arc inbound, it would he rca· sonablc to do so. That way they can inform

other inbound traffic. e) 1n short, act like you're on someone else's turf You arc. All this means is rlwt we have an obligation to be on our bes1 behavior. If /cir some reason you can't operate here safoly, then hy all means go somewhere else. By operating at a regular airport we have the opportuni1y to demonstrate to the "real" pilors that we arc either (a) competcm, intclligcm, rcsponsihlc airspace users, or (h) exactly the kind of irresponsihlc yahoos they knew we were.

:mg gliding parachutes h:1vc proven to be very successful in preventing injuries and death, rhus making the sport much safer. Even though the safoty record of parachmcs is very good, a pilot should nor rely on one to save his or her life. This mc:rns that you should not take unnecessary risks while flying j11st because you are "armed" with a parachute. Acrobatics, rhe 111mt!JCr one cause of parachme dcploymcllts, ing roo close ro other pilots (the more turbulent the air the greater the separation needs to be), flying in cxtrcme rnrbulencc, flying when you arc exh:rnstcd and your decision making processes arc impaired, flying in clouds, and flying too high without supplementary oxygen arc just some of the circumstances that cm and should be avoided. The following questions arc designed to test your basic knowledge abo111 hang gliding parachutes. In the imcrcsr of your safety rake time to carefully consider each judgment call. Discuss 1hc oprions wid1 other pilots. lt is far better robe prepared in your mind to cope with any emergency situation than to just "deal with it if ir happens." You need ro know your options before your feet leave the ground.

#8)

I low do you "practice deploying" your parachute every flight?

#9)

Whar should yon do once your canopy is open?

:/ti O) Under what circumstances would you consider deploying yom

para ch utc? /ll I) Should you throw your par:1drnte if you tumble your hang glider? ://12) What emergency equiprnenr can pilots carry besides their

parachutes? #] 3)

What arc some additional uses for your hang gliding parachute?

#14) How often should you have your hang gliding parachute inspected or repacked? #15) What is the best way to practice deploying your hand-thrown

hang gliding parachute? fl])

When should you carry a par:1chute?

#16) When would you use a hook knife?

How do you "preflight" a hang gliding parachute?

#17) ff your hang glider is in a spin and you have the option of throwing your parachmc in any direction, which way do you throw the parachute?

Where would you normally expect to find tlw first signs of wear on your bridle? #4)

Many pilots fly with steel shackles attaching the parachnte bridle to the mains on their harnesses. Why?

#18) If you have your hang gliding parachute repacked by an FJ\J\cenified rigger, why do you need to bring the packing instructions? They should know how to pack ir.

What arc the correct steps when deploying your hand-thrown hang gliding parachute?

#19) Parachutes are built primarily out of nylon. What is the

Ts there ,rny time you should not pull your hang gliding parachute b:1ck in ifit has not opened?

#20) What should you do if your parachute gets wet with salt water?

What do you do if you have deployed your parachute but it is not opening?

#2]) J\frer a repack your parachute rnay seem bigger. What can you do to get it back clown to normal size?

biggest enemy of nylon?

Hi\NC GLlf)INC

#22) What is the "knee test" and when should it be performed?

#5)

#23) Is it safe to replace your nylon lines with smaller spectra or kevlar lines? #24) Can hang gliding parachutes withstand terminal velocity deployments? #25) How does a conventional hand-deployed parachute open? #26) How does a ballistic or air-deployed parachute open? #27) What are the most common malfunctions in hang gliding parachutes? #28) What are the pro's and con's of using a larger parachme? #29) What arc the pro's and con's of using a smaller parachute? #30) If you count the number of lines on your parachute ,vhat does that tell you? #31) What does a swivel do? #32) How can you be absolutely sure that your parachute will work?

#6) Yes. One such situation might be if your parachute is below you and you are falling into the canopy. In this case the best you can do is to continue yanking on the bridle in an effort to dislodge it into clear air. #7) Yank vigorously on the bridle to help facilitate opening the parachute. Pull the canopy back in and throw it again. If you are close to impact, position your body with your feet down in a manner that would allow the glider to absorb as much of the impact as possible. Bend your knees slightly to help absorb the shock. #8)

1) Look for your parachute handle and grab it. 2) Practice using each hand to grab your deployment handle. 3) DO NOT DEPLOY IN FLIGHT JUST FOR FUN OR PRACTICE.

#9)

1) Climb into the control bar (if there is one left) with your feet on the basetube. 2) Try to steer the glider into the wind and flare for a softer landing. 3) Position your body to let the hang glider take as much of the impact as possible. 4) No matter what position the glider is in, try to land with your legs downward. 5) Before landing, bend your knees slightly to help absorb the shock. 6) If it is windy be prepared to be dragged. 7) Have your hook knife readily accessible to cut away from the parachute and glider as quickly as possible.

#33) What do you do if you end up hanging from high power lines? #34) What should you do with an old parachute? #35) What should your bridle's minimum length be? #36) What is " mental imaging" and why is it important to hang gliding parachute safety?

ANSWERS #1)

Every time you fly.

#2)

Make sure: 1) Safety locks are properly positioned through the bungee or rubber loop. 2) Velcro is securely fastened. 3) Your deployment handle is readily accessible. 4) The bridle routed along your harness has no n.vists or excessive length. 5) The bridle loop is on the back of the carabiner opposite the gate. 6) There are no signs of wear on the outside parachute container or bridle.

#3)

1) At the loop by the carabiner. 2) Any place the bridle comes in contact with velcro hook. 3) Any place rubbing occurs.

#4) So they will remain attached to the parachute in the event of a carabiner failure. AUGUST 1993

1) Look for the handle. 2) Grab the handle. 3) Pull the parachute out of the container on your harness. 4) Throw the parachute into a clear area if possible. Do not "wind up" before you throw or you may wind up having thrown your parachute in the wrong direction. Do not waste too much time trying to find a clear area; there may not be one. Throw it hard as though your life depended on it, because it Yery well may. 5) Pull in on the bridle vigorously. If it has not inflated try to yank the parachute back in and repeat steps four and five. You may be able to correct an unsuccessful deployment attempt in chis way.

#10) 1) 2) 3) 4) 5) 6)

Structural failure. Mid-air collisions. Loss of control due to turbulence close to the ground. Inverted flight conditions. Any time you cannot regain control of your glider. Any time you become physically impaired during flight.

#11) This is a real judgment call. Your first consideration should be your altitude. Often, as a hang glider tumbles, the tumbles become more severe. The hang glider may start to break as a result of your body being thrown against it. You may become injured. All these factors could reduce your chances of achieving a successful deployment. On the other hand, there have been many cases in which the hang glider righted itself after a tumble and the pilot flew it safely to a landing.

#12) I) Radio. 2) Flares. 3) Whistle. 4) Signal mirror. 5) Water. 6) Dental floss (for hoisting a rcsrne rope up to you if you land in a high place). 7) Compass. 8) Pi rst J\ id ki r. 9) Smol<c: or streamers for wind direction indicator.1.

#13) l) Climbing out of a tree using your parachute as an escape rope.

Wrapping up in your parachute in extreme cold. 3) Spreading it out to help drivers or pilots spot you Ill remote mH-landing ,treas.

1ft) l) A1 least every six mon1hs. 2) Every rime it gets wet or is to extreme heat or humidity. 3) J\ny time you expect damage from hclly acids or dirt. 4) Rubber hands should be every time you have lcfr your harness in a hot place, frir example, in the trunk of your car on a hot day. They should be inspected in this event: or once a month, whichever comes first. # 15) Hang in a control bar that is suspended from 1hc ceiling and have your friends rwirl you violently as you practice throwing your parachute. Be sure to wear a helmet. This should he done prior to

every repack.

If you land nndcr canopy in windy conditions. 2.) If you arc going ro land i11 water. 3) Any time you 11ecd to free yourself or someone else from the hang glider or harness.

#J 6) l)

Always try to throw imo the spin in order to avoid wrapping up the bridle in the wreckage. #] 8) Many certified parachute riggers arc not familiar with hang gliding reserves. Although they do quite well when it comes to inspecting the construction and material, each deploymem bag has its own recommended manner of packing. J\ny deviation from rhat method may interfere with a successfid deployment. J\ny work on your parachurc should be done to FJ\J\ parachute standards. The Parachute Manual by Daniel Poynter provides a valuable rdcrcncc for repairs.

#I 9) Ultraviolet rays. #20) Rinse it thoroughly in clean water and dry it 0111 of rhc sun.

#21) Sit on it mid rock from side to side in order to push out the trapped air. #22) Each time you put your parachute into your harness you should do a knee test to ensure that your parachute is not going to pop out of' the harness in flight. Tb do this:

1) Place your knees on the back of the parachute container (i nsidc the harness where your body would normally lie). 2) Hold the harness where the sides of your body would normally fo. 3) Pull the sides of' the harness toward you while you push ;1gains1 the parachute with your knees in a manner 1hat simulates yom body weight.

M ayhc. You should consult the original m:mufacrurcr before modifying your parachute in any way.

If we consider a pilot weighting 170 pounds deploying without a hang glider at 170 Lo 180 fret per second, and the parachute is constructed using current manufacturing techniques with nylon lines and a nylon The 1tuthor modr:L, tt harm:.1:1· crnd bridle, it will probably work. chute. Whats wrong with this photo? Spectra or kcvlar lines and a low-stretch bridle theoretically can double the load on the parachurc and increase the risk of failure. i/25) Full bridle extension is followed by foll line extension and finally full canopy extension. J\s air fills the canopy the parachute will expand from the apex down. #26) Full canopy extension is followed by full line extension and then foll bridle extension.

Parachute streamer due to lack of speed needed to inflate the canopy. Ent,mglcrnem in glider wreckage. 1128) Pro's: Softer landing, sofrcr opening. Con's: More weight and bulk, slower opening.

#29) Pro's: Less weight and bulk, quicker opening. Con's: Harder openings and harder landings. #30) It will tell you the number of gores in your canopy. It alone docs not tell you about the performance of your canopy.

#3]) It can keep the lines and bridle from twisting and dms causing the parachute to close. It should be attached close to the bridle/line junction. HANG Ci ll)INC

#32) You can't. You can reduce your risk of malfunction by properly maintaining your parachute, flying safely within the hang glider manufacturer's recommended limitations, and being mentally prepared to deal with any situation you can imagine.

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#33) Do not touch anything! Wait for help to arrive. Instruct your help to have the power company turn off the electricity immediately. Do not let anyone on the ground touch you or your glider. #34) If it has been thoroughly inspected and approved by qualified personnel you can consider selling it, otherwise it is best used as a car cover. #35) As long as it takes to go from the carabiner down the control bar uprights and clear the wing. This distance depends on the panicular hang glider you are flying. #36) Meneal imaging is visualizing yourself in situations. Rehearsing emergency procedures in your mind is important in allowing you a rime advantage when having to make quick decisions. You should think out every possible emergency situation you may encounter while flying your hang glider or deploying your parachute, and have a plan of attack ready. In addition, you should think our your alternate plan if the first one does not work. The following brief examples are just a few situations you should have thought out. They are actual true life situations. Add as many possibilities as you can think of to chis list:

•

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In smooth ridge lift you are involved in a mid-air collision, 150 feet over the ridge. Your glider is tangled with the other hang glider. You are 500' AGL when your hang glider hits severe turbulence and tumbles. The control bar is ripped our of your hands.

•

You have deployed your parachute and are drifting srraigh r toward high tension power lines.

•

You have been sucked up into a cloud. Conditions are very turbulent. You are nor sure if cloudbase is below the mountains.

•

Your glider is in a severe spin. You seem to be descending pretty slowly according to your instruments.

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You have just completed your first loop and the momentum has carried you into a second loop. You are nor prepared for the second loop, stall the glider and begin to tumble. After rhe first tumble you are at 2,500 feet. The answers provided here are not absolute. Each situation requires a judgment call by the pilot. It is my hope char this article will stimulate discussion of a topic many hang glider pilots would rather ignore. Hang gliding is a tremendously rewarding spore, but it also has risks. You can minimize those risks by flying safely, attending parachute seminars, practice deploying your parachute while hanging from a control bar suspended from a tree or ceiling, ~11 and being mentally prepared to handle emergency situations. ~

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o 1101 race!" 'The bes1 advice given to me prior to the Women's World Hang Gliding Charnpionships in Japan. Coming from the Owens Valley, I knew my usual tactic of blazing across the sky between booming mountain t:hcrmals wouldn't land me in the winner's circle. In Japan you can't always coum on a thermal being there and you must treat each one as if it were yom last. This was to be a real test of my patience not my strongest virtue. This year marked my fourth rrip to Nanyo. For team member Sarah Bowman it would be her second trip and fi>r Claire Pagen, /\lice Fngelhardt and Tamrny Burcar, their firs1. So we had both seasoned pilots and rookies, including one pilot who had never taken ;i tnrnpoim photo! Unfortunately, the eight practice days turned out ro be the best days we had in Japan. We flew six days our of the eight, during which we practiced team flying, using ideas and suggestions given to us by our pan--time team leader, Dennis Pagen. 'T'hc team bcnefoc:d considerably from the guidance of such an experienced competition pilor. We were always up the hill early, ready to p)o and showing confidence. We

The awards ceremony. l,e{t to ri,~ht: Krlri Castle, US., 2nd; francoise Dieuzeide-Brmet; France !st; Isabelle J>ir1get, Switzerland, 3rd

had preflight team meetings and a team dchricftng each night, when we reviewed the lessons learned that day. Thanks for the help Dennis. l must say you make a great driver too! 'The winds were strong on J\pril 21, the last 0H1cial practice day, giving us a rest day and time to prepare for the big parade down main street, followed hy the opening ceremony banquet at the new sports center in Nanyo. The prince and princess ofJapan honored us with their presence and an inspirational speech about the dream of fly-mg.

found herself ofT course and practiced her "mountain mama" technique by landing on top of a mountain. Claire, Alice, and Sarah all gm stuck doing the re-llight shufTic as many other good pilots did that day. Masumi Goda, the top Japanese pilot , was pushing hard too. She tried to get over the last ridge before the turn point but a tree got: in her way.

7 lnvalid as a result of many bomb-outs, inversions and rain.

8 Valid and looking good, with wind dummies soaring by 9:00 AM. We had to wait rill the gunmen were clone firing and the speeches were over to begin setting up. We were all getting impatient to start. A reasonable task of 26 km wirh one turnpoint was called. No one made it to goal hm four of us were real close. Three of us landed in the same field, tying for second, while Jmly Ledrn was able to lly over our heads to anorher J /2 km. We were all around I l /2 km shon of goal. Tammy

Vilid. The day looked hleak, with an inversion caused by high pressure. A task was called: a big I I -km race to goal. lt seemed like a I 00-milc task considering the weather. Conditions were weak hut luckily ir was a burn day in rhc valley. The fires seemed to be the only thing producing lifr that day. [ tested my patience by hanging with the gaggle and using them ofrcn ro stay up in the light conditions. No one was anxious to make the glide that might take HANC GLll)INC

them p:ist the b:irrier. Judy l .cdcn chose to leave the first, gliding to almost six km! J\f'tcr she Jcfr WC waircd fc)r what seemed like an eternity and flnally hit rhc thermal we were all waiting for. ft lofted us up and lcfr me laughing as I was sit· ting on 10p of the stack for a change. (I loved having rhc big AT 158!) We all went on a final glide :md one by one they landed below me. On my way down some huge high tension power lines challenged my glide path. Choosing ro be a live chicken rather than a fried one, I burned off altitmlc and dove underneath them, gliding in ground effixt as for as I could. With only a C). I /2 km flight I had won the day!

9 Valid with improved conditions. As the sun began to shine, wind dummies lifted skyward. In a desperate attempt at anod1er valid round the previous day's task was again assigned. It was to be a one .. thermal race to goal, for the lucky ones who could launch early. I was to make three mistakes that day, which cost me first place. One, I was impatient and launched too early. 1nstead of using the pilots in the air, they used me. Two, I rook my start phorn almost a f'ull minute too early. Because of the weak conditions all the competitors Aucusr 1993

had to take: their pictures before launch, which mc;11H that a picture taken just as the databack camera clicked to a new minute would give a competitor a good advantage. Unfortunately, I did not think of rhat while standing on launch. I rcrncm .. ber, roo, waiting for the: wind ro snaightcn out after taking my picture. All this may not seem like much, but the f1stest rime of the day, on paper, was I 5 minutes! With darnhack cameras only measuring to the minute, there was a twcHninutc fridge foe .. tor between the times taken at launch and the offo:ial goal time. One minute equaled close to 100 points that day! '] 'he third mistake I made concerned the procedure for the photo sequence at goal. '] 'he last photo was ro be taken of rhe ofl1-· cial time clock at goal, which I failed to do. Fortunately, at least 10 other pilots made that same misr,1ke, suffering a penalty of about 21 points each. Obviously there is more to winning than just good flying! 'Emimy came within 2.. J/2 km of goal. Sarah and Claire both went up for a reflight and gave it their best shot, scratching forever on Hospital fl ill.

Invalid.

Valid. This last-chance day bcg,m unsta .. ble, the filled with cumulus clouds and Ii ttk black rain cells everywhere. As launch fixtures we waited through squalls of snow and rain, watching wind dummies descend without hitting a bump. The window was extended and blue holes emerged from the clouds. /\n ordered launch was pur into effect and surprisingly enough the miracle we were all waiting for started to happen. The wind started blowing up the hill and pilots were actually circling in light lifr, gaining altirude. ·rhis rime I decided 10 wait my turn, aud let the pack get out in front. Sarah sacrifkcd herself and launched too early. She just got tired of sitting on the hill. Tammy and Claire got up and on course, then l joined the pack ;it cloudbase. Finally, a day for soaring! I heard Claire and Tammy out in front doing great in the hills before the turnpoint, but I happily realized l could bypass all the gliders on the hills by flying directly to the turnpoint over the town. This worked great until I hit the big sink hole in front of the turnpoinr. l was forced to come back to the hills, not looking so smart compared t:o the pilots flying over my head at cloudbase. I eventu .. ally got back up to cloudbasc just before the last turnpoint. This enabled me to pull the bar in, dive to the last turnpoint and

Place Pilot

Country

Francoise Dieuzcide-Banet France USA Castle Isabelle Piaget Switzerland Diane Ecodcur Switzer.land UK Judy Lcdcn 6) Masumi Goda Japan Switzerland 7) Annelise Mueller 8) Rosrnarie Brams Germany Australia 9) Helen Ross 10) Anja Kohirauch 18) 'farnmy Burcar USA USA 30) Vassort Pagen USA Sarah Bowman 39) USA 39) Alice Engelhardt

Glider

Points

XS HP.AT 158

192 169 1 3,094 2,861 2,613

HP A'.T 1 HP AT 145 HP Kf 145 HP AT 145 Bullet

2,370 2,364 1,319 1,120

TRX TRX.

IlPAT 1

who believed in us and gave us encouragc·mcnt, and to Jim Lee for the great advice: "Do not race!"

US. team members and.friend,·. Back row, lefi to right: Sarah Bowman, Monica (Mexico), Alice hr1gelhardt; Kari Castle. Front row: Iammy !Jurcar, Irmi (Australia), C'lttire /}!gen.

race to goal. J had to stay prone over the finish line to make sure my feet didn't touch before crossing the goal line. Kenny Brown, you would have been proud! Tammy and Claire hit that elusive sink around the first turnpoim but both had smiles on their faces from the fun flying. Ten of 11s made rhat 25-km goal with Annelise Mueller winning the day by 12 minutes. J finished second, T1mmy 19th and Claire 25th for the day.

All in all we had fun, learned a lot, made a lot of new friends, and were inspired for next year's Chelan, Washington Women's World Championships. Many people helped make our trip easier: buyers of raffle tickets and T-shirts, prize donors, and the people who went to fund--raising fly-ins. My personal sponsors who arc forever helping me arc: Wills Wing, Brauniger, Oakley, Hi Tee, Reebok, Express Linc, Patagonia, Wild Things and Pocket Rocket. Thanks to all the friends

Our Trike Wings arc not simply reinforced hang gliders. They've been specially designed lo carry heavier two-seater trikes. Our Wings feature a very wide speed range for short landings and long voyages. They arc especially well vibration dampened.

12 30 to 90 mph 14 to 78 mph 16 to 70 mph Load tostod to 4,600 lbs positive, 2,300 lbs negative

La Mouette 1, rue de la Petite 1121 Fontaine-Les-Dijon •

from the USA, dial: Tel: 0·11-33-80··56-66-47 Fax: 011-33-80-55-42-01 /)esiJ;ning & Mam(f'acturing Trike Gliders Since 1982 In the USA, contact ... ,Jefferson Acrosports

15120 Skelton Rd• Jefferson, OR 913.\2 Tel: 51n/327- 1730 • Fax: 5031364 4116 Dealer Inquiries Invited

HJ\NC GLIDINC

he Japanese are known for their in black robes. We became accustomed 11 Mankind has dreamed of flygracious manners, tiny chips, to checking our shoes like hats at the fast trains, functional cars and door of every building. Some of us ing since the beginning of time. consumption of gohan (rice). May they even embarrassed ourselves singing We have airplanes flying here be hereafter known for their blockbustkaroke in the nightclubs. ing meet extravaganzas. The recent My most trying cultural exchange and there1 but it is only hang Women's World Meet in Nanyo City came during a meal with the Mayor gliding that allows us to truly left no doubt about Japanese attention given for the the five CIVL officials. fly like a bird. It is a sport that I to detail, penchant for ceremony and We started out with yellow sea urchin personal need for organization. ooze (uni) and raw squid (yariika). would love to try some day 11 ITEM: There were 58 registered From there it got more exciting. The pilots in the meet. There were more highlight was the little bowl of about than 350 organizers, officials and work15 live baby eels (unagi) placed before ~from the opening ceremony speech ers. That's 6-114 meet personnel per each of us. They would occasionally of the Prince of Yamagata Prefecture pilot. We figured each competitor wriggle out of your chopsticks before could have had a glider caddy, a set-up you could pop them in your mouth, so boy; a personal driver, a masseur and an it was necessary to chase them across escort with 60 people left over to run the meet. the table much to the glee of the Mayor and other Japanese in ITEM: The aid of the army was enlisted for pilot retrieval. attendance. Certainly our approach to such delicacies was less Each pilot was issued a radio tuned to a specific ream frequency than decorous, but the Japanese have a saying: "Foreigners are like to communicate with a translator. At all times a map pinpointed babies and drunks; they aren't responsible for their actions." each pilot's position in the air. Then, as soon as she landed, a The Japanese are universally friendly and many speak English. truck would pull up to retrieve her. No waiting, no walking, no Invariably, they have problems pronouncing Ls and R's and tend hassles. to switch the two. This made for some interesting word play. For ITEM· Three sumptuous ceremonies - opening, cheny blos- example, the country Austlaria was seen on a sign in the parade som and closing - featured long tables piled high with delicacies. and appeared in the team standings. Fright points were listed on Pyramids of jumbo prawns, whole salmons, a tangle of Icing crab the daily task report. Kari's name was written as Calley and legs, an assortment of sushi, shishkabob, lobster and octopus were Claire's name was practically unpronounceable by the Japanese. some of the delights. And don't forget the infinite supply of beer, We met daily in the "Head Quarters" which contained a special salci, wine and special cherry daiquiris. box for the "left and found." One quote in the full-color polished ITEM: Various evening activities were organized to introduce program was particularly interesting. To wit: "In Japan, there still the international crowd of pilots to Japanese culture. Succeeding exists a lcind of bias that male lovers predominate female ones in nights were spent in flower arranging sessions, Japanese dance the field of aviation sports." The best pronouncement came durlessons, kimono wearing and beating the euphonious Japanese ing the opening ceremony, however. Here the translator introdrums. The highlights: seeing Kari Castle in a kimono and watchduced the President of the Japanese Aeronautic Association as the ing the world's longest fireworks display. head of the Japan Erotic Association. The Prince and Princess of ITEM· Reportedly $5,000,000 (nor yen, do!!al'S) were spent Yamagata Prefecture had a few chuckles over that one. on the competition. Half of this amount went toward building a In Japan hang gliding is a popular pastime. Any pilot from the new road and a new launch site that they sculpted out of the U.S. wea1y of a dumb public attitude toward our sport will be highest point near Nanyo City. The rest went to the parties, the buoyed by the Japanese enthusiasm for personal aviation. High organization, the meals and the flags. Yes, there were flags of every school and college hang gliding clubs abound. Those of us conattending country strung in succession throughout town and nected with the meet were treated like rock stars, and spent some along the main roads. Other flags lined lesser routes and adorned time singing autographs on T-shirts, harnesses and gliders. The buildings. I am sure their budget for flags exceeded the entire national media and busloads of spectators attended the meet. budget of any previous meet. While the flying was not fantastic, the support of Nanyo City, One of the primary reasons for attending an event such as a Yamagata Prefecture and the Japanese public was. World Meet is to soak up the local culture. We soon learned to ITEM· My most memorable flight in Japan taught me the true eat soup with chopsticks and walk on wooden clogs (getas). We meaning of the term "house thermal." I climbed for more than a enjoyed soaking in the public baths every evening (unfortunately, mile in the smoke from a house that burned down on a ~ hillside in front oflaunch! ~ they segregated the sexes two years ago) and walking around town

AUGUST 1993

Con!act locDlpilo!sfor

f course everyone al

knows rha t L:nry Tudor broke both the open distance and distance ro dcclan:d goal records simultaneously landing in Elkhan, hut did you kllow that there have also been many flights which originated there? or course, I<ans;1s is nor known for its mountains, so

and flatland a

pilot, yo11 need to be at towing (or bring a instructor, I suppose) bcForc coming l1crc. fowing instruction is off<.:rcd for glider pilots by Director and umdcm guru Ron J le and his wife Deanna run Prairie ( ;!iding, alld arc establishing a small (three-room) bed and breakfast for pilots at their home. If you visit, make sure you take a close look at the "wallI'm sure you'd paper" in rhcir kitchen /111d it imeresting! Deanna is an cx1)er1e11cc:cl tow driver availahlc for rem, b11t you need to bring your own chase crew. When you visit Elkhart, try to stop hy the local muscmn; it won't take long, and it's rheir only tourist anraction. They've got a lot of local history, some items that wo11ld be: interesting only ro a sclccr few (such as their barbed wire collection), and have on display the Larry flew when he l;mded here after launching in New Mexico. (I sup·· pose rhar some people rnighr think that his glider belongs in rhe second category, but I don't sec it that way. It sho11ld be ""'""''"'"h to everyone!) 0

Ron

Ol)r:r

FlhharL. Photo by Ron Kenney.

Whether you're an experienced pilot wanting to do some serious miles, or an upand-coming pilot who wants 10 learn more about and tl1tland soaring, you'll

Elkhart. It's a very small town, so don't count on having a lot to do other than flying, but plan on some good flying!

Hi\NC CUDINC

Site Info -

Elkhart, Kansas

SITE NAME

Elkhart, Kansas

CHAPTER

None

LOCATION

Various tow roads near Elkhart, depending on wind direction and road conditions. Contact locals for specifics.

ALTITUDE

3,620' MSL, O' AGL (towing)

RATING

Intermediate (Hang III). Paraglider pilots: experienced Class 1 with a tow rating. Beginner and Novice pilots are allowed under supervision, and tow lessons are available for hang glider pilots only

PROTOCOL

This is a mostly unregulated site, but all pilots must be current USHGA members with liability insurance. Individual tow operators may also require waivers be signed in order to be towed up.

RESTRICTIONS

No restricted airspace for 150 miles in any direction! There are a couple of Control Zones that are reachable, so naturally a current sectional should be consulted before attempting X-C flight (here or at any other site).

FEES

Free!

LAUNCH

Two seven-mile tow roads (some paved, some dirt). Getting high tows here is not a problem!

There are plowed fields adjacent to each of the tow roads that provide large, relatively unobstructed LZ's.

DIRECTION

There are roads available for numerous directions, and any tow site is launchable in most any wind direction if the pilot has experience with crosswinds. The normal prevailing winds are from the southwest.

SETUP AREA

Room for literally hundreds of gliders right next to the tow roads.

ROAD

Some of the roads are paved and some dirt, but all are easy 2WD roads any time they're dry enough to be used at all.

CAMPING

The city of Elkhart has a small RV park available (in the center of town) for $6/night with full hookups. There is also free camping available in the Cimmaron National Grasslands eight miles north of town. Ron Kenney is also establishing a small bed and breakfast in town, and he may also have rooms available for rent at minimal prices.

This is a four-star X-C site, with good thermals, LZ's, and retrieval roads! The current site record is 240 miles to just north of McCook, Nebraska by Ian Huss.

EVENTS

There is a fun fly-in during late August. No competitions or formal tasks, just come and fly.

BEST TIME

Elkhart is flyable year-round, and the best soaring lasts all the way from April through September! 100+ mile flights and altitudes of 10,000' arc common, and 14,000-15,000' is possible.

FREQUENCY

151.625

CONTACT

Ron Kenney (Prairie Hang Gliding) (316) 697-2577 Chris "The Flying Fish" Trout (316) 697-2425

MISC

The town is full of friendly people, and there is little or no crime. The Region VI regionals were held here in 1990 and 1992. The local museum has the HP AT that Larry Tudor flew on his 303-mile records-breaking flight.

AUGUST 1993

1993 USHGA MERCHANDISE ORDER FORM PRICE

TOTAL

QI'{.

OTHER 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 - 50150 heavyweight, red and white on navy SPECIFY SIZE: MEDIUM LARGE EXTRA-LARGE ...............................................................................................................................$19.95 USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) ............................................................................................................$22.95 USHGA MTN. GLIDER TSHIRT 100% cotton. Our most popular shirt. SPECIFY SIZE: M L XL COLOR white ash ............... $12.95 USHGA YOUTH MTN. GLIDER TSHIRT For those up and coming pilots. SPECIFY SIZE: 3(6-8) M (10-12) L(14-16) ...................... $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED ........................................................$9.95

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**NEW** PERFORMANCE FL YING by Dennis Pagen. Covers just about everything for the Intermediate & 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 Robertson. Covers material used in ICPs, including Charts of Reliability ........................................$9.95 PARAGLIDING· A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding ................. $19.95 HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney The Official USHGA Training Manual. Over 200 pages ............................... $29.95 PARAGLIDING FLIGHT-Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations .......................... $19.95 HANG GLIDING FL YING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. .............................. $9.95 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 Comfortably protects your assets ...................................................................................................$5.95 OFFICIAL USHGA WINDSOKTM Pink/yellow or pink/white ..........................................................................................................................$39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights ............................. $4.95 USHGA LAPEL PIN Beautiful 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 Mtn. Glider shaped. Screened white on red ...................................................................$1.50 USHGA SEWON EMBLEM Our original logo, in its original colors on this 3" circular emblem .....................................................................$1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker. ........................................................................$ .50 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTICwhite with blue lettering ..............................................$5.50 METAL(zinc) with white on blue lettering ..................................$6.50 ** NEW** FLAMENCO DUNE- Special Version Extreme paragliding in Namibia. Superb editing, original sound track. (20 min.) ........... $19.95 DAREDEVIL FLYERS 111 • THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ..................................$24.95 HAWAIIAN FLYIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.) ...............................................................$33.00 HANG GLIDING EXTREME video. Let's you see some of the most spectacular sites and introduces you to some famous pilots! (50 min.) ......................................................................................................................................$34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG .........................................$9.00 'USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range .....................................$5.95 'USHGA HANG GLIDING POSTER 22" X 28" Colorful nostalgic standard Rogal lo flying into the golden sunset. (Circa 1977) .................. $3.95 'Posters are NOT AVAILABLE on International OrdersSORRY!

$ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $ $

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

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SHIPPING .01 · 9.99 ADD $3.50 10.00 - 19.99 ADD $4.00 20. - 34.99 ADD $5.00 35. - 49.99 ADD $6.00 50. + ADD $7.50 Canada & Mexico add $1.50 extra lnt'I surface add $5.00 extra lnt'I air add $15.00 extra

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COLORADO RESIDENTS add 3% TAX

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SHIP TO: (Slreel 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

(([ ollrgiatr

Everything you want from aperformance glider

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Enterprise Wings, P.O. Box 378, Franconia, NH 03580 (603) 823-8195

.ftlir miles distant. l arri1Jed at 11pproximately 9,000 feet MS!, noted only mild /Ur· hulmce the trou;;h, As the 111lrioml'trr indi{'(lted z:cro sink I turned upwind and hmked into the second crest. Climb rates 1{}erc similar to the crest, howe1Jer, an r.dtitudc of'! 2,000 feet MS! was reached, rr:1Jres,?nt1rw rt I 0,200:fr)(}/ 01H:r immch. I held my position 011r:r ground for sonu' minutes ttftcr I 2,000 feet MS!, to drtcrminc if' the li/i was 11,tri(tble. A/ier finding the lift crmstrmt I slowed, drifted downwind cmd 1,000 FPM climbed slightly br:frm' abo/Je sink. 1 reperued the techniques fr1r crests three to se1N'n, allowing 7111' to r('(/tf! rdtitrtdes o/ JO, 500 MS!, I 0, 000 fi'et MSJ,, 9, 500 MS!., 8,000 fi:l't MS!, 11nd 7,000/eet MS!. ""'"Nt111Pt11 After topping out in the se1Jc11th crest 1 Jrnmd wind .1peer:L, low enough to d!ow frJr rmhhing in the wave. 1 ('X/J/f/l''l'Ci tht UH//!(' fir tl/!,IJrOX/· mr11cly one mile 10 the south west ht/rm' sink I then turned do1umuind rind rl I entered thc apj)roximme61 6,000 jl:ct MS/. tit 1:JO i'M. I worl<erl hrol<f'n thcrmtds without (!fl.JI rnnt he/ore 5:0'5 !'!vi in northwest I mph.

I n the hundred year history of aviarion rherc have been numerous milestones. The flights of Lilienthal, the Wrights, Lindhcrgh, Post and Yeager immediately come to mind. No doul>r these flights have had a greater impact on the general p11hlic rlian anything performed in the realm of hang gliding. I lowcvcr, hang gliding which includes paragliding as Class Ill is now the most popular aviation activity practiced worldwide, according to Tomas Bossard, past (:JV!. President. So ccr· tainly any hang gliding mile· stone personally moves more pilots than docs any od1er ;1viation achicvemem. We arc here 10 report a remark:1hle hang gliding flight. The pilor of this flight is Nelson Lewis, from Charloncsvillc, Virginia. He is a mas· tcr folconer, all J\dvanced,rared pilot with ;1bundan1 cross·COLllltry experience (longest flight to dare: 109 miles) and has been air· worthy since 1980. Herc is Nelson's own description of his amazing aerial adventure. On April 5, J 992 I used thermal and to rnich a wm1e over the Massr:muttcn Range in the Northern Shenrmdorth Vrilley of Vi~e.inia. Six tzdditionctl wrwe crests were used bef1re ti lrmding south of' Shannon /!ill in (i'oochltmd The wrts 72 milts, r.ts mettsured 011 1:250,000 and 7 5·minute series USGS topo· rnaps, the method An altitude of' 12, 000/r'et sea level was achieved. Noth a variometer and altimeter were howeve1; neither r! harograph nor t1nemometer were rm hoard Masstimttten l\101mt1tin is a 40,mile located 1tt latitude 3/J' 52' 12" north and !on·

7ff' 26' 28" west. l.aunrh f.tCt'S 32(? J1Ul£r,•ctzc, hru 11 !,300:frJot vcrtiml rmd str1.nds

1,800 fi'et a hove mmn sm level.

V{liJ;d,· on launch at 1:00 PM were 15·20 and qdicfll with gusts to 2 5 mph. Cloud r·ovrT consisted widely scrtttcred curnulus crmcring thrm ·10% o/the slzy. I launched dt !: 15 !WI ttnd climbed in 2()(). I, 000 j)nn thermal and li.fi to 6, 000/r:ct MS/., u.1herc 1 entered rt stable layr'r and the ·wave br:gan. I.if) in the wrwe wc1s smooth, with climh mtcs o/ 20().600 j)Jm, 1Jelo/'ities tt11nz1ns,t:11r.1e with altitude. 'J'he first crest was flt I 0, 500/r:tl MS!.. At that riltitude, b11r position requirtd to remain 01Jer the w11s at w11ist level, on the Moyes XS 155. I belie11c rtn t1ltitudc grmter than I 0, 500

feet MS! rnuld ha1Je heen achieved in thefirst crest had 1 been positionedfarthcr upwind in the wt1ve when it was encountered. I could have penetrated upwind and incre(lscd uuu.uue, hut chose instr'acl to cdlow myself' to "hlown 011cr the h,1cl:. " 1,000 J,'PM sink I turned llficr mn to the next crest, ahout doumwind

The significance of Nelson's flight should not be overlooked. This is the first time a hang glider pilot has used wave lift to travel cross·country beyond the second crest according to our research. Nelson's applica· rion of classic w:ive theory to the real situ:1tion he enco11mered is a perlt:ct example of how combining learning with experience can pay dividends in rhc air. In 1983 Daniel Thul, a Swiss pilot, rode a wave ro l feet above rhe Ccn t ral Alps. His maximum gain from takeoff was 10,170 feet. It appears that Nelson's l 0,2()(). /<.)or gain may now be rhe best ever achieved using wave lift, and certainly his '72·milc distance will he hard to duplicnc. We could con1inuc ro heap praise on Nelson for his accomplish men 1, bm his detailed narrative is enough lo let the reader know how expertly he handled the condi 1ions he found. We can only hope that oth ers will he equally blessed with such a gifi from above and ride multiple waves Lo the horizon.

IIANC CIIDIN(;

ATMOSPHERIC WAVES Waves in the sky are common, especially in eastern North America. The reason for this state of affairs is the particular circumstances that promote wave formation. These are: a wind that steadily increases from the ground up while maintaining a more or less constant direction, an inversion layer capping a lower unstable layer, and, finally a mountain oriented perpendicular to the wind. When cold fronts sweep across the eastern portion of the U.S., a high pressure system generally follows which creates an inversion layer typically around the 6,000-foot MSL level. Also, the winds are fairly uniform in direction up to this level as the cold air mass advances. When northeasterly winds strike broadside against the long Appalachian ridges, repetitive waves can form downwind just like ripples in a stream undulating downstream from a submerged log. In the case of Nelson's flight, the atmospheric conditions were as follows:

In the southwest U.S. waves are less common because of the general lack of low inversion layers. Also, winds tend to vary with altitude and be weaker aloft due to the absence of large air mass movement. Exceptions to this are the small waves that may occur when a sea breeze front pushes inland (the first recorded incidence of a wave flight in a hang glider was during such a condition north of San Francisco in 1975). The well-known Sierra wave is another exception which usually occurs in winds that may be too strong to tangle with in a hang glider. Although waves may be common during post-cold front weather, we often don't detect them since lenticular clouds may d1y out during the day and the wave may exist well above the level we are able to reach with a thermal. Sometimes the presence of bands of cumulus clouds lined up perpendicular to the wind belie the presence of waves. In any case, whether visible signs of waves are present or not, the pilot who recognizes it for what it is - the smooth lift that is widespread and carries him higher than any thermal - will be able to ride the wave to glory and ecstasy unless night is falling.

Through 1:00 PM Eastern Standard Time:

A TALE OF TWO FLIGHTS

Roanoke, Virginia

Truth is stranger and sometimes even more gratifying than fiction. In the April, 1982 issue of Hang Gliding I wrote an April Fools piece about a pilot who entered a wave and was swept to sea by the high winds. The fanciful flight eventually took him across the Atlantic and into a weather system that landed him on the shores of Morocco. He ended up in prison because of immigration violations and was supposedly writing a plea for aid in getting released. The story was written in such a realistic manner that some readers swallowed it - hook, line and sinker. In fact, one woman called the U.S. Embassy to enlist diplomatic power. Now, here's the clincher: The mountain from which I had our hapless fictitious hero catching the wave was none other than Massanutten. I had heard there was a launch there and it looked like an ideal wave generator, so it was a natural for the story. Imagine my surprise when I heard of Nelson's flight from that same mountain ten years later. I was almost reluctant to become involved with this sto1y for fear that some would think that I was up to shenanigans. However, the perceptive reader will note ~ that this is not the April issue. ~

Westminster, VA

3,000' 6,000' 9,000' 3,000' 6,000' 9,000'

340° at 19 knots 350° at 20 knots, -8° C 340° at 29 knots, -14° C 350° at 23 knots 330° at 22 knots, -10° C (inversion) 340° at 25 knots, -15° C

3,000' 6,000' 9,000' 3,000' 6,000' 9,000'

320° at 16 knots 330° at 19 knots, -4° C 340° at 26 knots 330° at 31 knots 340° at 31 knots, -5° C 340° at 34 knots, -7° C

After 1:00 r:vr EST: Roanoke, Virginia

Westminster, VA

The surface wind forecast for the area was northwest at I 0-15 miles per hour.

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Competition Corner

The 1993 USHGA World Team NEWS FLASH! Just as we go to press we've received word that the U.S. Team has won the 1993 World Championships! U.S. pilots Chris Arai and Mark Gibson took the silver and bronze individual places, and 1991 World Champion Tomas Suchanek took the gold.

he United States Hang Gliding Association is proud and honored to welcome FAI representatives and the world's top-ranked competition pilots to the 1993 Owens Valley World Hang Gliding Championships. This is the first time the United States Hang Gliding Association has been privileged to host a World Hang Gliding Championship event. By the time you read this the 1993 Worlds will be over, and an in-depth article will appear in the September issue. In the meantime we'd like to introduce our pilots.

PETE LEHMANN Pete was selected as the U.S. team leader for this event. He is a member of USH GA's Board of Directors, ranks in the top 25 as a competition pilot, and has previously served as a team leader. He hopes to lead the '93 U.S. World Team to its first World Champion title.

first glider in 1979 at age 16. Since then, he has been an avid pilot in pursuit of numerous personal goals. Tony flew in his first regional meet in 1984 and has continued as a regular on the competition circuit. He has placed first at meets in Hobbs and the Sandia Classic, and earned the title of U.S. National Champion in 1991. Tony is our thirdranked pilot on the 1993 World Team. He, also, is a repeat member of our World Team.

CHRIS ARAI Chris' interest in hang gliding was launched in 197 4 when he began flying bamboo bombers. Both his skills and the glider he flies are now far superior. He is currently the second-ranked World Team pilot, coming off a hot 1992 season in which he placed second at two major events and fourth in the 1992 Pre-Worlds. Chris started competition flying in the Owens Valley in 1978, and he is looking forward to competing against top international pilots in familiar Owens flying conditions and on his own

home turf He is a repeat member of our World Team as well.

BRADKOJI Brad is proud to be the fourth-ranked pilot on the 1993 World Team. He earned this place with determination and persistence which produced a clutch win at the 1992 U.S. Nationals in Telluride. Brad's first U.S. Nationals brought him both personal recognition and the chance to fly in the Owens Valley as a member of the 1993 U.S. World Team.

NELSON HOWE This is Nelson's first time as a U.S. World Team member, and is currently the fifth-ranked competition pilot in the U.S. He has been a consistent pilot who has advanced through the ranking system to achieve his '93 World Team position. Nelson has been a rated pilot since 1980.

MARK GIBSON Mark is enjoying his first experience as a World Team member, and is the sixth-ranked competition pilot in the country. Mark's interest in hang gliding dates back to the mid 70's. He is an experienced Owens pilot and ~ hopes to use this to his advantage in the '93 World Championships. ~

JIM LEE Jim is the U.S. World Team's top-ranked pilot. He has earned that position with consistent results in numerous competition events, persistence, and his extraordinary ability to locate and maximize the potential of each thermal. Jim started competition flying in the Owens Valley in 1981, and looks forvlard to the challenge of flying in the World Championships. Jim is an avid outdoorsman, skier and biker. He is also a repeat member of our World Team.

TONY BARTON Tony has been interested in hang gliding since he was a young boy. He purchased his AUGUST 1993

1994 Women's World Championships Chelan, Washington by CJ Sturtevant

uring the first few days of July in 1994, the hottest women pilots from around the world will gather in Chelan, Washington to compete in the fourth Women's World Championships. Two weeks and many cross-country miles later, a World Champion will be declared.

Chelan Butte is an ideal site for any major competition. Just in case ThoseWho-Listen (and slap down the arrogant) are paying attention, I'll refrain from being overly ebullient about its virtues. Chelan is located in Eastern Washington desert country, and as a result the weatherman rarely delivers rain

fAl Competition Corner in July. Once sun1mer weather patterns kick in, almost every day is soarable, with excellent cross-country potential. Stable days are seldom a concern - in fact, there are many days when just a tad more stability would make the air a lot more user-friendly. The Butte's topography allows launching in many different directions, and once the air heats up and the thermals start popping, pilots often launch simultaneously from opposite sides of the Butte. The top of rhc Butte is flat and covered with friendly desert flora (no prickly plants!), and provides a glider-friendly (except for the dust devils) set-up area for over a hundred wings. This site, when compared to Kossen's low cloudbase and stable air and Japan's incessant rain, is an ideal location for a challenging competition. And the meet organizers plan to make this a competition worthy of the title World Championships. The terrain surrounding the Butte - basically flat farmland once you cross the Columbia River - begs for a variety of tasks. Straightline distances of over 100 miles are possible before any major obstacles (i.e., unlandable mountain terrain) are encountered. Out-and-returns and triangles are popular routes because the wind is frequently light enough that drift and penetration are not a problem. The meet organizers plan to call tasks that will allow the competitors to earn world records in speed and distance over both triangular and out-and-return courses. This is nor, however, going to be an Iron Woman comperirion, wirh each day consisting of many grueling hours in the air followed by many more grueling hours getting back to Chelan. Those who succeed in completing the course will instead find their many grueling hours of flying soon followed by a refreshing dip in Lake Chelan, or an evening at the water slides, or a relaxing hour in the hot tub at "home." Those who land short of goal can expect a reasonably quick pickup and return to civilization. Chelan is a lakeside resort town, with all the amenities you would expect (except, by city ordinance, no fast food restauranrs!). With July sunsets coming well after 9:00 Piv!, competitors should find adequate playtime available after the day's flying.

For those of you who'd like to know if you'll get your money's worth before making your plans, here's what's in store for you: The meet dates are July 5-16, 1994, with the fifth and sixth being practice days and the opening ceremony, and the 16th a non-competition day reserved for closing ceremonies. The entry fee of $675 per pilot will include all transportation to launch and retrieval during the competition, transportation of your glider from the airport in Seattle to Chelan, a shuttle for pilots from Wenatchee to Chelan, a dinner cruise on Lake Chelan, plus some not-yet-finalized bells, whistles

and treats. Accommodations are not included; PJ More at USHGA headquarters will assist pilots with arrangements for transportation ro Wenatchee and accommodations in Chelan. This town loves hang glider pilots! Expect to be welcomed and pampered. Already the locals are talking with pride about hosting a World Championship competition! For more information contact meet organizers Dan Uchytil (206) 440-0998 or Larry Majchrzak ("my shack" is areasonably close approximation, should you need to ask for him by last name!) ~ at (509) 682-3479. ~

October's Best Fly-In Hosted by the Sauratown Mountain Hang Gliding Club, North Carolina October 1-3, 1993 auratown Mountain is located 20 miles north of Winston-Salem in North Carolina. The SMHGC regulates all hang gliding activities at two launch locations on the mountain's top. As with numerous other flying sites, Sauratown is a radio and television transmitting facility and is easily recognizable by its two 700' towers. The property is accessed through a locked gate by SMHGC members and authorized personnel who will provide entry to visitors during the fly-in dates. The "front launch" elevation is 2,460' MSL and requires a short carry-in from the parking area. There are two side-byside ramps that face south/southeast. Both ramps are on a cliff's edge (one more so than the other) and are built with an expanded metal forward half that allows for smooth airflow during launch. The setup area has been enlarged for 1993 and should provide adequate room for everyone. The primary landing field

sits 1,250' below launch at a 2: 1 glide and has 10 acres of grass with an additional 20 acres that was cleared in 1992. The front launch is cautiously rated for intermediate pilots, but novices with mountain experience should have no trouble. The "back launch" also has two ramps, one that faces southwest, and one northwest which has been improved this year. These are normally only used for stronger west and northwest winds. Gliders can be carried from one to the other depending on wind direction and velocity. Both ramps are more challenging than the front, so they will only be used if necessary. Sauratown Mountain offers excellent cross-country flying in any direction. The site record is 75.5 miles which is not bad for this part of the country. Open distance will be an available task, as will duration and spot landing. Free flying will begin on Friday and HANG GLIDING

lasr rbough the weekend. The competition will 1akc place on Samrday and Sunday. 'fop finishers in each event will be awarded $50 cash. 'fhe top d1rec finishers in each even l will receive a plaqt1c. I\ flat fee is reqt1ired for COlll·· petition or fun fliers. A free dinner is offered J:riday night for those who

tcr at that rime. Saturday nighr, June Bug will be up his super good barbecued chicken dinner ar his home. With all the great desserts and extras, it is well worth the $5/platc. Por more inforn1;1tion contact: M ikc Nester (919) 983·0875 or Doug Rice (919) 994-4377.

From lefi with their heft hue/des: Keith /,1,1rnh, 1th; Jim · Mar/.:: '!itlloch, I st; Ken !3roum, Reto

une J 8.20, 1993 was a hot rime in the old town as the Wild, Wild West Region 11 "Belt Buckle" Regionals kicked off in Washoe Valley, Nevada. A hard-con.: crew of 3'7 pilots showed up for the event, which was organized by Regional Director Ray Leonard and Jackie Danskin of /\cl venture Sports in Carson City. The top five finishers: Canadian world team member Mark 'folloch, Moyes XACT 1st; Pac/\ir's Ken Brown, 2nd; local Reno pilot Jim Steele, I l P /\T 158, 3rd; E-Tcam's Keith Limb, /\xis 15, 4th; and Reto Schacrli Kli, 5rh. Slide Mounu1in, 3,000 fret /\Cl., served as launch point for Days I and 2 of the competition. Light conditions on Day 1 demanded a short goal, and Ray obliged hy calling a task just over Franktown to rhc Stanley's rcstauralll field. Only six pilots eked om a finish rriday. Ken Brown took the day. Day brought more light winds, with the promise ofa west wind kicking up

Aucusr 1993

late in the bringing in a bit more 1!11StabJc air and the promise betrer conditions. Slide Mountain, true to form, pulled a bit of its summer psyche01.11, and switched to blowing down on launch just after noon. /\bout IO competitors didn't get off in time and were

Mark Tblloch Ken Brown Jim Steele 4) Keith Lamb 5) Reto Scbaerli 6) Lee Gardner 7) Mark Mulholland 8) Nathan Whdchd 9) Gerry Pesavento 10) Ralpb Hyde 1 I) Bob Stoeckor Mark Grubbs 13) Steve Wcrthei.rner J) 2) 3)

left on top with no points for the day. Those who got off gaggled up out front and fought their way toward Saturday's goal, just short of the Min den. NV airport, a well-known sailplane Mecca. Several pilots took advantage of a convergence over Carson City to make goal in record time. "When the middle of the valley tmned on, l flew the last hair or the task with rhe lxu buried," said third-place fin. isher Jim Steele. Many specked out over goal, leaving f111ish-linc jmlge Jackie squinting at rhe all afternoon trying to distinguish competitors froni sailpl;mcs. Mark Tulloch, vowing to catcl1 Ken Brown, said he almost had him beat on Day 2, but h;id to stop and 'foci up' in a short, fat thermal before burning on to goal. Ken took Day 2 and another 2,000 points, but '11illoch was right on his rail. The 'Washoe Zephyr,' Nevada's name for the prevailing soutbwesr wind, had set in for good on Day 3, and Ray chose McClellan Peak, home to mule deer, wild horses and a lor of sagchrnsh as the launch site. It was already looking big by 10:30 1\M and rhe forecast promised afternoon thundershowers. Knowing how nasty McClellan can get on 01) days, Ray called a task to Sragccoach, with goal on the edge of a dry bke bed in the I)ayron Valley. He cncour;1ged everyone to get

14) Chris Bolflng 15) Eric Neer 16) Mike Haddis 17) John Kerry Smith 18) 19) Gerry Charlebois 2) Pat Bowen 21) Ron Wolter

Bill Vogel Andy Speicher 24) Samantha Moore David Gerrard 26) Mike Frey

Mickey Sarrailk 28) Alan Kenny 29) Ken Niemi 30) John Kockleman 31 ) Roy J ,autamo lkather Davis 33) Kent Ffarkcr 34) Daniel Evans Tom Thfrs 36) Mark Rasor Charles Van'fieghan

[I Competition Corner off launch early. He also left the pilots with a few words of 'Wild Wild West' warning: watch out for cloud suck, dust devils and rapidly changing conditions. The last day left just about everyone happy, with 22 of the 37 pilots making goal and everyone getting down safely before the dust devils kicked up and the storms kicked in. Pilots and drivers got out of the rain by about 4:00 PM Sunday for the awards ceremony at the Adventure Sports shop in Carson City, where Mark Tulloch,

who pulled off a speedy finish Sunday to end up just 76 points ahead of secondplace finisher Ken Brown, thanked Ken for inviting him to the meet. The top five finishers were awarded silver belt buckles emblazoned with a golden hang glider, and several other pilots received hang gliding videos donated by Paul Hamilton. Many thanks to Ray and Jackie for all their hard work in putting on a competi~ tion that was great fun for all involved. ~

Airmen's Rendezvous

Returns To Telluride September 13-18, 1993 -Telluride, Colorado The Mad and the Mild-Mannered n the early 70's the world of hang gliding was wide open. As the saying goes: If you don't ask they can't say no. It was an entire sport of firsts to be attempted. Telluride was certainly no exception. With its mining town roots it brought a no-holds-barred philosophy to another relatively new industry - skiing. These people were in a sense already pioneers of a modern recreational lifestyle, forging the change of character from an industrial town. Ir's no wonder that the then apparently crazy sport of hang gliding was so warmly welcomed and became so popular in these rugged mountains.

FIRSTS Appropriately, it was Jeff Campbell, a ski patrolman, who was the first to fly a hang glider off a ski run in Telluride in 1972. Seeing a demonstration in Vail of a water-ski tow kite being ski launched and landed on the run had inspired him to

buy his own glider. The only precaution requested by the head of the ski patrol was that he remove his patrol jacket when flying. Luckily, he came in contact with the right people in the industry, and acquired what was then state-of-the-art instruction. It was as a result of these contacts that in 1973 the first Coonskin Carnival was held. At this fun fly-in, held on an 800-foot hill over the valley floor, a duration record of 2:40 minutes was set, and the tradition of the hang gliding festival was born. The festival attracted the best pilots from around the country, and numerous firsts were achieved. At the 1976 festival California pilot Phil Warrender launched from Mammoth Slide co climb to 19,000 feet, for a 7,000-foot altitude gain in his Sunbird Stratos. At the same festival, manufacturers from 17 companies met in Telluride to form the Hang Glider Manufacturers Association. Factory-sponsored teams would come to Telluride to get high and stay up,

looking for altitude and endurance records. Phil Warrender later bested his own flight with a new record of 19,300 feet, followed by Jack Carey in 1987 who reached 19,900' in a Stratos VIII, and later 20,450'. Telluride currently has an unlimited altitude ceiling. Jack had a habit of taking the last day of the festival to set a new endurance record for the site, thus avoiding the goodbyes of friends and fellow pilots as they left town. His local endurance record of 8:35 hours still stands. Any takers? Jack's most memorable festival was in 1980, when he cook Clmck Yeager for a tandem flight in exchange for his WWII flight scarf and goggles.

AEROBATICS Telluride, the Mecca of aerobatics competition, plans to hold the largest aerobatics competition ever, with a $2,500 cash purse this year. Since 1980 aerobatics has been the crowning jewel of the Telluride Hang Gliding Festival, a favorite of spectators and pilots alike. One can hardly think about Telluride without conjuring up images of hang gliders carving colorful patterns in the evening sky. Mitch McAJeer dominated the competition for a number of years with a personality that matched his flying. "Mad Mitch" seemed sure to hold onto the title of "top aerobatics pilot" until mild-mannered John Heiney took it away from him. John currently holds that title.

GROUND STORIES Stories about flying in Telluride abound, and are matched only by stories about the partying. Then there is the tradition of the glider sacrifice. Local skiers learned that sacrificing something dear to their hearts appeased the weather gods. So as skiers burn skis to ask for a good ski season, hang glider pilots sacrifice an old glider to the wind gods. The tradition of the glider sacrifice

HANG GLIDING

was temporarily halted when Jim Zeiser and Zoardog set the hillside on fire in an aerial dog flght one year. While the fln:mcn were busy putting out the lire, the glider was being sacrificed in a bonfire in Tt>wn Parle This year, all pilots arc encouraged ro dust off their old gliders and bring them, not neccss:irily for a sacrilicc, but for :m exhibit.

Development has affected numerous sites in tl1c past frw years and 'l<:liuridc is no 'frlluridc's valley walls have been a fortress holding reality at hay for many years, hm rhc world has now caught up with us, With another ski lifr going up on Cold Hill and the owners of the valley floor seeking ro develop it, both om bunch and the leisure landing field arc in jeopardy, Now more than ever is the time to experience 'frlluriclc as it was.

into the Coonskin Carnival IX Photo hyJeff'Crm1phell. Hardly a pilot leaves here withour a memory or two of an exceptional /light over yellow aspen-flanked, snow-capped peaks. So don't procrastinate any longer do yourself a favor and make

'frlluridc your cclebrat ion of another great flying season, Contact: (80 I)

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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.

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Ratings 1111 Pilot Rating Breakdown for All Regions as of 04/30/93 Unrated- 1,437 (I 7.45%) Student - 35 (0.4%) Beginner - 857 (10.41 %) Novice - 1,650 (20.04%) Intermediate - 1,602 (19.46%) Advanced - 2,457 (29.84%) Master - 1,95 (2.37%)

LILIENTHAL AWARDS BRONZE DAN WESTPHAL

DIAMOND MICHAEL CHAMPLIN

Region 5 BROWN, JAMES: Miles City, lv!T; B. Faris/Front Range HG Region 7 ALBERTSON, JIM: Madison, \l(f[; B. Kushner/Raven Sky Spans Region 8 BELCH, CHRISTOPHER: Adams, lv!A; J. Nicolay/Morningside Flight Park COREY, PETER: Haydenville, MA; J. Nicolay/Morningside Flight Park Region 9 DEMMIN, DAVID: Norfolk, VA; J. Tindle/Miami HG ELCHIN, CHAD: Lock Haven, PA; \v'. Thornton/Kitty Hawk Kites EVANS, KENNETH: Elizabeth City, NC; K Immordino/Kitty Hawk Kites GREEN, NICHOLAS: Philadelphia, PA; B. Umstattd RHODES, DAYID: Portage, PA; R. Cobb/Wind Drifter SPERGER, FLOYD: Vienna, VA; S. Mendoza/HG School ofNorrh VA WAKEFIELD, ERIC: Baltimore, MD; R. Hays/lv!D School of HG WENTZ, MATTHEW: Afton, VA; S. Wendt/Blue Sky

X-CAWARDS 50MILES DAVIS STRAUB (73.5) JIM HERD (57) MICHAEL CHAMPLIN STEVEN JACOBSON JOO MILES RICHARD WILLIAMS (I 17)

BEGINNER RATINGS PILOT: City, Scace; lnsnuctor/School Region 1 BOUR, SAORI: Fairbanks, AK; L Thomas/T&L Sales & Service FENTON, ROBERT: Fairbanks, AK; L. Thomas/T&L Sales & Service HERNANDEZ, DIEGO: Portland, OR; J. Asher/Endless Thermal PARKER, VALERIE: Fairbanks, AK; L. Thomas/T&L Sales & Service PECK, DAVID: North Pole, AK; L. Thomas/T&L Sales & Service SALTMARSH, TRACY: North Pole, AK; L. Thomas/T&L Sales & Service Region 2 JOLICOEUR, LEO: Sunnyvale, CA; P. Denevan/Mission Soaring Center MARS, ERIK: Concord, CA; I'. Sussman/Skyline Soaring NARAYANASWAMY, SHANKAR: Berkeley, CA; B. Karlak/Berkeley HG PERKING, JONATHAN: Daly City, CA; R. Frey/Airtime of SF PERRY, OGEN: San Francisco, CA; R. Frey/Airtime of SF RHYivIES, BRUCE: Susanville, CA; G. Hamilton/Sacramento HG SWANSON, TOM: \Vest Sacramemo, CA; G. Harnilton/Sacramemo HG

Region 10 ADAMS, MARSHALL: Antioch, TN; C. Thoreson/Lookout Mm FP BRENT, ELIZABETH: Greenville, NC; S. Comer/Kitty Hawk Kites CAREY, PATRICK: Duluth, GA; R. Brown/Foot Launched Flight Services CARRERA, REX: Miami, FL; J. Tindle/Miami HG COOPER, SHARI: Elizabeth City, NC; K. Immordino/Kitty Hawk Kites DEL FAVERO, DAVID: Clarksville, TN; R. Cizauskas/Kiccy Hawk Kites DESCOMBES, ANDRE: Haro Rey, PR; R. Rojas/Caribbean Airsports DIAZ, JOSE: Canovanas, PR; R. Rojas/Caribbean Airspons DOOLEY, STEVE: Duck, NC; B. Hagewood/Kitty Hawk Kites DVORAK, ROBERTA: Miami, FL; 0. Lopez/Miami HG GIACOMAZZI, MICKEY: Miami, FL; F. Foti/Miami HG MALONE, JON: Louisville, KY; C. Thoreson/Lookout Mm FP MASAAKI, TODA: Norcross, GA; M. Middleton/Lookout lv1rn FP PEREZ, ROBERTO: Bayamon, PR; R. Rojas/Caribbean Airsporcs REIDY, JIM: Oxford, MS; D. Jones/Lookout Mm FP SUGGS, CLYDE: Snow Hill, NC; B. Weaver/Kitty Hawk Kites SUTHERLAND, IAN: Durham, NC; S. Comer/Kitty Hawk Kites WATKIND, MICHAEL: Chesapeake, VA; S. Corner/Kitty Hawk Kites Region 12 FISHER, DAYID: Rochester, NY; R. Brade/Rochester Area Flyers FORD, ALAN: Spencerport, NY; P. Shultz/Rochester Area Flyers GENAUD, EVAN: Lake Hopatcone, NJ; K. Immordino/Kitty Hawk Kites KANDER, ROY: New York, NY; B. Umstarcd/Sky High SKINNER, ROBERT: Easr Aurora, NY; R. McGovern/Rochester Area Flyers SPIER, DANIEL: Fulton, NY; D. Guido/Susquehanna Flight Park

NOVICE RATINGS PILOT: City, State; Instructor/School

Region 3 ASHFORD, CHRISTOPHER: rvlission Viejo, CA; R. McKenzie/High Advenrnrc DICKEY, CARL: San Bernardino, CA; R. McKenzie/High Advenrnre DOLFINGER, DOUG: Bellflower, CA; A. Beem/Windsporrs FISCHBACH, ADELE: Rancho Santa Fe, CA; J. Ryan/The HG Center LYONS, KEVIN: Long Beach, CA; T. Lyons SCHALLERT, KEVIN: Palmdale, CA; A. Beem/Windsports SCHWARTZ, ANDREW: Los Angeles, CA; A. Bcern/\v'indsporrs WILLIAMS, JUSTIN: LosAngclcs, CA; D. Glover/Kitty Hawk Kites Region 4 MACLAY, ALFRED: Evergreen CO; S. Comer/Kitty Hawk Kites

AUGUST 1993

Region 1 BRATLEY, MICHAEL: Bremerton, \v'A; B. Morgan/Rattlesnake Mt HG Region 2 COOK, ERIC: San Francisco, CA; R. Frey/Airtime of SF HATT, PATRICK: Campbell, CA; D. Yount/Mission Soaring Center HILL, JOHN: San Carlos, CA; P. Godwin/Western Hang Gliders OBEGI, GABBY: Richmond, CA; G. Andronaco/Berkcley HG Club PESIK, ERIC: Santa Cruz, CA; P. Godwin/\v'estern HG Region 3 ASHFORD, CHRISTOPHER: Mission Viejo, CA; R. i'vkKenzie/High Adventure DALTON, SCOTT: Rancho Cucamonga, CA; R. McKenzie/High Advenmre DICKEY, CARL: San Bernardino, CA; R. McKenzie/High Adventure

IJ Ratings LYONS, KEVIN: Long Beach, CA; T. Lyons THIBEAULT, DAVID: Irvine, CA; D. Skadal/Hang Flight Systems TREADUP, NIKI: San Diego, CA; R. Mitchell/Eagle's Wings HG School Region 4 ANDERSON, DALE: Provo, UT; C. Baughman/Vulture Gliders HANRAHAN, MICHAEL: Aspen, CO; G. Pollock/Wasatch Wings PHILLIPS, WARREN: Paradise, UT; G. Pollock/Wasatch Wings SCALES, NATE: S. Jordan, UT; C. Baughman/Vulture Gliders SIMONAITIS, DENNIS: Salt Lake City, UT; G. Pollock/Wasatch Wings Region 5 CALDWELL, JOSEPH: Boise, ID; L. Streib/Slick Rock Flyers CALDWELL, JOHN: Boise, ID; L. Streib/Slick Rock Flyers Region 7 KEARNS, MICHAEL: Woodstock, IL; B. Kushner/Raven Sky Spans Region 8 ANDRADE, VANDERLEI: Everett, MA; J. Nicolay/Morningside FP Region 9 ALBERTINI, JOHN: Virginia Beach, VA; W. Thornton BROWN, DUANE: Charlottesville, VA; S. Comer/Kitty Hawk Kites DEMMIN, DAVID: Norfolk, VA; J. Tindle/Miami HG FINK, DAVID: Auburn, PA; B. Umsrattd MCCORD, JEFF: Grove Ciry, OH; M. Boska/Ohio Flyers POOLE, AMANDA: Greenwich. CT; \V Thornton/Kitty Hawk Kites ROGERS, DOUG: Birdsboro, PA; B. Umstattd Region 10 ADAMS, MARSHALL: Antioch, TN; C. Thoreson/Lookout Mm FP CARRERA, REX: Miami, FL; J. Tindle/Miami HG CHRISTIAN, TIM: Knoxville, TN; C. Thoreson/Lookout l'vftn Fl' DE MARS, DAVID: Peach Tree Ciry, GA; J. Hooks/Lookout Mtn FP DESCOMBES, ANDRE: Hato Rey, PR; R. Rojas/Caribbean Airsports DIAZ, JOSE: Canovanas, PR; R. Rojas/Caribbean Airsports DIAZ, ADERMIN: Carolina, PR; R. Rojas/Caribbean Airspons DISHIAN, JAMES: Charlotte, NC; C. Thoreson/Lookout Mtn FP DVORAK, ROBERTA: Miami, FL; 0. Lopez/Miami HG GIACOMAZZI, MICKEY: Miami, FL; F. Foti/Miami HG LADDS, PRESTON: Atlanta, GA; C. Thoreson/Lookout Mm FP LOVE, MIKE: Arlanca, GA; B. Chalmers/Lookout Mm FP MASAAKI, TODA: Norcross, GA; M. Middleton/Lookout Mtn FP PEREZ, ROBERTO: Bayamon, PR; R. Rojas/Caribbean Airsports RARICK, RONALD: Clearwater, FL; R. Jacob/Sequatchie Valley Soaring REIDY, JIM: Oxford, MS; D. Jones/Lookout Jvltn FP TORRINGTON, ANDY: Kill Devil Hill, NC; R. Cizauskas/Kitty Hawk Region 11 ISAACS, DAYID: Wichita Falls, TX; D. Broyles/Kite Enterprises RODRIGUEZ, RR: Wimerley, TX; B. Chalmers/Lookout Mtn FP Region 12 LEBLANC, JESSIE: Rochester, NY; H. Goessl/Rochester Area Flyers PEREYRA, JOSE: Bronx, NY; J. Nicolay/lv!orningsidc f'P PFOHL, ROBERT: Syracuse, NY; D. Guido/Susquehanna FP

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School Region 1 LYNCH, MALLORY: Talent OR; \V. Roberts/Southern Oregon HG

Region 2 BRIGHT, STEVE: Martinez, CA; R. Leonard/Adventure Sports COX, ED\VARD: Monterey, CA; R. Leonard/Adventure Sports COX, ED\VARD: Monterey, CA; R. Leonard/Adventure Sports ELLERBY, WILLIAM: Penn Valley, CA; P. Denevan/Mission Soaring INNES, DEBORAH: Daly City, CA; P. Sussman/Skyline Soaring MORENO, CARt\1ELA: Milpitas, CA; S. Christie/Sailmaker Airwave TAEF, LESLIE: Woodland, CA; G. Hamilton/Sacramento HG WILBURN, TOM: Crystal Bay, NV; T. Shea/Wings ofRogallo ZACCAGANINI, TOM: Makawao, HI; R. Leonard/Adventure Sports Region 3 FROSCHAUER, DAVID: Valencia, CA; G. Reeves LEVINE, GILL: Los Angeles, CA;]. Greblo/Windsports PUTNAM, GREGORY: Haiku, HI; tvi. Fleming/Hang Gliding Maui Region 4 HALL, BILL: Telluride, CO; Luigi Chiarani/Telluride Airsports HANSELMANN, MIKE: Corrales, NM; B. Lemon JARRELL, GALEN: Phoenix, AZ; B. Holmes/Sky Sails of Arizona Region 5 GESSLER, MATTHIAS: Parkman, WY; J. Bowman/Eagle Air Spores KIESTER, TOM: Idaho Falls, ID; L. Streib/Slick Rock Flyers Region 6 ED\'v'ARDS, JIM: Russellville, AR; D. Dunning/Central AR Mm Pilots Region 7 REWOLINSKI, STEVE: Milwaukee, \XII; B. Kushner/Raven Sky Sports Region 8 NEJAME, GREGORY: New Fairfield, CT; P. Voight/Fly High HG Region 9 DANISAVICH, TOM: Bridgewater, VA; W. Bennecr/\Xlestcrn Jv!D HG NIEVES, ROBERT: Trevose, PA; B. Umstattd Region 10 BROWN, JAY: Key Biscayne, FL; J. Tindle/Miami HG DONAHUE, PAUL: Hollywood, FL; F. Foci/Miami HG MONTANEZ, IGNACIO: Bayamon, PR; R. Rojas/Caribbean Airsports Region 11 TWORZYDLO, WOYTEK: Ausrin, TX; J. Hunt/Red River Aircraft Region 12 HUMPHREY, PETER: New York, NY; P. Voight/Fly High HG KRYVICKY, JEFF: Astoria, NY; G. Black/Mountain Wings NOTTEBOHM, LAWRENCE: Wassail, NY; G. Black/Mountain Wings SCHWINN, ROBERT: Kirkwood, NJ; B. Umstattd WATANABE, HIKO: Hastings-On-Hudson, NY; P. Voighc/Fly High HG

ADVANCED RATINGS PILOT: City, State; Instructor/School Region 2 BADLEY, MIKE: Elk Grove, CA; R. Leonard/Adventure Sports DUTTON, BRIAN: Fremont, CA; B. Ream/Mission Soaring Center RABAUT, CHARLES: Pacific Grove, CA; J. Johns/Western HG SEELIGER, TOM: Palo Alto, CA; T. Kurrh/SLOSA SIXBERRY, TIMOTHY: San Jose, CA; S. Rodrigues

HANG GLIDING

Ratings 1111 Region 3 CORR.AL, JOSE: San Diego, CA; K. Blevins/Airsports International DARLEY, MAIK: Kula, HI; D. Darling/lv!aui Soaring WILSON, DAVID: San Diego, CA; H. ivlirchell/SDHGA

~LLl~NG

Demo Days

Region 4 KNOWLDEN, MARCUS: Tooele, UT; \XI. Henry/Bad Boy's School of HG MC CORMACK, JOHN: Boulder, CO; R. Wilkinson/Eagle's Nest Region 9 AKER, DAVID: Rocky l\fount, VA; C. Thoreson/Lookout Mm FP VENTH, MICHAEL: Riner, VA; C. Thoreson/Lookout Mm FP WATSON, JIM: D.1yton, OH; M. Manzo/Skyward Enterprises Region 10 FONTANEZ, EDWIN: Carolina, PR; R. Rojas/Caribbean Airsporrs

MASTER RATIN GS CHRIS PERKINS

Coming Soon To A Location Near You !

FOREIGN RATINGS BEGINNER GIRARD, ROGER: Orleans, Ontario; C. Thoreson/Lookout i'v[m FP IWASADA, MASAKI: Kanagawaken, Japan; M. Middleton/Lookout Mm FP NIIBE, TAKAO: Tochigi,Japan; D. Skadal/Flighr Systems NOVICE IWASADA, MASAKI: Kanagawakcn, Japan; M. Middleton/Lookout Mm FP NIIBE, TAKAO: Tochigi, Japan; D. Skadal/Flight Systems INTEIUvIED IATE PEPPER, MARTIN: Kent, England; R. lv!cKenzie/High Advenrnre

TANDEM ONE RATINGS CHIARANI, LUIGI: Telluride, CO; D. Sharp/UP Soaring Center GLOVER, DAVID: Nags Head, NC; GW Meadows SEEBASS, SCOTT: Berkeley, CA; E. Beckman JONES, DANIEL: Oakwood, GA; C. Thoreson/Lookout Mm r,p BARON, GREG: Truckee, CA; E. Beckman LYONS, TORREY: Pasadena, CA; R. Pacrerson/Berkcley HG

TANDEM TWO RATINGS OSTRANDER, KENNETH: Aspen, CO; E. Bcckman/Advenmre Sports JAMES, JEFF: Riviera Beach, FL; J. Tindle/Miami HG 'J<:rALTON, IAN: Menlo Park, CA; E. Beckman/Adventure Sports

August 7-8 13-18 14-15 20-22 21-22 27-29 28-29

High Perspective Cascade Soaring Morningside Magic Valley Sky Sails Distance Vol Libre George Borradaile Fly High H.G.

Toronto, Ont Issaquah, WA Claremont, NH Declo, ID St Germain, Can Vancouver, BC Pine Bush, NY

416 294-2536 206 747-1647 603 542-4416 208 654-2615 819 395-5224 604 574-7121 914 744-3317

Holladay, UT Rising Fawn, GA Elsinore, CA

801 277-1042 706 398-3541 909 245-7627

September 3-5 4-5 25-26

Wasatch Wings Lookout Mtn. Elsinore Hang Gliding

TANDEM INSTRUCTOR MARK TULLOCK ROBERT PELLETIER RETO SCHAERLI

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.

AUGUST 1993

• Colorfully Embroidered

• Vented Long Rugby Tail

$22.95

Kinglou{e

Available in: Black, Jade, White, Yellow, Navy, Red SIZES:

Medium

Large

X-Large

(+$3 .50 S/H) XXL (w hite & navy onl y)

USHGA Golf Shirt • P.O. Box 8300 • Colorado Springs• CO 80933

ACTION

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 tor 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 futfher information. Dealer inquiries are invited.

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

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

VIDEOS ~;;:p11 CLOUDBASE 3

HANG GLIDING --u/w,#,....

FLY CROSS COUNTRY, DD Bt>.LLCDN DROPS, COMPETE, PARAGLIDE, TRUCK TOW ANO HEAR FROM THE PROFESSIONALS WHO BREAK WORLD RECORDS. GO TO YOSEMITE, OWENS VALLEY, ANO TORREY PINES, CALIFORNIA; LAKEVIEW, OREGON; TELWRIDE/PARIDOX, COLORADO. CLDUDBASE 3 IS INFORMATIONAL AND ENTERTAINING FDR EVERYONE. VHS - 50 MINUTES.

PU!~!~!~ 9r~2~~!~!!e.1:

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

THERm1K - THE ART oF FLYING EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PARAGLIDING FLIGHT: FROM THE FIRST STEP TC PROFESSIONAL COMPETITION FLYING, ANO FROM SAFETY ASPECTS TC METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON-PILOTS. VHS - 40 MINS.Ad f V"d SEND CHECK OR MONEY ORDER ven. ure I CLOUDSASE 3 _ EXTREME ___ 34.95 SIERRA CLOUOBASE 11 _ _ 29.95 THERMIK _ 49.95 POSTAGE & HANDLING . 4.00

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

CALL OR WAITE FOR OTHER ACTION VIDEOS

ELECTRONIC 02

PANORAMIC FULL FACE

DELIVERY SYSTEM • The EDS is an electronic aviation oxygen system that synchronizes the administration of oxygen with your breathing using as little as I/IO the amount over conventional systems. • A built-in pressure-altitude barometer automatically adjusts oxygen administration for the altitude you are flying to ensure up to 90% Pa02 SAT. • Complete EDS system only $899.95 + S&H.

Also available: Constant f1ow composite fiber & aluminum 02 systems as low as $399.95 &S&H.

Mountain High Equipment & Supply Company 516 12th Ave., Salt Lake City, Utah 84103-3209 USA tel. (800) 468-8185 24-hr. FAX (801) 364-6207 Major credit cards and FAX orders accepted.

PANORAMIC HELMET: is designed specifically for Paragliding and Hang gliding Constructed of a polyester polymer reinforced with chop fiber allowing il to be strong but also light weight. It's lined with high impact foam and brushed polyester fabric for a comfortable fit. Meets proposed ACPUL helmet certification.

WT: 23 OZ. COLORS: BLACK OR WHITE SIZES: S, M, L, XL PRICE: $165

~~~~---------------

For information or your nearest dealer: . . . . . . . . TELE: (303) 278-9566 or FAX: (303) 750-3226 ----

TREKKING USA, LTD. is a division of NAS Distributing, Inc.

-· jAJJdllC'

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

Grear shape $1,200. (805) 822-

DREAM 222 - 1993, Tedlar leading edge & trailing edge. Less than 25 hours $2,200. Branr (619) 4374041. DREAMS IN STOCK Many other used gliders & Spectrums. Raven Sk)'.

frtes, including l45's. ilable, including Visions ts (414) 473-2003.

ERIC RAYMOND HARNESS - New, 6'2"-6'6" pilot. Multi-colored, must sell $525. (808) 396-6906. FORMULA 154 - Pink rri-lam LE, w/pink to gray gradation undersurface. 4.4 oz. TE. Great performance and handling $1,800. (805) 772-1441.

ROGALLOS AXIS 15 4425.

DREAM 220 8852.

Lots of good flights left $500. (909) 676-

AXIS 15 - Custom "Batman" sail, custom harness, parachute, vario $1,500. (61_9) 490-1292. Good condition, spare downtube $400. (310) 837-8567.

GENESIS 136 - By Pacific Airwave. Beautiful, never flown, closet- clean. Custom colors: magenta pink, fluorescent yellow, royal blue. Trilam mylar LE, speedbar, safe edge downtubes $1,600/0BO. (213) 933-9600 or (714) 840-1623.

Cl 135 -

COMET 135 - Custom sail by Dennis Van Dam. This is a very special kite and it's in very good condition $750 OBO. (205) 254-5774 or (205) 836-4130. COMET 165 - Very good condition, soars, handles great. Extra-strong airframe, 1/8" sidewircs, low flutter (CYT) t.e. $550 OBO. Peter Gray (703) 2040097. COMET I 165 - Exceptional condirion $650. Also vario, altimeter, harness, parachme. Doug (310) 4981737. DESIRE 151 - New Enterprise \'\ling, excellent climber $3,100. (801) 254-6141. DREAM 165 - Crisp! Stored inside. Basetube w/wheels plus speedbar, spare downtubes, more $1,175/0BO. Steve (415) 570-5441.

?a;n

GLIDER BAGS~-, camo. XC $70., standard $80., other colors. S ,Wings {501) 663-3166.1:}>',, GTR 175 -

HPAT 145 - '90, -175 hours, well maintained. Custom sail featured in calendar, magnines $1,700. (619) 286-6045. HPAT 158 - Lat~'91.' is is a Minnesota glider. out rubes. Folding baseLow time & UV, n w tube, w/XC bag and rs $2,100. Call Pat at (612) ~-, 688-8218. HPAT 158 - 1992, excellent condition $1,850 or offer. (702) 361- 1531. HPAT 158 - Mint, excellent condition, low low hours, <30 hours, only $1,995. Brand new LID harness, 6'4" 180-200lb pilot, with BRS only $799, without $449. {803) 383-4318 Rob. HPAT 158 - Excellent condition, clean, moderate hours, threads needles. $2,000. Dana (505) 2945295.

K2 155 - l'ast, light handling. White rri-lam LE, w/pink and magenta botrom panels $2,150. (805) 772-1441. K2 155 - Low airtime, great handling, just $1,995. (619) 286-5604.

Good condition $800. (805) 822-8852.

K2 155 HARNESSES - CLOUDBASE harnesses facrory di recr. Lower prices. Pods, spaghetti's, cocoons, etc. Discounts on rockers, varies and UV bags. Also Lite Trikes and harness repairs. Chris Smith (706) 3983964. HARRIER 187 -· $400. (209) 357-4428. HIGH ENERGY COCOON HARNESS - For 5' 1O" pilot. Many pockets, ballast container, lots of big storage space for XC (glider bag, water and more). Folds into internal backpack, very good condition $200 firm. Kevin (619) 944-1396 eves, (619) 5345044 days.

Less than 50 hours. First $1,600 gets it. (915) 362-6519 Texas.

K2 155 - Mark IV l 9's, numerous used gliders. (615) 933-9296. K4 155 - April '93, excellent condition and sink rate, orange $2,700. (801) 254-6141. KISS 154 - w/K2 upgrades-1989. Royal blue u/surface, excellent condition $1,200. (619) 697-4530. LITE DREA/v[ 165 - Less than 1 hour airtime $1,590. Pod harness $350. All mint condition! Cathie (714) 840-7480.

r.--------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM

I 50 cents per word, $5.00 minimum. I Boldface or caps $1.00 per word. (Does not include first few words I which are automatically caps.) Special layouts or tabs $25 per column inch. I (phone numbers-2 words, P.O. Box-1 word) I photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for 1

I I

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

II card. Please enter my classified ad as follows: I I I Number of words: Number of words:

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

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

Begin with 19_ _ issue and run for conseculive issue(s). My check 0, money order 0, is enclosed in the amount of $

I I

NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _~

ADDRESS:

I I I

PHONE: @ .50 == @ 1.00 =

I I I I I I

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

L--------------------------------------~ 58

HANG GLIDING

Classifieds MAGIC KISS - And Raven 229 for sale or swap for paraglider. (612) 683-0414.

SPORT 167 AMERICAN (716) 937-7119.

MAGIC IV 177 (714) 675-2199.

SPORT 167 - Beautiful, low hours. Airwear harness, helmet, Yaesu FM, PDA chute, Sencek vario. Southern Indiana, package price. (812) 952-2402.

Full faired, VG, spccrra $900.

MOYES GTR 15 l W.B. - Great condition. Factory retrofit with kingpost hang. Handles like XS, extra parts available $950/0BO. (714) 373-1503. MOYES GTR 175 VG - Rainbow bottom, blue LE, farings $1,200. Also Moyes pod, altimeter, vario. (303) 972-1245. MOYES METEOR 190 (616) 469-4332.

Good condition $350.

SPORT 167 EURO - 90 hours, new wires. Flies great, must sell $1,100. (510) 549-2458. SPORT 167 EURO - Full race, good condition, speedbar, flies great $1,350. (617) 471-6538. SPORT 180 AT - Low hours, never damaged, like new condition $1,800. (509) 627-3624. SUPER SPORT 145 -

MOYES WORLD BEATER 162 - Good shape $1,300. (208) 726-7559 or 726- 1709. NEW AND USED fu.cs - Wholesale prices. 1800-688-5637, (709 r3 ,.- 3541.

,·,

PACAIR K-3 - Performance glider for the big pilot. Excellent condition, low hours $2,800. (6 L6) 4694332. PULSE !OM - Excellent condition, 10 hours, fared safety downtubes, speedbar, metal TE, small wheels $2,200. (703) 461-0433. RAVEN 209 - Red/black/gold/white. New lower wires. Always garaged and transported in PVC cube. Extremely good condition $300 firm, $350 with cube. Kevin (619) 944-1396 eves, (619) 534-5044 days. SENSOR SIDE - 159 full race. TOP condition, LOW hours, plus extras $2,600 OBO. (209) 523-6089. SENSOR 610 152 - New, love it but wane smaller one. (715) 448- 2213. SOUTHERN CAil ~-~-NIA USED GLIDER REFERRAL - BU r:sELL-CONSIGN, ALL MAKES, MODELS ~LL TODAY (619) 4501894 OR (619) 450 . 608~

Like new $1,400.

NEW, (801) 273-0557.

SUPER SPORT 163 - Insranc cash for top condition, low airrime Southern California/AZ SS-163. (619) 286-5604. TRX 140 - 20 hours, white and black, excellent condition. $2700. (815) 234-5388. VISION ECLIPSE - Great wing. 2 HOURS airtime. Gone paragliding, need cash $1,250. (310) 8275075. VISION MARK IV 17 - Blue Tri-Lam LE, red and yellow undersurface, 3DCG, camera zippers, heavy cloth $1,770.; with custom float system $225. New High Energy Tracer harness for 6' pilot, blue, red and yellow w/many extras $450.00. New matching Second Chanez chest mount rocket w/PDA chute and paraswivel $700. Ball 651 $375. Custom Bogen camera mountings with Cannon T50 camera, 28mm and 20mm lenses and 30' electronic shutter release $275. Large Uvex Kevlar full- face with hidden VOX $200. Modified Yaesu FT-411 with three battery packs and quick charger $375. Equipment carrying case $40. All in excellent condition, call for details. (708) 512-8675 work, (708) 993-0806 home, Illinois. VISIONS & SP~.:_J!,J.OMS - Bought-Sold-Traded. Raven Sky Sports/?1'\~ 473-2003.

COLORADO HANG GLIDING "Celebrating Over 20 Year of Sales and Support!" REGION IV'S OLDEST, LARGEST FULL-TIME STORE. ~I (~()

L--~3 l

RESERVE CHUTES, (All Sizes) never used, inspected, repacked w/new bridle and bag ............... $265 (20 fr. PDA's $300) VARIOS/ALT .... (Used, All Brands) ............. $150+ USED HARNESSES .................................... $75+ NEW, USED PARAGLlpERS (All Brands) $500+ NEW HELMETS ...~1)\/,l~pran~s, ~CJ>)es) ........ $50+ NEW PARASAILS .. $1,175

·t-·~J,:}g{/.............

LT DREAM 220 ..... • ~ 2 HOURS ...... $2, l 90 LT DREAM: 145 ... ['- ....... <2 HOURS ...... $1,950 NEW SPOR~'Ey ~.R. 167.0 HOURS .$1,800 VISION MKX!i ., ....... <30 HOURS .... $1,600 1 1 8 .~~-~-~.. .. .. ..... ,E~!~~siOURS .... $1,575 SPORT EU 15 ..... <25 HOURS .... $1,500 EXCEL 160 ............. 'J' ...... <50 HOURS .... $1,050 185 .............. <60 HOURS .... $1,040 LT DR MAGIC II ................ \ ..... <40 HOURS .... $1,000 HP II 185 ........................... <35 HOURS .... $800 COMET 165 ...................... <60 HOURS .... $650 ea. DUCK 180, 160 ................. <50 HOURS .... $600 ea. LANCER 180 ..................... <40 HOURS .... $575 PRODAWN, PROSTARII 160 .. ......................................... <25 HOURS .... $500 ea. PHOENIX GD 185 ............ <45 HOURS .... $450 SEAGULL SEAHAWKS .... 4 TOTAL. ........ $300 ea. "Safety is our profession, quality our promise - Since 1972" Equipment I 00% Guaranteed, inspected. (303) 278-9566 M-F 9-5.

\/1.~

GOLDEN WINGS fiue, Golden, CO 80401 1103 Washi gcon~x TOLL FREE1 ~ .. PHONE 1-800-677-4449 \~ 03) 278-7181 . 177 V , , ' .\.... Exc. cond ......... $800 Mysnc 11 Vision M , (used) ............... $1,900 Vision MK IV 19 ........ (used) ............... $1,400 HP AT ........................ (used) ............... $2,500

!7':'..l.. ..

EMERGENCY PARACHUTES SPECTRUM 165 - 1992, low hours, great condition $2,300 OBO. (303) 920-3501.

WILLS WING DUCK 180 - Good condition $950. San Diego 1-800-356- 5686.

SPECTRUMS & VIS\y!NS - Bought-Sold-Traded. Raven Sky Sports (41;1')'73-2003.

WW Z-3 HARNESS ~arge+, w/Second Chanez ballistic parachute sysc7 (l,POOO. (414) 473-2003.

SPORT 150 - Full race, good condition $600. Julie (510) 654-1385. SPORT EURO 150 - Good condition, clean sail $1,400. (80 I) 254-6141. SPORT EURO 150 726-8703.

Full race, nice. $1,050. (303)

SPORT AT 167 - 1990, excellent condition. Lime green LE, lime green/white/blue undersurface, white reinforced TE $2,400. (708) 894-5858. SPORT 167 AMERICAN - All white, good condition, 20 hours $900. (619) 670-4030.

FAX your classified ad, membership renewal or merchandise order:

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

A BEST BUY! $26~/never deployed, new bridle, bag (PDA's $3 pected and repacked, all sizes. Fully Guaranteed. focado Hang Gliding (303) 2789566. ;1,

ALL BRANDS Bo. ght, sold, and repacked. Inspection and rep Iv 25.00 - Parachutes, bridles, inspected and replac .. AIRTIME OF SAN FRANCISCO, 3620 W , San Francisco, CA 94116. 7 ' (415)SKY-1177. HIGH ENERGY - 22 gore chute, four years old, fresh repack $275. (619) 286-6045. PARAGLIDERS NEW AND USE'V- Paragliders, most brands $500-$3,000. ColoJtw Paragliding (303) 278-9566. UP, WILLS, EM - $795+. Instruction, cande,ms. Southern Califo¥I1a (909) 654-8559.

1;L(;'.

August 1993

E~ Classifieds WILLS \XTING AT 1 inncsora glider, low 1th split A's & speed stirUV, <20 hours. Equipp rnp, includes W\XT De e harness and backpack. Glider is purple wicl , pink and blue scripes $2,300. Call Pat ac (6 ) 6 8-8218.

SCHOOLS & DEALERS round flyin 654-8559.

ALABAMA

ad under Georgia REAL ESTATE FOR RENT-LAKEFROKl' CABIN - With private sandy beach, located in airsporc/wacersport paradise catering to pilots. \Vrite James Swansburg, Box 122, \Vasa Lake, British Columbia, Canada YOB 2KO. LAKEVIEW OREGON - Land for sale, 6 miles north of town on county road. Ten acres, beaLLtiful views $12,500. Twenty five acres, .'360 degree beautiful view, w/possiblc hg training hill $24,500. (503) 947-2261 or (503) 947-5089. RIGID WINGS

ROCKET CITY AIRSPORTS - Instruction, sales & service at Keel Mtn., Gurley, AL. For informarion send SASE and $1 to 106 South Side Square, Huntsville AL 35801 or call (205) 776-9995 or (205) 880- 8512.

ADVENTURE SPORTS TOURS - Certified instrnction utilizing tfh world's first man-made training hill plus ot~.r· cs which all face every wind direction. Dealer · r acific Airwavc, Wills \'(Ting, Ball and High Energy, 327 E. Bell De Mar Dr., Tempe, J\Z 85283 (602) ·7121.

7:LJ,, \

School. Supi Glendale, AZ 85

LITE TRIKE - Lightweight trikes you can SOAR power off. Under 75 pounds. Features in HG May '92, page 39. Excellent chrome moly construction. (706) 398-3961.

ORIUM - Best training hill rvice hang gliding/paragliding 74. PO Box 41339, Santa Barbara 05) 965-3733.

ARIZONA

FLEDGE III - Good condition, extra parts, must sell $900/BO. (510) 746-5491. ULTRALIGHTS

of accessories. I understand ed to get a sweet deal! I need rrade-ins. Call 1e st. "I'll ear a bug." DAN SKADAL@ FLIGHT YSTEMS, 1915B E. Karella, Orange CA 92667. 714-(new)639-7777.

LIDERS - USHGA Certified pecialists. 4319 W. Larkspur, 4. (602) 938- 9550.1_t.\,

'1.-

o. USHGA instruction, equipment 1g tours. Spend your winter vacation proudly offer Wills \Ving, Pacific Airwave, h ncrgy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

ARKANSAS SAIL WINGS HAN -

DING/PARAGLIDING

Instruction, sales, s

Box 5593, Lierle Rock, I MINIMUivl POWER SYSTEM fect $1,400. (602) 276-7776 Lew.

Low hours, per-

SOARMASTER - Engine system, like new $550 each. (901) 324-4663. TRIKES TRIKES TRIKES - And accessories. $10.00 info' pack, Jefferson Aero Sports, 15120 Skelton Rd, Jefferson OR 97352, (503) 327-1730. ULTRALIGHT AVIAT!ON - American and curopean trikes and wings. 1117 Cold Harbor Dr., N. I.as Vegas NV 89030, (702) 399-4044. ULTRALIGHT FLYING VIDEO - By United States Ultralight Association, hosted by industry expert John Ballantyne. Flying scenes, imerviews with pilots, FAA, manufacturers. Satisfaction guaranteed. Visa, MasterCard, check. $19.95 plus $3 shipping. 1800-598-8344. WANTED GLIDERS/HARNESSES/CHUTES WANTED In very good condition, all types. (602) 897-7121. WANTED - STREAK 180 or 200, good condition. (707) 938-9080. WANTED -

Used h a ~ ·ing equipment. Gliders,

instruments, harnesses an

arachutes. Airtirne of San

Francisco, 3620 \Vawon (415)SKY-1177.

I an Francisco, CA 94116.

ZONI HANG GLIDING - New school starting in fall, requires used equipment, trainers, harnesses, helmets, radios etc. (602) 404- 0973.

CALIFORNIA A BEAUTIFUL SOARING EXPERIENCE Awaits you at orrey p· nes Glider Port, a full se,vice h I gliding & paragliding school USHGA certi soarablc coastal cliffs in the located on th ning hill and tandem insrrnction using the new d impose, lightweight carbon fiber XTC 205 for b y tandem on the same glider you use on the traip,''I' 1). New/used gliders, equipment in stock. Buy'ftr~de eel gliders/gear, rentals, glider repair. Get UP. 2800 Torrey Pines Scenic Drive, La Jolla CA 92037. (619) 452-3202. CENTER - In Lodi near USHGA certified instruction, mphasis on special skills, tech, anding. Demo's. Ask about tow niques, launchin clinic. (209) 36 -9665.

ACTION SO

AIRTIME OF SAN FRANCISCO - HANG GLIDING fun, USHG cerrifi training program. lvlountain clinics & gro 1d s ools. ALL MAJOR BRANDS. Quality airfran ~ , sewing by factory trained repair technicians. Par utc services. Large selection of 2nd hand gear (buy ell). Rentals available. Next to Fore Funston. The 11) ,ll service shop in San Francisco! 3620 \Vawona, San Frnncisco CA 94116. (415) 759-1177. CHAND LE S ,p,J FRANCISCO, INC. Complete h gl· ·f,g and paragliding sales, service and instructi · ce 1973. Northern California's pair facility. New and used equip, lesson packages, clinics and tandem menr and den lessons. 688 Si, ·Francis Drake, Forest Knolls CA 94933, (415) 488-4202.

HIGH ADVEN'fURE Hang gliding, paragliding es, service, rentals at Southern school. Equipme1~ California's mil igh sire, Crestline. USHGA Instructor Rob By appointment year round. (909) 883-

(l~>

LAKE ELSINORE HANG GLIDING SCHOOL Wills Wing dealer, Flytec. (909) 245-SOAR. LAKE ELSI Moyes, AS!. 8994.

lE WINDGYPSY -

Airwave,

ll. for site infor911;.i~r }909) 679-

l,LJb,. v

MISSION SOARING CENTER - Serving the flying community' ince 1973. Complete pilot training t~1 ' ·on to take-off and landing program with s e ial ~ skills. Custom . rlite aining gliders. Comfortable training harness . ! 1xe retail shop. \'(Tills, PacAir, UP, demos, new rs in stock! Best trade-in prices. Try all the new nesses in our simulator. Large selection of spe , d equipment, beginner to XC. 1116 Wrigle \ 1ay, Milpitas (near San Jose) CA 95035. (408) 26 -105 .

iu,7

SIERRA SAILS - PacAir sales and service. Serving Sierra foothills and Lake McClure area since 1988. (209) 532-1302.

HANG GLIDING

Classifieds ~~ if, -

TOP FLITE HANG GU USHGA certified insrruccion. Hang glide .& supplies. Servicing iv[erced, !v!odcsco & Stocke ~· as. (209) 8J?;dl(';l TRUE FLIGHT ~·; c~y,fs - USHGA Cerrified Instruction, Sales & r;,}"c. Be:ome a better pilot in less nme with our sm· ,L~ersonahzed classes & tandem

NO MORE BUNNY... THE HILL WITH IT!

WINDSPORTS - l.A's largest since 1974. Fifteen minutes from L~''\Cc11tp;0o Svlmar, Crestline, Elsinore and trart~I g\si;J!f'jyacation training, flying and glider sales Ji c~fe's including lodging and re11tals. The most po/, ~r gliders and equipment, new f• and used in stock,& 'r c in your old equipment. 325 sunny days cajft y ,u Come fly with us! 16 I 45 Vicro,y Blvcl/,"Van Nu)<, CA 91406. (818) 9880111, fax (818) 988-1862\ WRIGHT BROTHERS WINGS - UP, Wills Wing, Ball, BRS, High Energy. USHGA Certified Instruction. (209) 586-6012 Sonora CA. COLORADO

14) 473-2003. Please

tv!ICHIGAN GREAT LAKES HANG GLIDING, INC. -

instruction. Our he} nstrucror has O\'Cr 13 vcars reaching expcrien~'· \~ ly 1ninutes from our ,local

Kagel lvlouncain fl~·ing s,re. 13525 Eldridge, Sylmar, CA 91342. (818) 367-6050.

KENTUCKIANA S

Has the most advanced training program known to hang gliding, reaching you in half the time it takes on rhe uaining-BUNNY HILL, and with more in-flight air time. YES, \VE CAN TEACH YOU FASTER AND SAFER. Check and Compare: • USHGA C:ercified School. • Certified Tandem Instructor's. • First Flight ar o\'er 1,000 feet. • From Zero ro Sold in less than 3 days. The Cournry's Largest Landing Area; No Trees, l\o Rocks, No Dire! • Full Service Shop. 1'.'ew and Used Gliders (all brands).

USH-

GA cerrified instructors. -~~ali,//for /vloye·s· gl.idcrs, new & used equipment. L fcJ near \y'Jlrren dunes (GIG) 465-5859. i{y

/(J

,(~(;

PRO HANG GLIDERS - USHGA inscrucrion since 1978. Ad,·anccd In.~n'ftOI/}':xaminer, Observer. Safcry is # I. We've been .,i•i fg for a decade. Come on SE lv!ichigan, let's wa p! \'(fc've got a soaring 13) 399-9433, ask for site now. Give me a call}, Norm. 569 W Annabellf ~ I Park Jv!I 48030. 't,ln

(

TRAVERSE CITY HANG GLJDERS/PARAGLIDERS - FULL-TIME shop. Certified instrnccion, foot launch and tow. Sales, service, accessories for

Harnesses.

ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City /vii 49684. Call Bill ar (GIG) 922-2844.

Tow Lines and Tow Releases. Floats.

MINNESOTA

Accessories.

COLORADO CLOU~gE - Guided tours, dri1·ers, videos, accessories.~.~ 19) 630-7042, fA)C (719) 630-8126. PO Box IG9J, Colorado Springs CO 80935. LCOLORADO HAN ~, JtJING/PARAGL!DfNG - Celebrating 20 years• Z'sons and sales. 1st USHGA certified school in cl ~.~ .S.A. Region's largest and oldesr. Operating fulj i1Jl¢, ince 1972. (303) 2789566. EAGLE'S NE'~T l)CHOOL OF HANG GLIDING/PARAGLI !&<!G - USHGA certified instruction. Sales an~} ,•ice. P.O. Box 25985, Colorado Springs, CO 89V3G 19) 594-0498. GOLDEN

Sales, service. USHGA ccrtialers for Wills \'lfing, PacAir. 1103 ' Golden, CO 80401. (303) 278-

\, oS - Sail and harness repair Equipment man ccuring - Towing supplies - 5000 Butte #183, llo'}t~/ CO 80301 (303) 440- 3579. TELLURIDE AIRSPORTS - Autumn and Spring comprehensive hang gliding camp.s, taught by USHGA certified instructor. Flying since 1975. iv!oyes, Pacific Ai rwave & Wills Wing. PO Box 2076, Telluride CO 81435. (303) 728-9525.

For )'Car-round training fun in the sun, call or write to make your appointment: (305) 385-8978, 2640 S Bayshore Drive, Coconm Grove, Florida 33133.

SPORT SOARIN~ENTER/Jv1INNEAPOI.IS Instruction, cquipn ,. 1t dealers for \Vills Wing, Pacific Airwave & Edel.~· I ,' 557-0044.

GEORGIA

MISSOURI

LOOKOCT /v!OUNTAIN FLIGHT PARK An1erica's #l hang gliding center, flying site. i-:ind out why three ri 1nes as rnany pilots earn their n1ouruain

wings at Lo ut 1 Co~,p~e certified training-"bunny hill" ro mo ta~in, ar·ng. \Ve wrote USHGA's Otfaial Fligh rai1 · '1anual! Our specialties: fooclaunch, tande acrotowing insrrnction, first

'f'

n1ou11tain fligh. , ust01ner service and satisfaction.

EY SOARING SUPPLY -

SEQUATCHIE'-:

IDAHO TREASURE V A ' ' HANG GLIDING Airwave, ~oycs, U

MOUNTAIN \li!·~S ~-~~~

(208l .016-1914.

t \.,

1_'1YT":t ~--3

ILLINOIS Look under New York.

RAVEN SKY SPOf/S - (312) 360-0700 or (708) 360-0700. Please :/f~ur ad under \Xf!SCONSIN.

FLORIDA INDIANA LOOKOUT /'viO»NTAIN HIGHT PARK Nearest hang gli ~g mountain training center to Horida. See ad fl. { Georgia.

August 1993

NEVADA ADVENTURE SPORTS-;- Sierra tours our specialty - USH GA cerrifi\ sc]J6ol and rarings. Dealers for Pacific Airwave, \Vil , ing, UP, Ernerprise Wings. Fly the Sierras with I-service shop. 3G50 Research \'\fay, Carson City, · 706 (702) 883-7070.JJ,~f ,

NEW JERSEY

NEWMEXJCO

Mi'

UP OVER NEW !CO - lnscruccion, sales, service. Sandia !'v!ot~1'.ain guides. \>:rills, Seedwings, P~1c'.fic Airwavc, ~· ta, lv!oyes. Albuquerque, Nlv! ()0)) 821-8544.p/ '\i, NEW YORK

cn1o)s, ratings, tours, service. ~

CONNECTICUT

See Arkansas.

Lesson packages ings, glider rernals. Largest inventory new/use~/ a, gliders, equipment. Complete sail/airframe r~1airs: Camping ($2/person), swimming pool. Send S2 for information packet. Route 2, Box 215-H, Rising fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-Uv!fP, (706) 398- 3541.

JJ MITCHELLy-/fANDEM. UP, PacAir dealer. 6741 Columbia \\e., Hamrnoncl, IN 4032,4 (219) 845-2856 f'>.i:.'

"{=°C f

AAA /v!OUNTAIN \VJNCS HANG GLIDING CENTER AND FLIGHT PARK Now offering PARAGLIDING instruct~io1 and sales. Base of ELL~NVILLE MTN.~rf:tr :elusive training hills. Are,1 s only dealer for P~~c ' 1rwave, UP, Secdwmgs and Delta \Xl'ing with demd~} stock. \Y/c arc the largest, most complete H.G. acce/izy, and repair shop of its kind in the country. lvlany/1f w\ind used gliders in stock. RIC supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and gee vour flight pass and gate combo. 150 Canal Sr., Ellenville, NY 12428 (914) 647-3377. In N.E. 1-800-525- 7850'2:t:4'?.-~

E~ Classifieds FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Men.). Area's EXC USllills Wing dealer/specialist. Also all or r ma r brands, accessories. Certified school/ins cc· r1. Teaching since 1979. Area's most INEXPE VE prices/repairs. Excellent secondary instruction f you've finished a program and wish to continu . Fl the mountain! ATOL rowing! Tandem flight . Con Kt Paul Voight, RD 2, Box 561, Pine Bush, N' 1256 , (914) 744-3317. l:L~i) GM! PARAGLIDING SCHOOL - In New York. Certified Instruction. Free color brochure. (516) 6767599.

PENNSYLVANIA

VIRGINIA

MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PlAY!

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 Washington DC call (703) 494-5323.

TENNESSEE

KITTY HAWK K * - See North Carolina.

ALPINE LODGE~- Ar)bccoon Mountain, formerly Ccysral Air Sporttfel. Private rooms, bunkhouse, jacuzzi, pool. Wo);' program. (615) 821-2~},,6 Chattanooga, Chudtlor hari.

SILVER WINGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Seedwings & UP. (703) 5331965 Arlington VA.

Q~G

SUSQUEHANNA FLIGHT PARK Cooperstown, NY. Certified Instruction, Sales and Service for all major mi nufacturers. 40 acre park, 5 training hills, jeep rides bu 'house, camping, hot showers, 600' NW ridge. have the best facilities in N. New York state to r h you how to fly. RD 2, Box 348A, Coopersrz; , NY 13326, (315) 866-

rtl.Y \

6153. NORTH CAROLINA

COROLLA FLIGHT - America's most experienced tandem flight insrrucrorfeas utilizing ATOL and Double Vision. Call or , · e for information Greg DeWolf, Corolla Flight, Box 1021, Kitty Hawk Nc 21949. (919) 261-6 6 t

rLi)

WISCONSIN

SEQUATCHIE \LLEYOARING SUPPLY Certified, two ph,:; ig),i':nstruction and first mountain flights arc ours alries. Rentals, storage and ratings available. De~ , for all major brands. Located in the "Hang Glidi~ C ital of the East". for personal, professional se14fce yo an trust, call SVS, RT 2 Box 80, Dunlap, TN 37327.~615) 949-2301.

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - ~- rgesr and most popular in the Midwest. Tradiriona cudiculum, ridge soaring, mountain clinics, Ora ffy aerotowing & tandems by Brad Kushner. Sal service/accessories for all major brands. PO B x ·01, Whitewater WI 53190 (414) 473-2003. WYOMING LAMONT INN B&B - In Wyoming near Whiskey Peak, reservations required. (307) 324-7602, kitchen facilities or B&B.

TEXAS PARTS & ACCESSORIES

KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's idge, e largest sand dune on the east coast, just D. of where the Wright Brothers' first flight k place. Beginner and advanced lesson pacj s and camps offered. Advanced tandem row 11 t 1ction, 1500 fr. plus up. Dealer for all major bran \1 ers, complete inventory of new and used gliders, accessories and parts:-1:'ll ;~

A.A.S. AUSTIN AIR SPORTS - Certified instruction, sales and service f. r most major manufacturers. Tandem insrructi a !able. Tow- launched training programs for Han I ang IV pilots. Mountain flying in Mexico year rot cl. \Xfrire to Steve Burns at 1712 Waterson, Austi1 '. 78703 or call Austin (512) 4741669, Houston 71 ) 471- 1488, or San 1} nonio (210) 824-1803. l

SAURATOWN MOUNTAIN - Paragliding resident pilot sire guide. Tommy Thompson (919) 983-9064.

ch. Dallas & North Texas area. 5002. (214) 390-9090 anytime. Dealer, Pacific ·1rwa e, Wills Wing.

AIR KEVLAR HELMETS gray $325. Raven Sk)' Sports

Full face, purple or 14) 473-2003. !

~ Instruction) sales, repairs,

iIR

OHIO SKYWARD ENTER~Rl S - MARIO MANZOBasic instructor. Fram sail repair. Seedwings, CG1000. Dayron/Chillic e. (513) 256-3888 weekday

'2JJ- ~

evenings.

RED RIVER RAFT - Hang gliding specialists. lnstructi' . ales, service. Towing supplies. MC/VISA. A IN-4811 Red River, Austin TX 78751. (512) 2529, fax (512) 467-82j0. FT. WORTH (817) 9 1- 6957.

1j:0 ti

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

UTAH

OREGON

soarable sire (min e. vay). New/used gliders, equipment in stock. Bt 1, rade used gear. Airframe/sail repairs performed factory. Mountain clinics, tan-

UP SOARING CENTER - Full service hang gliding & paraglidi g sch . USHGA certified instruction (year-roun

AIRTIME OREGON - Sales, repair and certified instruction. Emphasizing safccy~progress. Dealer for \Y/W, UP, PacAir, Moyes, AS! and Airtcc paragliders. Raymond, HES, BRS, Second Chanez, Mantas, CG Inc., Airwear, Aircotcc and rnany others. Totn at

dem, ratings, I

e nation's 1nost consistently

P , rentals, setninars, pilots

lounge/videos, n arcamping/motels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salt Lake City). (801) 576-6460, fax (801) 576-6482.

nfortable hang glider helmet. turbulence, low drag shape. Highis clear resin over the gold/black weave of the er-strong carbon/kevlar outer shell. Extra thick, s ' pol)'styrene shock liner. Conform cloth inner liner. Open face, only . Integral full face version, only 17 ure around head, and from bottom of earlobe over top to bottom of earlobe for custom fir. From the designer, Jack Lambie, 8160 \l(loodsboro, Anaheim CA 92807. Phone and fax (714) 779-1877.

(503) 998-1220. SOUTHERN OREG ~ Certified instruction, A Wills Wing, UP. (503) 47

J\NG GLIDING rricval. Pacific Airwave, 823.

·1:L'f>

WASATCH · N S- USHGA certified hang glid1 ing school, deal for Wills Wing, Moyes and Pacific Airwave. Flight erations at Point of the Mountain. Call Gordon (

HANG GLIDING

Classifieds

(With Poplin Storage Bag) ...:Z:.,~~"-' ,,\'it,,'; :::,'!,..":.,..~-

ALTIMETER/VARIOJv!ETER ghl8000 - Ultraquick response rate, accurate, small and lightweight, 100 hour battery life, 2-ycar warranty $349. Cloudbase Instruments, 2464 El Camino Real, Sui1e 220, Sama Clara CA 9505 l. (408) 243-6021.

(Box With Speed Conversion Chart)

TE, barograph, etc. Six monrhs old $675. (619) 286-

DEPENDABLE - \_I.\' i'n l~ncl tested. & calibrated. BUILT TO LAST.I [~ & corros10n res1stanc. Easv to read. Satis.fac9. Guaranteed. Send check or /vl/0 for S 15 ( +$2 )l; , foreign orders add S2. To Pacific Resources 6f;.1~, PO Box 9064, San Diego

6045.

CA 92169.

BALL M50 -

BALL 652 -

With all options including airspeed,

't_l)t r

Instrument set $400. (805) 822-8852.

BALL 652 - All options, flex tubes, dual gain. Must sell, make offer (706) 398-0799. BENNETT AlRSTREAM $400. (805) 822-8852.

Harness/parachute, XL

l-llG \VHEELS \ t ((;,fy, rough, lightweight, excellent for training, ~ f~andem flying, any basetube. 542.95/set, quanri'. ~. iscounts. Immediate delivery. Lookout Mountai\/ P~ight Park, (800) 688-UvJFP, (706) 398- 3541.

maxon· hand fairings. !OR COMFORT, with NEW MAP POC S standard. Warmest hand fairings in thew 1 \ Send $47 to \Vyo. Aerolites, PO Box 880 Ca r \Y/Y 82602. (307) 235- 3367, Custom orders /)Pf,G,,i accepted.

sP-2000 Series

GRADE A Sl-IEEPS "IN ,,

"'-'-=-\\.~

10-CHAN, i4/~ROGRAivUv!ABLE ;-..,fAXON SP 2550 - 5 , two-way radio with charger. Three USHGA, th~\weacher, four programmable frequencies. Dnrab) ·lr1sged, easy to use. Nicad battery (rvpical 10 hdu ·J. lpiJots #1 choice' Special S349. Addi1ional options available. Lookout ivlountain Flight Park, (800) 688-LMfP, (706) 398-3541.

:4~.

llOLT-ON \'(!HEELS - Best removable intermediare/advancedi,whc~0l.·,. ;jrnrd)', toL1gh, 6" diameter. 1 Won't pop ofKl!me 11:jt like snap-on's. Separate hub has hole for V ' s1 ·y{g though it, remains on basetubc. Rcmovabl .r,eel halves screw together Lising thumb screws. S<; . ·r, quantity discounts. ln11111.xliarc deliverv. Lookq ( ~fountain FlighL !'ark, (800) 688LMfl', (706) 39g".3541. CLOUD I-IARNESSES (3) SGS each. (805) 822- 8852.

Small, medium, large,

CLOUIJBASE SPAGHETTI HARNESS - For tall pilot, good condition $125. (616) 469-4332.

August 1993

HIGH PERSPECTIVE WHEELS-REAL LIFE SAVERS! - 12", light, rough. Fits all gliders. Send $37 + $3.95 shipping per pair to Sport Aviation, PO Box 101, Mingoville PA 16856. Ask about our dealer prices.

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

E~ Classifieds "OL' EAGLE EYES" FLIGHT GLASSES - UV and blue blackout with wrap- around frames. Plain AU$105., your prescription single-vision AU$145., bi-focal AU$!65. Lenses only also available. ELECTRONIC TO\V TENSION METERS - for fixed length line towing, AU$185. Info sheets and dealers welcome. Denis Cummings, PO Box 741, Bryon Bar 248], Australia. Fax/phone 6 I 66 856 287.

719-539-3900 54 County Rd 140, Salida

SPECIALIZING IN COMMUNICATION AND NAVIGATION

' lcra lightweight (one pound), tiding helmet, full-face procec·ongesc fiber. $299. quantity dis. FP, (706) 398-3541. WELDED STEEL HANG GLIDING RACK Torota shorcbed truck $250. (805) 822-8852.

Fits

' intact. !com aircraft radio's 8wv magmt $37.85, HT l/4 e bcopic $20.95. Special or all lications. Tow rope 1/4" poly $35/1000', /_}6" pd $30/1000'. Hook knives $14.95, V-f\liccs $32. TR MBLE FLIGHTMATE GPS, reviewed in 3/93 HG, special price $790., includes accessory package. Vario's from Ball, Aircotec, $call. Dealer for all major brands. \'v'e've either got the BEST PRICES or we'll match them!" Kencuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129. Phone/fax (812) 288-7111 evenings and weekends, send SASE for sale flyer. DON'T GET CAUGHT LANDING DOWNWIND! 1.5 oz. ripsrop nylon, UV treatecj, 5'4" long w/ 11" throat. Available colors: fluorescent pink/rellow or fluorescent pink/white. $39.95 (+$4.00 S/H). Send co USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (719) 632-8300, FAX (719) 632-6417. VISA/MC accepted.

/- $49.95. Extra . , dealers wclcon1c1 I Business Center 70L-798~rt=\ SELL - Small used harness, parachute, vario, altimeter. Sylvie (916) 327-0583.

WINDTALKER Ill *

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

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

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

- f

remote controlled by telephone, and can keq> · 0 access codes, with preset numbers of calls chat , auro decrement. Also will call you if condition eel threshold. Price is only $895 complete. Fr info nation. Licek (503) 4796633.

HA1'-JG GLIDING

Classifieds ~~ BUSINESS AND EMPLOYN!ENT OPPORTUNITIES

"'\

FULL AND PART Tl !E -

USHGA certified

TOWING ATOL TANDEM UNIT 882-7168 ask for Bill.

VIDEOS & FILMS

Like new $3,500. (616)

instructors. Innovativ~; ~ , the latest training

jfs~-,;~l

methods. Soaring Sa resume Mission Soaring Center, 111 1gley Way, ,vfilpitas CA 95035. (408) 262-lOYi. I PUBLICATIONS & ORGANIZATIONS

LINE CHUTES SAVE MONEY - Patterns, material or complete. Two sizes, low as $29.95. Call evenings (303) 371-8873. TLS TOWING SYSTEM $2,200. (805) 822-8852.

Fits Toyota shorrbed

ULTRALINE IN STOCK - 3000' and 4000' conri n uous lengths. Volume discounts. The original Ultraline Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508, (318) 981-8372.

This is the one II

/!JtiUJ~Saver

By Golden Wings

EAST COAST VIDEOS presents VIDEOS AVAILABLE - New York Finger Lakes Region, hang gliding and paragliding (50 minutes). Henson's Gap & \'i!hicwell Tennessee (55 minutes). Michigan Hang Gliding & Paragliding (77 minutes). Old Time Movies, 1975-1980 (93 minutes). All video's $29 each (+$3 S/H). Wayne Bergman, 80 E. Lincoln, Muskegon Ml 49444. FLAMENCO DUNE - Awesome paragliding & radical dune soaring in Namibia, Original, unique soundtrack. Weird yes-but you'll enjoy it. 20 min, $19.95 +$3 S/H. USHGA, PO Box 8300, Colorado Springs CO 80933. MISCELLANEOUS

HANG GLIDING FOR BEGINNER PILOTS by Pere Cheney. The Official USHGA Training Manual, NOW IN ITS SECOND EDITION . Over 260 pages, with more than 160 easy-to-understand illustrations and photos. Your library starts with this 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) 632-8300. VISA/rv!C accepted.

ASSET PROTECTION - Wirh a NE\XI USHGA Stadium Cushion, $5.99 +$3 s/h. A great gift for your driver! Available from USHGA, PO Box 8300, Colorado Springs CO 80933.

Tow line recovery System Nothing attached to pilot or bridle. :MS -

GLIDER MARKING INTERNATIONAL CORP. - For any artwork on your hang glider. Free color brochures. Phone (516) 676-7599, fax (516) 6760106.

No deployment

mechanism is requir line is releascd:l

.-,lly self acrnating when tow

1notor. Reduces {ur·

round ti1ne. Tv1'0 sizes.

es wear on line & rewind

$85/$125 incl shippij. Check or money order. Golden Wings, 1103 Wa'shingron Ave., Golden CO. 1-800-677-4449 TOWLINES SPECTRA-Hollow Braided 2000' or 3000' I Reel Pan# Price Weight SPCB-730 ............... 14c/fr ..... <2#/M SPCB-950 ............... 16C/ft ...... 2#/rv! SPCB-1500 ............. 174/ft ...... <4#/M

:~~~- ... 5#/M

:A::::OHlj·~;;... HIGHER THAN EAGLES - by Maralys & Chris Wills. The life & rimes of BOBBY WILLS, hang gliding legend. Experience the triumphs and rragedies of the Wills family and the evolution of \>;/ills Wing. $19.95 hardcover (+$4.00 S/HJ, sec preceding classified for USHGA BOOKS ordering info. PARAGLIDE USA - Subscribe to North America's most wi,\cly read paragliding m.1gazine. 12 issues just $25. Send check or money order to 1520 Main St., Ramona CA 92065 or call (619) 789-9492 or FA)( (619) 789-8563 with your credit card information. SOARING - ,vlonchly magazine of The Soaring Society of America, Inc. Covers all aspects of .soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

August 1993

15 00' I Reel

faic

DCCB-650;, .... 8 '/ft . <5#/rvl DCCB-900 ....... J,:;-1... 9<i/ft ....... <8#/iv! DCCB-1500.. .. ... lOc/ft ...... 12#/M DCCB-2000 .... 12<;/ft ..... 17#/tA All in stock, fax orders to: David F. Bradley, Braided Products Division, PO Box 95, Hilltown PA 18927 (215) 822-1968, fax (215) 822-5852.

Sell your unused equipment here.

HANG GL NG JEWELRY - Available in Sterling Silv ' 14Kt. gold. Pendants, earrings, frto Jewelers, 130 F Street, Salida CO sports pins. 81201. 1-800- "7-7627. Visa/MC/Discover. VIDEOS BOOKS POSTERS APPAREL- Call USHGA for your Merchandise order form (719) 632-8300. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The rare for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE, SS.00. A fee of $15.00 is charged for each line an logo and $25.00 for each photo. Please underline words to he in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e. October 20 for rhe December issue. Please make checks payable ro USHGA Classified Advertising Dept. HANG GLIDING lv!AGAZINE, P.O. Box 8300, Colorado Springs. CO 80933 (719) 632-8300 or FAX (719) 632-6417.

E~ Classifieds BLACK TRAVEL BAG~ From PARADOX, CO launch on Sept. 14th, 1992. Bag contents JCO/vl radio serial# 37257, HS 51 headset w/chargcr, Canon 35mm Surcshot, lviarinc compass w/ball clamp, Sport 167 manual, extra ball clamp, logbook, misc. tools. REWARD! Contact Mike Tepper (619) 429-5685.

STOLEN WINGS THANK YOU - Whoever stole my XTR in October, recently ditched it in a National Forest picnic area undamaged. I would like to thank Haug Glidi11g magazine, and all of the dealers and pilots responsible for the communication resulting in the recovery of my glider. George Boyden -Sandia Peak Tramway.

MOYES XS - From ASPEN, CO LZ (Marolt) on Sept. 12, 1992. Custom glider, sky blue, white & lavender. Moyes decal on kingpost, with no other advertisement on glider. Contact Jeff Mallin (303) 920- 4326.

UP KATANA 25 PARAGLIDER- From vehicle in MARTINEZ, CA area on May 30th, 1993. Lime greenish yellow and black with black lightening bolts. Carrying bag is lime green, black & pink, with "FLASH" and "UP" lettering. Orange nylon drawstring stuff-bag. UP harness and white half-shell helmet with stickers for Bay area sites. Contact Joel Greger (510) 746-5491 or (415) 759-1177.

AXIS 15 & FLIGHT GEAR - from PAISLEY, OR (near Lakeview OR) on 9/6/92. Blue LE, all white sail, rainbow UP letters. lvlaxo11 5 wart 6 channel, Ball 651 w/airspced, Blue Keller pod harness w/parachute, Bell helmet. Contact Robin Ritter (503) 389-3899.

WW SPORT 167 - From GOLDEN, CO (Golden Wings Hang Gliding Shop), in mid-October 1992. Green LE, black comfort grips on each downtube and two on speedbar. Extra-big pocket sewn on glider bag for speedbar. Cable through specdbar. Two l/8" shims on each wingtip. Contact Jonathan Miller, 6880 W 91st Ct. 16-306, \'(lestminster CO 80021. Call collect (303) 423-9978 or Ball Varios.

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 ,he listing when gliders are recovered. Periodically, this listing will be purged.

DINGER SUPER 90 - from a barn in AUBURN, CA on Nov. 29th, 1992,. Very light blue with a red/orange yellow center. Contact Bob Lynch (916) 823-5890. TRUCK AND PARAGLJDER/EQUIPMENT From SLIDE /vlOUNTAIN, CA by the volunteer driver at . in mid November, 1992. Katana 22 paraglidcr (yellow w/black wingtips), Pocket Rocket recovery parachute, Sining Bull harness (purple/black), Ball vario. Contact Steve Bickford (707) 963-3455. \'(I\Y/ HARRIER II 177 From a barn in AUBURN, CA on Nov. 20th, 1992, Serial# 7056. Black with red/orange/yellow center and white TE. Contact Bob Lynch (916) 823-5890.

MK IV 19 - from LAURINBURG/MAXTON AIRBASE, NC (glider taken approx. I mile away from base) on Nov. 15th, 1992. Red LE, It. blue/purple undersurface, l/2 ribs. Contact Brent Harsh (919) 387- 7116. SENSOR B STANDARD - From TRABUCO CANYON, CA area on Sept. 28, 1992. Red LE, orange, white TE, red tail, VG. Call Bob Hafstrom (619) 274-4824. YAESU FT-23R 2 METER HANDHELD RADIO - From PARADOX, CO launch on Sept. 14, 1992. REWARD! Contact Rusty Whitley, 1549 CR 17, Gunnison CO 81230, (303) 641-9315.

INDEX TO ADVERTISERS Aclvet1.Jctu·ec..\liden .............................. ;;% ~Aircotec ............................................ ··Airtek Paragliding ............................@ '1,!,u I

@) .

..................................................-.a&=

Enterprise Wings .................. .....:·..::.·C3J5 •,flytec .................................. 'l'Cs~

Aful,'q)y.en

,, H~ll Bros ......................................... (18)_8 -High Energy Sports ..........................~ 'l,';JJ,J Jtl&t4lf-, ............................................ ;';"'2,-9-"La~uette, .......................................~&" Lookout Mt. Flight Park .................. Mmmtam...COndo~ .............................:lil :Mountain High ................................ (~)) 'LyfL -NAS ................................................. lit) ._, Pacific Airwave ................................... Q) '1,tr).b P.araglid in~T-he-Mag--azinc, ................ .A-6~ ,, RCI ................................................. ~~. ~:105, ~ Roberts Glider Instruments .............. A :_:,L 1

Second ~hantz ......... ···.········· ........ , .. j'lr(f1::'>tJO

: f:~L:~c;:t.~~'.:?.~~~'..'.'.~~.::::::::::::::~ SporrA-m:tion"-Publica1ions ................s-1+ "Telluride Airmen's Rendezvous ......... -~Trekking U~A ................................... S) ~ UP Incernanonal ............................... 2 USHGA ............................. .42,43,52,56 --, Wills Wing ............................. 6,2:'1:;r35~l

$-,

Lots of hot air rocketing around

,,~--

ROCKETS ARE: ;fMore Powerful ... ask around; those who've seen all brands will , ree that solid fuel is hard to beat

Less Maintenance Intensive . .. a BRS rocket is certified for SIX long years. You'll rarely deal with , loading (or servicing) this rocket Leak Proof ... the solid fuel is good for six years and can't leak out even if the temperature or altitude aries widely Smaller ... physical size is less (because in aviation, where bulk is oncerned, "less is more") Highly Reliable ... these rocket motors have been in service for ears with an excellent track record Reasonably Priced .. .BRS has not raised the price since 1988

-i~-~ .,,,

Rockets Are Easier On You Equipment maintenance is an absolute in aviation. Few of 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 it. BRS ha~ documented 65 -;aves in all aircraft types; through 12/92.

HEARD ENOUGH? SEE YOUR DEALER TODA YI B R S • 1845-HG Henry Avenue South St. Paul, MN 55075 • USA 612/457-7491 • FAX: 612/457-8651

H1\NG GLIDING

. ~ Product Lines ©1993hyDan]ohnson S~. PAUL, MINN. -- Unusually, we've got lots of glider news tnis month. Also, lots of action in rigid wings, with recent developments on the Tim Morley/Jeff Harlan acquisition of Don Mitchell's final design, the Stealth II, plus certification work on Glider Sports' Apex by Danny Howell. A few accessory items a:_so remain in the news basket, but this month the focus is on gliders. • • • You probably read Dennis Fagen' s entertaining intro to his flight report on the Enterprise Desire. He certainly hit the bullseye in reckoning a barrage of glider releases has a direct : connection to the Mother of All Meets ( '93 Owens Valley Worlds). • • • Fascinating to see the emergence of new technologies. With two companies pursuing , them, the most significant develoµrent is shear ribs (term compliments of Bob Trampenau; Wills calls them fabric ribs). A close second is the internal deflexor of the Desire. Behind that are more mundane evolutionary steps like greater use of 7075 tubing and new sizes of previous models. Let's have a closer look. Carl Braden has been associated with Enterprise for a long time. That recently changed, when he "left the company over a dispute in design," says USA rep, Nelson Howe. However, his brainchild, the internal deflexor, gives the Desire a w1iqueness (for now... we' 11 see who else copies this clever idea) . Howe credits the rest of the Desire to ~Brk Newland, an Enterprise associate for the last three years. You n,ay recall he 1,,;on the 1990 DinoNats on a Cantat. TI1e company planned to show their new 138 Desire at the Worlds. Though USHGA's 1992 survey didn't specifically list Enterprise (grouping them in the "other" category) , it appears this other down-under brand has earned a niche in the American market. They've also penetrated Europe which has helped them attract Canadian ace, Randy Haney, who "terminated his relationship with Wills \l\)ing Europe," according to Howe. • • • With typical verve, Wills made a splash with their nEM RarnAir 154. The newest Ww model uses air pressurization, via a ram scoop, to separate upper and lower surface, neatly eliminating the "dimple" formed by the lower sail pressing on the crossbar. In combination with fabric ribs, this "defines the b::ittcrn surface profile" rep::irts a recent Wills Dealer B•Jlletin. Though "at low speeds the b::ittom surface prints lightly on the crossbar..." at higher speeds, "inlet pressure increases and the airfoil inflates to the limits of the fabric r_:_bs." Wills says, "Over the last year, we have evaluated hundreds of variations of rib shape, inlet design," and other aspects of the RarMir. Another benefit is found in assembly time which is "approximately 30% less... than an HP. 11 The results? \r<Jills maintains that "by 35 [rrph], the RarnAir consistently beats HPs by 25 to 50 feet per minute." Will pilots buy it at the intro price of $4, 395? The question is already answered, resoundingly, as 100 orders arrive within the first week of release, and "no one has seen one yet," says lf/W prez, Rob Kells. Particularly interesting is that Seedwings is right in the

, forefront of this new idea. Bob Trarrpenau' s latest 610s will feature what he calls shear ribs . The internal fabric ribs are like aircraft ribs in that , they work to form mth upper and lower surface, a far more precise method than the lower-battens-and-Vstrap method used on previous Sensors. "Shear ribs," reports Trampenau, "add to the level of technology" seen in his gliders. None of you sky gods should be surprised. Bob has long set a pace for our industry with many innovative technical develoµrents. He says his work on this rib system dates back three years while he was still making the 510E. After corrputer analysis, he "discovered an optimum lower surface shape." Bob sought a way to keep the surfaces from blowing apart. The internal fabric rib system was the , answer. It also permits elimination of half the lower ribs (from 4 to 2) and saves a pound while still letting a 610 hit 86-87 rrph on the test vehicle! He uses the remaining lower ribs to reduce twist by retaining an element of longitudinal rigidity... that is, the undersurface ribs linked to the shear ribs. • · · Bill M:Jyes sent a newsletter which reports two sizes of the XS3 "have been lightened with Swiss tubing, 11 whereas the XS2 used American 6061 tubing. The new XS3 release is available in 142 and 155 models. In addition, he says the XR "has corrpleted Certification testing and is being well accepted." The XR is aimed at advanced intermediate pilots. The 149 square foot model works for pilots 130 to 220 pounds. On a related note, Moyes will begin introducing the Moyes/Bailey Dragonfly tu,iplane to Europe this summer. Their Tempest ultralight sailplane should debut at Oshkosh, says Florida contact, Malcolm Jones. Diverse company... Moyes. Not to be left out, Pacific Airwave is prcrnoting their K-series. In a reverse order, the larger the K#, the srrialler the diver, it seems (I<:3 163, K4 155, and KS 148). The corrpany sought to inform dealers to aa'vise customers about the importance of wing loading. Though tiny gliders may be all the rage, "a pilot at the top of a weight range will wash the tips out more and actually degrade the handling." They have a fix: rotate the tips down about an eighth inch. • • • As I write this, the '93 Worlds should be producing a charrpion. Stay tuned to see how these exciting new gliders faired in the big meet! • • • In closing, a brief tribute. I've long had a keen interest in the promotion of our sr:;ort. I've felt we need to reach folks beyond these pages. One man shared this interest and worked hard and successfully to do something about it. Red Hauser created a place for hang gliding at the Oshkosh and Sun 'n Fun airshows. No one else had ever accarrplished such a penetration of the airshow good-ole-b::iy network. I salute Rod and will remember him. Rod left a bit of himself to forever thermal over the crowds of these huge aviation events, showing them the type of flying he dearly loved. I hope we can keep his energy going. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax/msg: 612/450-0930. THANKS! 1

------

AUGUST 1993

-----------------~

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

Extremely easy to use

A wide range of flight data con be printed our p lus on-screen data display

Integral. digital vono combined with highly sensitive flight acoustics (fa.SI) for audible 1nd1cation of the slightest thermals

Unique, analog vor,ometer d isplay (F LYTEC potent ')

New method of attachment with optimum viewing angle

MAX

Nr. dd.mm 'IY ALTII

DATE

ALTl2

4 1501.92 4894 PILOT DEVICE-NUMBER BARO STARTTIMF TIMEATPRINTOUT

3693

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

584 12:30 160192

41X:

SW-VER 2914 I

J"OC ionL

0945

IOOO

Haari Urs

WORLD RECORD 230km

500c

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

FLYTEC AG

P.O. Box 561732, Miami, FL 33156