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

KS - the difference is AIRWA VE

Photogr-aphy M ichael Weingartner

AIRWAVE K Series KS 148 - The latest in the K series, the KS 148 is a glider for the lighter pilot. It's not only an out-and-out racer with competition grade performance, but is also an excellent all round machine for the recreational and weekend pilot. It combines easy handling, launch and landing characteristics with performance so fierce that you'll wonder how you managed without it. Designed to exacting standards and produced with the normal AIRWA VE high quality fittings, the KS 148 is a glider that is second to none and one you'll be proud to own. Sail Design - Composite construction produces the performance of a full mylar sail while retaining the easy handling and longevity of a dacron sail. A highly warp-oriented, structural laminate is used for high load areas on the trailing edge band. This produces high performance but greatly helps the life span of the glider as well as the handling. The front section of the main body is made from a lightweight fabric with enormous stability which facilitates good luff curve control for performance. Airframe Design - Every component on the KS 148 has been designed and manufactured using aerospace criteria to reduce weight and drag without any compromise regarding reliability and longevity. The leading edge blends a 52 mm inner section to the suppleness of a 50 mm outer section giving the optimum combination of luff and leading edge curve. This combination gives smooth handling and excellent glide at speed. Features and Benefits - Every KS 148 comes standard with: airfoil kingpost and/or safedge uprights for low drag; Comfort Bar for superb ergonomics; a Magic Trimmer providing a full range of sail tensions in flight; and internal luff line compensator to maintain the necessary settings for safety in all circumstances while still allowing sufficient sail movement for easy handling; high modulus carbon fiber tip battens give Jess tip inertia and greater durability; precise and effective tuning with Trim Tips. The K series, as well as the rest of the Pacific Airwave hang glider product line, are made in the US of A. To receive more information contact your local dealer or Pacific Airwave today.

Pacific Airwave, P.O. Box 4348, Salinas, California 93912 (408) 422-2299 Fax (408) 758-3270

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

16 Foreign Soarin' - Spain: Fun In The Sun article and photos by Peter DeBellis You were probably not aware that this country is near hang gliding paradise.

23 . It's Time For Tumble-Proof Gliders by Bob Ormiston

Done any inadvertent aerobatics lately? Bob argues that we have become far too complacent about gliders turning upside down in turbulence. He explains what's going on and offers some possible solutions.

27 Images In The Air

article and photos by Paul Hamilton

A how-to guide to glider-mounted photography and video.

35 Flying Russian Skies 1993 by Dennis Pagen

Columns

Departments

USHGA Reports .................................... 12

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

Viewpoint - by Vic Powell .................... 20

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

Competition Comer .............................. .39

Calendar of Events ................................... 11

Accident Reports ....................................45

Ratings ........................................:............49

Product Lines - by Dan Johnson ......... 62

Classified Advertising ............................. .52 Stolen Wmgs ............................................ 61 Index to Advertisers ................................. 61

DECEMBER 1993

All glider pilots can learn from the world's most renowned and respected soaring pilot, instrnctor and competitor - Professor Helmut Reichmann. In this newly revised edition of his greatest book CRO§:§~COUI"'JlrR'l( - receive some of the most comprehensive instructional material available written exclusively for the pilots of today who are trying to expand their ability. This new English translation is the first edition available since 1978. Exclusively from The Soaring Society of America, this version offers many new charts, 23 new pages,

updated information and much, much more! Order your copy today by sending $39.50 plus $3.75 shipping and handling to:

The Soaring Society of America, Inc. P.O. Box E

Hobbs, NM 88241-7504 FAX (505) 392-8154 N.M. Residents - add 6% sales tax, please. VISA, MasterCard, American Express, Discover all accepted!

['I

Skywings is the official magazine of the British Hang Gliding and Paragliding Association

The quality monthly magazine that looks behind the scenes at the British competition circuit, reviews new gliders and equipment, follows pilot's progress and examines flying techniques. Subscribe to Skywings now and receive a £5 _____________________________________________ ;;,..- __ , BHPA Shop Voucher.

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HG 09 93

Gil Dodgen, Editor/Art Director John Heiney, Leroy Grannis Photographers Harry Martin, Illustrator Dennis Pagen, G.W. Meadows, Rob Richardson Staff Write1s Tim Rinker, Design Consultant

Air Mail~

Office Staff

Jerry Bruning, Executive Director Greg Huller, Ratings & ICP's PJ More, Special Projects & Competitions Jeff Elgart, Advertising D. Dean Leyerle, Insurance & Merchandise Services Karen Simon, Member Services Marissa Hatton, Merchandise Services USHGA Officers and Executive Committee:

Gregg Lawless, President Jim Zeise!, Vice President Russ Locke, Secreta1y Bill Bryden, Treasurer REGION 1: Gene Matthews. REGION 2: Lynda Nelson, Russ Locke, Ray Leonard. REGION 3: Joe Greblo, Sanely 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 1O: Matt Taber, Rick Jacob. REGIONl 1: 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, Dave Broyles. EX-OFFICIO DIRECTORS: Art Greenfield (NAA), Ken Baier (Paragliding). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sprn1 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 a11icles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, selfaddressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves lhe right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (ISSN 0895-433x) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, co 80933-8300. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion oi all facets of unpowered ultralight flight, and to the education, training and safety of its memberhip. Membership is open to anyone interested in this realm of flight. Dues for full membership are $49.00 per year (of which $15 goes to the publication of Hang Gliding), ($55 Canada & Mexico, $60 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue.

DECEMBER 1993

VOLUME 23, ISSUE No. 12

W'AVEFLYINGINENGLAND Dear Editor, Concerning Dennis Pagen's article on wave soaring, he commenrs that the flight described was the first-ever to use more than one wave bar, and that the 10,200' altitude gain was the best ever. The current British altitude record of 16,000' was made in wave from the 3,000foot Cainwell Summit in Scotland. I have no idea how many bars were used, but the SOmile flight certainly used more than two! Before this record was set by Richard Parsons in 1991, the record was 13,600' set by Colin Rider in 1987 from our 2,000-foot MSL Wether Fell. fu a weekend pilot I know at least five people who have been over I 0,000' in waves, in regions where the hills rarely exceed 3,000' MSL. Even I have experienced multi-bar wave flights. On June 27 this year I made a 30-mile flight entirely in wave from our 1,350' MSL Bradwell Edge, Derbyshire. I achieved 7,800' in the first bar, and turning downwind found and used five more bars, averaging 6,500' in each. The day was completely blue, with only my vario to show when I was in lift in the remarkably smooth air. I would say that most serious UK club pilots connect with wave at least once a year. Height gains of 2,000' 3,000' are more usual. Thanks for allowing me to stand up for the Brits! Dave Leeming Sheffield, England

A NOTE FROM YOUR NEW DIRECTOR-AT-LARGE Dear Editor, I would like to thank the members of the Paragliding Committee and the members of the Elections and Allocations Committee for endorsing me, and thank the Board of Directors as a whole for electing me as a Director-At-Large. I wanted to serve as a Regional Director, bur with all the traveling I've done in the last year since leaving Alaska it's more appropriate chat I serve the membership in the "at large" position. I am pleased to now be affiliated with UP 1nrernational's new school at Torrey Pines Gliderport, providing tandem and solo instruction for both hang gliding and paragliding. I look forward to contributing to the development of this full-service school which will include rowing seminars among the expansion plans. A~ business needs and weath-

er conditions dictate, I anricipate providing support at UP's Draper Utah Soaring Center as well, so my "at large" status will continue to be apropos. I feel my path to becoming a voting USHGA Board member through my contributions in the Paragliding Committee, combined with my active "biwingual" instruction at all levels, naturally positions me to be the focal point for integrating the two disciplines. Three intentions I have as a director are to: 1) help merge paragliding matters into the existing USHGA committees so the two flight forms will be addressed simultaneously and equitably; 2) help other Directors resolve paragliding issues in their regions; and 3) help dissolve the disparity among foot-launch pilots. 1 ask char the chairpersons of each USHGA committee solicit my involvement in all paragliding matters. I invite all Directors to contact me if they desire support for addressing paragliding issues, whether these be new or existing concerns. 1 want to encourage hang glider pilots to become more informed and aware of paragliding. Some suggestions I have are: reading the domestic and international publications; attending local club meetings; offering your experience about sires and conditions; or actually learning to fly "bag wings." I hope that you at least maintain an open mind. Allowing your fears to dictate your choices will undermine fulfilling your objectives. Become a resource rather than an adversaty. Offer your wisdom rather than your condemnation. Unite to preserve existing sites and to acquire new sites rather than bicker among ourselves. By accepting change we lay the foundation for a mutually beneficial future. You can contact me by mail at: Box 13451, La Jolla, CA 92039, or by voice mail at (619) 221-7918. I welcome your comments. Thanks! Alan Chuculate

THE WORLD OPENS Dear Editor, Concerning speculation over the largest hang gliding meet in history, I agree with Michael Merickel's recollections (see Sept. '93 HG; as to the size and euphoria associated with the World Open meets that took place in '75 and '76. I always felt that these meets rook place at the "rum of the hang gliding century." During this rime period, hang glider design was breaking free of its four-to-one mold and expanding in all directions, unlimited by preconceived or experience-oriented boundaries.

~ Air Mail Basic Rogallo designs were relatively cheap and easy to fly (usually in a forgiving way), and partly for this reason countless hoards were able to give hang gliding a try. Generally, the \)?orld Open attitude toward hang glider entries was unlimited. If you could foot launch it, it was a hang glider. Interestingly enough, a paraglider by today's standard probably would have qualified and stood a good chance of winning. I doubt there would have been much of an argument back then as to the viability of a bag wing. The atmosphere of new adventure arrd discovery engulfed most of us in a naive sort of way, with little attention paid to the risks of unchecked aircraft and equipment design. This is not to say that a great deal of good desigrring wasn't going on. I do remember, however, that the Chandelle Comp, a promising new design, was discovered by shear statistics to be a death trap, and was banned from the '76 meet. This signaled the beginning of the end of this age of innocence. To investigate the possibilities of the biggest hang gliding meet of all time, I called John Smith who was then the public relations director for Escape Country, where these championships were held, and made inquiries as to the speculative size of the World Opens. John directed me to Jim Robinson, once owner of Escape Country and main promoter for the events. Here are the statistics. Of the two World Open meets, the 1976 World was by far the biggest, having drawn on the success of the first. The 1976 World Open meet was an open class competition with 360 documented participants. The pilots in the meet represented 33 states, 11 countries, and logged more than 1,200 official flights without any reported major injures. Best of all, the meet was won by a pilot (who shall remain nameless) on a rigid wing hang glider, thus starting the battle of the classes (again). The Escape Country World Open meet's style was definitely localized and spectator oriented. The environment made the social scene enjoyable for the public as well as the pilots, with a party-down, sleep-in-your-car, campfire atmosphere at night. From time to time I still meet pilots and others who fondly remember hang gliding in the World Open Hang Gliding Championships. They always talk about the meet as if it was somewhere out of time, like a story in a book. It was a time, a place, and an experience that's always remembered, and my vote for the biggest hang gliding event of all time. Brian Porter Brisbane, CA

FINAL WORD ON THE ETERNAL TURN DEBATE Dear Editor, I much enjoyed Tim Felder's letter in Oct. 1993 Hang Gliding, and so as not to disappoint (" .. .IfI am wrong [or even if I'm not] I am sure that Bob will respond ... ") here goes. There's both good news (he's right) and bad news (he's wrong). The good news is that for all practical purposes, I agree with what Tim says about coordinated turns; our differences are essentially semantic ones. I simplistically defined a coordinated turn (in the pitch-roll sense) to be nose level (I really meant level flight, zero sink rate) and this is only possible in a powered aircraft. In practical terms, a hang glider turn is coordinated if the pilot pushes out enough to avoid flying too fast. Now, again we need to be careful to distinguish between the two meanings of a coordinated turn: the hang gliding sense (pitch-roll) and the aviation sense (roll-yaw and slipping-skidding). The emphasis on coordinated turns in conventional aviation (using the rudder to keep the ball centered in the turn and bank indicator to avoid slipping or skidding) lacks relevance for hang glider pilots since we don't have either a rudder or a turn and bank indicator. (Actually the pendular pilot is the ball; if he's centered on the bar, hands off, the glider will be in a perfect coordinated turn with no slip or skid.) Now for the bad news. Although Tim was perceptive enough to notice that an 85° banked turn would produce 11.5 G's and exceed the stall capability of the glider at 55 mph airspeed, he made the mistake of using the standard level flight turn formula. However, the general turn polar formulas (valid for both level and steep-banked diving flight) give 7 .16 G's and a 51 ° glide angle. For this flight condition, the AOA is 25° (check the figure) which I defined to be just below stall for my example glider. In a steep diving turn the aerodynamic drag supports a large part of the glider weight so chat the life and load factor don't have to be as large as the simple level flight turn formula gives. Furthermore, as I said in my Aug. 1993 letter, by using the proper formulas, stable (steady state) 90° banked turns do not produce infinite G's (as Pagen and now Tim say) or infinite velocity (as Pagen said). In fact, a 90° banked turn is also a straight down (90° glide angle) corkscrew spiral where the load factor turns our to be exactly equal to the LID ratio of the glider! The equations give singular solutions for this limiting case, e.g., the turn radius

goes to zero, and the turn rate (now also the roll rate) becomes infinite. Sort of mysterious, like a black hole. Obviously, such turns are unachievable in practice mainly because of the limitations of weight shift control, i.e., full roll and pitch weight shift will produce steady state bank and dive angles well below 90°. By now I think I've spent enough time on the arcane details of steep diving turns. Much of what I've attempted to clarify has been an academic problem, outside the normal flight regime, and probably interesting to only a few readers. If any diehards want to continue, I'd be happy to correspond directly. It's been fon but it's probably time to move on to more important issues. Bob Ormiston Sunnyvale, California

AIRSICKNESS CURE Dear Editor, Like many pilots I sufl:er from motion sickness, and now with a full-face helmet tossing my cookies would be especially unpleasant. Bonine doesn't work anymore and Dramamine puts me to sleep. Luckily, I found a solution and want to pass it on to other pilots and tandem passengers. A Japanese study found that ginger is more effective than Dramamine and has no side effects. Ready-made ginger pills can be found in health food stores, but they cost a bit, so I make up my own by putting ground ginger into gelatin capsules from the health food store. Four pills taken when I get to launch are ready to do their job by the time I've set up my glider. I've been using this preventative remedy for three years with no ill effects and no air sickness. Mike Chevalier Takoma Park, MD

LAUNCH ADVICE Dear Editor Hearty Hi-Ho Silver and Amen to Doug Hildreth for his latest accident assessments involving launch technique. It's worth reading again and again until it sticks in your mind. Stop the practice of waiting on launch with your glider on your shoulders. Stop it! Either it's right and you go, or it's not and you don't and you set the glider down. Launching requires about 80% mental and 20% physical skills. Confidence is eve1ything HANG GLIDING

Air Mail~ when it comes to launch. Waffling about, worrying about whether it's too cross, too light, too short a cycle, if anybody's right in front of launch, what your wire men are doing, etc. all contribute to loss of confidence and erode your ability to concentrate on what is important: WINGS LEVEL, NOSE DOWN, WIREMEN CLEAR, STRONG RUN, FEED IN CORRECTIONS. Too many times I see pilots correctly noting that a thermal is coming up at them but fail to pick the glider up, balanced and ready, until the damn thing is in their face, then they heave it up and up pops the nose. The wire men start chanting data as the wing starts dancing around and the pilot thinks "Jeez, chis may be roo strong." Right about then it lightens up (and generally crosses) but the pilot has his wings level and he runs off, missing the thermal and launching in a lull! Or he doesn't launch and repeats the same BS through two more cycles, each time losing more of the mental/physical balance necessary for a good launch. Nobody wants to call the guy a potato, but you know that's what's going through his mind and it eats at him. Instead ofletting the strongest part of the thermal thrash you around on launch, catch the leading edge of the thing and you'll leave launch right on top of it. You don't need to actually experience three cycles on launch to do this; after all, you've been setting your glider up within weather-shot of launch for the last half hour. Pay attention! If you're not sure about the site, then help wire for a while. If you're not sure about a site, then pipe up and ask someone you trust to help pick out a cycle for you. Announce that you think this is a good cycle coming up the hill, and get confirmation from this sage pilot. This will bolster your confidence and improve your concentration. Don't let anybody pressure you off the hill, and don't get too much feedback - cell them to shut up. If there is a long line of guys behind you then you had better make up your mind to go or get off the launch. Mike Badley Sacramento, CA

HADFIELD ACCIDENT INFO Dear Editor, I am writing this to clarify and correct a report that appeared in the October issue on the fatal crash of Dennis Hadfield at Williams Peak (upper launch) Colorado on July 1 I, 1993.

DECEMBER 1993

Dennis launched in approximately 20 mph winds that had been consistently cross from the right. His glider immediately turned to the left and remained in a smooth, lowbanked turn back into the hill. I was waiting to launch at a steeper part of the ridge several wingspans to Dennis' left, a point about 20 feet higher than Dennis' takeoff point. The right cross was the only reason I had not launched. The last thing I remember seeing before impact was Dennis' glider directly in front of me, at eye level, heading directly toward me, and banked about 20 degrees to his left (my right). He impacted the ground to my right with his leading edge striking my right leading edge. The coroner concluded that Dennis died of"massive head and internal injuries" within "minutes" of the crash. He was declared dead at the scene a bit less than two hours after the crash. Although a Flight for Life helicopter landed at the site it was not used. The blow raised the nose of my glider into the wind, initiating a ground loop. My glider was never flying and I was not in control. It came to rest upright with its nose on the ground, pointing in the original direction. The left dowmube broke in two places when the basetube hit, and there was other damage characteristic of a hooked-in ground loop. I believe my full-face helmet spared me a smashed face when I hit the ground.

without even meeting me first. Pilots like Scott make up an enjoyable crowd that we need more of. When I meet Scott, I will buy this man a beer! Sean Riley Houston, Texas

BRAVO HEINEY! Dear Editor, While I enjoyed the profile on Dick Cheney, and am always interested in tales from the early days, it was the opening paragraph characterizing hang glider pilots that will remain with me the longest. To say that most ultralight soaring pilots are individualistic romantics is to have hit the nail right on the head. Whatever inner forces and dreams compel us to fling our bodies into the void, so that our spirits may experience chis powerful and life-affirming transformation from human to bird, also cause us to make our lives a "daring adventure." Besides, has histoiy ever recorded an instance in which the majority was right? Thanks John, for putting it in words for all of us. I guess we are a special breed of the human species. Bruce Rhymes Susanville, CA

Vern Ostdiek Boulder, CO

ANCIENT INNOVATION SEATTLE AREA FLYING RECOMMEND Dear Editor, My wife and I made a trip to Seattle during the Labor Day weekend for a sightseeing and flying visit. This is a beautiful area that is literally littered with flying sites. We fell in love with everything from the tree-covered mountains near the coast to the islands and whales in Puget Sound. There is even desert flying at Chelan Butte not far away. Here in Texas we would gladly tal,e some of their reject sites. It was also refreshing to see that there are pilots at the far end of the country who are just as easygoing and friendly as they are in Texas, New Mexico, Oklahoma and Arkansas. One pilot in particular is Scott Rutledge, who loaned me his Magic IV to fly while I was there. To some people chis may not be a big deal, but what makes it different is that I still have not even met Scott. He gave the glider to my brother-in-law Vince Collins for me to fly

Dear Editor, Your readers might be interested to know that a quick setup control bar exactly like Wills Wings' was used by Delta Sail Wing Gliders of Hastings, MN at least 15 years ago. The Delta Sail Wing gliders were highly innovative. They were one of the first to use a fully-cambered, ribbed sail with quick setup control bar, crossbar and kingpost. The glider featured an aspect ratio in excess of 6: 1 with a nose angle of 120° - all in 197 6! I forgot to mention the curved fiberglass tips for washout control. Ralph Karsten St. Pan!, MN

I've been around hang gliding since 1973 and have no recollection ofthis company. Can someone give us more info about them? - Ed

'fo commerrwr;1tc the U.S. World 'fram first place finish in this World Just Fly Aviation Gear a limited edition shirt the team's "banlc" flag flown at launch site. A third of' the from each shirt sale will into a 'learn fimd to help ol'fact the tremendous costs m in a world meet. The or Die" is boldly spelled Olli in bones on the hack of the shin wid1 a skull and skeletal hand point·· to the six World 'fram gliders. The front oft he shin "World Champion U.S. Hang "This will no doubt be classic and will make a The shirts arc Ill

John is picrurcd discussing the fine points of launching a hang glider from a hot air balloon with a Colorado hang gliding cntlmsi;isr. John was making his third consecutive appearance at this annual Colorado Springs Labor Day I lc1llowcd his successful b;illoon the center of Memorial P;irk with a series of acrobatic maneuvers d1at included spins, smoke contrails and a landing befr>rc a Rocky Mountain backdrop. This annual balloon upwards of l 00,000 spectators to observe t hrec clays of sunrise bal· loon himchcs and a Saturday evening "balloon glow" which draws both the and old to view the twinkling, tethered inflated balloons.

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A hang tour of ning Feb. 20 (leaving from New is being organized by I \rn I ;ol ta. He will be in Kenya ahead of time to transportation and accomrnodations for rhe six-day tour. The nip includes: flying from rhe 3,000-foot, (>0-milc-long escarpment of the Rifr Valley over a J ,000-foor waterfall pouring off the green highlands into the desert below; tow launching at the base of Mount Kenya; camping in the wild; through game parks and visiting African villages. ·four cost is $2, 500-$3,000 and includes everything roundtrip. For those who would like to stay longer and climb the glacier-capped peaks of Mou ma pilots should bring climbing and will return to New York on Contact: Dan Folta, 1339 Willow Wood Norfolk, VA 7,3509 (804)

fax (804)

The J 9l)4 Director Election is over and the results have been talmlat· ed. Congrarnlarions to the fc)llowing pco pie on their victories: Region I Region 2 Region Region 4 Region Ci Region 9 Region 10 Region 11 Region 1

Sturtevant Paul & Russ I .ockc Joe Crcblo &. Jim Zeiser & Glen Ron Kenney Pete Lehmann Matt 'E1bcr Jeff llunt Paul Voight

With the exception of Clcn each of the above .. listcd victors will serve a January I, two .. ycar term 1994 and terminating December I, 1995. As rhc second highest vote gcncr in Region 4, Mr Nicolet will complete rhc second half of Rod Hauser's term which will conclude December 31, 1994. l must admit 1ha1, while l was a good response, nothing could prepared me for whar I received. Jn mis years, I()(Yc1· 15% response has been ballots which the norm. Of the were rn;1ilcd, 2,2C)() were rcmmccl. This is HANC GLIUIN(;

an average almost double last year's figure of 13. 1l)lii! 'This is probably the best return we have ever had. Sturtevant and serving for the first time as Regional Directors. .or1gran11a1110ns to Zeisct on his highly succcssfol write-in campaign. His campaign was so successful, in facr, that he received more votes (192) than anyone else on the entire ballot. Jim and Glen's supporters in Region 4 were so diligent that produced the highest return rate of any region. Almost half(49.8%J) of the Region 4 ballots were returned. Region was second in remm percentage with With seven nominees, everyone here at USHGA l1e;1c1<1ua.ners assumed it would be an r;ice, which it was. The winners (Paul and Russ Locke) did not "nm away with it" as some may have expected. As a matter of fact, of rhe seven nominees, five finished with he tween 1()<Yc1 and 26% of the vorc. Region 11 had all of us wondering up until the last· day. Through the entire dee tion, Bob Flegal held a slim lead over the incurnbcm, Jeff llunt. About three days before the cutoff; Jeff pulled into the lead and remained there to finish just five votes ahead of Bob. I would like tkmk all the candidates for their participation and remind those who didn't end up with a Regional Director's position that "there's always next year!" Finally, I would like to thank you, the members, fc)r turning our so strongly and showing your support for the candidate of your choice. Please keep ir up in the future!

the meet was rained out. Monday was blown out so the pilots who won on Saturday were the winners. Although the rneet had been weathered out for two days, Saturday was probably one of the best contest days ever seen dnring this competition. There were l3 pilots who entered. Pilots from Maui and Kauai c;1me to fly, and all bad a great time. It is hoped that next year more pilots will enter. This contest is open to visiting pilots as long as they arc current Hang TV's. Makapuu is one of the most beautiful sites in the world. The results were: Duff King, first, Sensor 510 E (Duff's third win); Charlebois, second, HP AT (Gerry won the 1992 contest); Bill Kimbell, third, Armin Engert, fourth, Moyes

TRX.

Huller

On Oct. <J. JO the Hawaii Stale Hang Cliding Championships were bcld at famous Makapuu Ridge. 'fhc contest used an air.-stan technique in which e;1ch pilot had to identify ;1 lcrter on a tarp, then ny down the Koolau Range to other pylons. The course was about 24 miles round rrip. Pilots had to fly the whole course down range, land back at the l in the shortest time and identify all rhe letters to win. On Saturday two rounds were flown in just abom pcrfccr conditions. On Sunday

DECJMl1ER 1993

First Ronnie Smith (right), shakes hands HRS Director ofM,trltetins; Dan Johnson, ajier his purchase ofa Cessn11 150 with the GARD-150 installed. The stdc tooh pltice at the 1993 Experimental Aircraji Associa.tirm annual convention in Oshkosh, Wisconsin. On May 13, 1993, the Federal Aviation Administration certified the CARD-150 fr)r use on Cessna 150 and I models. 'The approval is one of two permits required to produce emergency parachutes for the Cessna aircr;ifr. After reviewing BRS's production facilquality control program, plus the material handling and certification sys..

tern, the FAA issned the related PMA (Parts Manufacturer Approval). The PMA certificate assures a high standard of quali· ty is used. Recently, BRS completed its first unir sale to Mr. Ronnie Smith of Lucedale, Mississippi. Smith is the owner of South Mississippi Light Aircraft, a major suppli. er of sport aircraft and after-market accessory items. I fis company is a dealer for the BRS sport aircraft line of parachute systems and has sold many units over the last few years. Earlier this year, tragedy struck the avi .. atio1Hnindcd family when Smith's son, Shane, lost his life when the experimental .. ly-licensed aircraft he was flying crashed. "No one flying from my airstrip should operate an aircrafr without a rocket· deployed emergency parad1ute," says Smith. Regrettably, rhc aircraft Shane Smith was flying had not been equipped with a parad1ute at rhe time of the accident. l n addition ro the ultralights operated by SMLA, Smith deterrnined he want· ed a Cessna 150 with a parachute as well. Every year, approximately 1,000 pco.. pie lose their lives in general aviation acci .. dents. After analysis of several year's worth of NTSB reports, BRS officials determined that their system could save the lives of 60<Yo or more of these victims, if the parachute systems were installed on all such aircraft. BRS also announced that they have submitted test plans ro FAA requesting approval for other aircraft. At present, FAA lists show 18,000 Cessna 150 owners in the U.S. With the subsequent applica-· t:ion, BRS expects they could add another 47,000 aircraft to the "approved" list.

Update

Altogether, 170,000 lightplanes might be fitted, and the company plans to design systems for the majority of these as time and funds allow. The GARD-150 unit sells for $5,495.

Installation runs $300-$500 more. BRS is a publicly-owned stock company based in South St. Paul, MN. The stock is listed on the National Daily Quotation Service's Pink Sheets.

HANG GLIDER EMERGENCY PARACHUTES OLD GENERATION VERSES STATE-OF-THE-ART TECHNOLOGY by High Energy Sports

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Launch Weigh! in Pounds

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HIGH ENERGY QS330 ABOUT TO HIT THE MARKET

Crash Landings

According to the manufacturer, High Energy Sports' new Quantum Series parachutes are the most sophisticated, highly ergineered and highly tested parachutes ever produced for hang gliding. High Energy Spojts reports that they have started production but will not have the first QS330's ready forl delivery until some time in December. "The step from prototypes to production is not always a smooth one," states company owner Betty Pfeiffer. "In order to make sure we obtain maximum performance in our production parachutes we will be drop-testing chutes from our first runs." The accompanying graph illustrates the performance of the QS330. To use the graph: 1) Locate your total launch weight on the horizontal line. Include the weight of your glider, harness, instruments, body and anything else you fly with. 2) Locate your current parachute size. 3) Compare your current rate of descent with the Quantum Series parachutes.

r I!

Airspeed Indicator ... $23.50 Long Bracket ............. $7 .00 Short Bracket ............ $6.50

The Hall Airspeed Indicator™ A precision instrnment for the se1ious pilot. Rugged, dependable and easy to read. NEW! SMALL HALL • Great for hand-held wind measurement or paraglider Airspeed Indicator using Bracket. Small !{all ................ $23.50 . Paraghder Bracket ..... $6.50 PATENT PENDING!

Hall Brothers P.O. Box 1010-H, Morgan, UT 84050, USA 5" Dia. ABS Plastic Wheels Mastercard I VISA I C.O.D $20.00/pair Phone (801) 829-3232 Fax (801) 829-6349

The suggested retail price for the QS330 is $550-$650. Spectra lines will be available for an additional $75. "We are very excited about the Quantum Series parachutes and the extra margin of safety they bring to our sport," comments PEeiffer. Contact: High Energy Sports, 2236 W 2nd St., Santa Ana, CA 92703 (714) 972-8186.

Portable Aviation WINDSOCK • Sock is 200den. UV resislanl nylon Shocking Neon Colors' • lnlerconnecled anodized lube· Won'! Rusi! • Sels up in under 3 minules • you lly sooner! • Weighs under 4 lbs.· very compact • Tells wind direclion and speed.

** MONEY BACK GUARANTEE* You Can't Afford Another Crash!*

Order within 14 days & receive 15% OH reg. pri..--e PLUS receive windsock slutt bag abso!utety FREE!

•

9 ft. Set 12 ft. Set Add S4.oo $69~ $79~ for S1H Air Gear Mfg. HG-12, P.O. Box 1101, Veradale, WA 99037 1-800-647-7427

Dealers Needed

NEWS FLASH ... Is hang gliding a hot news item in your local paper? Please send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your site mentioned in print! USHGA - Public Relations P.O. Box 8300, Colorado Springs, CO 80933 HANG GLIDING

Calendar of Events Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. Dec. 2-5: HG Competition in Rio de Janeiro (Pepino Beach). $10,000 prize money, speed over small triangles, duration (max 1 hr.), on-on-one with spot landing. Contact: Pedro Matos 55-21-581-9624 (FAX). Dec. 4-5: Advanced and Basic ICP, San Diego, CA. Hang III or IV rating required. Cost $125. Limit eight people. Dec. 18-19: Tandem Clinic. Eight-person limit. Tandem I's or II's welcome. Cost $250. Contact: The Hang Gliding Center (619) 561-1009. Jan. 8-16, 1994: Flatlands '94, Forbes, Australia. $165 entry, data-back cameras required, min. of four pilots per team. Contact: Lynne Giffin, 85

Lachlan St., Forbes NSW 2871 Australia, tel 068-52-3899 fax 068-523481.

Ill

ratings not necessary. Contact: James Tindle, Miami Hang Gliding, 2640 S. Bay Shore Dr., Coconut Grove, FL 33133 (305) 285-8978.

Jan. 19-27: Australian Hang Gliding Open, Kiewa and Ovens Valleys, northeast Victoria. $3,000 prize money. X-C around photo turnpoints with timed launch and goal. Fee $125. Contact: Australian HG Open, 2 Drummond St., Tawonga, 3697 Australia, tel. 057-572945 fax 057571020.

Jan. 21-23: ICP at Flight Systems, Orange, CA. Cost $200. Contact: Dan Skadal, 1915 E. Karella Suite B, Orange, CA 92667 (714) 639-7777.

Jan. 20-23: Basic and Advanced JCP. Earn

April 18-19, 1994: Williams Peale, CO Ridge Soaring Clinic. Camping, transportation to launch, accessories for sale, demo wings. Fee $12. Contact: (303) 278-9566 or (303) 838-2655.

your tow rating at Miami Hang Gliding. Novice through Advanced ratings welcome. Feb. 10-13: Tandem Tow Clinic. Earn your tandem certification towing over the beautiful Biscayne Bay and Florida Keys. Learn to fly tandem over the safety of water with Miami Hang Gliding's experienced and certified tandem instructors (13 years experience). Log time over the water. All Intermediate- through Advanced-rated pilots welcome. Tow

April 22-24: 1994 Mt. Rope Challenge, Darlington, SC. Open distance X-C, spot landing and duration tasks. SC X-C record of 82 miles was set at last year's Mt. Rope Challenge. Entry fee $50, seven pilots will receive prize money. Supper served on Saturday. Come and enjoy some of the best flying in the Carolinas. Paragliders welcome. Contact: David Kincheloe (919) 376-9601.

the

DROGUE CHUTE by

Dennis

H')ERFORMANC:E JfiLYING

gen

Just wlien you tfwuglit you l(new it af[. ..

THE HANG GLIDING CENTER P.O. BOX 1049 LAKESIDE, CA 92040 (619) 561-1009

'J{s;w tliere s Performance :f{ying covering subjects from aeromeaicaf to XC anti more.

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SEND TO: USHGA Books PO Box 8300 Colorado Springs CO 80933-8300 (7 79) 632-8300 fax (7 79) 632-64 77

MC/VISA accepted

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~ USHGA Reports

Fall 1993 USHGA Board of Directors Meeting by USHGA Secretary Russ Locke

he fall 1993 Board of Directors' meeting was a fairly active one from a committee standpoint. Committees worked on a number of situations including the transition of responsibility for many of the processes of the paragliding committee into the existing USHGA committee structure. The Publications Committee discussed at length a number of issues concerning the way Paragliding magazine interacts with the office. They came up with several action items designed to make the interface operate more efficiently using the existing systems set up between the office and Hang Gliding magazine. The decision was made to publish a separate Paragliding Special Issue to give to new paragliding division members. The magazine will mirror the current Hang Gliding Special Edition given to new hang gliding division members. It was also decided to expand our current merchandise invento1y to include more paragliding related items. The Awards Committee selected this year's recipients and will notify them individually. The only comment about the awards process was that the Committee received no nominations for Chapter of the Year. The Site Management Committee discussed a number of cases in which sites have been closed due to environmental issues, specifically Dog Mountain's closure in Washington due to bald eagles nesting. The decision was made to be more proactive in this area and mal<e attempts to document situations where the sport of hang gliding has been "environmentally clean." A case in point is the Draggin' Flyers in Florida who share their flight operations with eagles, sand cranes and

other endangered species. Doug Hildreth agreed to be the focal point for collecting this information. If you have something positive going on in your area, drop Doug a note in care of the office. The Membership and Development Committee discussed the possibility of the USHGA owning a flight simulator to display at places such as Oshkosh and Sun n' Fun. Jeff Hunt is working on this project. Any ideas? Drop him a note. In other public relations areas, Jan Johnson has agreed to chair a study group focusing on sport issues as they relate to women participants. The National Coordinating Committee had a number of issues on its plate. Most important is the potential rewrite of FAA FAR 103. The FAA has designated a specific committee, of which Dennis Pagen is the chairman, to give them recommendations as to what changes we would like in the rewriting process. By the time you read this, a position statement will already have been created by the core group consisting of Dennis Pagen, Joe Greblo and Mike Meier with Board input on a number of issues. Look for another article in the next couple of months as to what came out of this meeting. Other members of the Committee are also investigating a stoty that someone in the National Park Service is considering asking high risk sport enthusiasts to have "rescue insurance." If you have any more details on this subject please send them to the USHGA Office. The President has established an Ethics Committee whose job is to "develop and establish guidelines to be used by officers, directors, employees and agents of the USHGA in deciding what constitutes ethical behavior, conflict of interest,

and allowable giving and receiving of gifts in conducting the affairs of the Association." Gene Matthews will head this committee's efforts. The Safety and Training Committee decided that the current effort to write an instructor's manual for both hang gliding and paragliding needs to be split into two manuals. Dennis Pagen and Claudia Stockwell are working on this project. A subcommittee, consisting of Fred Stockwell, Dennis Pagen and Tim Herr, is also developing a "contract for instructors (hang gliding and paragliding)" and a peer review group to evaluate complaints and the parameters for suspension or reinstatement of instructor certification. The issue as to whether or not an Observer can issue ratings that he/she does not possess (i.e., can a Hang III sign off another pilot's Hang IV) was also discussed since it's being managed differently around the countty. The discussion will be carried over to the next Board meeting since no decision was reached. The Committee approved a new Pilot Training and Certification handbook created by Jack Hodges. The Committee also reviewed an effort by Dave Wills to create a "USHGA Observer Reference Manual" and "USHGA Observer Training Manual." The decision was made to distribute the drafts for review, evaluation and feedback to Dave Wills prior to their acceptance. The Tandem Committee approved paragliding tandem standards and the Towing Committee discussed the problem of property damage, personal injmy, endangerment thereof and/or the threat of site loss caused by the tow line or tow vehicle during tow or line retrieval. The Committee reinforced the point that the pilot is responsible (with the exception of students under the direct supervision of an instructor, in which case the instructor is responsible) and that resulting problems may be cause for tow rating suspension or revocation of the tow pilot's rating. The office will be sending a notice of this decision to all tow-rated pilots. The Competition Committee considered a number of suggested changes to the rulebook. The most controversial was a proposal by Jim Lee to allow the top three ranked pilots, in a World Team year, to HANG GLIDING

USHGA Reports review the qualifications of the next three ranked pilots and, if an obvious need exists, suggest that a specified committee (USHGA President, Competition Committee Chairman?) replace one or more members of the Team with more appropriately qualified individuals. After much discussion, including consultation with all the members of the current World Team, the Committee decided that while there were specific merits to this system, the potential political and operational problems outweighed the benefits, and that the current WTSS Points System will continue to pick the Team in its entirety. The committee did decide, however, to expand the current pilot ranking list ro include all pilots who competed in 450point meets. The mathematics for doing this are not yet set, but the final decision, as well as a list of the expanded ranking, will be published in the magazine shortly after the first of the year. The sanction fees for all meets were changed to $200. The Committee approved the Sandia Classic and the East Coast Championships as 450-point meets for 1994. The challenge of organizing the U.S. National Championships was accepted by Jim Zeiser (coming off his great success with the World Championships in the Owens). Details on this meet to be held in Colorado in August will be forthcoming. Members of the U.S. Women's World Team were selected, and they are Kari Castle, Claire Pagen, Kathy Fox-Williams, Barbara Kramer, Samantha Moore and Sarah Bowman. First and second alternates are Collette Carson and Nikki Driver. The Competition Committee accepted responsibilities for paragliding competitions and approved their request to hold the 1994 Paragliding National Championships at Aspen, Colorado. On another note, Jan Johnson resigned her responsibilities as Women's World Team Subcommittee Chairperson to pursue other interests. The Committee recognized Jan's monumental efforts over the last few years to promote women in the sport and in particular competition. The Finance Committee reviewed our balance sheet and current cash flow, and even though we are financially very sound, there are some ominous financial concerns on the horizon. The Committee approved DECEMBER 1993

a very conservative budget based on those concerns. As part of that conservative budget, a membership dues increase was approved. Another article by Bill Bryden will explain in more detail the need for this increase. The Paragliding Committee had a busy weekend. Most of their efforts centered around merging many of their processes into the existing USHGA committees. Paragliding ratings are now being handled by the Safety and Training Committee. Likewise, the Competition Committee is handling all competition issues and the Publications Committee is working directly with the editors of both magazines. Paragliding Tandem and Towing activities were merged into the corresponding USHGA committees. There was a lot of good work done by a number of individuals ro make all this happen. The Paragliding Committee will continue to function to catch miscellaneous issues and help the other committees work out paragliding situations. For instance, much work needs to be done on reducing the accident rate in the paragliding community. Some of the work centers around data collection, and the Committee is working aggressively in this area. The Board of Directors elected officers for 1994 and they are: President- Gregg Lawless Vice President- Jim Zeiser Treasurer- Bill Bryden Secretaiy- Russ Locke

Directors at Large elected for 1994 are Dennis Pagen, Dan Johnson, Jan Johnson, Jim Zeiser and Allen Chuculate. Honoraiy Directors elected are Barbara Flynn, Greg DeWolf, Fred Stockwell, Marcus Salvemini, Ed Pitman, Dave Sondergeld, Fred Moy, Ken Baier, Doug Hildreth and Ken Brown. Honorary Directors who are still current are Dave Broyles, Tom Kreyche, Mike Meier, Rob Kells, Gregg McNamee and Michael Robertson.

While a lot of work was accomplished at this Board meeting, a lot of difficult issues still lie ahead of us. The FAA is contemplating a major overhaul of their structure, which will ultimately affect us. Liability laws are changing, and we are approaching the million dollar mark as a financial structure. All of these things require us to achieve a greater level of professionalism in order to maintain the service structure that supports our flight operations. Member comments are always welcomed and encouraged. The next Board meeting will be in Dallas, Texas, March 25-27, 1994 and the 1994 fall Board meeting will be held in Lake Tahoe, California, November 4-6, 1994. On a final note, the Board expressed its appreciation to Director Randy Adams, the Vermont Hang Gliding Association, Sky Riders of New England, Massachusetts Hang Gliding Club and M?rning:ide Flight Park for hosting ~ this meetmg. ~

USHGA Chapter and Insurance Questions Answered by D. Dean Leyerle USHGA Insurance and Membership Services

'' H

ey, isn't that the guy who used to work in the merchandise department?" Yes, that's me. For those of you who are wondering where the incomparable

Stu Clark has gone, he is currently in Florida, savoring retirement. Since he is busy enjoying himself, I have been placed in charge ofUSHGA chapters and insurance. So, I would like to communicate a

C USHGA Reports little bit with chapter representatives and to answer some insurance and chapterrelated questions. First, renewal notices for chapters and site insurance were mailed to all current chapter representatives in late October. You should have them by now. If you haven't received your notice yet, please contact me as soon as possible. Even if your chapter is not insuring any sites, you still need to renew your chapter every year to be a current USHGA chaptei: Your chapter renewals and site insurance renewals need to be received by February 15, 1994 so that renewal insurance certificates can be ordered. The existing coverage is automatically terminated at 12:00 PM on February 28. If coverage is terminated it can only be reinstated upon receipt of the insurance application and a check to cover the premiums. In addition, all late renewals will be assessed a reinstatement charge o/$25. If you have any questions with your renewal, contact me at USHGA Headquarters. Now, answers to some of the most common insurance questions that come up at the office.

WHAT DOES THE INSURANCE COVER? The insurance provided to all current USHGA members protects the pilot against financial loss (up to $1,000,000 per occurrence) as a result of personal injury or property damage done to a third party while he is engaged in recreational hang gliding or paragliding. The personal inju1y clause in the policy is limited to $5,000 unless an exception is granted by our carrier. This policy does not protect a landowner against damage done to his person or property, as he is not considered a third party. In addition, the policy does not cover the pilot or passenger (for tandem flights) against any personal injuries.

WHAT IS THE DEDUCTIBLE FOR THE POLICY? There is a $1,000 deductible per occurrence for all claims. The first $500 of this deductible is to be paid by the pilot or club, 14

the second $500 is payable by USHGA.

WHAT IS SITE INSURANCE? Site insurance is insurance that is taken out for a specified site (hence the name). The purpose of this is to name the landowner (and anyone else who has an interest in the property) as additional insureds on the policy. By naming the landowner on the policy he is protected against third-party liability for an inju1y or property damage caused by a USHGA member flying at that site. (For example, Joe Pilot injures Jane Doe while landing. Jane Doe sues John Smith, the landowner, for letting him fly there. John Smith is covered by the policy if he is named as an additional insured for that site.) Site insurance is only available to current USHGA chapters. The cost for this insurance varies with the n umber of sites insured. The rate schedule is as follows: 1st site 2nd site 3rd site 4th site 5th site

$250 $175 $160 $140 $115

A certificate of insurance is issued which is valid from March 1 of the issuing year to February 28 of the following year.

THE IPPI CARD SYSTEM

by Dennis Pagen f you have a yen for foreign soarin' or you help regulate a site, you should become familiar with the IPPI card. What is it? IPPI stands for International Pilot Proficiency Identification and it is a program developed by the international hang gliding (and paragliding) body (the CIVL) to allow pilots flying in foreign countries to carry an international "license" much like the international driver's license. Here's how it works: The IPPI card comes with a set of standards and pilot

Insurance certificates are processed by the carrier and then mailed to USHGA Headquarters. The certificates will be sent back to you within three working clays of our receipt of them. However, the insurance carrier will not process certificates for the 1994/ 199 5 insurance year until we receive our renewal from the carrier. This usually occurs in Februa1y.

WHAT IS SPECIAL EVENT INSURANCE? Special event insurance is, essentially, a limited time version of site insurance. Special event insurance covers the landowner (and any other additional insureds named) for the period of the special event. The cost for this insurance is dependent upon the number of days for which it is needed. Like site insurance, special event insurance can only be purchased through a current USHGA chapter. In order to have time to order the certificate, SPECIAL EVENT INSURANCE REQUESTS MUST BE RECEIVED 30 DAYS IN ADVANCE OF THE EVENT I hope this article has helped to clear up some insurance issues. If you still have questions please give me a call at USHGA (719) 632-8300.

qualifications. Our USHGA office has these on file. If you wish to fly in a foreign counuy and want a rating card that should be recognized by the foreign community, apply at the office and it will be issued to you for a fee of $10. On the card will be your your IPPI rating level relating to your USHGA rating level. We used the qualifying word "should" above because the system is just now coming on line in some countries. However, for the most part you'll find the IPPI card works in the many countries that are members of the CIVL. If you help regulate a site in the U.S. you are probably aware of the great increase in the number of foreign pilots. This is probably clue to some economic hocus pocus or exuberant travel agents, HANG GLIDING

USHGA Reports but whatever the cause, such visitors can pose a problem to site regulators because their log books may be as hard to translate as the Rosetta stone, and their rating cards mean nothing if we don't know their required qualifications to get a rating. However, if they whip out their universally accepted IPPI card you will know exactly what their experience level is, provided you are familiar with the IPPI standards. If you are a serious site centurion you should probably get a copy of the IPPI standards (there are separate standards for hang gliding and paragliding). For your convenience here we will list the IPPI standards in relation to USHGA stan-

THE SMITHSONIAN INSTITUTE OF HANG GLIDING

by JeffElgart

he sun perfectly silhouettes the marble and gold-inlaid statue of Larry Tudor's world-distancebrealcing glider, casting an early morning shadow on the several hundred lads from surrounding elementary schools. They are lined up outside the cathedral-like mahogany doors of the Rogallo Museum for a "tour" of the history of our silent aviation industry. Admission is free, of course, but donations are always accepted. In the background you can hear the museum's curator on a conference call with the EAA, Smithsonian Institute and USHGA, coordinating the finer points of our national charter and expansion plans for the mobile museum, to be used at key airshows. Hillary Clinton is monitoring the conversation (at the request of Vic Powell), wondering out loud if we could organize a national holiday celebrating the evolution of hang gliding. Suddenly the alarm goes off- 6:00 Aiv!. Time to wal<:e up and get to work! Worlcing here at the USHGA Headquarters exposes me to a variety of situations: some funny, some tragic and some about which I just don't know what to do. The situation I'm about to explain is of the latter variety. Some names have DECEMBER 1993

dards. All users should be made aware that all the tasks in the two systems are not required at the same level, but for the most part they are a good fit.

!PP! PARA-PRO USHGA RATING Class I Stage II Stage IV Class II Stage V Class III

!PP! SAFE-PRO USHGA RATING Stage I Beginner (Hang I) Novice (Hang II) Stage II Intermediate (Hang III) Stage III Advanced (Hang IV) Stage IV Master (Hang V) or Stage V Advanced with X-C

There are no equivalents for Stage I and III in the USHGA system. Note that the IPPI card does not solve site insurance problems nor does it guarantee that all countries will treat the rating equivalencies as carefully as we do, but for the most part it will help with the problem that site directors and traveling pilots are beginning to encounter more frequently. In the words of Karl Maulden, ~ "Don't leave home without it." ~

For paragliding the equivalent ratings are:

been changed to protect the innocent. The other day (back in August, really) I had a call from a potential classified advertiser who was thinlcing about selling his Sundance. Sundance? That was a new one to me, so I researched some old Ground Slammer magazines. For those not familiar with this glider, I was told (by the owner and other "charter" USHGA members I consulted) chat the Sundance was a collapsible fixed wing, like the Manta Fledgling or Quicksilver, bur not quite as stable. As this predates my hang gliding experience I'll have to take their word for chis, unless I'm informed otherwise. To make a long story short, the owner of the Sundance is at a loss as to what to do with his retired ship. Garage space is at a premium, and certain marital forces are strongly suggesting chat he get rid of it. Should he attempt to sell it? If so, what is it worth? Is there anywhere he can donate it for a good cause or for potential archive purposes? These were some of the questions posed to me, to which I didn't have any answers. I involved Chuck McGill, editor of the world famous newsletter Rigid Wing Reado; who comments, "Our historical materials are literally being swept into trash cans, rotting away in a most undignified manner, or being turned into tent poles and scaffolding." Chuck went on to comment, "I feel like the legacy that our early equipment represents to future generations might be diminished through carelessness and neglect. It's hard to think

of a 20-year-old glider as being historically significant, and pilots will overlook this aspect of our existence until there's a repository for gliders and other materials." This is a very heavy statement, but it does address a situation chat needs attention NOW! Along with the Sundance dilemma, I had a call from somebody who had a Bennett flat !cite, and was wondering if it had any significant historical value? Suddenly, it seemed that a trend was staring to develop. One possible option for archiving 9ur heritage is the Rogallo Foundation, if we support Vic Powell and his efforts. A lot of groundwork is still needed to make this happen, but it would seem that with the tourist attractions in the Nags Head, North Carolina area (site of the Wright Brothers' flight) this would be an ideal place. What do we do in the meantime? There are people out there who are interested in donating their retired divers to such a cause, before they are turned into hammocks, flagpoles, etc. We need to take advantage of this situation before these beloved aircraft end up in the recycling bin. Could we rent storage space until a solution is found? Does anyone have some empty warehouse space they'd like to donate for the preservation of the history of our sport? Are there any other suggestions out there? I open this forum to the mem- ~ bership for your comments. ~

IIRlilllll IIIHiitil~

I Flyi

111

niche for himself' in Ager by owning apart-ments, the CIVL hang gliding shop and a local saloon called the "Speed Bar." Ager's flying site, Montscc, is a 25-milc ridge with an east and west orientation. South of the ridge, small hills (1,000 foet) lead to farmlands and eventually the coast, while to the cast and west there arc plenty of mountains, valleys, ridges, canyons, lakes and rivers a real variety of landscapes. Finally, behind Montsec to tbe north, lie the high peaks of the Pyrenees (8,000+ feet MS L) which arc easy to sec or fly to on good summer days. Autumn '92 was a letdown for me in Ager. Gremlins in the sky produced an unusual amount of rain during the first two weeks of October. This kept me grounded

hat to do in Europe in the fall? As a great surnmer of' flying comes to an end, temperatures fall, fi·onts move through weekly and conditions are generally miserable. Where do most European pilots go? T'here are really only two choices: hop on a plane and bead to Australia where spring is beginning, or to Spain. l;or most pilots the latter is more economical, so it's October and I am off to Spain for two rnonths. On the European continent, where distances arc usually short, a trip to Spain is about the forthest you will travel Zmich to Granada is 1,300 miles by road. Spain has very different autumn weather than Central Europe. The tempering effects of the Mediterranean have much to do with this, but the Atlantic weather pattern also sets up two high pressure systems off the coast of Portugal and Morocco that fond off bad weather heading toward Spain. So, while the rest of' Europe struggles with its change of seasons, southern Spain sits under clear skies and sunny weather making this an ideal spot for autumn flying. As I describe each site I will also comment on sumrner flying, since many Spanish pilots boasted about July and August conditions and said it is the best time to fly. My trip through Spain started in early October as I worked my way through the Pyrenees. First stop, Ager.

This location may be unknown to American pilots, bm not for long. Ager is the site for rbc '94 Prc--Worlds and the

An X-Cfl~r_:ht in Valle de Abdtdajis. World Hang Gliding Championships. Well known to Europeans, Ager has been a top Aying site for the past 10 years. Situated in the foothills of the Pyrenees, Ager is a small vacation spot with nearby lakes for water sports, a lower cost of living and beautifol mountains. Over the past eight years Ager has been developed by an Englishman, Dcclan Doyle. Having a gift for gab and a good business sense, Declan has been the driving force in convincing town leaders that recreational flying is the town's forure. Development of the site, with three launches at 5,000--5,200 has occurred in recent years. The largest launch, facing south, has room for more than 150 gliders and will be the main launch site during the World Championships. Declan has also created a

for four of seven days and made cloudbasc, on flyable clays, extremely low. However, I managed to sec some of the countryside and was impressed. l am envious of the pilots going to Ager in '94 and '95 for I am told summer Aying is fabulous. Cloudbase averages 9,500 foct: with some days well above 10,000 feet, and X-C flying has proven excellent during past competitions, from the Solar Wings and Airwave Challenges to the Spanish Nationals and '84 World Cup. The town of' Ager is worth exploring. Dating back to 900 AD, its origin is Moorish (Arab), and the town's history stands out: in its l 0th Century church, old buildings and narrow streets. Ager also has a modern side that caters to tourists and includes restaurants, inns, bars and camp-sites. Pilots can be driven to launch by HANC CL!DINC

ABOVE: 711e northwest cliffs of Vcdle de Abdalajis.

CIVL shuttle service ($8/glider), fly all day, and later land in town at the Vall·D'Ager LZ. Ager really tries to make flying easy fr)r vacationing pilots. In addition to Ager many other great flying sites exist along the fJvr,,rH>c·<· a few sites to ask locals about arc

Casticllo-Dc·Jaca, Castcjon,Dc,Sos and Loairc. All are within 60 miles of Ager.

Jmnilla is at the northern tip of Spain's largest vacation area which extends from Valencia to Cibraltar. Jumilla, like many sites in Spain, is named after the largest nearby town, not 1:be mountain, for in a country with so much open land, finding flying sites would be difflcult without hav· ing towns as landmarks. The mountain, El Carchc (4,500 feet), is 10 miles outside or the town of Jumilla in a very dry ;md arid part of Spain. The terrain is very similar to Nevada or Arizona and reminiscent of the old Clint: Eastwood spaghetti westerns which were (1lmcd only I 00 miles away. I noticed ,1 feature common 10 many sites in southern Spain including El Carchc: a majority or the best flying sites arc located on isolated mountains surrounded by flat· lands. For example, El Carche's closest neighboring mountain is in Jumilla, 10 miles away. 'flicrc arc obvious advantages to this type mountain, since one site offers rarnps for every wind direction. On the oth· er hand, X·C flying is difficult in anything but perfect conditions, because the surrounding flatlands bold lots or sink. El DECEMBER '1993

Carcbc has a 2WD road leading to the sum.. mit wlicrc there arc three launches: norrh, west and south, all m 4,500 feet. A driver is necessary there since top landing is impossi· blc, and hikes from the LZ to launch take two hours. October flying is nor bad at El Carche. Cloudbasc is 6,600 the weather clear, and i11 northerly winds a sea breeze convergence pushes into El Carchc Valley. The convergence is easy t:o notice, since a cloud· street marks its presence and divides rhc blue ocean air from the unstable inland air. l saw streets twice during my stay, though each time they were just out of reach by glider. Locals say that summertime conver· genccs arc common, and if you arc willing to endure the roller coaster ride, they can persistent pilots a GO.mile Hight to the coast. 'The I 0,()00-13,000 foot cloudbasc, in summer, also pilots the needed altitude to reach convergences or nearby ridges in order to make good x"c flights.

Jabclcon is a 4,9()(} ..foot mountain locat.. ed l l miles from the town of Baza and 60 miles east of Granada. The site is a popular location for Granada pilots, because it bas three launches which cover all wind direc· dons except north. Tbc mountain sits in the middle of a dry, flat plain almost 15 miles away from other mountains. The main launch faces west and overlooks a reservoir, Del I.a Bolcra. The two other launches, cast (3,600 feet) and south (4,400 feet), arc alongside Jabelcon's summit road and are easy to find. November flying in Jabelcon is a eombi .. nation of thermal and dynamic lift. Cloudbase is 5,000 to 6,500 feet, and with

some work it is possible l'O soar t·hc front of clouds to 7,000 fcer. 'Ihe westerly launch is mainly used in autumn because of prevailing winds. In summer the cast launch is preferred since it heats up earlier, and the west launch is used for evening flights. From May to August the Baza area is known for ripping thermals and cloud bases up to 13,000 feet, however, the local area with its flat terrain is not ideal i<)r X-C flights. Another attraction of Baza is a large hot spring at the base of Jabelcon. Dating back rn ancient Rome, the spring has a long his .. tory of use by the Romans and Moors, and in the 1800's was part of a hotel. Recently, nature has reclaimed the spring, bm it still has plenty of visitors. Many pilots enjoy camping by the pool, and after a long flight landing by their campsite and going for a swim. Baza also has a great nighr life. Although it is a town of only 20,000 people, there are close to 15 bars and clubs.

Abdalajis is my favorite Spanish site. Great conditions prevailed while I was there and gave me hours of ;iirtimc through all of November. The site is next to the town of Valle De Abdalajis and consists of three small mountains. The northwest takeoff (2,200 feet) has an 800-foot-high cliff behind launch and another 200-"foot cliff below. Both cliff:<; arc ideal for soaring and provide dynamic lift in west to north winds. In the evening the warm cliffs often produce glass,off conditions which last well past sun.. set. Abdalajis also has an cast launch with a fivc·milc-long cliff that faces casr.southeast. Abdalajis is the only site which offers decenL X-C flying in autumn, even in mediocre conditions. Small J 5·milc trian-

hm with the dry terrain and ho1 sun it would nor surprise me. 'lcn to 20 mph west winds arc and average alti. best f<)r the tudc gains arc 500 to 1,000 feet. Tbc Spanish coasr is very quiet in autumn, and the weather is warm 70-80 degrees. I met only a handful of tourists and a couple of hang glider pilots while I was there. On the other hand, in summer there arc swarms of people, and stable Mediterranean air and cast winds wreck the fly. mg.

arc possible when flying the three mountains of Abdalajis, or when cloudbase is 6,000 feet or higher and winds northwest, pilots can cross Abdalajis Vallc:y and 30 miles to Loja. A flight to l ,oja is in autumn conditions, ever, in the summer, wirh a l 0,000-12,000 foot cloudbase, it is easy to click

After a long/fight, ries of'the Owms Valley. Alglodonales is known as one of rhe bet.. ter summertime x .. c sites in southern Spain. Its mountain has four launches: northwest (3,000 fret), west l 00 feet), southcasr (3,500 feet) and south (3,500 and has been the point for a number of 80-milc flights to Granada and beyond. The south and southeast launches arc both top landablc, and a steep ravine between the two creates excellent lifr year round. ln autumn, the nonhwcsr and west cliffs arc occasionally soarablc in evening glass-offs, and the srnooth lifr allows rch1xing flights along the cliff tops. Alglodonalcs' summer flying conditions arc comparable to nwst sites in southern Spain: high cloud bases and strong lifi:. In westerly winds, the numerous mountain ranges around Alglodonalcs provide good open distance or peaks to the south arc useful for ouhmd··rcturns in calmer conditions. If you arc looking for some serious flying this is the place to bur do not expect much else because the town is small and very quiet.

These :ire two sires T visited but did not have a chance to fly because of stable condi .. tions. El Bosque is a westerly site with ,I and a well maintained road to key must be borfrom local delta or parapcntc pilots in order to access the road. Only IO miles south oF Alglodonales, El Bosque is good for X,C or flights. The l is next to the bullring in rown. Loja is located a hour west of Cranacla northwest and southeast launches. The launch sits on ,l mountain range that extends west to Valle De Abdalajis and cast toward Granada, a total of miles. The steep northern of nearby mountains

make flying better in northwest than south·· cast winds.

When flying in southern Spain it's important to see the coast. I visited La Hcrradura, a small town on the shores of the Mediterranean, interested in soaring the resort. 'fhc site has a half.mile-long westerly facing ridge with a launch only I 50 feet above the beach and directly behind the major hotels in town. The blend of rugged mountains, white beaches and modern buildings form an interesting backdrop for hang gliding, however, what really impressed inc were the flying conditions. ln 25 mph winds I had cxpcacd smooth coastal flying, though to my surprise l lc)tHld small ther· mals behind the nearby hotels, less than 200 from the shore. In pockets of lift T reached 2,700 feet above launch and flew eight miles along the coast. l am unsure if these conditions are common for the coast,

Unlike the rest of Europe, Spain takes more planning 10 fly, since distances are great and many sites arc underdeveloped. Spanish conditions are similar to those in the western United States: high clondbasc, strong lift and very dry. The relaxing and often festive spirit of Spanish pilots makes Spain a ftm place to visit. In summer, there is a massive influx of vacationing Europemis who add to the atmosphere. Aurnmn flying is good and can take the edge off a pilor's flying appetite, but like most countries in the northern hemisphere the peak months arc May to August. 'fbc favorable dollar to pesato exchange rate makes Spain even more inviting 10 fc>reigncrs and inexpensive to navel. All of Spain has something to offer. Tn northern Spain there arc the Pyrenees which offer great flying and scenery ro match. Central Spain, ne;ir Madrid, has Arconcs and Pctrchcdra, the two best x.c sites in Europe, and southern Spain has lots of mountains, bcautifu I weather and is known as Costa Del Sol, coast of the sun.

Area:

Ager

.fumilla

Baza

Vtille De Abdalajis

Site:

Mont Sec

Jabelcon 4,900' 1,700'

Abdalajis

NW,E

2,200' ],400'

Car..2WD

** Area:

Alglodonales

La Herradura

Site:

Alglodonales 3,500' /3,000'

La Hcrradura

2,200'/l,500'

()'

150' w

Doyle,

La Fuente S/N,

(Lerida),

I IANC CLtDINC

~ Viewpoint

Responding To A New Danger by Vz'c Powell Presiden0 Rogallo Foundation ot only is summer over, but the freedom to pursue certain sporting opportunities in our national parks is about to be denied to America's recreationists. As summer ended, the National Park Service floated a proposed policy in the public sector to elicit reaction. Beginning next spring all people participating in what the Park Service describes as "high risk" activities will be required to pay for their own rescues when they get into trouble. The policy will initially target mountain climbers, and then extend to other activities that the Park Service regards as "high risk," such as whitewater rafting, kayaking, rock climbing and hang gliding. The most likely option will be requiring purchase of rescue insurance. Some media have endorsed the idea. The Albuquerque journal in a September 3 editorial said the requirement makes sense, noting that the "Park Service spent $3 million rescuing adventurers from a wide variety of perils .... Ultimately the policy is expected to be extended to other activities that frequently result in search and rescue operations. Eventually, adventurers throughout the National Park system would be held liable for the cost of their rescues ... The Park Service policy won't affect rescue of visitors not engaged in activities deemed dangerous ... [It's] an overdue policy that should be followed by other national and state agencies," writes the paper's editorial board. The September 3, 1993 Washington Times newspaper printed an article on the policy quoting Park Service spokesman Duncan Morrow, saying, "We are talking about people who make a conscious choice to undertake a high-risk activity... " At first glance, paying for one's rescue seems reasonable. The nations of Nepal and Pakistan require climbers to post bonds of several thousand dollars to cover

As summer ended, the National Park Service floated a proposed policy in the public sector to elicit reaction. Beginning next spring all people participating in what the Park Service describes as high risk activities will be required to pay for their own rescues when they get into trouble. 11

costs of a helicopter rescue if necessaty. Alpine adventurers in Europe are liable for their rescues.

HANG GLIDING SHOULD BE EXEMPTED A question comes to mind as to what is considered high risk. Take this item printed in the Washington Times one week later, September 10, that noted a man fell to his death in the Grand Canyon. He was trying to rake a picture. It was the third fatal fall at the canyon in four days. "A German tourist slipped and fell 400 feet to his death at the canyon's north rim, and a Texas woman died in a fall Tuesday in the same area." Hiking and photography seem to be dangerous activities. Presumably the incidents mentioned in the Times article didn't require a rescue, but it's likely that some sort of emergency squad responded. There have never been three hang gliding

fatalities in four days in the Grand Canyon area, or indeed at any National Park in the nation. Using these statistics, if the Park Service does not regard hiking and photography as dangerous activities then hang gliding surely cannot be considered a "high risk" sport under its proposed policy. An editorial in the September 13 Anchorage Times raises some questions about the policy: "No one knows how to make it work. .. What would be the costs involved with paperwork? Would the billing, collection and record keeping costs exceed the benefits? In other words, would there be a savings for the taxpayer or would the bureaucracy merely grow larger?" These critical issues are later put aside and the paper encourages the Park Service "to go for it."

THIS IS PROGRESS? Not all newspapers in the same city agree. Craig Medred, in his column printed in the September 12 Anchorage Dady News, writes: "From 1903 to 1966, with little Park Service presence on Mt. McKinley, the death rate was 6.8 bodies per 1,000 climbers. From 1966 to the present, despite millions of dollars in search and rescue costs and radical improvements in climbing equipment and techniques, the death rate is 6.1 bodies per 1,000 climbers. Under the ever more watchful eye of Park Service rescuers, the worst year in McKinley climbing histoty came in 1992. Eleven people died that year for a seasonal death rate of approximately 10 bodies for evety 1000 climbers. This is progress? This is the service for which the National Park Service wants to charge climbers? " ... Public safety is all about protecting people from unrecognizable or unacceptable risks, like muggings or sharp curves in the road or cliffs at the edge of the parking lot. There is, by definition, no public safety role related to 'high risk recreation.' People engaging in high-risk recreation know that what they are doing is potentially dangerous. Granted, some of them might still act stupid, and because of that stupidity they might end up dead, but that is not the Park Service's wony. HANG GLIDING

Viewpoint Let's get something clear here. No matter what the Park Service or anyone else does, it is impossible to protect every idiot who ventures into the Alaska backcountry to climb, hike, raft, fish or commune with nature." Medred goes on the say that if the Park Service is truly interested in saving money it should get out of the search and rescue business and leave it to climbing organizations, as is the case in other areas of the State. Medred writes, "I don't really think this issue is about costs. It's about power. The Park Service wants more control over climbers, over those crazy people who do things most Americans wouldn't think of doing, over those lunatics who violate the norm of experiencing our national parks by peering through the window of a bus or automobile. Government is full of people ... whose goal in life is to protect people from themselves." Medred says he has been unable to find one Park Service official in Alaska familiar with climbing who supported the new policy. In the September 19, 1993 issue of the Washington Post newspaper, a confusing article in the "Fearless Traveler" section states that the policy proposal originally came from park superintendents, and quotes a Park Service spokesman saying that so far the trial program has generated only positive response.

ftl

limit certain activity in national parks to an elite few. Only the wealthy will be able to afford the insurance policy, which at present is not available. The small number of people covered guarantees a high premium. The proposed policy is discrimina-

tory.

WHAT YOU CAN DO The hang gliding community must express its concerns about the proposed National Park Service policy. In matters such as these numbers count. Members of Congress immediately respond to letters, faxes, telegrams or phone calls from constituents. Every hang glider pilot who opposes this proposed policy to require rescue insurance for certain "high risk" activities, or who regards it as an unjustified, unwarranted and discriminatory intrusion on the sport and its parricipants, should take the time now to write a letter expressing those views to their members in Congress, House and Senate. The address of all members in the House of Representatives is: (Your Congressman/woman) United States House of Representatives Washington, DC 20515. The address of all members in the Senate is:

CONSTITUTIONAL PROBLEMS There are some ticklish questions regarding who qualifies for a rescue mission. The Washington Post article quotes the Park Service spokesman as saying it has "no intention of charging for more routine rescue missions such as finding a lost toddler who has wandered away from a campsite, or transporting a hiker who has tumbled on a trail and broken a leg." Where does the Park Service draw the rescue missions, and who qualifies? line "The taxpayers shouldn't have to foot the bill for people undertaking foolishness," says spokesman Duncan Morrow. The Park Service is making value judgements. This new policy is not only biased and inequitable but likely has constitutional ramifications. The proposed policy will

DECEMBER 1993

(Your Senator) United States Senate Washington, DC 20510 Send a carbon copy of your letter or fax to: Roger Kennedy, Director National Park Service Department of the Interior 1849 C Street, NW Washington, DC 20240

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'vc been mcan1mf; to talk abom this for some time now, but ir took the :icrHcrntJ,~r I ()()3 fin,11ly motivate me. l believe go1 a problem that's us in die but we can't seem to sec it. l'm talking about tumhlcs. /\hour foiling imo vertical dives and""·'"''""· J'm about broken airframes drnre deploymems. And, in the midst of all d1is, we're not even asking the obvious question: What's wrong with the glider? We seem to rhc question hcca11se we think the probkrn lies elsewhere. We assume the pilot goofed, he flew too slow, he Hew in the wrong place, he picked the wrong COil·· dirions, he lacked skill or judgement, etc. But isn'r ir strange it never seems to be DICIMIIFR l 991

rhc: fault? Or if it is, we: dismiss the issue with: Well whar do you expect from a tailless

it's just a fact of' life! And

everyone talks about parachute dcploymcnL technique, rocket chutes, bridle swivels, etc., hut no one rnlks about glider tmnblc rcsis · tan cc. l n the September issue, we read about rhc World Championships in the Owens which featured three rnmblcs with chute dcploymems, and two more with recoveries. And we also read Bill Brady's chilling story about his turnbk in the Owens. And just the other day I heard drat someone tumbled at Slide! l used to think that a rumble was just a fluke caused by extreme conditions. Bur over the years tum·

blcs have continued, and now I'm convinced this is a problem that we need ro take a seri .. ous look at. In the old days glider pitch sta.. bilit-y problems got everybody's attention. Numerous studies and articles, including those of MacCrcady, Phillips, Valle, Allred, Meier, and Pagcn appeared from 1975 to 1979. The HGMA was formed and the backup chute developed. Pirch stability improved, imcrcst and attention waned, and we thought the problem was solved. Or was it? Arc today's rumbles the residual unsolved part of the problem, or just the incvitahle consequence of flying in strong turlmlcncc? Could satisfactory stability in normal flight modes be obscming the fact that maybe today's gliders aren't yet stable enough to

protect us in abnormal conditions? My point is that I think glider pitch stability in strong conditions is not adequate, and that we need to recognize this and confront it head on. I don't think it's unsolvable at all. What I'd like to do here is delve into the problem, stimulate some discussion, and maybe cultivate the expectation that gliders aren't necessarily preordained to tumble. The first step to solving any problem is to recognize a problem exists. If we don't define tumbling as a glider problem, we'll never fix it. Over the years, designer's have achieved amazing performance with the flex wing; by turning more attention to pitch stability, safety gains are surely possible.

Figure 1 · Simplified Gust Types

Front gust

> >

+AVg

Airspeed change

Rear gust

v#-1'!.Vg

AAL

SOME TURBULENCE BASICS Hang gliders are more vulnerable to turbulence than most other aircraft because of the low wing loading and very low flight speed needed for foot launch and landing. This is important because the influence of a given size gust increases as flight speed decreases. So let's first discuss a little of what we know and don't know about atmospheric turbulence and how this might relate to tumbles. Consider several very simplified but representative kinds of atmospheric gusts: horizoncal gusts, vertical gusts, velocity gradients and rotors. Figure 1 shows sketches of these types of air motions and the likely consequences for the glider. A horizontal gust will momentarily increase or decrease airspeed. If a rear gust is large enough the airspeed can drop to zero and the glider will enter free fall. A temporary vertical gust will cause a momentary angle of attack (AOA) change that we feel as a bump or G loading. Closely associated with the vertical gust is the gust gradient, or how fast the vertical gust velocity increases with distance. A sharp-edged gust represents the most extreme gust gradient. The gust gradient acts on the glider rhe same as if the airfoil camber were changed. In addition to the gust AOA increase, the glider will also experience a pitch moment from the gust gradient (camber effect) causing a pitch rotation in a direction to increase the AOA effect of the gust. Sufficiently large sustained gusts and gust gradients will cause the flight path to curve up (possibly leading to a whipstall or tail slide) or down (possibly leading to a pitch-over). It is generally understood that thermals contain localized air masses rotating about a 24

Up gust

Uf I!t

~+l'!.Vg V

Gust AOA Down gust

Positive gradient

Negative gradient

ft* I It

V ~-1'!.Vg

-AM

44 -I'll

,---

~AM

Effective camber

UJY7

Negative rotor

horizontal axis. A glider with its pitch axis aligned with the rotor axis would experience a strong aerodynamic pitch moment; it is not hard to imagine a strong rotor forcing a

glider into a tumble. Since rotor encounters must be equally divided between pitch up and down directions, and most tumbles are nose down, we must conclude that if such HANG GLIDING

Figure 2 - Approximate Pitching Moment Curve

0.30

rigid tip ----'> area effective

cID 0.20

Ti :E

rigid wing

>',,.

····, .•...,

~----_luff lines_-+--__ effective vertical dive _____normal fligh~ range

,,. .,,

~ 0.10

0 ~

.r::

-0.111-...L....--'---'--'--'-----'-----'-----'----'-----'-----'------'

-90

-60

-40

-30

-20

-10

Angle of Attack (AOA), degrees

rotors cause tumbles, then the rotor alone can't be the sole cause of the tumble.

TUMBLE SCENARIOS Although nobody really knows for sure what is happening, it seems to me there are at least two types of tumbles. The first one is a two-stage upset, where the pilot is first pitched abruptly nose down, then dives near vertically for a short period, before going over. During the dive the pilot may take some action with the control bar that may or may not have an effect on the outcome. One of the problems here is that it's hard to explain an HGMA-pitch-stable glider tumbling past vertical without some kind of pilot inducement, unless certain combinations of gusts described above are responsible. The second type is the "now your flying/now you're not" instantaneous tumble without any warning for the pilot. Remember Geoff Loyns' story in Hang Gliding, September 1989? This type is more insidious and is probably not caused by pilot control input. The most plausible gust for this type of tumble would be a strong rotating air mass.

curve. Measured either on a test vehicle or in a wind tunnel, this curve gives the static aerodynamic pitch moment acting on the glider at various angles of attack. It graphically reveals the trim characteristics, the stall characteristics, and the upside down pitch moments of a glider. A basic understanding of the pitch moment curve will help to understand the tumble problem. A schematic example for discussion purposes is shown in Figure 2. At the trim point the pitch moment is zero and the pitch moment curve of a stable glider will have a negative slope. Increasing the AOA above trim will cause a negative pitch moment and decreasing the AOA will cause a positive pitch moment. These

moment changes are characteristic of a stable glider because they act in the direction to restore the AOA to the trim point (weather vane effect). To the pilot, static stability means the glider will return to trim airspeed following a perturbation due to a gust or pilot input. Thus the glider will maintain trim speed hands off and the pilot will have to pull the bar in to increase speed (lower AOA) and push the bar out to decrease speed (increase AOA). The negative slope of the moment curve of a stable glider is mostly due to wing tip washout. However, at zero AOA, the washout begins to decrease as the sail blows down at the tips. The pitch moment would become negative except for the effect of the airfoil reflex camber as the luff lines kick in. However, at some negative AOA, the luff line reflex will become ineffective, unable to compensate for the loss of tip area and the pitch moment may become negative. Washout struts will delay but not prevent this effect. Just for comparison, I have included a moment curve for a rigid wing that does not experience the loss of positive pitch moment and will maintain large positive moments all the way to -90° AOA. The importance of positive pitch moment at a negative AOA is that recovery from a pitch-over or incipient tumble requires a positive pitching moment. In 1979, HGMA standards were tightened to require the pitch moment to be positive down to -20° AOA and this insures acceptable stability for all normal and most abnormal flight conditions. One of the questions to ask is: Is this enough? Although space does not permit going into detail here, there are other important

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PITCH STABILITY The most important determinant of glider stability, both in normal and abnormal flight regimes, is the static pitch moment DECEMBER 1993

factors besides the static pitch moment curve that also influence pitch stability. The pitch rate damping moment has a strong influence on pitch dynamics; it is provided by swept tips or a horizontal tail and is generally beneficial, although the gust upset pitch moment due to a velocity gradient is directly proportional to the glider pitch damping. Another important factor is the location and fixity of the pilot mass. If the pilot is wrapped around the control bar, the glider will be much more likely to recover from a pitch over than if the pilot has fallen onto the wing. Flex wing glider stability beyond the normal AOA range is complex and must be carefully considered to develop tumble resistant gliders.

HGMA STABILITY REQUIREMENTS Are the HGMA standards adequate for preventing tumbles? If not, how should they be modified? First of all, experience shows that the HGMA standards provide acceptable pitch stability within and near the normal flight regime. However, tumble resistance can't really be evaluated by flight testing near the normal flight envelope, and the standards and flight tests don't directly address tumbles or tumble resistance far outside the normal flight regime. Thus we can't expect the HGMA standards to adequately protect against tumbles and I suggest that some new standards and test procedures are probably needed. So what could the HGMA do? First of all we still have to find out more about the cause of tumbles. With more understanding, the standards could be suitably modified. Then we could come up with improved methods for certification testing. But even now, it isn't hard to envision test techniques that would simulate a tumble onset, i.e., like a balloon drop test in an inverted attitude, possibly including a pitch rotation impulse. Clearly, if a glider exhibited tumble resistance in such a rigorous test, then it should enhance safety in strong thermal conditions. By not specifically developing anti-tumbling standards, new glider designs may inadvertently reduce tumble resistance. Consider, as an example, the elimination of wing tip washout tubes on some of the newer gliders. Adding more luff lines to compensate may well satisfy current HGMA static pitching moment requirements, but what if the relative effectiveness of washout rubes

versus luff lines at large negative AOAs (as discussed above) turned out to be a significant factor in rumble prevention? Conceivably, such a glider could meet HGMA standards but possess reduced tumble resistance. Right now the only way to find out would be to keep track of tumble statistics.

ANTI-TUMBLE STRATEGIES Until tumble resistance is improved, there are certain things the pilot can do to minimize the risk of flying in turbulence. First, common sense tells us that flying faster in turbulent air will minimize the potential of a gust to cause an upset. Just don't exceed the structural capability of the airframe. If an upset occurs and the glider is pitched steeply nose down the pilot should pull in and maintain a secure grip on the control bar. If the upset is extreme and the glider is falling in "dead air," then he should pull in all the way. This will put the glider in the most stable condition possible (simple weather vane stability) to counter a subsequent gust. Once airspeed has been regained the pilot should ease out the bar carefully to avoid overstressing the airframe or pitching up into a whipstall or tail slide. Pushing out on the control bar prematurely before airspeed has built up is probably the best way to induce a tumble if the wrong kind of gust hits the wing in a verti-

cal fall. Losing a grip on the control bar and allowing the pilot weight to fall into the sail will further reduce the stability and tumble resistance of the glider. Think of the glider and pilot as a shuttlecock - with the weight in the front and the surface area in the rear, the glider wants to point into the relative wind. Move the weight to the rear and pretty soon it will lose weather vane stability, swap ends, and tumble. So, hold the bar tight, keep the weight forward, and don't push out!

CONCLUDING REMARKS Serious concern about tumbles as a glider stability problem has not been evident for about the last 15 years. Tumbles seem to have become accepted as a part of the sport. I've tried to malze the case that hang glider tumbling is caused by inadequate pitch stability that can and should be improved, although this may not be easy. Hang gliders that tumble should be unacceptable. Clearly we need to better understand the problem. Improvements in HGMA certification standards and testing should be part of the solution. I encourage USHGA members to discuss possible solutions, write to the magazine, the HGMA and manufacturers. In the meantime, fly conservatively in turbulence, but don't accept that tumbles are a fact of life. And don't settle for gliders that tumble. ""*'

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m the air is one of ways of promoting hang gliding. It is so much easier to show people what a great sporr it is if you have photos and video. We need 10 convince friends, family, bureaucrats and others that hang gliding is an and worthwhile if we want to continue to fly in the future. However, creating these photos and videos can he dangerous, costs money, takes time and flying time. Brn it is work that is rewarding, and from my point of view another good reason to go DECIMBIR 199\

has his own methods and docs it slightly differently, so this article combines the and techniques of three people. I encourage others to write in and information 011 the camera, lens, film and camera that they use.

In the better the you wam get the more dangerous hang gliding time you modify your glider with a c:imera mount you change its flight 10

characteristics, and these modifications can d1row a glider out of control under certain conditions. Everyone l know who has been involved in hang gliding photography over the years has some horror story ro tell, so you'd better know wlia1 you arc doing when it comes to your glider. In addition, anything that distracts you from your flying can he dangerous. 'Trying to set up for a shot, along with figuring out if' the equipment is working properly, will divert your attention from flying the glider. Just like with other equipment you will sometimes have to modify your h:1rness and

Photo 3. Cm.1:r bar mount. CLOCKWISH FROM UPPF!? I.FFT Photo '/hp control h,zr mount. non 't letyottr the author (dod:wisr' from II i8 VI OI video camera, cross lead acid hatteries used m roia2t,r"ri,·1r',,111t wired 1Jideo remote.

and/or anach to them, so be carefol aliom let1iug things get caught on the For example, yom hang strap can get amund the top control bar mount and cause loss o( control of the glid er. Phoro A lot can go wrong with this extra so only ev,wr·11,11<·,,r1 pilots should attempt to mount and fly with cameras rhc extra skill and knowledge required. Become a proficient pilot flrst, and become intimately familiar wirli your glider before you attempt glider· monmcd photography.

Like each time you set up and for :1 slim you arc w lose the you need to stay up. Sometimes you must lly north in the sink rather rhan

south in the lifr to get the shot you want. The added drag will reduce glide ratio performance and the additional weight can make the glider handle like a truck. The news is rhar after get used to flying with all this extra and drag the glider focls like a sports car when yon fly withom it. is a critical foctor; every ounce counts. A setup for stills can be light and hardly noticeable, while a I (i millimeter movie camera with counter balancing can add 20 pounds to the . Usually the will be in the wrong place, out rnward the tips, roll rate.

between

is to flnd ti 1c best crn.11r,ro1m1:,e and quality. For video I

Handycam ITi8 CCD have used a TR IO I, or a Ricoh R 18H thing) with a .42 lens. Th is was the main glider.. moum setup [ used for Hxtrerne and the new Rorn Without the battery it J /2 pounds. The mount pounds for a total of four. I coumcrweight with a I /2 pound remote battery. The he,1vy G) multi-strand wire runni11g inside the cross bar for the moun1 weighs more than h,1]f a pound, and the video wired remote to turn the camera on and off dming flight weighs :1 little under l1alf'a pound, for a toLal ofabou1 1/2 pounds. This causes a I 1/2 pou11d imbaJ. ancc ar IO whicl1 results i11 a I foot. pollnd torque imbalance. can counter.. bahmcc your camcr;1 iF you want.) You'll notice this especially on fonding. Sec Photos 3 and 4. I decided lo take my own photo f<Jr my Hi\NC c; 1/1)/NC

Photo 6. }i;hn assortment of mounts ji;r still,, video and 16 mm movie cmnercts.

new Born to Fly video cover. (i\nod1er photo from the same flight ;ippcars iu the center-spread of' this issnc.) It was difficult to find a lightweight camera with a built-in motor drive, built--in /lash and automatic everything, and most cameras shut themselves off after about five minutes to save the imernal battery. In addition, I friund tfo11 most cameras could not be powered up from the clecnic remote; the camera power had to be

DECEMfllR 199]

turned on from tbe camera itself. This is obviously not acceptable; you must be able to turn on the catnera remotely. T finally found a camera that met this last criterion: the Minolta Maxxum 5xi which weighs in at 28. 5 ounces with lens, plus the J 2.. ounce mount for a total of about 2-1 /2 pouuds. f coumcr--weight it with about one pound to get the same torque factor as with the video setup. I had to extend the 1G... foot remote to feet to get it in the best position to shoot·. Keep in mind that any good whack can instantly total your new and expensive camera gear. A safety line attached 1"0 the camera may save ir. For stills, John Heiney currently uses a Konica FT\ with a Tamron 17 mm lens weighing in at 1/4 pounds. This was used to shoot the Hang Gliding magazine cover photo for the October l 993 issue. He also has a Konica FS-1 with a J 5 mm fish-eye wc:wl'1ltifr in at about the same. Konica SLR's ,ire not n1adc any more, but work well for hang gliding if you can fo1d one. John uses much heavier mounts because he wants to the camera away from the glider to make it look like a hang glider to the general

public." Many top pilots have flown with I 0-

pound 16-millirnetcr cameras for TV film-The filming for the lfrnry Hauck's

Larry Schuermann uses a Canon 'f'.-50

with a 'I okina 17 mm lens weighing in at two pounds with lens. Larry says that "the Canon T-50 is inexpensive and it works." His flash weighs a half pound for a total of 2--1 /2 pounds fc)r the setup. He used this system with flash to get the April photo in the 1994 USHGA hang gliding calender. (Note the video camera mounted on my glider for filming Born to Hy.) Larry also used this setup for the video cover photo of Hr.mg Gliding Extreme. A nmHlistorring, wide angle Jens is best for glider-mounted photos. In general, a

wider angle and higher quality lens is more expensive and weighs more.

For the best pictmes use quality fi11n; it makes a big difference. For video J use Sony Hi8 I !MEX (the Xis the professional stuff). Por stills I looked around, asked questions, did a bunch of tests, and found thar Fujiehrome Vclvia professional slide film gave the best results and colors. John has also been using this Velvia film. Larry comments that when it comes to slide fllm Puji favors blue/ greens, whereas Kodak favors reds.

including l lighzuays, was done with 16-millimcter film.

Schuermann 2-.J /2 x 314 PVC with JJHOW, LEFT AND RJGT!T Photos 7 and 8. The sk:i boot buckle cross bar crimem mount, High Sierra Co. camera with three--axis 1,a;1us,im1?r/t. This is now used by the author because it is l(~htweight and strong.

Photo 9. Keel-mounted video camera.

For best overall results I m11ally run my video camera with the standard 1/60 second shutter speed and automatic aperture, with manual focus. John Heiney uses his still c1mcra with a fixed shutter speed of 1/125 or I /250 of a second and automatic aper-· ture. John says, "T do not have much experi-ence using flash; I just make sure J am in direct sunlight." Well, not all of us can be upside down or sideways to get the sun at the right angle for a shot. Maybe this is why lie never flies straight and level in his photos. I used the flash l /()0 shutter priority and automatic aperture for the Born to Fly video cover, centerfold and Photo 1 in this article. Larry Schuermann usually uses a flash because, as he says, "Most of the time the pilot is under the glider in the shade. Most photos come out better by filling in with a flash."

sail to ruin the phoros. Also, he sure to remove dus1, dirt and smudges from the lens, and 11sc a lens cap to keep ir clean." For video, I learned to put cling wrap around the camera to avoid getl'ing dust and dirt on and in it. This could also be used for srill cameras. You can still sec and work the buttons rhrough the plastic. I also found that air gcning into the tape drive area can cause die video tape to move on the drum at certain angles and speeds, degrading quality and sometimes ruining the shot. The cling wrap solved this problem as well.

Now is the time to get started producing your own images in the air. Stills arc much less expensive and easier to start with. If they arc good, send them in to Hang Gliding for possible publication. ff they aren't used, keep trying to get better pho1os. If the photo is "just OK" it will probably need to accompa-ny an article to have a good chance of being published. Use 100 ASA or slower slide film. Video is a whole lot more work to shoot, script and edit, but can be more effective in telling a story, and your story will be told exactly the same way each time, cxacrly as you want it told. With either video or stills, basic photo composition and lighting must: be learned to produce great images. In general, the best light is right afrcr sunrise or right before sunset. If you arc thinking about pursuing glid-cr mounted photography make sure your ncx1 glider has special two-foot zippers under the cross bar at the leading edge. This makes it much easier to install mounts and nm wires through the cross bars. Some trial and error with glider moums can be avoided by attending seminars and clinics, but most people will develop their own systems that work best for them. You can learn much from other photos if you study and compare them to what you have done. And when submitting photos be sure to include the type of camera and lens, camera settings, flash or no flash, time of day and type of film so we all can learn from your achievements. See you in the magazine.

When I first started filming with John I.-.fcincy for the Hang Gliding Fxtrerne video I was "helping" him tape wires to the downtube. John came over and ripped off all the tape and wires, saying, "This is going to be set up professionally; there will no wires, tape, releases or shadows of the wires on the

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American pilots in Russia. feft to right: Jim Ma tush, Roger Ritenour, Jeff Chipman, Tim Whitmore, McNamee, (r,or (Griry) our interpreter, Randy Newberry, Bruce Dttvignon, Steve Diana McNarnec. Missing: Milce C:emxe Alexander tmd Debbie Matush.

by ooking to the south I saw 1he snow-capped peak of Mount Elbrus. lt provided a perfi.:er backdrop fi:)r a covey of gliders hovering over the foothills of the Crnc:1sus Mountains. A half dozen booted eagles and a score of lwwks joined us in the gentle thermals. The birds were not searching for a meal, bur rather frolicked with us in the spires and columns of warm air. They flew for pure joy, and so did we. "We" consisred of myself and 12 others who were in Russia to do some exotic flying and figure out the Russian mystique. In the process we found adventure, made many friends, flew some different gliders, gained some altitude ;rnd had our eyes opened. Herc's how it went. DECLMflER 1993

Last year an organizaiion called the Citizen Ambassador Program contacted the USHGA to send a group of pilots to Mother Russia. The idea was to meet Russian pilots, explore their flying sites, absorb some cnlturc and in general have a good old lime. This organization puts ros:ett1er over a hundred such programs a year, so everything was worked om to the very last official bribe. We showed up at JFK airport for our departure banquet, caught our plane, stopped over in Frankfurt, t,c:nriartv and landed in Moscow right on scl1edule. Then everything went to ltd!. Our gliders did nor arrive on the c;:irgo !light as promised by the German airline, L11frhansa. wliilc the rest of the group went to the Cosmos tourist hotel, I joined Sasha, our Russian tour guide, to sort out the problem. I walked wide-eyed and innocently into the mos! Byzantine, convoluted, disorganized bureaucracy imaginable. [ struggled with this problem for two days, hut the others condnued the program with a tour of Moscow by night and departure for rhe Caucasus Mountains in the sourh.

Since 1he dissolution of the Soviet Union, the vasr areas of land controlled by Russia have been downsi'l.cd considerably. While the country still extends for I 1 time zones horizontally, its north·to·south dis·

Pilots modeling rwiator'.r gla.r.res. Standing left to right: (r?;m; Jv!ike l farris, Dennis Pr,gen, Jim M11.tush and Petr Pozdnajkov, a member of the Russirm team at last summer's World Meet. Photo by DebMatush. t:mce is not much greater than that of the United States. A narrow tongue of Russia drops down between Byclorussia and Ukrania on the west and Kazakhistan on the cast. This tongue stops at the Caucasus Mountains that extend some (>00 miles between the Black and Caspian seas. Mount Elbrus, the highest mountain in this chain (almost ] 8,500 feet) qualifies as the highest mountain in Europe. The Caucasus them-selves provide some of the best flying in Russia.

MrNr,mee lttunches tit /)zutsa. Note the/Jvt u1u;ter.1:ur1'ace breal< down to Photo by /)i1tm1 McNamce.

Afrer a three-hour flight our group landed at the Mineral 'nyc Vody (mineral water) Airport serving the Pyatigorsk region. This region is semi·arid with undulating terrain and some st:uk cones rising out: of the plains. Like Southern California this entire state is noted for agriculiure, rourisrn and good air. Upon debarking from the airplane the group encountered a flurry of commotion, then found themselves the center of' atten· tion as they were greeted by local officials and TV crews. Finally the hubbub died down, everyone transferred ro the finest hotel in Kislovodsk, then went to meet the local club. The Soviets have always been big on sports, including air sports. The natural thing for the government to do was to donate a hill, some land, club houses, trucks and gliders 10 the local pilots. Also provided were living expenses and an overseer to nm (control?) everything. Titus, a group of about 20 pilots, male and female, hang and para, live on a communal basis at the site. Imagine hanging out happy family paid to Who needs free "n1·e1·11nce' frankly, since the government money has dried up and now all the pilots arc scram-· bling to make do. You should have seen the attemion they paid ro our exp lanai ions of bow to a school, for sell gliders and become businessmen all this without hounded a of rabid Ar the club's site, known as Dzuts;i, our Hi\NC CLJDINC

pilots made went frir rides on the two-place trikes took paragliding lessons. They also dined in a medieval edifice known as the "castle of love and " It seems that a princess who there fell in love wirh a commoner whom she was naturally forbidden to marry. inro a sui pact wi 1h her lover and they climbed a near·· by cliff. I le jum pcd first, she chickened ou L. He rested in peace while she was married off to some ricli old duke and lived unhappily ever a fi:cr. Later, the head of archeology in the took our glidcrlcss pilots to an ;ictivc dig where pulled some intact pots from the ground. This area is particularly rich in archaeological sites owing 10 irs long history of civilization. The Celts have been naced hack to this region, the lluns and 'fortars knew it well, and 1hosc of yo11 classified as Caucasians probably had ancestors among the Aryans dwelling in the shadows of the Caucasus Mountains. The frm continued, bm pilots without gliders arc like birds in a cage. !\ couple of our pilors, Jeff Chipman and Tim Whitmore, borrowed gliders from the locals. But most of the group preferred to w;1ir for their own Meanwhile, back in Moscow.

I was from .ufrhansa head· quarters to Cllstoms i-o Sasha's apartment

and back. The: Lufrhansa office ar the air· port an intcrnarional telephone line (!) so we had to rush back to rlic apart-· ment several times to commtrnic1tc with Frankfurt where our gliders were sitting. and once

tender brought results. Our gliders finally arrived, too late to make the flight we had reserved for 1:hem ro the Caucasus. During this entire exasperating time it was com-· forting to note that with typical German dliciency I ,ufrhansa was able to locate our gliders to the millimeter in the and tell us to the exact second when they wouldn't arrive. Moscow, like any big city, has its culnu-· al hut also its fair share of headaches like traffic, overcrowding, crime and other lovely accoutrements of civil iza-· tion. /\nd it is foiling apart. I got to languish in the 1raffic as a cold drizzle cast gloorn from one end of the city to the oth·er. ! swear I will never complain about pot"-holes in any of our fair cities, for Moscow's streets and expressways arc a rire salesman's delight. No one bothers to own or main rain new automobiles in Moscow since they arc soon shaken apart. The few newer cars belong to tourists and arc ready for the corrupt police. Sasha tells the story of returning home late one night when a policeman stopped him. The cop asked Sasha if he spoke English, " Sasha replied. The cop brought Sasha forward ro translate For

tion

show them on his (Sasha's) car. Sasha replied that he didn't have any and rold the policeman ro show them on the police car. The cop didn't have any either. Finally they found one on the front of the Englishman's car. The translation was the English man paid the cop ;1 $20 bribe and went on his way. Sasha walked back to his car, bur the cop called and said,"[ have to fine you for lack of mud flaps." Sasha said, "I tell you what: you don't fine me and J won't charge you a transla-· They both laughed and went on

their way. Money under rhe table is a way of life in Russia today. I was given a contingency fond for this very reason. This fond c11nc in handy, for with a hit of ingenuity we visired the Moscow hang gliding club and managed ro round up and rent l O gliders. 'fhcsc gliders broke down to two meters a little longer than six so we could get them on Lhc airplane (hopefully). When we arrived at cargo they said "no way." After we flashed a few George Washington portraits and Andrew Jackson showed up, everyone smiled and said "110 problem." Dollars arc spoken here. In the end all l O gliders got top priori Ly and I was on my way to the Ca11casus. I Lncr found out that some passengers' luggage was left behind to accommodate the gliders, bu1 that's business as usml. I flew south with lgnatov, rhc Vice President of the Moscow club who came along to help us assemble the The cost for IO gliders for a was $400. We rented three more from the southern club frlr $4 per glider per day.

Once [ arrived with a truckload of ers our group was a bir d at the prospect of flying sites 011 gliders, but DEOMBIR 199~?

soon took over and we began the task of putting together complete wings from sixfoot pieces. Generally, we were more hindrance than help, so we retired to our hotel and a meal of excellent fare. We dreamt of flying that night. Fly we did the next day. The wind was in at Dzutsa and we concentrated on getting set up and properly hung. One by one we launched into soarable air half way up the hill and climbed out. It was a joy and relief for me to finally feel the warmth of the country and lift beneath my wings. The Russian gliders are reasonably good performing and reasonably well made, but they have been maintained poorly and handle like bulldozers. We inspected them carefully and allowed each other plenty of all's pace. After bobbing up and down in this air for an hour and a half a Russian pilot finally rose to meet us. He was our ticket out of there and we stuck to his glider like pilot fish. We gained 2,500 feet and went over the back in a small flock for a little crosscountry jaunt. Randy Newberry and I followed Remi the Russian while Jim Matush came a bit later and landed to our south. I for one wasn't about to fly by myself to Nowheresville and end up stuck on some eternal pig commune. As it turned out, we didn't have to be concerned, for on any given soarable day, after the last pilot has left the hill, the truck takes off and follows a prescribed route and gathers up all the pilots scattered along the route. What an idea! The next day we got up early to head for another site further west. This place, known as Djungur, is a long, many-faceted cliff about 1,500 feet above the valley. There are takeoffs in various directions and convergence sets up in the wide gorges. It is here we flew with the exceptional view of Mount Elbrus amidst a scattered flock of soaring birds. We made repeated flights, landing on top and trading gliders in the perfect conditions. Later we went deep into the Caucasus to attempt a flight at Dombay, a high ski resort. The weather didn't cooperate, but we went to the top of the ski lifts, saw some incredible glaciated scenery and stayed in an exclusive hotel made from finely crafted wood and marble. We were told that Yeltsin, his venerated self, stays at the hotel when vacationing. Touch of fame aside, we turned the hotel into a party house - we were the only guests - as we had a sumptuous farewell dinner with our

Russian friends. The party was highlighted by toasts of vodka - ever flowing vodka - and gift exchanges. Some of us will cherish our Russian aviator's goggles forever.

BACK TO MOSCOW We returned to Moscow via Aeroflot's flight 1214. After pushing through the pickpocket crowd at the airport we boarded a plane that begs description. There are no assigned seats on in-country flights, so the law of the jungle prevails. Once on board, watch out for the ripped up carpet and try to grab a seat that isn't broken in some manner. Forget about seat belts; most of them are non-functional or non-existent. The overhead luggage bins are open, so try not to sit under a heavy suitcase or you'll be cold cocked in turbulence. Don't expect a meal and try to ignore the little pig or dog on your neighbor's lap - even if it chooses to do some business. In cruising flight walking forward is uphill. What does this tell you about wing incidence and aircraft efficiency? The Russians haven't had to worry about fuel, for as the world's largest producer of petroleum their gas only costs about $.50 per gallon. Back in Moscow we encountered our old domicile, the Cosmos hotel. Across from the hotel a monument to space flight arcs skyward. It is a rocket on a 50-foot pedestal made entirely of titanium. Inside the hotel exists a strange mixture of classy furnishings and decadence. The fine restaurant seems to be off-limits to the prostitutes that linger everywhere else. A casino staffed by bored English croupiers is well equipped to take your money, and the several bars are open around the clock. I was glad to get out into Moscow proper. The highlight of our second visit to the city was an excursion to the Moscow club's facility. Their club is in a donated building with a muddy courtyard filled with the hulks of old airplanes. Aviation is the common denominator here. We were shown around to their cramped quarters where they build gliders, ultralights and airplanes. Most of the members are aerodynamics students at the university, and they design, build and fly their own gliders. The spirit of invention and creativity is a refreshing change from the norm in our country where all the new ideas come from two or three designers. The Russians use ingenuity to overcome

their lack of resources. For example, their sail sewing machines lack walking feet that pass the sail through the machine in a carefully measured manner. The club sailmakers have built a gravity-controlled pulling device to make up for this deficiency. Their tubing comes in limited sizes. No problem: they have a set of self-machined mandrels (plugs) which they pull through a tube with a geared-down electric motor to expand the tube. After several such operations they have the desired diameter tube at a tolerance much finer than our off-theshelf stuff. I tried to determine the alloy of this tubing, but the Russian designation is different than the Western standard. I suspect it is 6063, since I saw several battens bent 90° and straightened with no problem - something you couldn't do with either 6061 or 7075.

*** We left Moscow after more touring and another farewell banquet. It is sad to make friends so quickly, share some exciting times, then have to say goodbye. This applies to our Russian acquaintances as well as our co-travelers. To a person, each of us had a wonderful and edifying experience. We learned a lot and we all want to go back - with minor changes. We need more time in the Caucasus to explore all the nooks and crannies. Also, the Russian pilots recommend Tuva, the region north of Mongolia, as their best flying area. Finally, the gliders which took additional hassling and two weeks to get back home are so problematic that I recommend leaving them home. The trick is to buy Russian gliders for use in country, then sell them or leave them for future use. This may seem extravagant, but the gliders go for about $600 brand new! The club would give us a quantity price of around $400 to $500. Anyone willing to brave the tangle of red tape might consider an import business. A six-foot-long package is mighty convenient. Russia is in low-grade turmoil. Only time will tell if the country can be put back together again. But with a little stability it could turn into an ideal tourist Mecca. The blue laws are liberal, the finest Vodka costs $3.50 a liter, beer is cheap and the people are looking for something to do. I, for one, prefer to fly over the land where everyone has been brought up not to work for their supper, a policy even the birds seem ~ to follow. ~ HANG GLIDING

1 s

his past year V was rca\lo. catcd ou1 of existence. In tribute, the ldaho Hang Gliding Associa1ion (IH( ;A) took the opportunity 10 transform their annual King Mountain F]y.fn into the Pinal Region V Championship. If the smiles, miles and widespread attendance were any indict·· tion, V went out with a hm1g. The great tumont from the Region's pilots, combined with some far.flung travcl,2rs, hrougbt meet attendance to more than '50 with 46 pilots competing. mmmrnin is a 10,00().foot thcr m,11 powerhouse on the somh end of the Lost River near the town upper and lower launches that face west··sourhwest as well as the ad1ao~nr with a north· west launch. Since it is the source of most

of the 100+ mile flights in ldaho, as well as the 162-milc state record, competitors showed up hnngry for miles. A format of open distance along specified routes was used ro maximize validity and llighr miles by having pilots fly the same proven X·C routes. Bonus points were awarded For landing at designated I along the route. This gave tired pilors options other rhan pushing late in the day for that last mile or flying imo adverse weather. Pilots had to fly at lcasr f-ive miles and land within one mile of the dcsignat· ed route or 110 score was awarded f<lr the flight. 'I 'his simplified the chase crew's 1:1sk and scoring. An Under '50 Mile class was available to make the meet more competitive for pilots newer to X-C:. Priday, the first day of competition, cl1anr~1r1g weather got the meet offrn a

chaotic start. Northwest winds in the f ,Z and a northwest forecast convinced the route committee to send everyone up Coyote. Once pilots were set up and the route called to Salmon up J lighway 93, the wind switched to southwest. Although bencr for the route, this made launch very switchy and light. While Coyote could still be safoly launched, the meet officials elected to give pilots rhe option to rear down and launch from the sourhwesr-fac. ing King Mountain. Most of the top flights of the day were made from Coyote but the pilots launching from King also did well. Al Whitesell, who sank out after being one of rhe frrst to !au nch from Coyote, relaunched from King and tied fcir second place with Peter Swanson, Jose Pereyra, Mark Bennett and Ken Schreck, by land .. ing at Willow Creek Summit for 4'5 miles plus a 1'5,point designated LZ bonus. Coloradan Ed Coss gambled by bypassing the bonus I Zand flew 64 miles, which made hirn the leader for the day. Jn the '50 Mile class hank Peterson flew 39 miles 011 his first flighL up tbe Lost River Range for the lead, followed by Hank Hutzel and Kevin Wolfe. On Saturday the winds were from the southwest, and a launch from King was called. Rather than forcing the 40+ pilots ro launcli from the congested upper launch, they were evenly split by random drawing between the upper and lower launches. The klc;1] pilots took this news the hardest since they knew the lower launch required serious scratching on light days, bm die rationale was sound and only some lighthearted grumbling was heard. '!'he weather looked good for range hopping over the back a cha!, lcnging rask. Therefore each class of pilots was awarded a task appropriate to their skills, 'fhe '50 Mile class was pointed at Salmon along the front range and the Open class was sent over the back of the Lost River, Lemhi, and Bitteroot Ranges toward Dillon, Montana. l lowever, the Lemhi range shut down and pm every pilot who jumped over the back on the ground in the I ,inlc I ,ost River Valley. Dean 'T'iegs won the day with a .JL .. JTlllC'I'. Joe Brakefield, \X/aync C:hrisrensrn and Mark Bennen received 30 points by !lying

gt Competition Corner 25 miles and landing at the Hawley Mountain bonus LZ. Ed Goss gambled and lost when he flew two miles past the bonus LZ and gathered only 27 points. Frank Peterson again led the 50 Mile class by flying 24 miles on course. A gaggle of 50 Mile pilots got high on Invisible Mountain and nibbled at his lead by flying 18 miles to the Mackay bonus LZ and collecting 23 points. Hank Butzel, Nikki Driver, Kevin Wolfe, Rich Prentice, James Shell and Kevin Frost all made the Mackay bonus LZ to keep the pressure on Frank. With one day of competition left there was a three-way tie in the Open class for second place. Jose Pereyra, Mark Bennett and Peter Swanson were only one point behind the leader, Ed Goss. Frank Peterson had crunched his glider while landing and was going to have to protect his 12.5-mile lead in the 50 Mile class flying a new ship. The high pressure finally broke down, making storms downwind a definite possibility. Saturday's launch positions were reversed and both classes were sent down the valley toward Salmon. Pilots were told not to take the meet too seriously in view of the deteriorating weather, and an Open class bonus LZ was established at Mackay to encourage pilots to avoid storm bustmg. Leading competitor Ed Goss, having paid his dues at lower launch on Saturday, launched from the upper launch and was soon down range under darkening cumulus clouds. Jose Pereyra, one point behind the leader, got flushed at King when he got caught at the bottom of the stack when the whole mountain turned to sink. Running out into the valley to dodge the sink, he landed out and missed the possibility of a quick retrieve and a relaunch. Peter Swanson landed at Mackay Reservoir for a 24-miler as did Ken Schreck. Ed Goss and Mark Bennett got 32 miles by landing in front of Leatherman Peak. Dean Tiegs and I battled the headwind for two additional miles past Ed and Mark. Al Whitesell, still airborne, flew on, knowing that he had a chance of winning, needing only eight miles with Ed on the ground. A safe passage did not materialize in the storm and he landed exactly seven miles past Ed and

Mark. The open launch windows and X-C format made for a fair contest that disclosed who was flying best - the secondary objective. The main objective of having fun was also achieved, since I saw lots of smiles on the faces of pilots far down in the standings. The final standings showed Ed Goss and Al Whitesell tied for points with the tiebreaker going to Ed as having the longest flight. Frank Peterson out-flew his competition for the third day in a row to take the 50 Mile class. Great prizes were awarded to the top three finishers in each class, and the meet Sportsmanship Award went to Tom Hanks. The big flights eluded competitors, but no complaints were heard as eve1yone had plenty of flying. Unfortunately, Idaho was in the middle of the coldest summer on record, and while the soaring was excellent, cloudbase (13,000' -14,000') was not high enough to open up the big routes. Next year we'll be going for the record. I'd like to thank the Arco Chamber of Commerce and the National Forest Service for all the local support along with Ken Durstine, Ken Schreck and Al Whitesell for organizing and running the meet. Above all, thanks to all the pilots who made the meet so easy to run by flying safely and having fun.

FINAL STANDINGS Open Class Pilot

Score

Glider

GOSS, ED

123 123

HPAT 145 DESIRE

122 114

K5 K2 HPAT

\'v'H!TESELL, AL BENNETT, MARK SWANSON, PETER SCHRECK, KEN PEREYRA, JOSE HANKS, TOM CAVANAUGH, KEN TIEGS,DEAN BUNNER, LARRY GRAHAL\1, RICH BRAKEFIELD, JOE GILLETTE, FRANK BIRKETT, ARLAN DAVIS,MIKE CHRISTENSEN, WAYNE DECLEUR, JOE DIXON,ROB LAi\1B, JIM BEEBE, CHRIS ALTIG, RICK MASON,MARK KANE,TONY PACKER, CLAIR LEPINSKY, DON DELOZIER, DAN YOKODA, EIJI KRINER, DAVE WIETHORN, WIL BATEMAN, LARRY

Prizes Donated lvlason's Micro Machining Wills Wt'ng

gear bag

Edel

windsock

Entnprise Wt'ngs

Tshirrs

!HCA

thermitts, map holder, hook knife, camel back, signal mirror, map holder, and compass

Arco Chamber of Commerce door prizes

95 86 85 79 77 76 72 69 58 54 50 44 43 38 37 36 35 31 27 27 23 22 21 16 13

K5 K2 COMBAT 139 HPAT TRX HPAT 145 HP AT 145 HPAT 145 COMBAT l'v1AGICIV HP 1-112 XTR 140 KISS K4 AXIS 15 XS COMBAT2 COMBAT TRX AXIS 15 HPAT 158 HP AT 145 HP 1 HPAT 158 HPAT 145

5 0 Mile Class Pilot

two tow releases

108.5

Score

PETERSON, FRANK

BUTZEL, HANK WOLFE, KEVIN PRENTICE, RICHARD SHELL, JAMES DRIVER, NIKKI GARDINA, CHRIS FROST, KEVIN WIMBERG, KURT PECK, CHRIS KALBUS, RICH KIESTER, TOM CARTER,ROSE TROUTMAN, TODD BAHR,STEVE STATEN,GARY

72.5 64 64

Glider

HPAT 145 SPECTRUM SENSOR510C KISS HP AT 158 FORMULA SANTANA FORMULA COMBAT COMBAT AIRWAVE MAGICN SUPER SPORT VISION MK4

0 0

SPORT SPORT 167

59 41 38 31 29 23.5 17 15 0

HANG GLIDING

Competition Corner COLUMBUS DAY FLY-IN ALAMOGORDO, NEW MEXICO, OCT. 9-10

by Keith McAuley

good turnout was evident as soon as you drove into the LZ, and some pilots came from as far away as California and Oklahoma. Pilots ran the experience gamut from new Hang II's to grizzled, implacable 20-year vets who would break out photos of themselves and their kit Rogallos on demand. The gliders were as varied as the pilots flying them, from never-been-flown RamAirs to older single-surface ships that had seen years of airtime. The mood was one of goodnatured kidding and renewed friendships, with flyers greeting old acquaintances and others milling through the throng, introducing themselves to newcomers. The day was clear with strata on the horizon. The sun shone down on the Rio Grande Soaring Association's new shade pavilion that was erected this year through the efforts of its members. All in all, the meet appeared to be getting off to a great start. The pilot's meeting outlined the events for the meet and was a good example of the lessons learned in setting up past events. For those without 4x4's or drivers it was not going to be a hardship to get to the top of the hill. Arrangements would be made. Not bad, considering that the total cost to the pilots was the price of getting there! Day one saw fair to moderate conditions freshening toward the afternoon with a glass-off in the later hours. There were about 30 gliders at launch or in the air at any one time, with plenty of room to set up and lots of volunteer help to make sure you got that hang check. The nicely done cement ramp, also a product of the club's efforts, proved invaluable in getting everybody off smoothly into a stiff 15 mph wind. Kudos to those who helped pilots launch safely, as well as to those pilots who good-naturedly and patiently watched as that nervous Hang II hesitated, waiting for the perfect launch breeze. There were no incidents at launch, mostly as the result of the diligence of the pilots DECEMBER 1993

and volunteers helping. Every "T" was crossed and every "I" dotted before a pilot was guided to the ramp. This remained a constant throughout the meet. Conditions allowed everything from skyouts, to cruises over the valley, to aerobatics and X-C. Nobody sank out into the waiting brush below launch, and the LZ remained attainable even to those who just had to go back to search for that killer 800 up over on the far ridge only to find it out to lunch! Landings in the LZ were accompanied by the usual acclaim for the three-pointer and catcalls for whacks. Surprisingly, there was a lot more applause than catcalling, even with the switching breeze in the LZ, due to the skill of the pilots and the efforts of friends and relatives who gave advice over the radio and threw more dirt into the air than Mount Saint Helens! The evening's activities were jovial in the LZ, with the usual partying, music and mandatory war stoty swapping. It was a good place to pick up some good advice, see some great equipment and make new friends. Sunday was a virtual repeat of Saturday. The mood prevailed as well as the weather, and once again a good time was had by all. Entertainment was provided by those pilots who tried for the brass ring in the spot landing contest with the still-changing breezes in the LZ. Once again kudos outnumbered "whack" calls. It was another great day! After evetyone was accounted for at the close of the day, the results of the various contests were revealed and the awards handed out. A novel approach was taken by the club which took advantage of the talents of one of its members, Robin Hastings, who painted several scenes of hang gliders on framed canvas. They were great and much-coveted prizes. Chris McNamara won the spot landing contest, John Nagyvary became the X-C champion, and Ueli Schlunegger took the prize for duration. The meet was a perfect example of what can be accomplished by a group of pilots who take the time to gain the support of the community and implement a workable game plan. It was easily one of the best bargains this season - free! Well done Rio Grande Soaring Association!

1993's "OCTOBER'S BEST" WAS THE BEST!

by Doug Rice

he Sauratown Mountain Hang Gliding Club in North Carolina hosted its most successful fly-in ever. Forty-three pilots attended the weekend event and enjoyed early fall flying and southern hospitality. Although there was a low-key competition taking place, most of the pilots were out to have one more big get-together before the pages were finally turned on 1993. While most of the pilots were from the "Tarheel State" and its neighbors, California and the "E-Team" were represented by Eric Neer. Eric's attendance was rewarded with $50 when he closed the door on the target contest by landing within 16 inches of the spot. Pilots often hear the old saying, "You should have been here yesterday!" and those who weren't able to make the scheduled "arrival and practice day" on Friday heard it again. A beautiful, warm sunny day with thermals being worked before 11 :00 AM and all day after, glassed off to smooth ridge lift late in the day. By nightfall half of the pilots had arrived and were treated to a welcoming meal prepared by SMHGC member Jerry Lawson. Westerly conditions on Saturday morning at first required use of the "backside" launch and landing locations. But with an unusual wind shift back to the south, the primary launch location was again used. Among the pilots who launched from the backside was Mitch Shipley of South Carolina. While the others sank out, Mitch managed to remain aloft during the wind shift, successfully crossing over to soar the front side and then staying there all day to lock up the duration contest and win $50 prize money. Since the spot and duration windows officially closed at 6:00 PM for safety reasons, Mitch's time was recorded at four hours and 43 minutes. However, Mitch and several other pilots chose to continue enjoying the glass-off in the final hour before sunset. You can have a good flying site and

gt Competition Corner good weather conditions, but to have a good fly-in you need to have great food! Saturday night, everyone pigged-out on June Bug's barbecued chicken dinners. "I've waited all year for this" came from those who had been here before. One hundred halves of marinated chicken were delicately cooked and served with all the fix'ns. Fabulous homemade desserts then knocked the socks off the feet that still had them! Those who could still move returned to the LZ to party around the campfires. A passing cold front during the night left unflyably strong north winds on Sunday that led to early departures. Most of the pilots then flew at one of two north-facing sites less than two hours away. The only people who didn't have fun at Sauratown where those who didn't come. The SMHGC wants to thank all those who came! Our neighbors, "The Buzzard Club," made a strong showing as did for the first time "The Dune Pilots" from the Outer Banks. We welcome visits and memberships from any interested pilots throughout the year. This year's successful fly-in helped to raise money that our club needs so we can hire a bulldozer to continue improvements to the landing field we use. SMHGC members worked hard before and during the fly-in so that evetyone would have a good time. Several club members worked as officials and didn't fly, including our club President, Mike Nester, even though he had paid his entty fee. Thanks to all those who helped and to the property owners who allow us to fly Sauratown. Till next year.

1993 PINE MOUNTAIN AIR

RAC:ES

by John Scott estled halfway between Santa Barbara and the Mojave Desert, just north of the artist community of Ojai, Pine Mountain is one of the best kept secrets in Southern California. Looking from the south launch at 7,100' MSL, pilots can see the Pacific Ocean and

N 42

the Channel Islands tucked behind the Santa Ynez, Topa Topa, and San Rafael Mountain ranges. Besides its spectacular view, Pine offers some of the best crosscountry flying in Southern California. The site record is 180 miles, set by Tom Truax. To let a few other people in on the secret, Fred Vachss, a member of Team Topa, organized the inaugural Pine Mountain Air Races September 18-19. Although pilots entered from other areas, the event turned out to be a friendly contest between Team Topa, members of the E-Team, and pilots from the San Francisco Bay Area. Day I - To give visiting pilots a scenic tour of the Pine mountain area, upper Ojai was called for the opening day's task. Before flying to goal, pilots first had to complete an "out and return" flight using the east end of Pine as the first turnpoint. Upper Ojai was chosen as a task so pilots would have to work the Topa Topa range in order to make goal. Unfortunately, clue to the marine layer, the front range was not soarable. Only the three pilots who got high enough on Pine to make it to upper Ojai on a glide made it to goal. Steve "Rotor" Smith and Todd Quayle of Team Topa finished first and second, with Bill Soderquist of the E-Team finishing third. Other pilots were scattered throughout lower Ojai, while those pilots who could not clear the front range were forced to land at the Rose Valley airport. Freel Vachss, after procuring enough volunteers to do his job, decided he wanted to fly himself. The Sky Gods must have decided Fred was shirking his duties, because he was forced to land on one of the three ridge lines that separate Pine from Ojai, and wasn't heard from until 11 :00 PM that night, sans glider. So Fred could retrieve his glider on Sunday, Marsha Quayle, along with soonto-be Erin Smith, was asked to coordinate the day's race. Thanks guys. Day 2- It was hoped that an open distance task into the Mojave desert could be called, but unfortunately the weather didn't cooperate. Winds in the morning were fairly strong out of the southwest with intermittent high clouds, making for a marginal ridge soaring day. Keeping the

LZ's in front of launch reachable, a twolap circuit was called before sending pilots "over the back" where goal was set up at a tavern called the Halfway Station. Pilots were timed to goal then awarded 10-point bonuses for evety mile flown past it. The day turned out to be interesting. Watching the first pilot, Bill Soderquist, struggle to make the first turnpoint, contestants were in no hurry to get into the air. But as he completed his first lap the winds backed off and a high cloud moved in, creating a mild stir on launch that Bill would win the day and the event by default. But the cloud passed as quickly as it came, and those pilots who were not caught low when the upper level clouds passed by were able to make it to goal fairly easily. Todd Quayle had the best time of the day, but finished second to Nathan Whelchel, who flew far enough past goal to win the day. John Kerry, also taking advantage of the bonus points, finished third. Todd probably could have overtaken Steve Smith for the overall winner's spot if he had chosen to extend his flight past goal, because Steve just eked in. In this two-day event the weather made it almost impossible to catch the leaders of the first day, but speaking for myself, I still found the competition vety enjoyable. Considering the number of great flying sites and pilots in the region, it would be nice to see other areas host weekend competitions like this one throughout the year.

Final Results 1)

2) 3)

4) 5)

G) 7) 8)

Steve Smith Todd Quayle Bill Soderquist JohnKeny Nathan Whelchel John Scott Paul Gazis

Wayne Osick 8) Tom Truax 10) RamiYanetz

Team Topa Team Topa E-Team E-Team Bay Area Team Topa Bay Area

XS GTR HPAT

E-Team

K4 Sensor E XS

Team Topa Bay Area 10) Guy Roetcisoender Team Topa

K4 K4 Sensor C HPAT

Sensor C

HANG GLIDING

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~ Accident Reports

FOR THE GREATEST ACHIEVEMENT

by USHGA Accident Review Chairman Doug Hildreth Event: Flew into the cliff. Intermediate pilot with good skills was ridge soaring on a light day. He was a bit far out from the cliff face initially, and then moved closer in. As the pilot turned his attention to tightening his VG, the glider moved yet closer to the cliff, the wing tip hit the cliff, the glider turned into the face, crashed and slid down to the base of the cliff with essentially no resulting pilot injuries. Event: Flew into the ground. Advanced pilot came into a crosscountry LZ. He remembered to drop his wind indicator, to unzip his harness and to land in the middle of the field away from all fences. But he forgot to rotate his basetube instruments into the "up" landing position. Rather than concentrating on a perfect landing, he reached down and tried to move the instruments out of harm's way, right about the time he was supposed to be leveling out and flaring. Fortunately, only the instruments and not the pilot were broken. Comment. The first rule of flying is "fly the glider first, and fiddle with anything else later." How many times do we see pilots trying to fiddle when they are not in a position to ignore flying the glider: looking down to get into the harness, looking down to unzip or to unstick a stuck zipper, adjusting the VG, doing something with the instruments, taking pictures, waving to friends. Of course, we do all these other things, but not when we are close to the ground, a cliff, trees, other gliders, etc. Fly first, fiddle later. Event: Flew into a chimney. Pilot had excellent boat tow launch and flight, and on final was to fly over a house into the LZ. He encountered considerable sink behind the house and was not watching the highest point of the roof. He pushed out to clear the peak of the roof, but had not seen the chimney The basetube cleared the chimney by an inch, but his chest-mounted parachute hit DECEMBER 1993

it hard, the glider stalled and he parachuted the glider into the backyard, sustaining broken downtubes and a badly bruised chest. The pilot could have landed in the water or turned away from the house and landed next to it. But his brain locked on flying over it and landing in his "predetermined" spot. Survey the entire scene as you set up and approach. Leave a margin for error (or sink). Change your plan early if things are not looking right. Be aware of our tendency to "focus and lock on" and therefore become unwilling to change course. Event: Forgotten leg straps. Novice pilot had a new pod harness which he was adjusting. After hanging, he took it off to adjust it and then put it back on, forgetting to put his legs through the leg straps. He launched, and was able to land safely, but this could have been a very serious accident. Comment. I remain ve1y concerned about how many leg strap failures we have. And I am sure that there are other near misses or failures to report. In our club, part of the hang check includes a check of the leg straps. Someone other than the pilot has to see or feel that both legs are through the straps. Our drivers, who do most of our hang checks, like the feeling part the best. Event: Crashed while trying to land on top. Comment. We have had several reports lately of accidents while trying to topland, usually after soaring, usually in moderate winds, and usually with a small or restricted or shadowed landing area. Some amount of wind gradient and rotor are always present. There have been some fairly significant injuries. These have for the most part been experienced pilots. They knew the risks and chose to do it anyway. They have expressed significantly less enthusiasm about doing it again. Be very careful please. ~

A History of the Aero Club of America and the National Aeronautic Association Bill Robie

Foreword by Chuck Yeager

For the Greatest Achievement chronicles the history of the Aero Club of America and the National Aeronautic Association-and thus the history of aviation in America - from the first balloon flights, the initial controversy over what transpired at Kitty Hawk, and the barnstorming of the "Gypsy" stunt fliers, to the buildup of America's air forces through the two world wars, the race into space, and the explosion of new aviation technologies on the eve of the 21st century. Includes almost I0,000 names of early pilots never before published. Chuck Yeager writes, "This is a story that deserves to be told because it is the story of the development of American aviation."

As a member of

USHGA

you qualify for NAA's 45% discount! Order your copy now by phone, fax, or mail for only $19.75 plus $3.75 shipping and handling (regular retail price is $35) from the National Aeronautic Association, 1815 N. Ft. Myer Drive, Suite 700, Arlington, VA 22209. Phone: 703/527-0226. Fax: 703/527-0229. VISA/MC accepted.

Published with Smithsonian Institution Press 45

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1994 USHGA Calendar- Better than ever, buy one for a friend. 12x12 full color .................................................................................$9.95 OTHER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 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. 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Atrl?

0 ~~ ..

":::.

TOTAL $ $

$ $ $

$ $ $ $ $ $

$ $ $ $ $

$ $ $

$ $ $ $ $ $ $ $ $ $

$ $ $

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

nc1~\v,

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SHIP TO: (Street address ii possible) NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA#_ _ _ _ _ _ _ __ CITY/STATE/ZIP_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORAPO SPRINGS, CO 80933-8300 (719) 632-8300

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Ratings SAFE PILOT AWARDS STEPHEN DALEO MATT TABER

LILIENTHAL AWARDS BRONZE SAORIBOUR STEVEN LEWIS

X-C FLIGHT AWARDS 50M!LES MIKE NEUMAN (65 miles) JOO MILES MIKE NEUMAN (135 miles)

BEGINNER RATINGS PILOT: City, Stare; Instructor/School Region 1 CAfvIPBELL, WENDY: Auburn, WA; J. Reynolds/Capital City HG CLAY, DARRIN: Grants Pass, OR; J. Jernigan/High Times Over OR CLY, ARCHIE: Grants Pass, OR; J. Jernigan/High Times Over OR GOODY, PAT: Eagle Point, OR; J. Jernigan/High Times Over OR Region2 BANAS, ZOLTAN: Cirrus Heights, CA; G. Hamilton/Sacramento HG BONINO, DAYID: San Jose, CA; S. Kelly/Mission Soaring BRITTON, BILLY: San Leandro, CA; S. Kelly/Mission Soaring CREWS, JEFFREY: Granite Bay, CA; G. Hamilton/Sacramento HG FERRARO, JOSEPH: Marysville, CA; G. Hamilton/Sacramento HG HARDY, DAN: Berkeley, CA; G. Andronaco/Berkeley HG HUTZ, TED: Stockton, CA; K. Wright LONERGAN, DAVID: Sacramento, CA; G. Hamilton/Sacramento HG MATHUR, ALOK: Sacramento, CA; G. Hamilton/Sacramento HG MURRAY, ANGUS: San Francisco, CA; R. Frey/Airtime of SF PEASLEY, PETER: So San Francisco, CA; R. Palmon/Skys The Limit SHARMA, NAPOLEAN: Berkeley, CA; G. Andronaco/Berkeley HG SPAANS, DARREN: Sacramento, CA; G. Hamilton/Sacramento HG VISSER, GERARD: Oakland, CA; G. Andronaco/CA HG Club WILLIAfvIS, JASON: Oakland, CA; G. Andronaco/Berkeley HG YOUNGBLOOD, JOHN: San Ramon, CA; T. Armstrong/Mission Soaring Region 3 ENGEL, MICHAEL: Beverly Hills, CA; A. Beem/Windsports FEREBEE, CURTIS: Ventura, CA; R. Brown/Foor Launched Flgt Serv MASTERMAN, JASON: Irvine, CA; D. Quackenbush/True Flight SANDERS, KIRK: Palm Springs, CA; R. McKenzie/High Adventure SHAfvISIAN, SHAHRIAR: Pasadena, CA; D. Quackenbush/True Flight

KALTENBACH, JEREivIY: Glendale, AZ; B. Thompson/Desert HG NOODRUFF, PAUL: Salt Lake City, UT; G. Pollock/Wasatch Wings PATTERSON, KAREN: Telluride, CO; L. Chiarani/Telluride Air Sports Region 7 BANKER, KIM: Shelbyville, IN; J. Mitchell/JJ Mitchell HG LINGER, ANDY: Whitefish Bay, WI; B. Kushner/Raven Sky Sports STARBUCK, KURT: Naperville, IL; B. Kushner/Raven Sky Sports STREIT, DARRYL: Arlington Heights, IL; B. Kushner/Raven Sky Sports WALTER, NANCY: Paw Paw Ml; D. Sharp/UP Soaring Region 8 BROOKS, LEE: No Hampton, NH; D. Baxter/Morningside FP CECCHETTI, RICK: Grantham, NH; D. Baxter/Morningside FP DEACKOFF, STEPHEN: Winchester, MA; D. Baxter/Morningside FP MYERS, ALAN: Somerville, MA; D. Baxter/Morningside FP SEVILLA, MARK: Amherst, NH; D. Baxter/Morningside FP ST.GERMAIN, AMY: Sutton, MA; D. Baxter/Morningside FP WHITE, JAMES: An1herst, MA; D. Baxter/Morningside FP Region 9 BERDEAUX, GARY: New Market, VA; S. Wendt/Blue Sky CAMPBELL, JERRY: Roanoke, VA; M. Venth/Sky Trek COLLINS, MARY: York, PA; S. Comer/Kitty Hawk Kites COLLINS, CLAYTON: York, PA; T. Webster/Kitty Hawk Kites £SCOTTO, LUIS: Arlington, VA; C. Thoreson/Lookout Men FP FEDARKO, AARON: Pittsburgh, PA; K. Immordino/Kitty Hawk Kites GRISWOLD, DWIGHT: Washington, DC; T. Cadora/Kitty Hawk Kites HALL, JACK: Newport News, VA; B. Hagewood/Kitty Hawk Kites HUMPHRIES, DAN: Summit Station, OH; S. Comer/Kitty Hawk Kites MARTIN, DENNIS: Warrenton, VA; K. Immordino/Kitty Hawk Kites MUELLER, CHARLES: Malvern, PA; R. Hays/Maryland School HG MUMFORD, GEOFFREY: Baltimore, MD; R. Hays/MD School of HG NELSON, GARY: Chillicothe, OH; M. Manzo/Sk)~vard Enterprises STROBEL, RANDALL: Dayron, OH; J. Long/Sequatchie Valley VANCE, MICHAEL: Vienna, VA; K. Immordino/Kitty Hawk Kites Region 10 CONVER, BRAD: Newbern, NC; T. Webster/Kitty Hawk Kites DOBSON, TREY: Sewanee, TN; D. Jones/Lookout Men FP GAGNEUR, TOM: Columbia, TN; D. Jones/Lookout Mm FP HALLEY, KIM: Orlando, FL; J. Hooks/Lookout Men FP HARRELL, TOM: Clemmons, NC; J. Godin JONES, GARY: Margate, FL; J. Hooks/Lookout Men FP PARRISH, RAY: Marietta, GA; M. Middleton/Lookout Mm FP SACOCCIA, STEVEN: Clarksron, GA; G. Ball/Kitty Hawk Kites SHEFFIELD, ROBERT: Archer, FL; S. Flynn/Central FL Flyers TAYLOR, PETER: Nags Head, NC; W. Thornton/Kitty Hawk Kites Region 11 CROMAN, RUSSELL: Austin, TX; S. Burns/Austin Air Sports GARNER, DOMINIC: Corpus Christi, TX; S. Bums/Austin Air Sports GHARAKHANI, JANO: Houston, TX; F. Burns/Austin Air Sports ULVICK, SYD: Houston, TX; F. Burns/Austin Air Sports Region 12 ALICKNAVITCH, CYNTHIA: Mamon, NJ; W. Thornton/Kitty Hawk Kites CLAAR, MARK: Voorhees, NJ; W. Thornton/Kitty Hawk Kites

Region4 BAZAt'\l, BURT: Ribcria, NM; C. Woods/UP Over NM CORNEJO, MAURO: Tucson, AZ; A. Beem/Windspons Soaring Ctr DALE, MICHAEL: Phoenix, AZ; P. Smith/Sky Sails DITMORE, SCOTT: Woodland Park, CO; R. Wilkinson/Eagle's Nest ESTRADA JR, JAfv!ES: Phoenix, AZ; R. DeStephens/Zonie HG GRAHAfvI, JAHONDA: Phoenix, AZ; R. DeStephens/Zonie HG

DECEMBER 1993

II Ratings NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 CAMPBELL, WENDY: Auburn, WA; J. Reynolds/Capital City HG CARLOCK, DAVID: Renton, WA; R. Gelfan POFF, DEREK: Missoula, MT; B. Steubs/Montana Flight Quest POSCH, JOHANN: Mercer Island, WA; R. Brown/Airplayn Region2 BROWN, MELISSA: Pasadena, CA; S. Tucker/Thrills of HG DUNHAM, TOM: So Lake Tahoe, CA; R. Leonard/Adventure Sports FERRARO, JOSEPH: Marysville, CA; G. Hamilton/Sacramento HG FORSBERG, GREG: San Rafael, CA; R. Palmon/Skys the Limit HOUNSHELL, LEE: San Ramon, CA; P. Denevan/Mission Soaring ISAACSON, MATTHEW: San Francisco, CA; R. Palmon/Skys The Limit LARSON, IRIK: Kensington, CA; D. Murphy LASICH, DAVID: Roseville, CA; G. Hamilton/Sacramento HG MURRAY, ANGUS: San Francisco, CA; R. Frey/Airtime of SF NARAYANASWAMY, SHANI<AR: Berkeley, CA; D. Larson/Berkeley HG RHODES, DAN: Walnut Creek, CA; D. Murphy SMITH, TOMMY: Pebble Beach, CA; P. Godwin/Western HG TAFOYA, RON: Fremont, CA; B. Ream/Mission Soaring TANNER, TIMOTHY: Carson City, NV; R. Leonard/Adventure Sports VASILIK, KENNETH: Scotts Valley, CA; P. Godwin/Western HG WIDMARK, STEPHEN: Monterey, CA; P. Godwin/Western HG

MUELLER, KARL: Huntingtown, MD; W. Forrest/Blue Sky SHAUGHNESSY, CRAIG: Baltimore, MD; R. Hayes/Maryland School of HG WEAVER II, BRUCE: Williamsport, PA; B. Weaver III/Kitty Hawk Kites Region 10 BLANCO-HERRERA, COSMO: Miami, FL; J. Tindle/Miami HG DOBSON, TREY: Sewanee, TN; D. Jones/Lookout Mtn FP GAGNEUR, TOM: Columbia, TN; D. Jones/Lookout Mtn FP HALLEY, KIM: Orlando, FL;]. Hooks/Lookout Mtn FP HANSKNECHT, RICHARD: Jacksonville, FL; S. Flynn/Central FL Flyers HERGET, CLAY: Raleigh, NC; D. Glover/Kitty Hawk Kites JONES, GARY: Margate, FL;]. Hooks/Lookout Mtn FP KLOESS III, EDMUND: Panama City, FL; C. Thoreson/Lookout Mtn FP LILLYCROP, GLENN: Gainsville, FL; D. Jones/Lookout Mm FP PUGH, MARSHALL: Nags Head, NC; S. Comer/Kitty Hawk Kites TALLY, SHON: Vale, NC; B. Goodman/Blue Ridge HG WALKER, SCOTT: Carrolton, GA; D. Jones/Lookout Mtn FP Region 11 McDONALD, ROBERT: Austin, TX; J. Hunt/Red River Aircraft PEACH, DAYID: Round Rock, TX; J. Hunt/Red River Aircraft Region 12 GILLOON, DAN: Glen Gardner, NJ; D. Baxter/Morningside FP McCOY, JOSEPH: Hopewell Jct, NY; K. Goodspeed/Mountain Wings

INTERMEDIATE RATINGS Region 3 BARTELL, CAROL: Signal Hill, CA; D. Darling GUIZAR, ALAIN GUY: San Diego, CA; R. Mitchell/Eagle's Wings JACKSON, STEVE: Los Angeles, CA; D. Quackenbush/True Flight MASTERMAN, JASON: Irvine, CA; D. Quackenbush/True Flight ROWE, THOMAS: El Cajon, CA; J. Ryan/The HG Center SANDERS, KIRK: Palm Springs, CA; R. McKenzie/High Adventure SHAMSIAN, SHAHRIAR: Pasadena, CA; D. Quackenbush/True Flight THEROUX, GREG: Sylmer, CA; M. Spinelli/True Flight WALDEMAR, PHIL: Kapaa, HI; G. Pollock/Wasatch Wings Region 4 BAZAN, BURT: Riberia, NM; C. Woods/Up Over NM BRECHEISEN, DAVID: Phoenix, AZ; R. Mitchell/Eagle's Wings CORNEJO, MAURO: Tucson, AZ; A. Beem/Windsports Soaring Ctr DALE, MICHAEL: Phoenix, AZ; P. Smith/Sky Sails DANIEL, CHRIS: Orem, UT; D. Sharp/UP Soaring EREKSON, RICHARD: Ogden, UT; M. Knowldens/Rebel Wings KALTENBACH, JEREMY: Glendale, AZ; B. Thompson/Desert HG PRENTICE, DAVE: Albuquerque, NM; M. Glantz/Sandia Soaring Region 7 RIEMERSMA, KEITH: Holland, MI; B. Fifer/Traverse City HG SCHMIDT, THOMAS: Glendale Heights, IL;B. Kushner/Raven Sky Sports SKINNER, TODD: Newman, IL; R. Jacob/Sequatchie Valley Soaring THOMPSON, SCOTT: Grosse Pt Farms, MI; M. Middleton/Lookout Mm FP Region 8 MORIN, CARL: Berlin, NH; D. Baxter/Morningside FP OLIVEIRA, WADISTON: East Boston, MA; D. Baxter/Morningside FP PERUGINI, PATRICK: So Boston, MA; D. Baxter/Morningside FP WISELY, BEN: Acton, MA; C. Thoreson/Lookout Mtn FP Region 9 BUELL, BRAD: Broad Run, VA; W. Thornton/Kitty Hawk Kites CASEY, PATRICK: Lexington, KY; C. Thoreson/Lookout Mtn FP ESCOTTO, LUIS: Arlington, VA; C. Thoreson/Lookout Mtn FP McDERMOTT, DERMOT: Washington, DC; D. Jones/Lookout Mtn FP MITCHELL, RAYMOND: Richmond, VA; J. Middleton/Silver Wings

PILOT: City, State; Instructor/School Region 1 BOUR, MARK: Fairbanks, AK; L. Thomas/T & L Sales CAMPBELL, S DOUG: Auburn, WA; J. Reynolds/Cloudbase Country Club GILBERT, MICHAEL: Portland, OR; R. Berger/Oregon HG PRICER, JAMES: Boise, ID; JB Henry/Bad Boys HG STARKS, CRAIG: Riverton, WY; J. Bowman/Eagle Air Sports TILLINGHAST, DAVID: Boise, ID; K. Wolfe/Big Sky HG YONAN, JIM: Portland, OR; R. Gelfan/Dreamflights Region2 BUTRYM, CHARLES: Merced, CA; K. Wright/Wright Bros Wings MASON, TIMOTHY: Atwater, CA; W. Brown/Top Flite HG MURRAY, PETER: Mountain View, CA; P. Denevan/Mission Soaring Region 3 CORRAL, ERIKA: Pasadena, CA; D. Dinaso/True Flight GOULD, ANDREW: Pearl City, HI; D. Darling/Maui Soaring MILLER, STEPHEN: Santa Ana, CA; D. Skadal/Flight Systems ROBISON, JIM: Mission Hills, CA; D. Quackenbush/True Flight ROGERS, PAT: Lahaina, HI; D. King

Region4 ALT, ROB: Price, UT; M. Knowlden/Rebel Wings HG BUTLER, ROGER: Ogden, UT; M. Knowldens/Rebel Wings HG ELZEY, T.L.: Flagstaff, AZ; S. Mish/Bandito Action Sports GONZALEZ, DEAN: Colorado Springs, CO; B. Decker McNAMARA, CHRIS: Placitas, NM; B. Lemon PERTEET, TODD: Ruidoso, NM; D. Sharp/UP Soaring PHILLIPS, WARREN: Paradise, UT; G. Pollock/Wasatch Wings VAN DER BOSCH, LEO: Telluride, CO; L. Chiarari/Telluride Airsports Region 8 MARTINS, PEDRO; Stanford, CT; G. Black/Mountain Wings ROYS, SHARON: Bristol, CT;]. Szark WYKE, KIM: Weston, CT; K. Wright/Wright Bros HANG GLIDING

Ratings Region 9 BODNAR, MILES: Langhorne, PA; G. Black/Mountain Wings CHILLEMI, CHRIS: Cleveland, OH; M. DelSignore/Norrh Coast HG CZAJA, ANDREW: Ambler, PA; B. Umsrattd/Sky High DODGE, MICHAEL: Cleveland, OH; M. De!Signore/Norrh Coast HG FINK, DAVID: Auburn, PA; J. Gorrie/Wind Riders HROMNAK, GEORGE: State College, PA; R. Cobb/Wind Drifter OLD, F.T. LEIGH: Dublin, OH; M. De!Signore/North Coast HG Region 10 BELMONTE MASSA, WALTER: Carolina, P.R.; R. Rojas/Caribbean Air BREDEN, LOIS: Dunlap, TN; R. Jacob/Sequatchie Valley DIGNAN, SEAN: Marietta, GA; C. Thoreson/Lookout Mm FP FORTANIER, ELISABETH: Atlanta, GA; M. Taber/Lookout Men FP Region 12 GARSIDE, MICHAEL: Watervlief, NY; R. Clark/Susquehanna FP GREENING, CHESLEY: Farmington, NY; G. Black/Mountain Wings VET, JOSEPH: Albany, NY; R. Clark/Susquehanna FP WEEDEN, DONALD: Wyanskill, NY; R. Clark/Susquehanna FP

ADVANCED RATINGS PILOT: City, State; Instructor/School Region 1 BERGER, PAUL: Klamath Falls, OR; W. Roberts/So Oregon HG PARZYK, ROY: Lake Stevens, WA; L. Space/Cloudbase Country Club Region 2 BOHLANDER, MIKE: San Mateo, CA; R. Fischer/WOR DAVIS, HEATHER: Santa Rosa, CA; S. Moore HUNTER, GEORGE: Oakland, CA; C. Chen KOCKELMAN, JOHN: Mountain View, CA; M. Lillcdal1l STOKES, DONNA: Reno, NV; R. Leonard/Adventure Sports THOMPSON, ARTHUR: Cupertino, CA; R. Fischer/Full Moon Rising

FOREIGN RATINGS BEGINNER FEITELBERG, HOWARD: Cayman Island, B\'Vl; T. Cadora/Kitty Hawk Kites FIGUEROA, ALEXIS: Oaxaca, Mexico; A. Beem/Windsports MORRIS, ANN: Cayman Island, BWI; T. Cadora/Kitty Hawk Kites WENZLER, ANNETTE: Kempten, Germany; E. Armin NOVICE FIGUEROA, ALEXIS: Oaxaca, Mexico; A. Beem/Windsports WENZLER, ANNETTE: Kempten, Germany; E. Armin ADVANCED MACIESOWICZ, HENRY: Hamilton, Ontario; H. Jones VON ROSEN, VIVEKA: Vancouver, BC; J. Tindle/Miami HG

TANDEM ONE RATINGS DENNIS CORNETT RON DIVELY DANIEL EVANS JAMES MacNUTT MATTHEW WILLIAMS

TANDEM TWO RATINGS CRAIG PIRAZZI

Region 3 FOLLMAN, GEORGE: Cedar Glen, CA; J. Greblo PEARCE, LEO: San Diego, CA; R. Mitchell/Eagles Wings HG SHEEHY, FINBAR: Pasadena, CA; L. Bynum/Windsports VARANAI, BOB: Tehachapi, CA; D. Armstrong Region 4 BILLS, BOB: Highland, UT; D. Sharp/UP Soaring CARROLL, VALERIE: Draper, UT; D. Quackenbush/True Flight CASEY, LEIF: Lalcewood, CO; B. Koji/Rocky Men HG ELLING, JOHN: Santa Fe, NM; B. Kurowski SOTO, JUANCARLOS: Boulder, CO; R. Patterson/Boulder HG Region 9 DESSENS, PETER: A1yal10ga Falls, OH; M. De!Signore/Norrh Coast HG HOSTLER, JEFFREY: Pittsburg, PA; P. Brooks/Daedalus HG WOODS, JOHN: Locust Grove, VA; B. Forrest Region 10 BARBER, MICHAEL: Miami, FL; M. Taber/Lookout Mtn FP SPRATLIN, HAROLD: Smyrna, GA; D. Murdoch Region 12 ECKERT, JACK: Stewartsville, NJ; W. Watters/Water Gap HG

DECEMBER 1993

E~ Classifieds HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downtubes, ruined bushings, bent boles (especially the heart bole), 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.

FO !Uv!ULA 154 - 80 hours, excellent shape $1,250. Ball 652 Deluxe, retail $800 sell $350. 22 gore parachute w/swivel $275. (303) 221- 3781.

tHPAT 145 shape $2,800. (

w 6/93; <20 hours, immaculate 299-8503. ~ Who

NW\

FORMULA 154-$1,900. (805) 772-1441.

HPAT 145 - 1.5 years old. Ecellent condition, original downtubes $1,800. (805) 682-3483.

FORMULA 154 - Race cloth, new mylar, extremely good condition. Call for derails $2,000. (619) 4487983.

HPAT 145 - Fluorescent orange/green, looks like new, <80 hours. Never been crashed. I'm motivated, let's make a deal $1,995. Bob (714) 495-8051.

FORMULA 145 - Great shape, clean sail, blue, green $1,850. (801) 572-6427.

HPAT 158 - lv!agenra, rainbow split panel on one wing. Striking, simply beautiful. Yearling, low hours, heaviest, still stiff cloth. Ultimate handling. Installed drogue, custom lightweight zippered XC bag, spare downtube, pictures $2,300 OBO. (619) 473-9661.

GElv!INI 134 473-2003.

ROGALLOS GLIDER BAGS BEAUTIFUL SPECTRA HP - Keller harness, new Wills parachute, instruments, radios $1,500. Cincinnati (513) 553-2195. COMET 135 - Custom sail by Dennis Van Dam. This is a ve,y special kite and it's in very good condition $750 OBO. (205) 254-5774 or (205) 836-4130. CUSTOM HPAT 158 - 'The most beautiful glider in the world." $2,200. TRX 140, demo $3,100. (209) 586-6012. DREAlv! 145 - Good condition, blue/yellow/white $1,100. (707) 459- 0419. DREAM 222 (801) 254-6141.

20 hours, perfect shape $1,775.

DREAMS IN STOCK (414) 473-2003.

sizes, Raven Sky Sports

ENTERPRISE DESIRE 151 - Great shape, great performance $2,450. (801) 254-6141. Goretex. Full-length FLYING SUITS - Taslit1r zippers, assorted colors. Sail 1 gs (501) 663-3166 phone/fax.

m camo. XC $70., standard ings (501) 663-3166.

HANG GLIDING MOBILE - The ultimate in hang traveling, a 1989 27' Fleetwood Jamboree. Sleeps 6, complete with everything a pilot needs, including truck, ATOL trailer & glider tubes. See misc. section for photo & complete details or call and talk to Rob & Betsy Richardson about it. Selling whole or part, (310) 764-8012 or (805) 268-1718 California. HARNESSES - Tired of that aching back? Try a CLOUDBASE HARNESS. Let 21 years of experience custom tailor you a harness. Pods, spaghetti, cocoons, custom designs and now the FLEX. Also UV bags, rockets, varios, helmets & harness repair. Chris Smith (706) 398- 3964. HP 1.5 -

Plies great $475. (619) 456-4092.

HPAT 158 - 75 hours. Bought in '91, pretty colors $1,800. CG harness, large, includes High Energy parachute $200. (719) 472- 0294. HPAT 158 - April '92, great shape $2,500. (619) 721-1061, (714) 457-7085. K2 145 - Low hours, pretty orange/green, flies perfecr. (305) 961- 1027. K2 155- Brand new sail $2,400. (805) 772-1441. K2 155 -

Great condition and handling $1,900. (619) 443-6346.

KISS 154 - With K2 updates. Killer custom sail, fluorescent undersurface with hot pink shark fins. Great condition, battens never touched the ground, new bag. Can be seen in the new movie release "Mr. Jones" starring Richard Gere $1,500. (619) 2774285.

HP II - Excellent condition, clean, pink LE, spare downtubes $600 0130. (519) 631-9634 after 11pm EST.

KISS 154 - Full race, low hours, excellent condition $1,250. Geny (415) 567-6032.

HPAT CLEARANCE - 3 gliders, from 1/2 to 2-1/2 years old. Make offer! (619) 387-2673.

LITE MYSTIC 155 - Excellent condition, low hours $900 0130. (206) 776-5051.

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

Please enter my classified ad as follows:

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

I I I I

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: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

I I I

ADDRESS: PHONE: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Number of words: Number of words:

= @ 1.00 =

I I

@ .50

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

HANG GLIDING

Classifieds ~~ MAGIC IV - Full race 166. Excellent condition, orange leading edges, 4 sale or swap for paraglider. Reto (916) 452-4247. lvfAGIC TV RACE - Great condition, less than 150 hours $900. (209) 523-2368. MOYES MEGA II - Good condition, perfect for beginner $650. (315) 422-5606. MOYES XS 155 - Fast glider, attractive colors $I,900. (206) 746- 6744. PULSE l lM - Quality, inland, low hours, exrra's $2,300, (503) 535- 4812.

RAM AIR SPECIAL - Brand new, only facto1y and dealer test flown, just $3,950! (619) 387-2673. RAVEN 209 - $200. Duck 180 $200. New wires, both gliders. (209) 723-5016. SENSOR 510 - 180A & 160VGB, great shape, $500 each. (612) 869- 0293. /I

SOUTHERN C LI ~R IA USED GLIDER REFERRAL LL-CONSIGN, ALL MAKES, MODEL. LL TODAY (619) 4501894 OR (619) 450/ I 08.

SPECTRUM 165 - 6.5 hours, perfect condition. \Vhite top, magenta lavender bottom. Quick-connect base tube. $2,500 OBO. Free Flight harness and chute available also. Steve (310) 454-2968 Los Angeles. SPECTRUMS & VIS NS - Bought-Sold-Traded. Raven Sky Sports (41 - 473-2003. SPORT 167 AT - Speed bar, extra flared down tubes, tear stop TE $1,900. (708) 894-5858. SPORT 167 - Excellenc condition $900 OBO. Andrew (808) 254-1507 Hawaii. SPORT 167 EURO - Full race, good condition, speedbar, flies great $1,050 includes shipping. (617) 471-6538. SPORT 180 AT - Low hours, never damaged, like new condition $1,500. (509) 627-3624.

TRX IGO - 1.5 years old, excellent condition, never whacked $2,200 OBO. (619) 697-4530 Dave. TRX 160 - Flown two seasons, nice color, super clean $2,670. (602) 525-2657. TR,'{ 160 - Like new, one hour, fluorescent colors $2,400, (313) 798- 2450. TRX 160 - Featured April 1993 centerspread. New wingtips and bag. Very clean $3,000 OBO. Airwear EX pod, new, blue & red, with parachute $500 OBO. Ball 652 $375. (205) 281-2688, will ship. TRX 160 - Flown one season, good shape $2,300. (718) 638-2054 NY area. UP XTR 145 VG - Flown half season, good shape $1,700 OBO. (407) 588-4521. VISION ECLIPSE 19 - Mint condition, <50 hours, sail still crispy new $875. (707) 838-3047. VISION MKIV 17 (510) 843-5914.

Z2 pod, helmet, inst. $2,000.

VISION MK IV - Super condition, <40 hours $1,500 firm, split shipping. (209) 532-1302 after Ci pm. VISION MARK IV - $1,500. Avsac harness $350., parachute $350., helmet $75., vario $180. (415) 9681039. VISION MK IV 17 - <10 hours, trilam LE, mylar TE, crisp sail. Call Fin bar at (818) 798-1661. VISION PULSE !OM - White, red and black. Ve1y low hours $2,500. High Energy Tracer harness, black, with never deployed parachute, for approx. 5'6" 160 pounds $550. Full face Uvcx helmet, small $250. (919) 870-8995. VISIONS & SPrr'RUMS - Bought-Sold-Traded. Raven Sky Spar 414) 473-2003.

f h.S.,

'Z3 HARNE~ 473-2003.

W/ballistic chute $1,100. (414)

TR,'{ 140 - Flown one season, good shape $2,200 OBO. (407) 588-4521.

RESERVE CHUTES, (All Sizes) never used, inspected, repacked w/new bridle and bag ................... $265 .. ........................................................ (PDA's $300) VARIOS/ALT.. ................. (Used, All Brands) .. $150+ USED HARNESSES ....................................... $75+ NEW, USED PARAGLIDERS .. (All Brands) .. $500+ NEW HELMETS ........... (All Brands, Styles) ... $50+ NEWPARASAILS ............. (Large) ................. $1,175 VISION PULSE (!Olvl) ...... <2 HOURS ......... $2,800 LT DREAIY! 220 ................ <5 HOURS ......... $1,800 LT DREAfv! 145 ................ <5 HOURS ......... $1,650 VISION 138 (GENESIS) ... <10 HOURS ....... $1,000 SPORT EURO 150 F.R ..... <25 HOURS ....... $1,275 EXCEL 160 ........................ <50 HOURS ....... $800 LT OREA.iv! 185 ..... f.. ..... <60 HOURS ....... $600 MAGIC III ..................... <40 HOURS ....... $600 HP II 185 ... . ........... <35 HOURS ....... $600 COMET 165 .. ,j .,............ <60 HOURS ....... $425 DUCK 160 .... :.. _~ ............. <50 HOURS ....... $425 1 <40 HOURS ....... $425 LANCER 13 ................... PRODAW'N, PR TAR TT 160 .. <25 HOURS .. $425 SEAGULL SFAHAWKS, 4 TOTAL ....... All for $300 "Safety is our profession, quality our promise - Since 1972" Equipment I 00% Guaranteed, inspected. (303) 278-9566 M-F 9-5. GOLDEN WINGS 1103 \Xfashington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE I-800-677-4449 or(303 78-7181 Magic Formula '1 ... ,f/cond .................... $1,900 ~-re-downtubes .......... $1,700 Magic Formula f Mystic 177 VG:)" .Grear for towing ........... $800 67's ................... $1,700-$1,900 Euro Span 150(,, Several Vision 17's & 19's ....... $1,300-$1,700 9...... ,rand New ................... $2,900 rs, $400-$1,000. Call for a

EMERGENCY PARACHUTES

l' -

never deployed, new bridle, A BEST BUY! bag (PDA's $300). I ected and repacked, all sizes. Fully Guaranteed! G , do Hang Gliding (303) 27J-95 ALL BRANJD, Bought, sold, and repacked. lnspeccion an . ·· , ack $25.00 - Parachutes, bridles, inspected and r aced. AIRTIME OF SAN FRANCISCO, 3620 wona, San Francisco, CA 94116. (415) SKY- 11 .

SUPER SPORT 167 - 80 hours, folding control bar. Red LE, ray/blue/violet undersurface, violet top 0. (505) 820-1855. surface$

t\"=

WILLS WING f.'\rAil45 - Pink LE, pink/yellow/white undersU.ce. Priced to sell at. $1,450 OBO. Flight Syste§~l4) 639-7777. .1_

STREAK 160 - Clea~ 'inulticolored, low airtime. Alo~ Best offer! (615) 821-25 '\

TOTAL GLIDING PACKAGE- Mystic 166, payout winch, Ball 65 I, two Maxon radio's, harness w/churc & helmet $3,200. (414) 695-0918.

COLORADO HANG GLIDING "Celebrating Over 20 Years of Sales and Supporr REGION IV'S OLDEST, LARGEST FULL-TIME STORE.

Sell your unused equipment here.

PARAGLIDERS ITV METEOR GOLD 28 - \'I/ell maintained, low airtime <25 hours. Purple & yellow w/harness, backpack and Aerolite reserve, all one year old $1,800. Call Ron at (703) 641-4981.

TR,'{ 140 - 20 hours, white & black, excellent condition $2,700. (815) 234-5388.

DECEMBER 1993

E~ Classifieds NEW AND USED - Para $500-$3,000. Colorado Paragl'

c!ers, most brands g (303) 278-9566.

PARAGLIDERS - M22, good condition $450. Corvette 23, brand new$ l,950. 35 Trekking Class I, 220 lb.+ pilot or for tandem $2,500. (619) 456-4092. PARASAIL 4092.

Boat, brand new $1,250. (619) 456-

ARKANSAS SAIL WINGS PARA'D G/HANG GLIDING - "We'll bring our tr program to you!" PO Box 5593, Little Rock . 72215. (501) 663-3166 phone/fax.

THE HANG GLIDING CENTER - Located in beautiful San Diego. USH A instruction, equipment rentals, local flying c pend your winter vacation dly offer Wills Wing, Pacific flying with us. We Airwave, High Ene Ball and we need your used equipment. PO 49, Lakeside CA 92040, (619) 561-1009.

CALIFORNIA G EXPERIENCE -

UP, WILLS, EDEL - $ Southern California (909) , ULTRALIGHTS LITE TRIKE - Lightweight trikes you can SOAR power off. Under 75 pounds. Features in HG May '92, page 39. Excellent chrome, moly construction. (706) 398-3964.

hill and tandem instruction rpose, lightweight carbon fiber andem on the same glider you use on the trai hill . New/used gliders, equipment in stock. Buy/rrade u~ cl gliders/gear, rentals, glider repair. Get UP. 2800 orrey Pines Scenic Drive, La Jolla CA 92037. (619) 452-3202.

TRIKES TRIKES TRIKES - And accessories. $10.00 info' pack, Jefferson Aero Sports, 15120 Skelton Rd, Jefferson OR 97352, (503) 327-1730.

CENTER -

In Lodi near Hang gliding, paragliding , service, rentals at Southern h site, Crestline. USHGA nzie. By appointment year

WANTED CHILE OR COSTA RICA - l'm seeking information on sites and contacts for hang gliding in Chile or Costa Rica. Please call Thomas (312) 431-7639. WANTED - Chute, helmet, harnesses, hang glider. (503) 287-4938 Portland OR. WANTED - Used hang gt,·· 'n equipment. Gliders, instruments, harnesses and p ' utes. Airtime of San rancisco, CA 94116. Francisco, 3620 \Vawona, S (415) SKY-1177. SCHOOLS & DEALERS AIABAMA LOOKOUT MOU ad under Georgia. (8 ROCKET CITY AIRSPORTS -

SAN FRANCISCO, INC. l_i'ir,.ng and paragliding sales, service fi,ce 1973. Northern California's pair faciliry. New and used equipment and de lesson packages, clinics and tandem lessons. 6880 Si, Francis Drake, Forest Knolls CA 94933, (415) 488-4202.

send SASE and $1 ro 301-A Franklin Street, Huntsville AL 35801 or call (205) 776-9995 or (205) 880- 8512, ARIZONA TS TOURS - Certified instruction utilizin oriel's first man-made training hill plus other 1 es which all face every wind direction. Dealer £ acific Airwave, Wills Wing, Ball and High Ener 3 7 E. Bell De Mar Dr., Tempe, AZ 85283 (602 897- 121. DESERT HANG GLI. ;:__ USHGA certified instruction. Supine sp ists. 4319 W. Larkspur, Glendale, AZ 85304. ( 2) 38- 9550. ZONIE HANG GLIDING - Tandem & Certified FAA instruction: CFII/MEI ATP. Always looking for used equipment especially for female smdents. 4326 W. Mariposa Grande, Glendale, AZ 85310 (602) 582-4417.

LAKE ELSINORE HANG GLIDING SCHOOL Wills Wing dealer, Flytec. (909) 245-SOAR. LAKE ELSINORE SPORTS - Certified flight school. Tandem instruction. The area's only HIGH ENERGY SPORTS SHOP. Located at the base of the mountain on Highway 74 in Lake Elsinore. RENTALS: Mountain bikes, jet skies, etc. Area maps available. Open 7 days a week 9-6. Contact Paul or Fawn at (909) 674-2453.

CHAND EL

Instruction, sales

& service at Keel Mtn., Gurley, AL. For information

RANCISCO - HANG DING. Complete, safe & raining program. Mountain clinics & ground ls. ALL MAJOR BRANDS. Qnaliry airframe a ewing by factory trained repair technicians. Parac services. Large selection of 2nd hand gear (buy & . enrals available. Next to Fort Funston. The onl , full service shop in San Francisco! 3620 Wawona, S. n Francisco CA 94116. (415) 7591177.

COMPACT WINGS ~ I D I N G - Tandem, Class III certified instn , NI major brands. Yearround flying. Best Sou n California site. (909) 654-8559. . FLIGHT SYSTEMS BIG THREE, LL and MOYES. Al

New location. Dealer for the ING, PACIFIC AIRWAVE

LAKE ELSINORE WINDGYPSY - Airwave, Moyes, ASL Call for site information, (909) 6798994. MISSION SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with sp 'al a 7'~1,ion to cake-off and landing skills. Custom SU . i wraining gliders. Comfortable training harnesses. xe retail shop. Wills, PacAir, UP, demos, new g s in stock! Best trade-in prices. Try all the new 1 sses in our simularor. Large equipment, beginner to XC. selection of speci 1116 Wrigley \V, ilpitas (near San Jose) CA 95035. (408) 262-1055. TOP FLITE HA~· LIDING - USHGA certified instruction, · g gliders & supplies. Servicing Merced, Modesto Stockton areas. (209) 874- 1795.

HANG GLIDER MP 8.IUM - Best training hill in the west! Full se ·v· { hang gliding/paragliding shop, established 197 . PO Box 41339, Santa Barbara 965-3733. CA 93140-1339, (8

Instrucrion, Sa less time with o teaching experie Kagel Mountai1 CA 91342. (8

EPTS - USHGA Certified rvice. Become a better pilot in 11 personalized classes & tandem ad instructor has over 13 years . Only minutes from our local site. 13525 Eldridge, Sylmar, . - 050.

HANG GLIDING

Classifieds ~~ WINDSPORTS Lt's I rgesr since 1974. Fifteen minutes from L1 Ce . ral to Sylmar, Crestline, Elsinore and trai1 ii· /j 9·s. Vacation training, flying and glider sales a -W'\ges including lodging and rentals. The most I r gliders and equipment, new e in your old equipment. 325 sunny days eac I Come fly with us! 16145 Victory Blvd., 1ys CA 91406. (818) 9880111, Fax (818) 988-1862. WRIGHT BROTHERS WINGS - UP, Wills Wing, Ball, BRS, High Energy. USHGA Certified lnsrmcrion. (209) 586-6012 Sonora CA. COLORADO COLORADO CLO,UA E - Guided tours, drivers, videos, acccssorie · : 9) 630-7042, FAX (719) 630-8126. PO Box 1 ll4, Colorado Springs CO 80935. 1 COLORADO HANG GLIDING/PARAGLIDING \s of lessons and sales. 1st - Celebrating over 'l USHGA certified s ol in the U.S.A. Region's largest and oldesi Q raring full time since 1972. I! (303) 278-9566.

EAGLE'S NEST sc/DoL OF HANG GLIDJNG/PARAGLIDJ USHGA certified instruction. Sales and s~dr-E_.e, P.O. Box 25985, Colorado Springs, CO 8093 594-0498.

J-

r;:r9)

GOLDEN WINGS*',Lessons, sales & service. USHGA certified in'\ uction. 1103 Washington Avenue, Golden CO . 0 - I. (:3 ) 278- 7181.

NO MORE BUNNY... THE HILL WITH IT!

MOUNTAIN WINGS -

Look under New York.

FLORIDA CENTRAL FLORIDA FLYERS - Certified tandem tow flight instruction. Dealer for all major brands. Service you can trust. (407) 894-5715. LOOKOUT Mdi:. AIN FLIGHT PARK 1 mountain training center to Nearest hang glidi I'lorida. Sec ad und , 'eorgia.

\Y/e haYe the most advanced training program known to hang gliding, teaching you in half the rime it rakes on the training-BUNNY HILL, and with more inflight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. Check and Compare: • USHGA Certified lnsrmcrion. • Certified Tandem Instructor's. • First Flight at over 1,000 feet. • From Zero to Solo in less than 3 days. • The Counuy's Largest Landing Area; No Trees, No Rocks, No Dirr! • Full Service Shop: New and Used Gliders (all brands). Harnesses. Tow Lines and Tow Releases. Floats. Accessories.

For year-round training fun in the sun, call or write Miami Hang Gliding: (305) 285-8978. 2640 S Bayshore Drive, Coconut Grove, Florida 33133.

LOOKOUT MOUNTAIN FLIGHT PARK America's #1 hang gliding center, flying sire. Find our why three rime as many pilots earn their mountain wings at Look ur! Complete certified rraining-"bunny hill" to moun:c i10Sf<tring. \Y/e wrore USHGA's Official Flight · )>-1g Manual! Our specialties: foorlaunch, tanden 1d aerotowing instruction, first mountain fligh ustomer service and satisfaction. Lesson packa s, 11 ngs, glider renrals. Largest invengliders, equipment. Complere tory new/u~ d la sail/airframe rep irs. Camping ($2/person), swimming pool. Send $2 for information packet. Route 2, Box 215-H, Rising Fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398- 3541. SEQUATCHIE Y. L See our ad under Ten

TREASURE

Y SOARING SUPPLY -

V,;'l;;t' EY HANG GLIDING -

Airwave, Moyes, U \De1no)s, ratings, tours, service.

(208) 376-7914.

ILLINOIS

360-0700. Please

DECEMBER 1993

Sec ad under parts.

RAVEN SKY SP(\11~ - (414) 473-2003. Please see our ad under 1CONSIN.

IDAHO

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

er. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856. -=-r..----~

CONNECTICUT

JJ MITCHELL- TANDEM. UP, PacAir, AS! deal-

KENTUCKIANA s9{RING -

GEORGIA LID ENTERPRI.'\ES Sail and harness repair Equipment manu~act mg - Towing supplies QOO Butte #183, Boulder, CO 80301 (303) 440 579\

INDIANA

,.' TS - (312) 360-0700 or (708) ·,(lur ad under WISCONSIN.

MICHIGAN PRO HANG GL~'\R~ - Instruction since 1978. USHGA Examin , o6serl'er. Safety is #1. \Y/e'vc been rowing for a· lade. Come on SE Michigan, let's wake up! We't ft a soaring site now. Give me a call at (313) 3':l - <1!33, ask for Norm. 569 W Annabelle, Hazel ark MI 48030. TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - FULL-TIME shop. Certified instruction, foot launch and cow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City MI 49684. Call Bill ar (616) 922-2844. MINNESOTA SPORT SOARIN CENTER/MINNEAPOLIS Instruction, ei\Wpment dealers for \'{fills Wing, Pacific Airwave & zt'el.'(~2) 557-0044. NEVADA ADVENTURtPORTS - Sierra tours our specialty - USH<j}~ c rtified school and ratings. Dealers for Pacific Airwa. e, Wills Wing, UP, Enterprise Wings. Fly the Sierr s ,.,i,h a full-service shop. 3650 Research Way, Cars91 Ci ,, NV 89706 (702) 883-7070. NEW JERSEY MOUNTA /

WINGS -

Look under New York.

NEW MEXICO UP OVER N\}I1~ EXICO - Instruction, sales, service. Sandia Nf , ntain guides. Wills, Pacific Airwave. Albuquerque, [ (505) 821-8544. NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING insrrucrion and sales. Base of ELLENVILLE MT-i.Four exclusive training hills. Area's only dea;~· cific Airwave, UP, Seedwings and Delta Wi f •i I emos in stock. \Y/e are the G. accessory and repair shop largest, most con ~ of irs kind in the <fO nt . Many new and used gliders in stock. RIC supplies and kits, Ulrra Pod camera systems. VISA and MASTERCARD accepted. Srop in and get your flight pass and gate combo. 150 Canal Sr., Ellenville, NY 12428 (914) 647-3377. In N.E. 1800-525- 7850.

E~ Classifieds FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing de~1:re: cialist. Also all other or brands, ascessories. Certified school/instruction Teach'n(since 1979. Area's most INEXPENSIVE l ri s/repairs. Excellent secondary instruction ... if y01 'Je finished a program and wish to continue. Fly t e I ountain! ATOL rowing! Tandem flights! Cont ct P 11 Voight, RD 2, Box 561, Pine Bush, NY 125 t':i, (2 4) 744-3317.

rn .

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

)JAkK -

SUSQUEHANNA FLIGHT Cooperstown, NY. Certvfi~Inst_p.tction, Sales and Service for all major marlufa t rfrs. 40 acre park, 5 training hills, jeep rides, bu house, camping, hot showers, 600' NW ridge. !)ave the best facilities in N. New York state to tea v1•ou how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153.

'Xie

NORTH CAROLINA ·ica) most experienced

tandem flight instructor, teache 1tilizing ATOL and Double Vision. Call or writ for formation Greg DeWolf, Corolla Flight, P 021, Kitty Hawk NC 27949. (919) 261-6166 KITTY HAWK TES, INC~ P.O. Box 1839, Nags Head, NC 27 9 (91 ) 441-4124. Learn to hang glide on Jockey's i e, the largest sand dune on the east coast, just s th of where the Wright Brothers' first fl~' t to k place. Beginner and advanced lesson acbgJs and camps offered. Advanced tandem mv· instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts.

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

WASATCH WINGS A certified hang gliding school, dealers for ing, Moyes and Pacific Airwave. Flight operatio at Point of the Mountain. Call Gordon (801) 277 0 VIRGINIA

TENNESSEE ALPINE LODG~\t Raccoon Mountain, formerly Crystal Air Spo t otel. Private rooms, bunkhouse, jacuzzi, pool. 'JI rk program. (615) 821-2546 Chattanooga, Clfu or Shari. HAWK AIRSPOR

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.

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

Gliding and Windsoks.

LOOKOUT M O U t FLIGHT PARK ad under Georgia.

SEQUATCHIE VALLEY SOARING SUPPLY Certified, two plac'\flight instructi_,11'1 and first mountain flights are our sp~ialties. ~r<i'als, storage and ratings available. Dealers fur all rfiajor brands. Located in the "Hang Gliding Capit- of the East". For personal, professional service yo can t 1st, call SVS, RT 2 Box 80, Dunlap, TN 373 7. (615) 49-2301. TEXAS

WISCONSIN RAVEN SKY SP PARAGLIDING Midwest. Traditi n1ountain clinics,

by Brad Kushne major brands. PO (414) 473-2003.

.1r st and most popular in the al curriculum, ridge soaring, gonfly aerotowing & tandems !es/service/accessories for all 101, Whitewater \VI 53190

PARTS & ACCESSORIES

A.A.S. AUSTIN AIR SPORTS -

Certified instruc-

TS - Full face, purple or AIR KEVLAR HE gray $325. Raven S a Sports (414) 473-2003.

SAURATOWN MOUNTAIN - Paragliding resident pilor site guide. Tommy Thompson (919) 9839064. OHIO ists. Instruction) sales ser 1

SKYWARD ENTERP Basic instructor. Frame & )l repair. Seedwings, CG1000. Dayton/Chillico e. C'\i 13) 256-3888 weekday '-...__/ evenings.

ce. Towing supplies.

MC/VISA. AUSTIN-481[ R~~ River, Austin TX 78751. (512) 467-2529, ~2) 467-8260. FT. WORTH (817) 921- 6957. --

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

REBEL WINGS HANG GLIDING - USHGA certified instruction. Operations conducted at Bauer Ridge and Jedi Jump. Dealer for UP, PacAir, High Energy, Ball. Mountain tours, sen,ice & repairs. (801) 882-7042.

OREGON AIRTIME OREGON - Certified instruction, service, repair and sales of new and used equipment. Dealer for PacAir, WW, Moyes, UP and AS! hang gliders; AirTek, Diablo, Espace and Corvette paragliders. Call Tom at (503) 998-1220.

SOUTHERN OREG HANG GLIDING Certified instruction, A retrieval. Pacific Airwave, Wills Wing, UP. (503) 4 9 823.

UP SOARING CENTER - Full service hang gliding & par lid\ng scJ,oo . USHGA certified instruction (year- u1 ) yjtl nation's most consistently soarablc site i u e a ,ay). New/used gliders, equip',/ rade used gear. Airframe/sail factory. Mountain clinics, tan1

lightest, most comfor ab hang glider helmet. Aerodynamic, low turbule !Ce, low drag shape. Hightech look. Finish is de r sin over the gold/black weave of the super-str ng ca ·bon/kevlar outer shell. Open face, only 12 .. , price 75. Integral full face version, only 17 o . $235 incl des headset installation. Measure aro,f1d--he1I1and from bottom of earlobe over top to bottom of earlobe for custom fit. From the designer, Jack Lambie, 8160 Woodboro, Anaheim CA 92807. Phone and fax (714) 779-1877. AMAZINGLY LOW PRICES - Harnesses, parachutes, rockets, variometers, helmets. Send SASE for sale flyer. Promotions Unlimited, 8181 Mission Gorge Road, Suite I, San Diego CA 92120-1600.

s, rentals, sctninars, pilots

[-by camping/motels. 12665 S. Minuteman Dr., ·!!per UT 84042 (20 minutes from Salt Lake City). (801) 576-6460, fax (801) 576-6482.

HANG GLIDING

Classifieds ~~ USHGA instrnctor Tom Sapienza, owner of Airtime Oregon says, "I've tested & recommend \'v'ind Advisory to all New & Intermediate pilots!"

(With Poplin Storage Bag)

·--~

~//'

THE BEST CHRI MAS PRES'E~T - You could give your pilot is war th/5'/He will remember you sheepskin THERMITTS. every time s/he flies The ':'armcst han;I fair'ngs in the world: Now rcdcs1gned for ,riiperror om fore Send $47 to Wyoming Aeroliles;-PO ·Box 880, Casper WY 82602, (307) 235-3367. ealer i~quires welcome.

·......;.~;~--.,,;-

jt!~'

BIG WHEELS S rcly;"fough, lightweight, excellem for training )fundcm flying, any basctube. $42.95/set, qua9 1* discounts. Immediate delivery. Lookout Mount '},,flight Park, (800) 688-Uv!FP, (706) 398- 3541.

DEPENDABLE'

HIGHEST affordable pri brushed nylo shell. Color~ , dealer: (303)

?i.y

HELMETS - At super q9 and $89 respectfullr. Both have er with high strength polycarbonate able. New dealers welcome. For your 9566.

ind tunnel tested & calibrated. tnpact & corrosion resistant.

WINDADVIS

ith lv1ounting Bracker ~24.50 ,lincludes S/H-You Save $2.50)

Sold separately: WIND ADVISORY lndicator ............... $15 + $2 s/h MOUNTING BRACKET .................... $8 + $2 s/h (Specif)· long or short bracket w/ your order.) Foreign orders add $2 per item purchased. Send check or MO to: Pacific Resources USA, PO Box 9064, San Diego CA 92169. (619) 270- 9462. Satisfaction Guaranteed!

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

BOLT-ON WHEELS - Best removable intermediate/advanced wheels. ~furdy, tough, 6" diameter. \Xlon't pop off basen>~J' like snap-on's. Separate hub has hole for VG str .,. g though it, remains on basetube. Removabie , . ' el halves screw together using thumb screws. quantiry discoums. lmmedia,e delivery. l.ooko ,\rntain Flighr Park, (800) 688LMFP, (706) 398-35

$9j// \ dtv[

1·

CCW FLIGHT LOG SOFTWARE - Record your flight data, calculate great circle distances and select nrious sorts and selection criteria for subtotaling and reporting your logged flights with this "easy to use" automated log book. [deal for individual, club and competition logs. PRICES: $24.95 Windows version, $21.95 DOS version. Include $2.50 s&h and indica,c 5.25" or 3.5" disks. Cloudburst Computer \vorks, 20120 Broken Sabre Lane, iv!onumem CO 80132.

New Price! Lightest Jnd ~allest available $799.95 wirh 180 liter cylildcr +SI~. Other models and information availa,l5le. 1v!3jor credit cards. l\fountain High E&S Co., 5i£-.+2rh Avenue, Salt Lake City UT 84103 USA. 1-800-468-8185. Fl.TGHTSUITS - Full double-zip Ultrex breathable, waterproof flightsuits $179.95. Plus Skywatch \Xlindmeters $72.95, Skyward, Airspeed Indicators $134.95. Call Paraglider Pipeline (206) 547- 4950.

maxon· I

sr-200J Series

ID-CHANNEL PR ,·· fAMMABI.E MAXON SP 2550 - 5 watt rw v~· radio with charger. Three USHGA, three we:} ,\\, four programmable frequencies. Durable, rugged, ~I y to use. Nicad battery (typical 10 hour). Pilors #1 choice! Special $349. Additional options available. Lookout Mountain Flight Park, (800) 688-LMFP, (706) 398-3541.

HIGH ENERGY COCOON HARNESS - With reserve chute, pockets, internal backpack, for 5'10" pilot $250. Cloudbase spaghetti harness, excellent condition, <15 flights S100. Ron at (703) 641-4981.

DECEMBER 1993

E~ Classifieds NEW PRO

MODEL

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

Smaller, lighter and best o the ground without one! $ welcome. GOLDEN Ave., Golden CO 80

ro ger. Don't leave 4 7h. Dealer inquiries , 1103 Washington ) 278-7181. High $4 s/h. Great for

NAS HANG GLIDING ~~iAEs - lOO's sold. Tested, deployed and prove l~mplete with 25ft. bridle and metered deploym I bag. Brand new $385. New dealers welcome. Fo r dealer: (303) 2789566. NORTH AMERICAN PARAGLIDING Importer and distributor for Brauniger flight instruments, Uvex helmets, Meindl paragliding boots and Flight Design paragliding equipment. Please call or write for more information on these or other quality products. Dealer inquires welcome. PO Box 4, Ellensburg WA 98926. (509) 925-5565, fax (509) 962-4827.

OXYG u can have new with a lifetime warranty. T CR-180 is now only $349.95, with remot ~ valve f and NELSON type flow control re t lator . oximizfr. Mountain High E&S CO. U A. 1-800- 68-8185, fax (801) 364-6207.

QUICK RELEASE ball lock pin, $29.0 ,000 lbs., dealers welcome, patent pending. T rmal 1{431-41 Business Center Drive, Northridge, A 91~. (818) 701-7983. SOLAR WATCH - W/magnetic compass. Limited time offer $2 each. lntelection, Dept. 259B, 2023 N Atlantic, Cocoabeach FL 32931.

FAX your classified ad, membership renewal or merchandise order:

Vario's from Ball a d Aircotec, in stock. Some demo models at reduced '~ces $call. Dealer for all NAS products-Varios-He 111\~ts- Parachutes-Paragliders. Dealer for all major r'!!{,'ds. We've either got the BEST PRICES or , e'B~ry to match them!" Kentuckiana Soaring, 4 gart Ave., Clarksville IN 47129. Fax (812) 284- 60 or phone (812) 2887111 evenings and weekends,•. e d SASE for sale flyer. Mastercard/Visa.

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

HANG GLIDING

Classifieds

PUBLICATIONS & ORGANIZATIONS

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

DON'T GET CAUGHT LANDING DO\Y4N1.5 oz. ripstop nylon, UV treated, 5'4" \Xl!ND! long w/ 11" throat. Available colors: fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.00 S/H). Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (719) 632-8300, FAX (7 l 9) 632-G~} 7. VISA/MC accepted.

A True Hang Gilding Storv

WINDTALKER Ill *

TEK G" WHEELS - $25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, \Vinsted CT 06098. (203) 379-1668. TR!lv[BLE FLIGHTrvlATE GPS - Perfect condition, accessories included, just $650. (619) 387-2673.

THE WINDTALKE - i~10te comrolled by cclephone, and can keep d':ic~:·;s codes, with preset numbers of calls chat n uto decrement. Also will call you if conditions excce threshold. Price is only $895 complete. he intcirnprion. Litek (503) 4796633. ~-/

LARRY FLEMING

SPECIAL CHRISTMAS OFFER Until December 31st 1993, SAVE $2 S/H! The perfect gift for both pilots and non-pilots. SHARE THE EXPERIENCE. DOWNWIND is packed with rhrill and exhilaration of cross country adventure. A true srot}', well rold. Available from Chris Gregor Publishing, Dept. G, PO Box 26595, Fresno CA 93729- 6595. $10.95 plus~ $1 shipping and handling. (California residents add 85~ sales rax.)

BUSINESS AND EMPLOYMENT OPPO TUNITIES FULL ANDI r· 1 lfr11v!E - USHGA certified instructors. lnn'v. 1,~ equipment, the latest training methods. Saa,· 'afaris. Send resume Mission Soaring Cenp , JG Wrigley Way, Milpitas CA 95035. (408) 26 055.

HANG GLIDING FOR BEGINNER PILOTS -

by Pete Cheney. The Official USHGA Training Manu,µ, N_OWJN lTS SECOND EDITION . Qver

ra lightweight (one pound), helmet, full-face protection, using world's stro st fiber. $299. quantity discounrs. (800) 688-UvlFP, (706) 398-3541. · 1 i:g

VARIO AND ALTIMETER - $285. Yaesu FM mobile 25 watts $150. (209) 252-1138.

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

26() pages, ,vith more tha,i 160 easy-to-unders0nd illusrrarions and photos. Your library starts wirh rhis 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/MC accepted.

YAESU FT 411 E - Business band, headset, boom mike, new and in box $350. (303) 530-2094.

DECEMBER 1993

~~ Classifieds ~~lrd~c/..,1',r«l:.)lf,'11</

-,_-=~1~=-

This is the one !!

By Golden Wings

'Ifie 'Endless 'Tlienna( A Hang Gliding Odyssey A GORGEOUS CELEBRATION OF FLIGHT! For the whole family. California coast, mountains, Paradox, Lakeview, helicopter fly-in, balloon drop. 90 minutes VHS: $33 & $2.90 shipping. CA add $2.39 tax. Blacet Research, 15210 Orchard, Guerneville CA 95446.

,-~~'

' --'.;

's.,'-""t-.~

Tow line recovery System

Nothing attached to pilot or bridle.

.-:c.~WIU5

_- , ancf~lls

HIGHER THAN EAGLES - by Maralys & Chris Wills, The life & times of BOBBY WILLS, hang glidin~egend. Experience the triumphs and tragedies of the Wills family and the evolution of Wills Wing. $19.95 hardcover (+$4.00 S/H), see preceding classified for USHGA BOOKS ordering info.

UNLIKE OTHER MS - No deployment mechanism is require,. ,Jly self actuating when row 1 d wear on line & rewind line is released. R motor. Reduces tu 1 /round time. Two sizes. $85/$125 +$4 S/H. ck or money order. Golden Ave., Golden CO. 1-800Wings, 1103 Washi 1g 677-4449

FLAMENCO DUNE - Awesome paragliding & radical dune soaring in Namibia. Original, unique soundtrack. W~ird yes-but yifu'll enjoy it. ZO mip . $19.95 +$4 S/H. Available through USHGh Headquarters.

TOWLINES PARAGLIDE USA - Subscribe to North America's most widely read paragliding magazine. 12 issues just $25. ~/l-~nd check or money order to 1520 Main Sr., Ramona CA 92065 or call (619) 789-9492 or FAX (619) 789-8563 with your credit card information.

J~ERFORMANCE

IF LYING

Part# ..................... P ·ice .................. ' 'ght SPCB-730 .............. 1 /ft .............. < #/M SPCB-950 .............. 16¢ t .......... ... #/M SPCB-1500 ............ 17¢/ ....... . <4#/M SPCB-2200 ............ 17¢/ft ... 5#/M DACRON-

. .1.. .... 2

ow Braided eel DCCB-650 ............ 8ct/. t ................ <5#/M DCCB-900 ............ 9 1f ................. <8#/M

by Df.NNJS PAGEN

DCCB-1500 .......... 1 rft ..; ..]· ........ 12#/M DCCB-2000.......... , /ft ............... 17#/M All in stock, fa ~rs to: David F. Bradley, Braided Pro ucts lli on, PO Box 95, Hi !town PA 18927. (215) 822-1968, fax (215) 822-5852. BAG IT! - If you don't have your copy of Dennis P,;igen's PERFORMANCE .FLYING-yet, avail.ible th1ough USHGA Headquar-ters $29".-95"(+$4' s&h). SOARING - Monthly magazine of The Soaring Sociery of America, Inc. Covers all aspects of soaring fligJ-tt. Full membership $45. Info. "kit wit:hsample copy'$3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177. TOWING WINCH -

LINE CHUTES SAVE MONEY - Patterns and materials. Two sizes, low as $30. Call evenings (303) 371-8873.

VIDEOS & FILMS

EAST COAST VIDEOS presents

VIDEOS AVAILABLE - New York Finger Lakes Region, hang gliding and paragliding (50 minutes). Henson's Gap & \v'hirwell 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.

OVER THE EDGE - Step "Over The Edge" into the ultimate skydiving, hang gliding, base jumping and scuba diving sports adventure video! Over 1 hour of action packed adventure, captured on beautiful quality 16mm film. Original music score. Locations include Micronesia, Venezuela, Yosemite, Korea and many more! Tom Sanders/Aerial Focus, 8 Camino Verde, Santa Barbara CA 93103, (805) 962-9911. Visa/MC or checks welcome. $59.95 plus $4 shipping, CA residents 7.75% tax.

PARAGLIDE: The Movie World class_ paragliding at rhe famous Owens Valley. Proaably more paragliding<1cdon than you can handlj in this 40 minute video. Send $39.95 (+$4 s&h) to USHGA Videos, PO Box 8300, Colorado Springs co 80933. (719) 632-8300. MISCELLANEOUS ASSET PROTECTION - With a NEW USHGA Stadium Cushion, $5.99 +$3 s/h. A great gift for your '· driver! AvailaEi.le from USHGA, l.>O Box '8300, 1 Colorado Springs CO 80933.

HANG GLIDING

Classifieds GLIDER l'vlARKING [NTERNATIONAL CORP. - For any artwork on your hang glider. Free color brochures. Phone (516) 676-7599, fax (516) 6760106.

PUT YOUR GLIDER - On your living room wall! Send me a photo (or description) and I'll send you a framed original painting of it $25-$50. Robin Hastings (505) 382-7446, PO Box 1374, las Cruces NM 88004.

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 l/2 months preceding the cover dare, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417. STOLEN WINGS

HANG GLIDING CHRISTMAS CARDS -

VISION MK IV 17 - Serial #VM6620. Taken from parking lot of Red Lion Hotel in MODESTO CA on Sept. l2/l3, 1993. Glider was stolen without a nose cone. Blue LE, rainbow undersurface. One of the leading edges has a flat anodized finish. Three small glue patches on LE. Brand new blue bag wired ends. Please conract Jens Evling, PO Box 1187, Monterey CA 93942-1187. Phone (408) 649-3755, fax (408) 655-1538.

$8.50

for 10, $15.00 for 20, $33.00 for 50. Call (203) 3791668 or send a SASE for assortment selection sheet to: Tek Flight Products, Colebrook Stage, Winsted CT 06098.

TEAM NICE BANDANAS - In royal blue/red, yellow/red, and white/red. $6.00 ea. or package of 3 (one of each color) for $15. Send check or money order to AirZone, 294 Sharpe Rd, Anacortes WA 98221. Phone orders COD (206) 293-3282.

WILLS WING SPECTRUM 165 - Serial# 20213. Taken below Hwy 8 bridge over THING VALLEY, east of San Diego CA, on July 10th, 1993. Blue LE, florescent yellow undersurface. High Energy XC bag, blue/red. Call Paul Hurless (619) 588-4687. STOLEN WINGS are listed as a service to USHGA members. Newest enrries are in bold. There is no charge for this service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Video .......................... 31,51

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HANG GLIDING MOBILES- 1989 27' Fleetwood Jamboree. Sleeps 6, complete with bath/shower, kitchen, TV, microwave, fridge & glider rubes. FORD BRONC0-1987, automatic, a/c, on-demand 4-wheel drive, am/fm/cass, good condition. ATOL W/TRAILER. For complete derails, give Rob & Betsy Richardson a call at (310) 764-8012 or (805) 268- 1718 California. \v'illing to sell as a package or individually.

T-SHIRTS - Logo above on grey preshrunk cocron t shirrs. Specify s,m,l,xl. Long sleeves $15.50. E TEAM RAW YID EO-See the bad boys of hang gliding at their best/worst! Add $3 shipping, send to Action Zone, PO Box 6003, Lake Elsinore CA 92530. (909) 678-2437. VIDEOS BOOKS POSTERS APPAREL - Call USHGA for your Merchandise order form (719) 6328300. 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, $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Please underline words ro be in bold print. Special layouts of tabs $25.00 per column inch.

DECEMBER 1993

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~ Product Lines© 1993 by Dan Johnson ST. PAUL, MINN. -- Since you're reading this in early December, the holiday season is soon upon us. Because we all end up doing that gift thing, I thought I'd present a number of smaller, flight-oriented items that you might consider. If you like 'em, you might show this column to those buying for you (this gift thing is a two-way street, y'know). ••• But before we start, I want to pass along the correct phone number for Dragonfly Park in central Florida. You recall this is where Bobby Bailey and troupe are building Dragonfly hang glider tugs and where lots of pilots are getting some air ... warmer air, it's worth adding. That number is 813/ 424-0070. The address is 1805 Dean's Still Rd., Davenport, FL 33837. • By the way, that's not the only spot where towing takes place in the area. The Draggin' Flyers club is also preparing a tug. I' 11 have more info later, but meantime, try contacting Steve and Barb Flynn at 407/894-5715. ,,, If you make it to Florida, you' 11 fly behind aerotugs. However, lots of water-based towing still occurs . So you may want to purchase a set of David Kincheloe' s Safe Floats. He makes them in 6, 7, and 8 inch sizes for calm water, for more flotation, and for tandem use, respectively. Two floats attach to the side wires so they don't protrude in front of the control bar. Therefore they won't conflict with tow lines. A set sells for $69. FMI: 919/ 376-9602. If you' re not lucky enough to escape winter's chill by heading to Florida, perhaps you need good old reliable bar mitts. You may want to check out Caldera Air Sports' Heatseekers. These $80 mitts are made from sheepskin with "very dense pile and a thick durable hide," sewn with seams you can't feel from the inside, says Robin Conners, proprietor. For another $12-15, you can add a nylon mitt cover that provides both mitt protection from wind and dirt plus a clear vinyl map cover. FMI: 619/934-2125. ,,, Maybe you want to protect more than your hands. Among the best in brain buckets is available from Sequatchie Valley Soaring. See their color ad for details, but the argument for full-face protection is serious. SVS has several choices so you' 11 want to call them (it's a free 800 call) . With prices starting under $100, you shouldn't ignore the safety message. These helmets sold over 3,000 pieces in Europe last year alone! They meet DIN standards. To order: 800/34-GLIDE. FMI: 615/949-2301; dealers 1nay also inquire. , · • What goes up must come down ... regrettably. When you get to terra firma, it's important to know what Mother Nature offers in the way of winds. A proven windsock system is

available from longtime producer, Hawk Airsports. These high quality wind indicators start at around $100 for a whole setup in a portable, breakdown-style configuration. If your club or business wants to help show the wind and do some advertising, boss Bruce Hawk just announced his Windsok XXL, meaning extra, extra large. The giant 30 inch by nearly 12 foot Windsok XXL retails for $235 and uses heavy-duty 1.75 inch tubing to stand a proud 15 feet tall. Hawk Airsports also has a fancy computer graphics techno-gizmo that can do a great job on logos and words. To order: 800/ 826-2719. FMI: 615/933-9296. , • • Next, a wrist watch. What's an ordinary watch doing among these flight items? Well, this one's got enough features that I asked for a demo. More after the checkout, but listen to the specs: The Avocet watch from Owens Valley Soaring is "a combination vario, barometer, timer, thermometer, alarm clock, averager, and trender." The watch can read in metric or feet, and altitude reads in 10-foot increments. It' 11 record your highest altitude and best climb throughout the day, week, or year. Plus it's made in the USA. Now the price. Ready? How about only $110 which includes the shipping. FMI: 619/387-2673 (voice or fax) . From products to art ... Last year, Jeff Greenbaum of Airtime San Francisco imported the beautiful Drachenflieger HG/PG calendar from Europe. It was so well received, he's repeating the effort, and at the same price: $19.95 plus shipping. Dealers may also inquire. The calendars are larger than USHGA's and feature international scenery. Many pilots will want both of course. For the Euro-calendar, call 415/759-1177 or fax 759-1182. For the USHGA calendar, call 719/632-8300 or fax 632-6417. USHGA also has a dealer program and this year's calendar is one of the best. • · • To close, an old friend, Terry Ferrer, has opened his West W:wgs Aviation Art Galleey. San Francisco area pilots know Terry's professional artwork. Now, you can all tap his talent for various kinds of air-art. Terry has some special posters that he's highlighting. In 1976 the only Hollywood production to feature hang gliders was "Sky Riders." The movie bills are 27 by 41 inches and will impress anyone. As only a few remain, they represent a piece of history. You can have one for the special price of $75 plus $5 postage and handling. FMI: 510/ 527-5895. ••• Some of these items ought to get your holiday shopping into gear, eh? So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. V-mail/Fax to: 612/450-0930. Merry Christmas from "Product Lines." THANKS!

HANG GLIDING

$9.95 Pleaae ruah me _ _ 1994 USHGA Hang Gliding Cafendar(a ,at $9.95 each. SHIPPING Quantity Shipping 1-3 $3.50 4-6 $5.00 7-10 $6.00 In the 48 states, we prefer to ship via UPS. CANADA & MEXICO add $.75 per calendar. INT'L SURFACE add $1 .50 per calendar INT'L AIR add $5.00 per calendar

VISA or MIC ( circle o ne )

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

Calendar Subtotal $ Colorado residents odd 3 % soles tax $- - Shipping (see chart) $_ __ TOTAL (Make checks payable to USHGA. ) $_ __ -----'--~

Name- - - - - - - - - - - - - - - - - - - - - Street Address- - - - - - - - - - - - - - - - City _ _ _ _ _ _ _State_ _ _ Zip_ __ MAIL TO: USHGA, PO Box 8300, Colorado Springs CO 80933-8300 Phone: (719) 632-8300 FAX: (719) 632-6417

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

Extremely easy to use

A wide range of flight doto con be printed our plus on-screen data display

lnregrol. d1g1tal vorio combined with highly sensitive flight acoustics (ASI) for audible indication of the slightest thermals

Unique. analog var1orneter display (FL YTEC potent')

New method of attachment with optimum viewing angle

DATE MAX Nr. dd.mm.·1Y ALTII

MAX ALTl2

MAX VARIO

REC TIME

4 1501.92 4894 PILOT DEVICE-NUMBER BARO STARTTIMF TIMEATPRINTOUT

3693 7.7 5:31:11 · Haari Urs 584 SW-VER 29 I 4I 12:30 160192 0945

BARO

, sooc

WORLD RECORD 230km

400° JOGC

'Orv IOOO

For information and a dealer nearest you, call Flytec USA 1-800-662-2449 made i n Switzer l and

FLYTEC AG

P.O. Box 56 1732, Miami, FL 33156