USHGA Hang Gliding January 1994

Flying by the seat of your pants just got awhole lot easier.

Also available from FLYTEC: The now wireless STS4 speed sensor FAI

barogroph 3030, with variabl& sensitivity adjustment to suit your flying <onditions.

Hang gliding takes grace, guts and instinct. Now, FLYTEC tokes you to a new level of performance you never thought possible.

Introducing the FLYTEC 3005 ond 3030.

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Approved bytheFAI. Designed to maximize your sensitivity of lift for exceptional power and control.

Imagine having this much information atyourfingertips: FLYTEC patented analog variometerdisploywith optimum viewing angle. Integral, digital vorio combined with sensitive flight occoustics (ASI) for audible signals of the slightestthermol changes. And on on-screen data display, plus print-out capo bi lilies for post flight analysis. ·

Nexllimeyou go hong gliding, go high tech with FLYTEC. Coll 1-800-662-2449forthedeolerneorestyou.

FlyTEC Flywiththechampions. P.O. Box561732,Miomi, Fl33156

(USPS O17-970-20 - ISSN 0895-433X)

22 The Sequatchie Valley Team Meet

by Gerb Felcher An innovative competition for pilors of many skill levels.

2 5 The Gradient Rotor

by Larry Tudor Rotors over flat ground? Yes!

34 Site Reports

© 1994 by Rob Richardson

A visit to Magazine Mountain, Arkans-as and Buffalo Mountain, Oklahoma.

38 The Adverse Yaw Tum

by Mark Stucky Using this orherwise annoying characteristic co your advantage.

40 Aerobatic Tumble

by Stephen Makrinos and Susan Spedaf/,e A hair-raising srory of blown aerobatics and a malfunctioning rocket.

42 High Flying Fun

by Layne Cameron

Contagious enthusiasm from some pre-ceen pilots.

Columns

Departments

Accident Reports .................................... 14

A.innail .......................................................5

USHGAReports .................................... 18

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

Competition Corner ...............................44

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

Product Lines - by Dan Johnson ........ .59

Ratings .....................................................26 Classified Advertising ..............................50 Index to Advertisers ................................ .58 Stolen Wmgs........................................... .58 •'

COVER: Stew Rathbun over Snowbird Ski Resort in the \'(.'asatd1 Mountains nfl:tah. l'hoco bv Steve Rathbun.

CENTERSPREAD: Nelson Howe and Rit:hit· Laport at Mt. Washingcon in :-Jew Hampshire. Photo by Nelson Howe.

DISCLAJMER OF WARRANTIES IN PUBLICATIONS: The material prcmncd here i, published as pan of an information dissemination service for USHGA members. The USHGA makes no warranties or representations and assumes no liability concerning the v.1lidity of an)' advin·. opinion or recommendation expressed in the mat,·rial. t\11 individuals relying upon the material do so at tl1eir own risk. Copyright© 1994 United State, Hang Cliding t\ssn., Inc. All rights rcscrvnl to H,mg Gliding and individual contributors.

JANUARY 1994

3

MEMBERSHIP APPLICATION

UNITED

ZIP_ _ _ _ _PHONE(_)_ __

TATES

HANG GLIDING AsSN.

OTHER OPTIONAL MEMBERSHIP PROGRAMS: 1ST CLASS MAIL SERVICE: ($24.00-U.S., Canada, & Mexico only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __ AIR MAIL SERVICE: ($30.00-Western Hemisphere, $44.00-Europe, $57.00-All Others) .............................. $_ _ _ _ __ NAA MEMBERSHIP: ($10.00 annual dues) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $_ _ _ _ __ FAI SPORTING LICENCE: ($18.00 annual fee) ........................................................ $_ _ _ _ __

TOTAL

$_ _ _ __

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

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

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

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, Secreta,y Bill Bryden, Treasurer

REGION 1: Gene Matthews, George Sturtevant. REGION 2: Lynda Nelson, Russ Locke, Ray Leonard, Paul Gazis.

REGION 3: Joe Greblo, Sandy King, Gregg Lawless.

REGION 4: Glen Nicolet., Jim Zeise!. REGION 6: Ron Kenney. REGION 7: Bill Bryden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett.

REGION 10: Matt Taber. REGION 11: Jeff Hunt. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Dan Johnson, Jan Johnson, Dennis Pagen, Alan Chuculate. HONORARY DIRECTORS: Ken Brown, Doug Hildreth, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Gregg McNamee, Michael Robertson, Dave Broyles, David Sondergeld, Ken Baier, Marcus Salvemini, Fred Moy, Barbara Flynn, Greg DeWolf. EXOFFICIO DIRECTORS: Art Greenfield (NAA).

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 (FAil, of the world governing body for sport aviation. The NAA, which represents the U.S. at FA! meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions.

HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sprn1, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-adclressecl return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication clo 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 sprn1 organization dedicated to the exploration and promotion of all facets of unpowerecl 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 $54.00 per year (of which $15 goes to the publication of Hang Gliding), ($60 Canada & Mexico, $65 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.

JANUARY 1994

VOLUME 24, ISSUE No. 1

Air Mail~ "THERMAL RISE" COMMENTS AND CANADIAN

FLYING INFO Dear Editor, It's great when someone like Rob Richardson takes the initiative to provide site information to USHGA members.

Unfortunately, he should have contacted the Hang Gliding and Paragliding Association of Canada concerning regulations pertaining to the sport of hang gliding in Canada. Canada is a foreign country to American citizens. No big deal, except for the fact that "we" Canadians do operate under a completely different set of rules and regulations.

In fairness to Rob, both the articles (Yamaska and Thermal Rise) did source the information from local clubs, unfortunately they (the local clubs) neglected to pass on very important facts pertaining to flying in Canada.

My major concern relates to the following quote: "If you're flying around Lumby, you can pretty much forget about the airspace and just have fun!" The quote implies that the area is wide open - no rules, no worries.

The Canadian version of the FAA, Transport Canada, banned "fun" years ago. Visiting (and yes, even resident) pilots need to be educated as to just how regulated Canadian airspace is. IfTC, just like the FAA, had it their way nothing would be allowed to fly (but that's another issue).

It's difficult to summarize the whole Canadian air reg picture, so I will point out a few facts pertaining to Thermal Rise. (Before flying anywhere in Canada, get a copy of a VFR Navigational Chart!

After you have your chart, find out what laws could have an effect on the area you intend to fly.)

Thermal Rise is located below a "D" class control area extension. This extension begins at 2,200 feet AGL and extends up to 12,500 feet MSL. If you want to fly in this "D" class airspace you will be required to comply with regulations pertaining to a Transport Canada exemption. (A TC exam must be taken or the pilot must hold a valid pilot's licence.

In addition to the exam compliance, other

exemption requirements must be maintained. Contact the HPAC/ACVL or TC for more information.)

Thermal Rise is located within CYA 122(A) surface to 6,200' MSL, an aerobatic alert area. Flying hang gliders in this area is permitted, but a lookout for what is usually a minimal amount oflocal aerobatic traffic is required.

Other points of interest include "D" class airspace less than 10 miles west from 700 feet AGL up to 12,500'. A major regional navigational beacon is located 25 miles to the northwest and a low-level airway is only five miles to the east.

The point I'm trying to make here is chat in order to go out and have "fun" you have a responsibility to mal<.e every effort possible to understand and comply with regulations that have been set by the governing authorities. Ignorance is no excuse.

The HPAC/ACVL has worked very hard over the past six years to gain access to controlled airspace. I would hate to see all of this hard work thrown away simply because a visitor, or for that matter a local, didn't know the rules!

In addition to the above comments regarding airspace regulations I would like to include some other site info notes regarding flying in Canada.

Insurance: Most clubs accept the USHGA insurance policy for recreational flying. Competitions, sanctioned sites, flyins and other events require that only HPAC/ACVL insurance be accepted.

Foreign pilots may purchase a threemonth temporary membership I insurance for $15.00 (Canadian of course).

Note: this membership does not include tandem coverage and is not valid outside Canada.

Radios: The HPAC/ACVL have endorsed the use of 123.4 (aircraft band) as allocated by Transport Canada and the Department of Communications as the official communications frequency of the Association. Two-meter amateur band is also permitted provided the operator holds a valid operator's certificate. The USHGA business band frequencies are not permitted.

If you are traveling into Canada for a competition or a vacation feel free to contact the HPAC/ACVL offices at (604)

5

~ Air Mail 882-5090 or at the address listed below for more information.

Martin Henry President, HPAC/ACVL 3595 Old Clayburn Road Abbotsford V2S-6B7

SAVING SOUTHERN ARIZONA SITES Dear Editor, During the past year, military proposals for new airspace restrictions seriously jeopardized three of Southern Arizona's best hang gliding sites. Our local club, the Southern Arizona Hang Gliding Association, USHGA Chapter Number One, undertook quite an effort dealing with the Army and the FM to alter the proposed restricted areas.

After meetings with the Army and several proposals later, SAHGA came up with a proposal that created a "win-win" solution for all. This positive, cooperative effort marks a milestone in the acceptance of hang gliding by the FM, the U.S. Military and the general aviation community. As you might expect, a number of people deserve credit.

SAHGA would like to sincerely thank USHGA's Executive Director Jerry Bruning for his involvement and enthusiasm in helping us reach the solution, Region IV Director Glen Nicolet for giving us direction on negotiation procedures, and NM Executive Director Walter Miller for writing a letter supporting the airspace rights of hang gliding and sport aviation.

We also appreciate the letters of support from all our hang gliding friends, including Bill Foley of the National Air Traffic Controllers Association, Hans Heydrich, Jim Affinowitz, Stan Mish, Brad Lindsay, Jerry Dalen, the Arizona Hang Gliding Association, and, of course, SAHGA. Finally, we thank Carl Norris, Fort Huachuca's Airspace Director, and Colonel Kevin Peterson, Commander of Libby Air Field, for working with SAHGA, strengthening the "good-neighbor" relationship between all airspace users.

Our thanks to all these "airheads," who

6

were essential to preserving some of the world's best soaring airspace for the most wonderfol form of flight known to man.

SAHGA truly got by with a little help from our friends.

Jacque Neff, President Southern Arizona Hang Gliding Association USHGA Chapter #1 Sahuarita, K.Z

SHORT ARMS Dear Editor, I'd like as much information as you can give me (preferably an article if possible) on how to deal with a big problem I'm having. To wit: my short little baby arms won't reach far enough for me to flare either my Magic IV or my Sport 150, so as a result I always whack on landing unless there is a considerable headwind. My solution at this time is to fly my single-surface trainer instead. Another pilot where I fly has the same problem and has resorted to wire landings.

I have heard recently of a third possible solution involving handles which can be attached to the downtubes and give the short-armed pilot enough reach for a flare.

Do you know if anyone is selling these? If not, could you find information on how to make and use them? I'd also like to know if any problems have arisen from their use.

I have not seen this problem discussed in flying publications before, and it is little acknowledged, partly I suppose because it's uncommon. I think it needs to come out in the open, however, especially if we want to attract more women pilots who are more likely to have this problem. It's intensely discouraging when you "just can't get the feeling for flare timing," or "just can't seem to get the knack for landing a higher performance glider; maybe it's just a little too hard for you."

And if that doesn't stop you, you're bound to develop fears about approach and landing which will hinder your progress and make flying less fon.

Ultimately, of course, this is a matter of safety that affects a portion of our flying population, and it needs to be addressed.

A list of gliders suitable for shortarmed pilots would also be welcome.

Pat Ormsby Tokyo,Japan

Any advice from our readers? - Ed

KNOW-IT-ALL PILOTS Dear Editor, Doug Hildreth wants to know what to do with a know-it-all pilot. I suggest changing the rating nomenclature from Beginner, Novice, Intermediate, Advanced and Master to one that more nearly reflects the fact that anything can be waiting in invisible air. How about Beginner, Novice, Freshman, Apprentice and Student to reinforce the idea that surprises abound and learning never ends?

Words have power.

Dave Reel Oaston, VA

MARK SAWYER COMMENTS Dear Editor, I would like to comment on Mark Sawyer's concerns about potential political conflicts between USHGA's paragliding and hang gliding members. The more we work on our shared interests the less hang gliding I paragliding controversy there will be. We are pilots, we foot launch, we share an organization, clubs, sites and many other things which should unite us to pursue our common goal: free flight.

Communication seems to be the key.

The more time pilots of both types of craft spend together in flying or club activities the less controversy seems to arise. Interacting around common goals seems to smooth out the conflicts.

Performance in office should be the standard for elected officials, not the hardware that suspends them, and fair-mindedness is the measure of that performance.

The resolution of conflicts is often difficult, but if we keep in mind the objective - the most safe flying for the most people - we can't go too wrong.

As far as magazines are concerned, HANG GLIDING

Air Mail~ wouldn't it make sense to combine them?

I believe the British HG/PG club does that now. There would surely be a large savings in printing and mailing costs.

John Wilde Union City, CA

CORRECTION CORRECTION Dear Editor, Concerning Rob Richardson's corrections in his site report article, September '93 issue, page 18: There was no "falling out" between the Tennessee Tree Toppers and the Sequatchie Valley Soaring business. One of the partners in SVS decided that he did not want to handle TTT membership applications any longer. The situation has changed and TIT applications may now be obtained at SVS, LMFP and from TTT BOD members.

Bill Colvin Secretary, TTT Dunlap, TN

RC HANG GLIDER? Dear Editor, For years I've been not-so-patiently waiting for a decent remote control scale model hang glider ro come out on the market, but to no avail. I even attempted to build one myself, but lacked the design and aerodynamic knowledge to make it work.

Is there anyone out there who has done it?

Robert Combs Seattle, WA

TUMBLE-PROOF GLIDER COMMENTS Dear Editor, Pilot error produces tumbles and/or structural failures in modern tailless flying wing hang gliders. There's plenty of stability built into modern gliders for me. Plus, I would rather see four color pages of cool hang gliding than read Bob Ormiston's JANUARY 1994

attempt to point the finger at the HGMA as the cause of incidents obviously involving gross pilot input blow-its.

In all my days of being a crazed aerobatic champion it never occurred to me that when I blow it and tumble my glider that it was due to poor design. Top speeds of 100+ mph and speed retention enabling me to fly positive in loops 150 feet in diameter, never struck me as a deficit in glider stability requiring more than the 20 or so years of attention already paid to the subject by experienced hang glider manufacturers and designers.

Ifl'm ignorant of some incident(s) in which a pilot was flying in reasonable conditions and providing the appropriate pilot input, and the glider just tumbled and broke, please just tell me to shut up.

In all the tumble incidents I know of, "pilot-induced tumble" describes what happened.

For example, at Dinosaur a pilot flew into a gust front and tumbled; at Telluride a pilot stopped nose up 120°, tail-slid and tumbled; in the Owens a pilot flew in extreme thermals and rotor turbulence and tumbled. In my own home town a pilot hadn't flown in six years and on a day with 1,500 fpm lift he flew all pushed out, got pitched over, let go of the basecube and tumbled.

I'm all for gliders that won't hurt pilots, but on this planet there's a wild and scary world of micrometeorological conditions that can cause F- l 6's and airliners to crash, let alone a 75-pound, bug-winged hang human glider.

Modern hang gliders are so stable and forgiving that pilots are flying them consistently and successfully in conditions that a lot of regular airplane pilots avoid.

We fly in 2,500 fpm lift, dive at 100 mph, and run competition tasks around gust fronts and thunderheads, all without gliders tumbling. Just because we can, doesn't mean everybody should or will be able to deal with that kind of risk individually.

Remember, God may have created us equal but some people have a hard time operating crayons.

Mitch McAleer Ex Five-Time Aerobatic Champion Currently Regular Guy Lake Elsinore, CA

Recognized by HG experts as a "high quality canopy," the best performance of BRS's new HD275 may be its superb low price.

(Also available in the HD360 size; numbers represent max weight).

• • • Call BRS, or • • • See your local dealer, and start 1994 with a great deal on an essential safety item.

HD275 and HD360 are non·PDA conical canopies built to exceptionally high stan, dards. Engineered and each hand inspected by BRS.

. .. ~·

,,

.. ~

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

7

Ir has come to the attention of Fmerprise Wings that on some of the ear· ly model Desire 1 1's there is a problem with the nut which holds on the rear fly· wires. In some cases, 1he side··to-side motion of the tang has caused rhis nm to loosen over time, the possihiliry of the rear wires coming unbolted.

Although this is only a problem with some of the earlier models, all Desire 151 's should be inspected: Remove the white plasdc nut protector and look m see 1hat the threads of the quick connect bolt extend beyond the nyloc nut. Any nut/bolt combinations found to have loosened should be replaced. Contact your dealer or Nelson Howe, Enterprise Wings factory represcnrative, PO. Box Franconia, NII 0?,580 (603) 823·8195.

It's that time again. USF[GA is solicit· ing authors and advertisers for Hrmg Gliding mag,1zine's third New Pilot Edition. Please make room in your 1994 budget for your display advertising in this very successful Special Edition series.

The special publication, aimed at the new pilot, has been a successful, ongoing project since its inception in 1990, and work has begun on the third edifion.

Don't miss this window to advertise to the new up.. and-coming pilots of the future!

Please call or write Jeff Elgart at US H · GA I Tcadquartcrs (719) 632-8300, fax 9) 632 .. 8/i 17, l'.0. Box 8300, Colorado Springs, CO 80933 .. 8300, for further details.

Anyone interested in contributing arti· des, photos or illuslntions to the New Pilot Edition may do so by contacting cdi tor Gil Dodgen at (714) 994·3050. Please don't be shy abour this request, we need your input!

Wills Wing has released the RamAir

146. According to the manufacturer the new smaller RamAir is easier to fly than the RamAir I (as is the 145 HP AT when compared to the 158 HP AT). It has a more progressive pitch feel and a faster roll rate. With its smaller size and somewhat tamer flying characteristics, the glider will be accessible to a broader spec· trum of the pilot population than the RamAir 1 For more informarion and a demo flight cont;ict a Wills \Xling dealer.

Span Arca A/R Glider Weight (depending on options) Control Bar Pilot Weight Range Optimum Weight Range VNE (never exceed) Va (maneuvering speed)

33 fr.

1li6 sq. fr.

7.5 70-72 lbs.

AT65 140-250 lbs.

160-200 lbs.

60 mph 52 mph

The Blade

The Blade is the latest high pcrfor. mance hang glider from AirBome Windsports of Australia, and is the culmi· nation of detailed research and develop·· mem of flexible wing airfoils.

The Blade utilizes Defined Flex Technology which has been developed by AirBorne to control leading edge flex dur ing varying in.flight loads. The new composite rear leading edge is tapered and is designed to vent gust loads in turbulence, while maintaining stiffness in the lateral direction.

The front leading edge is constructed from 57 mm aluminium and the rear leading edge tapers from mm to 30 mm at the tip. The result is a very tight sail through the center and mid.span region and controlled flexibility at the 1ips_ The rear leading edge is constructed from mm semi unidirectional woven fiberglass fabric in a thermosetting pheno· lie resin matrix. It has excellent impan resisrance, and vehicle and static load tests verify that the leading edge is extremely strong.

Other features of the Blade arc a raised pilot suspension point and an internally compensated luff line system incorporm· ing a 2: 1 mechanical reduction. "fhe raised suspension point has been designed in conjunction with a new airfoil to increase roll rate and reduce pitch pressure at higher speeds. The suspension system incorporates the backup loop as one unit, enabling maximum strength with mini mum drag.

The new luff.line compensation sys· tern allows the luff lines to be adjusted more precisely for varying trailing edge twist during variahlc geometry operation.

The compensator system is permanently attached, and the reduction system is mounted inside the kingpost. Fasy setup and tight fore and aft rigging arc also a feature of the new system.

Tbe Blade maintains all the quick setup fr:atures which have become a trade .. mark of AirBorne hang gliders. It can, as with all AirBornc gliders, be assembled flat or on the control fo1me.

AirBornc also claims a unique quality assurance program, which, according to the company, ensures that every glider is built in accordance with rhc standards with which it was designed.

The Blade 153 and 141 arc U.S. HGMA certified.

HJ\NC CLIDINC

AirBorne Windsports also announces their new Sting, an advanced recreational glider. The idea behind the development of the was simple: the glider had to be quick to set up, fon to fly and it had to look good.

The Sting was designed as an all-round glider for the pilot who enjoys a combination of coastal and in land flying.

According to the company, launch and landing is easy as a result of the glider's excellent statie balance, and even "scratch .. is made easy with the light handling and small turning The nirfoil wns designed to pro· duce a stall with positive feedback to the pilot, as well as stability and a strong tendency to return to trim, in order to the pilot a feeling of security even in rough turbulence.

The Sting has the minimum number of battens required to maintain solid air .. foil definition, and this, coupled with quick clips, pip pins and its general airframe geometry, offc:r extremely fast setup.

The Sting, like the Blade, has a 1 rcduc· tion pull .. back system, making the setup cffrmless and hassle free. The glider may he set up on tbc control bar or laid flat, thereby accommodating personal prefr:r encc or site characteristics and restrictions.

The manufacturer also boasts of bright silver tubing ,md high-quality finish and fittings.

For more information 011 the Blade or contact: Airborne WindSpons, Unit 12/30, Kalaroo Road, Redhead, NSW 2290 Australia, tel. 6 J ,49 .. 499 .. J 99, fax 6] ..,+·,,---,·,

]i\NUi\RY 1994

In an effrm to better serve their cus .. tomers Air Sports lnternational has divided into two separate companies.

Air Spon:s International will continue to produce the same high quality Dream and Vector sails, while Air Sports Unlimited has acquired the manufactur· ing rights to build the Dream, Vector and Dream · fr·ike wings, frames, parts and finished products.

Air Sports Unlimited is under difforent ownership, and bas a new attitude concerning customer service. They've moved to a newly equipped facility in Chula Vista which is closer 10 their tcs1 site, which will facilitate test flying and reduce shipping time. 'fhc company is now better organized, with a new phone system to allow them to communicate more directly with their valued custorners. ln addition, they arc ro ship all in-stock parts within 48 hours. The company is optimistic about 1994, with their new trike wings already being flown.

Air Sports Unlimited is soliciting any ideas or information that will assist them in their reorganization efforts and anemp1 to understand the 11ceds and desires of their dealers and customers.

The company appreciates your patience and coo pc rat ion during this tran .. sition period. Contact: Air Sports Unlirnited, I 021 Bay Blvd. Suite S, Chula Vista, CA 91911 (619)

The United States I-fang Gliding VTSA card program was introduced to USHGA members in J C)<)O. MBNA America has solicited US! IGA members periodically cards and telephone calls, and with they bear the costs of all USIIGA mem .. bcrship solicitations. USHGA members have welcomed the opportunity to join the USHGA VISA card program, and during the most recent quarterly period card memberships iucreased by 29% over the prior quarter's total, and now number more rhan 800. Our members' nsc of

their VISA cards earns a royalty for the USITGA with each member application, card renewal, or member VISA transaction purchase.

During 1993, USHGA earned $7,000 in royalty fees through member participa.. tion and VISA cud use! Yi:rn too can proudly show your interest in hang gliding by carrying your Association's card.

There arc numerous VfSA programs/bcn .. efos available to you as card member.

Support the USHGA and apply now for a VISA Gold or Preferred Card and both you and the LJSHGA will share in your VISA card program benefits!

Kessler Financial Services h,is recently purchased MBNA America. They will continue to offer financial services to MBNA America's former association busi .. ncss clients.

The USHGA merchandise depart· ment is pleased to announce the arrival of our new poster, "Acrobatics." 'fhis is a frdkolor x 3 I" poster featuring a keel shot of John Heiney doing what he docs bes1 looping! Available now d1rough USHGA headquarters for just $6.95 (+$:3.50 S/H).

We still have plenty of our "Eric Raymond" posters in stock (doing oxygen while soaring high over the Sierra Nevada range) fc)r just $5.9'5. *POSTER SPE-

9

(]AL: order both i<x just $10 (+$4 S/1 l)! Fill that void on your wall,

your friends and family and sup· port UST !GA to boot. Send to USlfGA Poster Offer, l~O. Box 8300, Color::ido Springs, CO 80933. (*OHi::r good in the USA ::ind Canada only. Sorry, bur due to high shipping costs ,iml qucsrionahlc delivery systcrns, posters arc NOT AVAILABLE on international orders.)

Tl1e first major competition of the Australian season has been won by Geoff l\1lloch flying an Xtralitc 147. The Cammgra Classic and combined Australian Wornen's Open was held in Q11ccnsland and sported seven pilots from the rop 10 on the Australian National Ladder. There were four rounds completed, with one having been c;rncelled as a result of a thunderstorm which caught a dozen pilots out, and in some heavy cloud suck. Steve Blcnkinsop w;is lucky and threw his chute to survive.

Gcoff Ti.dloch also had a lucky escape when he made a forced landing on top of a mountain, which it took him two hours to walk down. 'foni Noud took flrst place in tbe Australian Worncn's Open, demonstrat· that she's back in fcirm after some mon rhs off

Rigging Time 'l <)tal Empty Weight Max. 'fokeoff Weight Arca Ratio No. Scats Climb Rate (max. weight) Climh Rate (pilot only) Cruise Speed VNF

30 min.

407 lbs.

880 lbs, l 69 sq. fi:. (),8:]

770 f1)m ] ,5()() fiHn 50 Im. I Im.

Capable of short field operation, 4/c dual ignition, statc--of-thc-·art wing design, three-blade adjustable prop, sixinch alloy wheels and wheel spats, rear suspension, cruise throttle, front wheel brake, adjustable steering upholstered scats, matching side fiberglass cockpit with altimeter, airspeed indicator and engine hour meter.

A portable ladder, originally developed for lire purposes, is being used in Europe hang glider pilots who in areas where tree landings arc common. The ladder is 20 meters long, weighs 4.8 lbs. and comes in a plastic box which can be equipped with ;1 sn;ip hook. The Cerman I lang Gliding Associ;irion recon1rnemls that clubs which manage h:mg gliding sites be equipped with these ladders.

The price is 289 DM ($1 180 Contact: Ventz GmbH in Munich, ( tel (O) 89/2 60 82 00, fox (0) 89/2 60 88 The AirBorne ]!,dgc aerotug uses the latest in two,seater flcx,wing technology.

The Australian AirBorne team spent three yc;irs certifying the design and test· the structure of the aircrafr ro 6.1 G's positive and 3 C's negative, and it went through grueling flight testing during its

I0

development. Two Australians flew the craft around Australia last year, and last J:ebruary at the America Cup Competition in T\unut three Edges aero-· towed hang gliders into the air in a very short time. This was one of the most· successful tow meets to date.

The Edge can be packed up and on the trailer in 30 minmes, and was designed for harsh Australian conditions.

Currently an Edge is based in the Owens Valley at the Bishop Airport.

Contact: AirEscapc Windsports, Scott and Terri Johnson, P.O. Box Mammoth Lakes, CA 93'546 (619) 2021 (days), (619)

Following more th;m a year of negotiation and planning, two ultralight builders announced ,l joint venture. The two companies will complete the of US Aviation's ultralight mororglider, the ( :urnulus.

HAN(; Clll)IN(;

In a deal valued in cash and stock, lcnncssee Engineering ancl Manufacturing ('T'EAM) will rake an ownership share of US Aviation. The St. Paul, Minnesota--based company acquired the design rights, tooling, and inventory to the Cloud Dancer in l 990.

In 1992, the company announced it would stop manufacturing rhc Cloud Dancer so that i1 could prepare its sccond-gencra1ion ultralight motorglider, the Cumulus. The company says it was too small to continue building the older Cloud Dancer while doing R&D for the new soarable aircraft.

"We recognize this gives US Aviation some excellent design and engineering help," US Aviation President, Dan Johnson. "We're pleased to gain TEAM's in bringing this new high-performance model to the market."

While TEAM continues with several new design projects of their own, the

company will begin preliminary mechanical engineering of the Cumulus. First, they'll incorporate aspects of the new design already completed by US

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Aviation, such as the steel cockpit structure and brand-new fiberglass enclosure.

TEAM will also perforrn a detailed struc· rural analysis. After the design is well along, the 'lennessee company will pm· pare all manufacturing documentation, create an assembly manual, and establish a kit procedure for selling to customers.

Some 22 Cloud Dancers were sold up until the end of 1992 when US Aviation stopped production to work on the Cumulus. The company expects much stronger interest in its Cumulus as it will boast a sharp gain in soaring performance (from 15: l to 20: 1 glide) and as it will offer more conventional han-· dling (ailerons and a cruciform tail will replace spoilcrons and a V·tail).

Contact: US Aviation, 265 Echo Ln., South SL. Paul, MN 55075 fax (612) li50-0930, or TEAM, 10790-I-I Ivy Bluff Rd., Bradyville, TN T7026

(615) 765-5397.

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JANUARY '1994

J!I Calendar of Events Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets.

Jan. 29-Feb. 6: Lawrence Hargrave

Jan. 8-16: 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 06852-3481.

Feb. 24-27: Towing Clinic. Learn more than you thought you could know about platform towing. Feb. 28March 3: Tandem Clinic. Those who qualify may achieve both the FL and PL tandem ratings. Pacific Airwavesponsored clinics with G.W. Meadows. Gliders furnished by Pacific Airwave for both clinics held in Salinas, CA. For prices and more info contact: Pacific Ai1wave (408) 422-2299.

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. 20-23: Basic and Advanced ICP. Earn 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 Intermediatethrough Advanced-rated pilots welcome. Tow ratings not necessary.

Contact: James Tindle, Miami Hang Gliding, 2640 S. Bay Shore Dr., Coconut Grove, FL 33133 (305) 285-8978.

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.

12

International Hang Gliding Competition, Stanwell Park, Australia.

Fun meet. Entry $150 Aus. includes two days of aerotowing. $5,000 prize money. Contact: Kieran Tapsell, tel.

2-521-6000 (work), 42-94-2645 (home), fax 2-521-4168.

March 4-6: Fly + Fun Induga, Augsburg, Germany. Hang gliding and paragliding fair. Eighty exhibitors, other outdoor activities. Attracted 13,000 participants in '93. Contact: AFAGAusstellungsgesellschaft, Am Messezentrum 5, D - 86159 Augsburg, tel 0821-25769-66, fax 0821-25769-65.

March 5-13: Sault Ste. Marie Hang

Gliding Club's 4th Annual Warm Up The Ice Fly-In, Lake Superior at Haviland Bay, Ontario, Canada.

Towing event. Contact: Eugene Bumbacco (705) 942-4867, Mario Roussel (705) 946-3074, or Dwight Donaghue (705) 942-6247.

March 11-13: Basic Instructor Certification. March 14-15: Advanced Instructor Certification. March 19-20: Tandem Clinic. June 17-19: Region II Wild West Regionals. Contact: Ray Leonard, Adventure Sports, 3650 Research W'ly, Carson City, NV 89706 (702) 883-7070.

March 12-15: Towing Clinic. March 1720: Tandem Clinic. Kitty Hawk Kites-sponsored instructional clinics with G.W. Meadows held in Kitty Hawk, NC. Contact: Bruce 1-800334-4777.

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

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.

June 5-12: Sandia Classic, Albuquerque, New Mexico. Fourth annual 450 WTSS-point meet at Sandia Peak the premier meet of the season! Price includes: entry fee, top-quality X-C tasks, glider and pilot transportation to launch, turnpoint film and processing, computerized scoring, fulltime paid staff, free oxygen refills, gift certificates from local businesses, convenient meet headquarters at Spectators Sports Grill, awards barbecue, T-shirt and more! Sixty-pilot maximum field, 30 spots reserved for USHGA-ranked pilots. First-time entrants must have: USHGA Advanced rating, all Special Skills, 100+ hours mountain thermal experience. Early registration $275 if postmarked before May l, $375 after.

Refundable until April 30. Contact: Mike Gregg, 12117 St. Mary's Dr., Albuquerque, NM 87111 (505) 2755978 or Mark Macho (505) 2982922.

HANG GLIDING

11 Accident Reports

by USHGA Accident Review Chairman Doug Hildreth Pilot: Age: Rating: Experience: Glider: Date: Location: Injuries:

Charles DRAGO

35 Intermediate Two years Wills Wing Sport 180

9/5/93 -

10/9/93

Willard Mt., Easton, NY Head, arm - FATAL

Event: Intermediate pilot was concerned at launch about his abilities to stay up in light conditions. He appeared determined to stay up with the other pilots. He had a good launch, then began scratching ve1y close to the trees but continued to slowly descend. He kept working the hill until he was too low to make the primary LZ. He headed out toward the secondary LZ, overflying a couple of alternative bail-out fields, including one he had used a year ago when he had left the hill too low.

It appeared to those at launch that he would be landing in the trees just before reaching the secondary LZ. The pilot apparently thought he could make it, but hit his left wing tip on a tree at the edge of the landing field. He spun 180 degrees, and fell to the ground nose first from 50 feet.

He was taken to the hospital promptly, but remained in a deep coma and life support was removed several weeks later.

Comment: This appears to be another one of those circumstances in which we want to be able to do something (soar in light conditions) so badly; that we continue making bad decisions in an increasing state of desperation to try to make our wish come true. As we get deeper and deeper into trouble, we seem to choose options that are also at the edge of our reach, rather than saying, "Okay, I've screwed this up, I'd better make a very safe, very conservative, very do-able decision to get myself out of trouble."

Chuck scratched too low when no lift was there. He waited too long before heading out. He overflew acceptable bailout LZs and tried co extend his glide to an "I hope I can reach it" field. The margin 14

of error was coo small.

A significant number of pilots have been hurt or killed when they hit the last tree, right at the edge of the landing field.

They "almost made it," but didn't. Tree landings are generally quite safe but ve1y embarrassing, and it's a big hassle getting the glider down. But the dangers of clipping the final tree and falling into the open LZ are very great, as exemplified in this case.

From time to time I receive accident reports which include the comment: "If you choose co use this in the magazine, please do not mention the pilot's name (or the fact that I turned him in)." Mostly I ignore these, but from time to time I repeat a reminder about how this system works.

THE ONLY WAY YOU CAN GET YOUR NAME IN THE ACCIDENT COLUMN OF THE MAGAZINE IS IF YOU ARE DEAD. We do report the names of all pilots involved in fatal accidents, but we never include names in other reports - NEVER. Look at your old magazines and tty to find one. In fact, the details in a report are important only as a teaching tool, to help you remember specific mistakes. We try to emphasize the lessons of the accident, not the personal details.

Some pilots feel that if their accident report appears in the magazine, even if anonymous, "everyone" will know who it is. Our position is that the only people who will recognize you as the pilot are those who already know all about your accident. People who don't know about your accident certainly won't be able to recognize you from the report.

I have been very impressed over the years by the fact that the vast majority of pilots want to share their bad experiences in the hope and sincere belief that by doing so they will help other pilots avoid similar mistal<:es. In my experience, most pilots want to help their brothers, and

accident reporting is only one way in which they do it, but a very effective way.

My deepest appreciation goes out to every single pilot who, despite feelings of embarrassment, foolishness, humiliation, etc., has still had the courage and altruism to fill out and mail in that accident report.

So please remember that no names ever appear in the magazine. Remember that not writing down the pilot's name or the reporter's name is perfectly acceptable to me. But also please understand that we can only improve the safety of our sport if we know about all the accidents that are happening. Please don't ever withhold a report because of worries about anonymity. It's automatic.

Event: A novice pilot, who had been doing very well, was extremely anxious to fly. This eagerness overrode the obvious dangers presented by a good downslope breeze. The steep launch allowed him to get of£ but he was sinking rapidly, was bounced about by the rotor, mushed over some trees, and crashed to the ground.

Fortunately there were no injuries.

Comments: Most of us can remember doing foolish things in those early days of our flying, when we wanted to fly so badly that we lost our reasoning ability. But these days we just can't allow up-andcoming pilots to be as foolish as we were.

It is our responsibility to protect them from their own enthusiasm, and keep them alive to fly another day.

Event: Crash on launch.

Event: Dragged a wing tip on launch, spun into the hill.

Event: Nose high, one wing low. Spun into the hill.

Event: Poor run, mushed into bushes at the end of launch.

Event: Launched and immediately turned. The glider kept turning and crashed back into the hill.

Comment: Wings level. Eyes ahead. Nose down. Walk, jog, run. Keep nose down.

HANG GLIDING

nt Lift oil Pull in for speed. Ply straight away. 'l'hcn harness, instruments, turn, etc.

Event: Failure to hook in.

I have received three more "reports" of failure to hook in. Fortunately there were no pilot injuries. In none of the three did

Jct another j>ilotless glider. Sigh.

by Dujfl(ing here T was, thought 1 was about: to see someone else die.

On a beautifril, very hot, sunny day at the Elsinore, California flying site, l witnessed Dave attempting to launch. lt was September 1993 about the middle of the day. I was sitting on a boulder watching pilots do running launches. Prom behind me J heard running footsteps on the other launch. When J turned to watch, I saw Dave running hard and fast.

At the moment the glider lifted into the air I knew something was very wrong; the glider was way out in front of him. T'be glider lifred him about five feet into the air and then he realized that he badfr1rgot-

ten to hoof, in!

JANUARY 1994

rhc pilot send in anything. Their "friends" were sheepish about reporting them.

Before EVERY launch: hang check, walk through, announce "Hooked in! Clear."

See sidebar articles on this disturbingly J>erpet1Htl problem. ---Ed

After a few short seconds Dave let go of the glider. His body was in a prone position flying down the face of the ridge at a speed of about 20+ mph. He was very lucky that day because he hit some very thick bushes which helped to break his fall. By the way, the bushes he hit were surrounded by big boulders. Had he hit them he probably wouldn't still be with us.

Lots of people ran down the slope to help Dave. Thank God he was only shaken up and dazed for a little while.

After he let go of the glider it flew straight and level for a while, then turned to the right and flew back into the ridge at high speed where it crashed. I happened to have a camera at my side, and was able to take the enclosed photo of the pilodcss glider turning to the right.

I've been flying hang gliders now for almost 20 years and have heard about pilots not hooking in, bui- had never witnessed the real McCoy; I hope I never see another one.

As fr)r Dave, I'm sure he has learned a very good lesson about thorough preflights. It's hard to believe that in 1993 pilots arc still forgetting to hook in.

Dujf'King is an Advanced-rated pilot; Ohserver and President ofthe Hf!waiirm Hrmg Gliding AJ:wcirttion. -----Ed.

king Off Unhooked A New

rspective

by Dennis Pagen orgetting to hook in before taking off has been a serious problem since the beginning of our sport. To solve this problem we popularized pre-launch hang ched:s. After losing a couple of friends in the early years to the failure-to-· hook-in syndrome, l realized that such a mistake seems ro be related to a quirk of human nature. Having a quirky nature myself, l further realized that I am not immune to such a mistake. So I resolved to avoid distraction, excess haste and excitement at launch and to always perform a hang check. For the past season I also added what Pat Denevan calls the hook-in checle which consists oflifring the glider until the tug of the harness is felt and saying "booked in" out loud.

On September 28, 1993 at 9: 10 AM I performed a hang check and took off unhooked, after 19 years of not even com-· ing close. Here I will tell you how it happened, why I think it can happen to anyone, and my best guess at a cure.

I pried myself out of bed at 6:00 AM for the Morningside glide ratio contest.

Along with the rest of the pilots T took seven sled rides, then the morning winds set in. A friend, Rami Hyari, and f returned to the top to practice for a spot landing contest later in the day. I positioned behind Rami, hooked in and performed my hang check. I le launched and I picked up my glider to move to the edge of' rhe hill. I noticed my right plastic tip had become dislodged and was about to fall off l didn't want to lose it in flight so I unhooked to go fix it. As is my careful policy, T held my carabiner in my hand so l wouldn't forget to hook in. At the tip I needed two hands, so 1 booked the biner

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Accident Reports to my harness and attached the plastic fairing. As I walked back to my control bar I noticed Rami was still in the air, so I quickly got under the glider and carried it forward in order to see his progress. I didn't intend to take off but I was still holding the glider and watching his setup.

He landed off to the side of the spot, and since training was going on at the time in the same general area I thought, "IfI cake off right now I have a clear shot at the spot since the students are resting."

Without hesitation I began my run with a couple of slow strides. I immediately entered the airflow which was about 10 mph and the glider lifted. I lowered the pitch and accelerated my run. At top speed I let the glider lift and then let go when I detected the problem. I tumbled down the hill and torqued my foot, which left me gimpy for a week. My glider went on to fly nicely and land perfectly gently in the middle of a pond. Had this been a cliff, I might not be here to write about it.

First, let me note that I see why such launches progress to the bitter end. I could have easily stopped myself and the glider on my first two slow steps.

However, when my nose met the flow it lifted and my automatic pilot said pull it down. From that moment onward I was committing a full-blown charging run.

The point is this: Launching unhookedfeels exactly like a situation in which the nose is gusted upwards. In most cases a pilot will react in such a situation with nose-down control, thereby preventing early detection of the problem.

But the real mistake was made before I began running. Obviously a break in my routine (fixing the tip), a distraction (watching Rami), haste (trying to launch before the students) and possibly fatigue (six hours of sleep and seven previous flights) all contributed to my failure to hook in.

After the incident I had a vivid memory of the whole affair and tried to figure out what went wrong. I came to a startling conclusion which is the main reason for writing this piece. Despite carefully developing good pre-launch habits, I erred because distractions that cause us to forget to hook in are equally as likely to cause us to JANUARY 1994

forget to pe1f01m our safety checks. Think about that. It is now my belief that hang and hook-in checks, while important, are not by themselves a foolproof cure for failure to hook in accidents. Something more is needed.

SOLUTIONS I have explored several solutions. An obvious one is the use of electronic hook-in alert devices. In airplanes such devices as stall and low-fuel warnings have proven effective. I have no doubt that hook-in buzzers will work, but their complexity, weight and fiddle quotient lead me to believe that a large number of pilots will not use chem unless required to do so. I inquired further.

A very good policy that the Australians first popularized is hooking the harness into the glider first, then crawling into the harness. This system works and is recommended for many pilots. However, there are some caveats: First, I know a couple of sites where the pilot should not be hooked in to the glider as it is wrestled to launch because of uneven launch and tricky conditions. It is not necessarily safe to climb into the harness at the launch point in these cases. This is especially true when a full wire crew isn't available. It should be noted chat when you are self-launching you are more vulnerable when hooked in during the ground handling stage.

In my personal situation, I attend competitions frequently and prefer to be fully harnessed long before launch so that all I have to do is hook in and go. This avoids a quick struggle with my harness and lets me preflight the connections at leisure. It would not be safe to use one method in competition and another for recreational flying. Any break in our routine can lead to errors. So hooking the harness to the glider first does not appeal to me, but it is a good system. However, be aware that if you use this system, then for some reason put your harness on first or unhook to look at conditions, you are more likely to forget to hook in since yot1 have initiated a different procedure.

Finally, I came to address my personal situation by reaffirming my good habits

f4l

and adding a wrinkle. I maintain low anxiety at launch, set up and get ready to fly efficiently but without undue haste, try to hook in before I move my glider, perform a hang check (lying down or walking forward), and perform a hook-in check just before I begin my run.

But the difference between now and before is post-hypnotic suggestion.

Hypnosis is a powerful method for enabling the subconscious mind to control our overt behavior. My method is to prevent my body from talcing a step at launch unless I first perform a hook-in check, affirming that my harness is attached to my glider.

I have used hypnotism in the past effectively and am convinced this method will work. For those readers unfamiliar with hypnotism, let us note chat not everyone is susceptible to the process, but for those who are, it can produce some surprising effects. If you do not have a handy hypnotist, you can still use the concept by finding a quiet, relaxing spot, sitting comfortably and imagining yourself floating in the clouds. As you pass each cloud breathe deeply and let yourself relax more. When you have reached the point of total relaxation, imagine that you are standing at takeoff with your glider in position. Tell yourself you cannot take a step without hoisting the glider and feeling the harness tug. Once you imagine this tug, proceed with your imaginary launch. Repeat this procedure about 10 times in this relaxation session and experience several sessions in a one- to two-week period. With such a practice you will have added a policy of hook-in insurance.

It is my sincere hope that my experience and thoughts relating to the hook.less launch phenomenon will help prevent it from befalling others. I am compelled to say that the more we feel "it won't happen to us," the more we are vulnerable to its occurrence. Furthermore, I believe that hook-in checks should be added to our hang check routines and both of these practices are only 100% effective if we add the mental training that prevents their being forgotten. Finally, I wish to thank Pete Lehmann and G.W Meadows for the HOOK-IN T-shirt. I'll attach it to my front wires.

17

I] USHGA Reports USHGA Membership Dues Increase

by Bill Bryden Treasurer, Director - Region VII s the new Treasurer for the USHGA it is my duty to apprise you of some financial information and decisions made atthe recent Board of Directors meeting in New Hampshire.

As many of you know, the USHGA went through some rough financial times a number of years ago. Numerous actions were taken to get the organization back on its feet financially, including aggressive improvements in operating the organization more like a business. I am pleased to report the success of these efforts and that in May the organization went back into the black. At present the organization's equity is about $21,000. In other words, our assets - the total of our bank accounts, inventory, money owed to us and prepaid expenses - are about $21,000 greater than our liabilities, the total of our bills and unearned revenue (the value of the unused portion of your memberships).

There were a couple of factors leading to this: expansion of our revenues and aggressively tracking and controlling expenditures. Membership dues account for about $427,000 of our forecasted 1993 revenues of$887,000. Yes, we are nearly a one-million-dollar business, and member dues represent less than half of our revenue. Merchandise sales bring in about $180,000 of sales and net about $65,000 which helps dramatically in covering the cost of administration for the organization. Magazine sales total about $190,000 and our little VISA card earns $7,000. (If you don't have one, please consider getting and using one.) Critics have suggested that the USHGA seems more interested in selling T-shirts than in servicing the membership. However, without the merchandise and VISA card programs your dues would have to be at least $8 per year higher to provide the same level of service, and no one would have a cool mountain glider shirt. The USHGA has

A

18

To put these increases in perspective just a bit, consider that the Consumer Price Index rose 10% during the last three years while dues were held constant. A 10% increase in full member dues would be $4.90 so a $5 increase is basically just keeping pace with inflation.

11

1

11

taken numerous actions to generate additional revenue and minimize increases in membership dues. Personally, I think the results are impressive and I like my T-shirt.

Unfortunately, our insurance claims have also grown extensively. Over the past three years our insurance company incurred expenses, paid claims, and has reserved funds for claims that average 92% of our insurance premiums to them.

In fact, one year their costs were 2.5 times the premium. As a result, our premiums have increased each of the last three years and are expected to continue to increase.

The USH GA is just operating in the black, and with expected increases in insurance premiums and the other operational costs we need to raise overall revenue. We are simply unable to expand ancillary revenue sources quickly and significantly enough to absorb this without a dues increase. The Board of Directors did not want to increase dues, but to prevent operating the organization at a loss next year and in future years there was no other choice.

The increases are as follows: Full membership dues were increased $5 to $54.00, family member dues $2.50 to $27.00, three-month dues $3 to $21.00, and onemonth temporary member dues $1 to $7.00. Dual paragliding-hang gliding dues will remain at $25 since they were raised to better match their costs last year.

The new rates are effective January l, 1994.

To put these increases in perspective just a bit, consider that the Consumer Price Index rose 10% during the last three years while dues were held constant. A 10% increase in full member dues would be $4.90, so a $5 increase is basically just keeping pace with inflation. My membership in the Aircraft Owners and Pilots Association (AOPA) costs $39 each year, and that does not include $1,000,000 liability insurance coverage, a pilot rating program, training programs for instructors, and their magazine has articles on airplanes, not hang gliding or paragliding.

Similarly, the dues for the Soaring Society of America are $45 and they don't provide insurance coverage; this is secured by members separately. U.S. Ultralight Association dues are $39.95, and again, this does not include insurance nor is their merchandise offering as expansive as ours.

Your USHGA dues are at work. The USHGA is working aggressively with the FAA over the next few months supporting the rewrite of FAR Part 103. If you haven't noticed, Hang Gliding magazine has grown an average of four pages in the last year and has had more color. New memberships are consistently being processed in three to five days. The USHGA is in the midst of releasing a new instructor training manual. And merchandise will be expanding into items oriented toward paragliding and continued pilot training.

The USHGA will continue to spend almost everything it takes in and will continue efforts to increase the value provided to the membership while containing overall costs. Unfortunately, insurance costs rise from member accidents and claims, and are something the USHGA administration has little control over; however, you can help this by being cautious ~ pilots. Let's be careful out there. ~ HANG GLIDING

USHGA Reports I)

1994U.S. Pilot Ranking

by Russ Locke

W

hile there were no new faces in the top 10 ranked pilots, there was considerable shuffling

1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20) 21) 22) 23) 24) 24) 26) 27) 28) 29) 30) 31) 31) 33) 34) 35) 36) 37) 38) 39)

JANUARY 1994

Koji, Brad Howe, Nelson Arai, Chris Tudor, Larry Lee, Jim Castle, Kari Peachy, Butch Barton, Tony Sharp, David Gibson, Mark Bennett, Mark Pagen, Dennis Space, Lionel Whitesell, Al Lehmann, Pete Szalai, Joe Braswell, Jerry Bostik, Joe Brown, Ken Volk, Glen Zeiser, Jim Adams, Randy Hasenfus, Ted Osterlund, Howard Neuman, Mike Seaburg, Dave Kaye, Erik Kleinfelter, Kevin Sturt, Tom Eberhardt, Mike Lamb, Keith Greynald, John Wojnowski, Greg Szarek, Jon Kennedy, Nick Baughman, Charles Mallett, Denny Burton, Richard Pagen, Claire

39) 41) 42) 43) 44) 45) 46) 47) 48) 49) 50) 51) 52) 53) 54) 55) 55) 55) 58) 59) 59) 59) 59) 63) 64) 65) 66) 67) 68) 69) 70) 71) 72) 73) 74) 75) 76) 77) 78)

among them. Strong performances last year by Brad Koji, Nelson Howe and Kari Castle moved them up from last year.

Brad is 1994's top-ranked pilot moving up from his fourth place ranking in '93.

Nelson moved from fifth spot to second and Kari, who last year became the first woman pilot in the top ten, won the Sandia Classic and moved into the sixth spot. These three will carry the most points over into 1995 and similar performances by them next year will assure their

Schaerli, Reta Kayes, Robert Arndt, Steve Little, Dave Gendron, Kevin Goodman, Bubba Bowen, Campbell Smith, Scott Sayer, Wayne Jacob, Rick Muscio, Ken Hill, Ted Whelchel, Nathan Schreck, Ken Gelfan, Russ Englehardt, Gary Smith, Bruce Yocum,Jim Ream, Brad Peralez, Tony Furrer, Vince Kramer, Barbara Straub, Davis Petey, Bob McFee, Bob Arai, Tim Hartke, Bill Streib, Tasche Berger, Ray Hempstead, Eric Anderson, Russ Sauer, Rich Williams, Rich Mulholland, Mark Grubbs, Mark Gilpartick, Jules James,Jon Rowan,Jim Fenner, John

places on the U.S. World Team which will be defending its world championship title at the World Meet in 1995.

At the most recent Board of Directors meeting we decided to expand the current list of 80 ranked pilots to include all those pilots who competed in one of the four top U.S. meets this past year (guaranteed 450-point meets). The pilot ranking for 1994 is as follows. (Anyone who wants to see the actual points calculation can ~ get a copy from the USHGA office.) ~

79) Moore, Samantha 80) LaPorte, Rich 80) Bowman, Sarah 80) Carson, Collette 80) Lande!, Kevin 84) Richardson, Bill 85) Tamulaitis, Gytis 86) Fox-Williams, Kathy 86) Mitchell, Charles 88) Charlebois, Gerry 89) Lella, Mike 90) Stebbins, George 90) Comeaux, Scott 90) Vachss, Fred 93) Av-Tai, Reuven 93) Karsten, Ralph 95) Hershkowitz, Jeff 96) Ryan,John 96) Carbonetti, Dave 98) Woodward, Craig 99) Palmer, Mark 99) Bassis, Andrew 99) Locke, Russ 99) Rogers, Frank 103) Fisher, Galen 104) McAward, John 104) Arrison, John 104) Gerson, Terry 104) Gall, Cindy 108) Bowman,Jim 108) Dively, Ron 110) Driver, Nikki 110) Laughrey, Jeff 110) Pereyra, Jose 113) Witwer, Mark 113) Patterson, Robert 113) Neff, Jacque 116) Fayerweather, David 117) Johnson, Gus

117) Rossignol, Jersey 119) Fronius, Floyd 120) Frampton, Ken 121) Kennedy, Pat 122) Simmers, Joe 122) Larsen, Tom 124) Porter, Jeff 124) Jones, Reggie 124) Sabastian, Don 127) Troili, Eric 127) Costanza, Larry 127) Crabb, Dave 130) Niemeyer, David 130) Taylor, Kendall 132) Haley, Mike 132) Standlee, Scott 132) Madden, Kevin 135) Moog, Gordon 136) Small, Renata 136) Mack, Rick 136) Glover, David 136) Fink, Mark 140) Hays, Pat 140) Donovan, 142) Howe, Robert 142) Koch, Doug 144) Degroff, Mike 144) Asher, James 144) Alexander, Jamie 147) Jester, Dan 148) Cavagnaro, Dennis 148) Brown, Russell 148) Eisaguirre, Lew 148) Kolynich, Jim 148) Chevalier, Mike 153) Cockleman, John 153) Stiriz,' Henry 153) Page, Pat 153) Huddle, Christy

19

Peter Burghardt (kneeling) explains hangglidingfimd£Zmentals to I'll/I Manager Hal Becher with the simulritor. Photo by Bill Bryden.

'

by Bill Bryden he Experimental Aircraft Association (EAA) Oshkosh Fly· In and Convention: the world's largest gathering of aircraft, and again hang gliding was part of it. The USBGA's participation in this annual event originat· ed from the cfh:irts of Rod Hauser several years ago. Even though Rod is no longer with us, his desire to champion hang glid-· ing and strengthen its place and pcrcep· tion in the aviation world continues, and it was to the memory of this vision that we dedicated our participation this year.

Oshkosh was a great success for the USBGA. We shared a booth again this year with the U.S. Ultralight Association (USUA) and the synergy yielded non-stop patronage. We typically had six to 15 visitors at most times, and they weren't asking wuffo questions either; they were generally folks honestly interested and knowledge· able about aviation. Merchandise sales were pretty good; over a thousand bucks worrh of T-shirts, hats, magazines and other items were sold.

The USHGA owns a wonderfol 30 x 30-Foot commercial tent that was set up in our display area two days before opening

20

day by Brad Kushner of Raven Sky Sports, Bruce Hawk of Hawk Airsports and members of the Hoofors Hang Gliding Club from the University of Wisconsin at Madison. Unfortunately, that evening 80 mph winds ripped

through the area and blew om tent over along with umnerous others. Several airplanes were destroyed and dozens dam·· aged. Fortunately, this didn't occur a fow days later or hundreds of aircraft would have been damaged, many from 1:he bl<iwn-ovcr display tents and flying debris.

Bruce Hawk worked his red tail off the next day, retrieving the rent and procuring pipe and materials to repair it. We got it back up early Thursday morning just in time lex the opening of the Convention.

A huge draw for our display was a hang gliding simulator which was con tin·· uously busy from the 9:00 AM opening to 7:00 or 8:00 PM when we'd finally chase people out so we could eat. Peter Burghardt flew in from Boston simply to assist, and he ran the simulator virtually non-stop. Peter gave hang gliding overviews and simulator rides to some rather interesting folks including a Colonel from the Russian Air Force.

T'he flying activity at Oshkosh was a bit disappointing. John Heiney, Rich Sacher and I conducted several morning tows on the main runway but weather or air traffic shut us down most days. l also managed a couple of flights one afternoon in the ultralight area but was blown out by high winds every other day.

Another benefit of our presence at Oshkosh was meeting key aviation folks and officials. Hal Becker and Joe White

Bill Bryden on tow climbing above Oshlcosh '.I· main runway. Photo hy the author.

HANC GLIDINCi

771e hardeore crew on next··to-last to right: Bill Bryden, Peter Burghardt, Bruce Hawk, Beth Ann Miller.

Scott Le.met, John Rod Hr,usei:

An·sn::1ce Rules Division in Washington our booth for a while.

Hal, who authored portions of Part 103 was interested in tried tbe simulator and even interest in a tandem flight. I also met: for an hour with Bob Henrich of the FA/\s Southern Division based in Atlanta. Bob is in of the Southern Division's l'rr,m·c,n, which conducts publishes bulletins establishing these cmmcctl<ms with the .FAA would have been much more difficult outside of

JANUARY 1994

this and relaxed environment, and reinforces the value of our participation at this event.

Mal Gross and Art Greenfield from the NAA stopped by and introduced their new Executive Director, Wally Miller.

Wally also an interest in our rcc1m:ste:cl to hang in the simulator numerous questions. It was iJH.:"""g to see the NAA express this kind ... ,.............. " in our at Oshkosh. officials from the Sun Several of the 'n' Fun convention were there and plans are in the works to increase our

participation at this event next April. 'rl1e end result of this event was some excellent PR for hang which couldn't have oc,:unrcct tic assistance of some truly dedicated folks. Bruce Hawk deserves special recog· nition for coming all the way from Tennessee and donating 1wo wbole weeks of his life to this cause. Peter Burghardt was great; he spent a week of his vacation to work non-stop al the simulator and flew out on his nickel just to help. I ap1we,c1a1:e all the help from Scott Lcsnet at USHGA headquarters for their assistance in helping me coordinate this event on short notice. A special thank you to Beth Ann Miller who really helped the whole week if only we all could be so blessed to have a significant other who was as supportive and tolerant of rny choice for a vacation. I thank Brad Kushner and the ffoofors for the tent up (the first time) and Ian Chris Hebb, Bill Ellison, Rich Sacher, John Heiney, Pat Page and a fow others I probably forgot for their assistance.

And our thanks and thoughts go to Karen l·fauser who, in spite of her recent loss, helped reconstruct Rod's Oshkosh plans and insisted that this event continue. Rod, you would have been proud my friend; the gang did a great job for you.

21

'

I

II r

andphotos by Gerb Felcher any of us card-carrying members of "high" society view competition as a good way to spend severa I paycbecks on a week-long lesson in humiliation. fn fiict, for many the sheer joy of frolicking in the air is enough stimulus to keep the juices flowing. However, if you're getting bored with punching the time clock at launch, riding the elevator to the top of the stack and bobbing up and down in light lift, perhaps it's time to extend your horizons.

Let us introduce you to a gentle, fun competition that's geared to the proposition that cooperation in the air is the best way to discover new experiences. In fact, in this competition your sky-buddies help you along, and the less experienced you are the

22

better you can score. We are speaking of the annual Sequatchie Valley Team Challenge that took place this past October near Chattanooga, Tennessee.

Here's the idea: Gather a bunch of pilots of all experience levels, provide a handicap system so better pilots have to try harder, form np in teams and go for the gold. Well, we didn't exactly go frir gold, but big green bills with Ben Franklin's portrait. That's a cool $ I 00 for those readers who have never seen so much money. There was a Franklin portrait awarded to each team member,

sornething you'll rarely encounter at any other meet in this country.

T'his year the handicap was adjusted to make all pilots competitive. Top pilots (A pilots) who were in the top 40 national ranking or who had finished in the top 10 of the East Coast Championships were worth 100 points if they completed goal.

Next were B pilots who were worth 125 points if they made goal. Finally, the C pilots who had limited X-C experience and no competition experience were worth 150 points.

The teams were made up of five rncmbcrs with the top three for each day scoring.

Scores were based on how much a pilot was worth if he or she made goal, or a portion of this value if the pilot only went part of the HANC GIIDINC

Gliders lined up in team groups. Mark Dunn ofthe North prepares to prohe the conditions.

way to goal. For example, a C pilot who achieved 3/4 of the distance to goal would receive 100 points. Notice that this amount is tbe same that an A pilot would receive for making it all the way to goal.

Because of this scoring method it was very important for each team to get its C pilots to goal or as far along as possible.

Grear effort was spent: in team meetings devising strategics to effect this very thing.

Many teams were seen to sandwich tbeir C pilots in between A's or B's to escort the C's to goal in formation.

The very nature of the team concept and the scoring system makes this an ideal meet for less experienced pilots. 'rhe conditions and tasks arc geared ro new competition pilots as well.

The Sequatchie Valley is a five- to eightmile-widc trench about 60 miles long and I, 500 feet deep just northwest of Chattanooga. There are very forgiving launches on both sides so almost any sunny day is so:irablc (and even quite a few dismal ones). Landing areas arc generously distributed along both sides of the valley and the locals arc friendly. 'fhe heau1y of the Sequatchie is that even if you land om as far as possible you're never more than 20 miles away from the home port. That doesn't me;m that tasks must be short, for multiple valley crossings and out-and-back courses are the norm here.

JANUARY 1994

squeak across goal.

The next day was a joy for everyone.

Ample wind and good lift resulted in 100% finishers at goal! 'There were many celcbrat-· ing pilots in the goal field, some of whom carried their enthusiasm well into the night.

On the final day only Chris Delannoy was able to get: up and go on course. His flight was impressive in the light conditions and left everyone anxious to find ont where he went, since his team, The Clinchers, were in second place. As it turned out, he didn't go far enough to knock the leaders, Team High Men, out of first. I-fowever, he did extend the excitement to the very end.

For those of us not getting on course there was a spot landing contest with nifty prizes. On the last day all but Chris tried to hit the spor to win a case of beer. The going was tough because a stiff breeze on a down-hill slope dropped gliders out of the sky like plucked chickens. For a couple of hours Ron "Muff" Dively held the lead with 16 feet.

One of the very last competitors down, Annie Horgan, set up high and gradually leafed her Genesis down to witl1in 12 feet, thereby saving Ron and his team from certain hangovers the next day.

Annie is an example of a pilot extending his or her horizons in the Team Challenge.

She came into this meet never having flown cross-country before. When it was over she declared with a sparkle in her eye: "J met my

This year's meet was blessed with fine weather. We had seven days in a row of fun flying. Not every day was premium, but competitors got up and went on course on each of the seven days. Here arc some of the highlights.

'The first day saw a short 9+ mile task in very light conditions from Henson's ramp.

Only one pilot, Dennis Pagen, made goal.

Three quarters of his flight was made helow the top of the mountain as he drifted in about 10 piddling thermals. The second day was also light from the Whitwell launch and although no pilot made goal, Tom Johnson won the day, scrambling for 9. l miles. On this day the First in Pright team, consisting of two B's and three took A pi!.ot ahout to exjJerience the air dt Whitwell. top honors.

Day three was goals and exceeded my expectations." Her won by Jeff Laughery with a flight of J 0.1 miles from Whitwell in light air. On day goals were over coming the psychological four conditions improved and pilots barrier of leaving the designated landing climbed to 4,800 feet over launch. However, held and crossing gaps. She not only did the task was tough enough that: only four both of these things quite a few times in the meet, but she also reached a goal in her very pilots, (;ary Thompson, Jeff Laughery, Terry Presley and Dennis Pagcn managed to first meet!

cn·1ovrnc'.111· and minimize the pressures of

competition. We recommend this meet as the best way any pilot can get a savory flrst tasrc of competition. If you dread the approach of winter every fall, and wish to end the season on a high note, come on down to next October and join us in the· !cam Challenge.

2)

The Clinchers Chris Dclannoy Lloyd Jeff Laughery 'l'l1ompson

:3)

Dunn Presley Anne Bob Grant

Andy 'Hilley Barnes

the meet director, and Cliff ori1;a1111zer did a great job keep· every and partying every music and hospitality. even occasionally made us realize that we were in a competition by posting scores.

When all rhe rounds were tallied, the results were: l)

The

Men Matusb Randy Cohick Ron

Annie isn't 1hc one who had such fim, for this meet was ro maximize

4) Bruce Guderian Brooks f yon Rocky Copithorn

Andy Blais Makela 5)

Roo \¥aa Jim Messina Ed Messina 'fom Johnson Dar! Cearhart

Randy won compet1t1on rookie award and Ed Messina won the sportsrmrn award for his generous launch assistance to less pilots.

to:

HANC CUDINC

Micrometeorology

otor Gradiant Rotor in a Stong Wind

ost pilots mistakenly assume that the only danger involved in landing in strong wind is the wind gradient, but there is another hazard that can imprint your face on the proximate terrain. It is known to sailplane pilots as "gradient rotor."

My first introduction to gradient rotor was during the last round of the X-C Classic in the Owen's Valley. After being flushed off the White Mountains in a strong north wind I set up for a conservative approach in the valley, well away from the mountains. I hovered down, and just as I was lowering my legs the glider got slammed from above and I free fell the last 15 feet. As I was sitting there contemplating my sore feet and bent basetube Jeff Burnett had a perfect landing 100 feet in front of me.

Several years later I was sitting in a restaurant outside Lubbock, Texas and I realized what happened. Outside the wind blew strong across the cotton fields picking up dust. Occasionally the dust would form a ball and roll across the field like a tumble weed. The wind was causing a vortex produced by the shear between the gradient and the stronger wind above.

It was obvious that if someone were landing just at the downward edge of the

M

JANUARY 1994

by Larry Tudor

rotor he would be slammed down or at least drop a wing. No amount of extra airspeed could make up for the down air.

The important thing to realize is that this turbulence can exist over flat ground with no obstructions upwind!

I'm not sure what precautions someone

can take when flying in strong winds to guarantee safe landings. Certainly, have your feet under you and anticipate being slammed. Perhaps pilots need to assume this risk if they are going to fly when the winds are strong. ~

,,

~

I ! 8!\\ I •

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25

II Ratings SAFE PILOT AWARDS BRONZE FRED BALLARD CHAUNCEY DOUGLAS PETER REAGAN SILVER FRED BALLARD

LILIENTHAL AWARDS SILVER BRIAN FOGOROS

EARLES, TRINA: Concord, MA; D. Baxter/Morningside FP HONG, ANDREW: Cambridge, MA; D. Baxter/Morningside FP HUGGINS, A.W.: Arlington, MA; D. Baxter/Morningside FP KHANNA, RAJESH: Marlboro, MA; M. Vaughn/Aelous MARTIN, DOUGLAS: Kittery Pt, ME; D. Baxter/Morningside FP SARACINO, GREG: Marlboro, VT; D. Baxter/Morningside FP SZYMKIEWICZ, ADAM: Worcester, MA; M. Vaughn/Aelous TURNER, ERIC: Newton, MA; D. Baxter/Morningside FP WIERS, RICK: Merrimack, NH; D. Baxter/Morningside FP Region 9 HAROLD, JAMES: Hopkinsville, KY; C. Thoreson/Lookout Mtn FP LEWIS, JIM: Lusby, MD; J. Hooks/Lookout Mm FP McCABE, DANIEL: Cincinnati, OH; J. Hooks/Lookout Mm FP SINON JR, CHARLES: Stafford, VA; W. Thornton/Kitty Hawk Kites STANG, KURT: Meshoppen, PA;]. Kolynich/Free Spirit Flight VOGEL, STEVE: Baltimore, MD; R. Hays/Maryland School HG

X-C FLIGHT AWARDS 50MILES RODGER HOYT (54 miles) L. "PETE" LEHMANN (94.53 miles)

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 LAYTON, CHRIS: Shelton, WA; R. McKenzie/High Adventure Region2 BORCK, ROBERT: Redwood City, CA; R. Palmon/Skys the Limit BREEDING, ROBERT: Sacramento, CA; G. Hamilton/Sacramento HG BROWN, DON: Pleasonton, CA; S. Kelly/Mission Soaring DeBUSSCHERE, DEREK: Orinda, CA; S. Kelly/Mission Soaring LANGENES, TOM: Walnut Creek, CA; S. Kelly/Mission Soaring LOWELL, JAMES: Oakley, CA; S. Kelly/Mission Soaring MAGUIRE, DAN: Morgan Hill, CA; J. Woodward/Natural Flying RUNYON, J REX: Palo Alto, CA; T. Cadora/Kitty Hawk Kites STAKEM, BRUCE: Felton, CA; P. Godwin/Western HG TREMBLAY, GERARD: Fremont, CA; P. Denevan/Mission Soaring VUJEVICH, BILL: San Jose, CA; J. Woodward/Natural Flying Region 3 BANKS, KAROL: Goleta, CA; R. Brown/Foot Launched Flight NORTON, DOUGLAS: Oxnard, CA; R. Brown/Foot Launched Flight SLADE, KENNETH: Sepulveda, CA; M. Spinelli/True Flight Region4 BUSKE, BOB: Avon, CO;J. McCormack/Colo School of HG DOOSE, GREG: Albuquerque, NM; C. Woods/Up Over NM LOVE, JAMES: Glenwood Springs, CO; G. Pollock/Wasatch \X?ings SCOTT, RITA: Phoenix, AZ; D. Gordon/Adventure Sports YOUNG, DAVE: Gilbert, AZ; P. Smith/Sky Sails of AZ Region 8 BERGER, WILLIAM: Cromwell, CT; D. Baxter/Morningside FP BURROWES, TED: Acton, MA; M. Vaughn/Aelous CADRAN, OSCY: Nashua, NH; D. Baxter/Momin side FP

26

Region 10 BAHAR, HUGH: Aiken, SC; T. Cadora/Kitty Hawk Kites COBB, DARRYL: Isle of Palms; W. Thornton/Kitty Hawk Kites GOODCHILD, NIGEL: Greensboro, NC; W. Thornton/Kitty Hawk Kites IOSSI, RICHARD: Boynton Beach, FL; J. Tindle/Miami HG MACKLOW, JIM: Madison, AL; J. Cook/Rocket City Airsports MOORE, KEVIN: Madison, AL; J. Cook/Rocket City Airsporcs NEWCOMBE, GA HOWARD: Huntsville, Al.;J. Cook/Rocket City Airsports NUNEZ, PETE: Titusville, FL; M. Middleton/Lookout Mm FP SICLARI, LESLIE: Delray Beach, FL; J. Tindle/Miami HG WIESEHUEGEL, GENE: Orlando, FL; M. Jones/Florida HG Region 11 BONASERA, PHILIP: Houston, TX; S. Burns/Austin Air Sports KOENIG, NICK: Allen, TX; D. Broyles MOLTER, BROCK: Austin, TX; S. Burns/Austin Air Sports YOUNG, DALE: Austin, TX; S. Burns/Austin Air Sports Region 12 LEAL, KAREN: Blairstown, NJ; B. Umstattd/Sky High SPANO, ANTHONY: Hillsdale, NJ; D. Moyers/Mountain Wings

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 LAYTON, CHRIS: Shelton, WA; R. McKenzie/High Adventure LUEDERS, JAMES: Missoula, MT; P. Swanson Region 2 BAKER, TONY: Los Altos, CA; B. Ream/Mission Soaring BUGGE, TIM: Olympic Valley, CA; R. Leonard/Adventure Sports FRASER, SEAN: Olympic Valley, CA; R. Leonard/Adventure Sports HARDY, DAN: Berkeley, CA; D. Larson/Berkely HG HARR, ROBERT: Oakdale, CA; K. Wright/Wright Bros JAMESON, JOHN: San Jose, CA; B. Ream/Mission Soaring MARGOLIN, DAVID: Mt. View, CA; P. Godwin/Western HG SARSYCKI, MARK: Saratoga, CA; D. Yount/Mission Soaring

HANG GLIDING

Ratings Region3 BAUER, MARK: San Diego, CA; J. Ryan/HGC ENGEL, MICHAEL: Beverly Hills, CA; A. Beam/Windsports SLADE, KENNETH: Sepulveda, CA; J. Mercadante/True Flight TYVOLL, HAROLD: San Diego, CA; J. Ryan/HG Center of SD WILLER, KENT: San Marcos, CA; R. Mitchell/Eagles Wings HG Region 4 BUSKE, BOB: Avon, CO;]. McCormack/Colo School of HG DEATON, MARK: Denver, CO; M. Windsheimer/Golden Wings HAGUE, BRIAN: West Valley, UT; G. Pollock/Wasatch Wings HAMMER, ANDREW: Salt Lake City, UT; D. Sharp/UP Soaring WILLIAMS, BRYAN: Aspen, CO; G. Pollock/Wasatch Wings YOUNG, DOUG: Gilbert, AZ; P. Smith/Sky Sails of AZ Region 7 AGUERREVERO, FRANCISCO: Minneapolis, MN; P. Garfield/Sport Soaring ANESTON, CHUCK: Matteson, IL; A. Mantas/Spectrum HG HEBB, CHRISTOPHER: Bloomongton, IN; B. Chalmers/Lookout Mtn FP Region 8 MAAS, WERNER: Billerica, MA; D. Baxter/Morningside FP Region 9 FEDARKO, AARON: Pittsburgh, PA; J. Hoetler/Mountain Top Recreation HAROLD, JAMES: Hopkinsville, KY; C. Thoreson/Lookout Mtn FP KACZOR, KLAUS: Dunlap, TN; D. Gearhart/Windwalker HG LEWIS, JIM: Lusby, MD;]. Hooks/Lookout Mm FP McCABE, DANIEL: Cincinnati, OH;]. Hooks/Lookout Mm FP McGRAW,JOHNNIE: Charleston, WV; W. Bennett REEL, DAVID: Oakton, VA; J. Middleton/Silver Wings SZEKELY, PETER: Washington, DC; P. Williams/Kitty Hawk Kites Region 10 FISHALOW, AL: Orlando, FL; M. Jones/Florida HG FUTRELL, LIBBY: Knoxville, TN; M. Middleton/Lookout Mm FP FUTRELL, DAVID: Knoxville, TN; C. Thoreson/Lookout Mm FP GRAVES, JEFF: Winter Haven, FL; M. Jones/Florida HG HENDERSON, CHRISTINE: Nags Head, NC; T. Cadora/Kitty Hawk Kites MACKLOW, JIM: Madison, AL;]. Cook/Rocket City Airsports MOORE, KEVIN: Madison, AL; J. Cook/Rocker City Airsports NEWCOMBE, GA HOWARD: Huntsville, AL; J. Cook/Rocket City Airsports SCRIBNER, BOB: Daisy, GA; M. Middleton/Lookout Men FP SHERROD, ROGER: Orlando, CA; M. Jones/Florida HG WYSOCK, GLENN: Winter Haven, FL; M. Jones/Florida HG Region 11 SLACK, CURT: Arlington, TX;]. Hooks/Lookout Mm FP Region 12 ATKINS, THOAMS: Brooklyn, NY; D. Myers/Mountain Wings CHISNEY, SCOTT: Ithaca, NY;]. Hooks/Lookout Mtn FP CLARK, MITCHALL: Randolph, NJ; D. Meyers/Mountain Wings HUNTER, BRIAN: Pittsford, NY; R. McGovern SACHDEV, MARC: Pittsford, NY; H. Boessle/Rochester Area Flyers

JANUARY 1994

Ill

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School Region 1 BOLOSKY, WILLIAM: Issaquah, WA; T. Johns/Cascade Soaring SCOTT, BRIAN: Kirkland, WA; R. Gelfan/Dreamflights Region 2 CLARIDGE, RON: Carson City, NV; R. Leonard/Adventure Sports DILLON, KIRK: So Lake Tahoe, CA; R. Leonard/Adventure Sports GODDARD, JAMES: Santa Clara, CA; P. Denevan/Mission Soaring MACIAS, MARK: San Francisco, CA; A. Whitehill/Chandelle SF Region 3 ANGEL, SCOTT: Santa Barbara, CA; C. Cole/SCOSA CRUSE, MIKE: Camarillo, CA; T. Truax Region 4 CULL, BOB: Boulder, CO; G. Pollock/Wasatch Wings SANTACROCE, CHRIS: Draper, UT; D. Sharp/UP Soaring SCALES, N.W.: Flagstaff, AZ; S. Mish/Bandito Action Sports VAIL, TOM: Glenwood Springs, CO; G. Pollock/Wasatch Wings Region 7 KOEPPEN, KENNETH: Mt. Prospect, IL; B. Kushner/Raven Sky Sports Region 9 BRACKBILL, GARTH: Port Royal, PA; J. Gorrie MacDUFF, SHAWN: Auburn, PA; K Harrison/Blue Ridge HG McALLISTER, JOHN: Winchester, VA; J. Rowan/Mountaineer HG SCHUMANN, PETER: Centerville, VA; M. Fink/Silver Wings TSHUDY, WAYNE: Annville, PA; B. Umstattd/Sky High Region 10 APPLEBEE, LARRY: Knoxville, TN; J. Long/Sequatchie Valley CROUCH, MARK: Palm Beach Gardens, FL; F. Foti/Miami HG Region 12 BABARCSIK, LASLO: Passaic, NJ; F. Foti/Miami HG

ADVANCED RATINGS PILOT: City, State; Instructor/School Region2 HLAVAC, MATHEW: San Luis Obispo, CA; T. Kurth/SLOSA KULIK, JOHN: Reno, NV; G. Jepsen/Adventure Sports SPENCER, ROY: Santa Clara, CA; C. Kranz Region 3 BARL\1AKIAN, BURKE: Alta Loma, CA; R. McKenzie/High Adventure WOLF, DEXA: Lake Elsinore, CA;]. Din/Lake Elsinore HG Region4 KARTCHNER, GENE: Tooele, UT; M. Knowlden,Sr/Rebel Wings HG

27

II Ratings

EXECUTIVE DIRECTOR

Region 9 FENNER, JOHN: Sewickley, PA; P. Brooks WOODS, JOHN: Locust Grove, VA; W. Forrest/Blue Sky Region 10 GUICE, RONNIE: Charlotte, NC; B. Burril/Ultralight Flying WEBSTER, THOMAS: Manteo, NC; B. 'Xfeaver/Kitty Hawk Kites

MASTER RATINGS DENNIS CAVAGNARO STEPHEN DALEO PAUL HAMILTON ERIC McNETT MATT TABER

The successful candidate must possess: • Experience in the above types of responsibilities • Outstanding leadership skills • Demonstrable and strong communication skills • Entrepreneurial abilities • Self motivation • Team/goal orientation Ideally the candidate will also have:

• An MBA • •

Experience in the aviation field Strong computer skills

For confidential consideration, send resume and salary requirements to: FOREIGN RATINGS BEGINNER BOGSETH, LEE: Willowdale, Ontario; K. Dinzl/Skysailing Ontario DE WEILLE, KARIN: Toronto, Ontario; K. Dinzl/Skysailing Ontario GIANNOPOULOS, JOHN: Toronto, Ontario; K. Dinzl/Skysailing Ontario OLDACRE, WILLIAM: Guelph, Ontario; K. Dinzl/Skysailing Ontario PAPADAKIS, HERCULES: Toronto, Ontario; K. Dinzl/Skysailing Ontario ROSS, DAVID: Markham, Ontario; K. Dinzl/Skysailing Ontario VELEZ, JOHN: Mississauga, Ontario; K. Dinzl/Skysailing Ontario NOVICE BOGSETH, LEE: Willowdale, Ontario; K. Dinzl/Skysailing Ontario DE WEILLE, KARIN: Toronto, Ontario; K. Dinzl/Skysailing Ontario GIANNOPOULOS, JOHN: Toronto, Ontario; K. Dinzl/Skysailing Ontario OLDACRE, WILLIAM: Guelph, Ontario; K. Dinzl/Skysailing Ontario PAPADAKIS, HERCULES: Toronto, Ontario; K. Dinzl/Skysailing Ontario ROSS, DAVID: Markham, Ontario; K. Dinzl/Skysailing Ontario

Executive Director Search Committee 9127 Bittercreek Lane San Diego, CA 92129

by

Denn

lfDERFORMANCE

lFLYING

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1,

Ell1 ll11111u11 "

' !

summer agazine Mountain is supposedly Llie highest point between the Mountains and the Appalachians, but it's certainly one of the hest sites between them. Pilots travel for hours to to this relatively unknown site, :JJHI arc often rewarded with excellent flights at least that's what I'm told When Betsy and I visited, there was only one day during which the wind was blow· ing south, and it srnrted raining when we got to launch! Admittedly, we were there at the end of February, which is probably not die best rime to visit any place north of the equator.

Reaching to MS!., Mag:izine is definitely the highest point in the state. It's on a fivc,milc c:1st/wcst ridge that provides lots of room for local flying, hut the folks l met come here for the x.c. I hesitate to say that it's an site, since for many sites that means that the main LZ is small and diffkult, and case here! The form fleld thit also happens to he owned one of the nicest ladies in the country!

Mrs. Albright likes ro meet the pilots, and to talk. I wish she even invited us that more sites had such excellent landowner relations.

'T'he club would like to leerp Mrs.

34

there/

11

Albright happy, so don't just drive up unannounced. Remember, this is her home.

You wouldn't like it if strangers drove into your front yard and made themselves at home, so just show a little common cour1esy and everyone will he happy. Like you

should tit al/ silrs, contact the local pilots hefrm flying here. They'll be happy to intro· duce you (to the site and Lo the landowner).

The locals consider rhis to he the pre· mier site in die region, and I chink I agree.

Thermals collcn along the scenic somh face and rock bluff~, providing consistent lift most of the year. There arc several State Parks and Recreation Areas nearby, for water sports, showers and camping. In fact, a look at the Arkansas map shows a higher State Park density than l can remember seeing anywhere else in the country! l f you're anywhere near the area, Magazine Mountain is a "must-see" site. I can hardly wait to go back and try my hand at summer conditions there!

HANC GIIDINC

Site Info - Magazine Mountain, Arkansas SITE NAME

Magazine Mountain

CHAPTER

Fort Smith Hang Gliding Association 5604 Euper Lane Fort Smith, AR 72211

LOCATION

Approximately 50 miles west of Fort Smith, via State Route 10. The LZ is on Albright's farm about two miles west of the small town of Waveland. ** WARNING ** DO NOT GO TO THE LZ BEFORE CONTACTING THE LOCAL PILOTS!

ALTITUDE

2,758' MSL, 2,000' AGL.

RATING

Intermediate (Hang III), paraglider pilots: NOT RECOMMENDED due to the 6:1 glide to the LZ (with mostly trees along the way). Cliff Launch skills are also recommended here, even though it's not really a cliff.

PROTOCOL

Every pilot must be a current USHGA member with liability insurance, and a liability waiver must be signed BEFORE using the LZ.

RESTRICTIONS

No restrictions in the immediate area. Heading X-C toward Fort Smith you'll find a TCA to avoid, as well as some restricted airspace over the Fort Chaffee National Guard base.

FEES

Full membership - $20/year. Three-day pass - $5.

NOTE: THESE FEES GO DIRECTLY TO THE LANDOWNER AND HELP KEEP THE SITE OPEN. GO OUT OF YOUR WAY TO PAY THEM!

LAUNCH

Launch is an easy dirt ramp with a 40° slope for the first 30'. It then drops off about 100' to a bluff covered with trees. Launch can also be very turbulent during the spring and summer.

LZ

The LZ is a huge, flat pasture with power lines along the west side, and 40' trees on three sides (they're not a problem since the field is so large). There is a barbed wire fence separating this LZ from a much smaller field near the farm house. It is permitted to land in this smaller field if you like, but there are additional obstacles.

There is a large tree, lots of cows, and a few cow feeders in this smaller LZ, in addition to a generous supply of cow pies to cushion any whacks.

DIRECTION

Launch faces south, and can handle wind directions of southeast through southwest. It is also possible to launch in light east or west winds if there are good thermal cycles coming straight up.

SETUP AREA

Room for 20+ gliders within 50' of launch.

ROAD

An easy 2WD road that's paved the entire way. 45 minutes. OBSERVE THE POSTED SPEED LIMITS!

CAMPING

There is NO camping allowed in the LZ or at launch, but there's free (primitive) camping available at the Cameron Bluffs Recreation area which is only five minutes from launch. Hot showers and less primitive camping is available at Cove Lake (30 minutes north of the mountain on State Route 309) and at Blue Mountain Lake (in valley in front oflaunch). The closest motels are in Paris, 45 minutes north on 309.

X-C

Great potential, and both roads and LZ's are abundant. The current site record is 72 miles to Lincoln, by Warren Platte.

EVENTS

There are no regular events held here.

BEST TIME

Spring and summer, when cloudbase is 7,000-8,000' or more. "Wonder winds" are also common. Flyable year-round.

FREQUENCY

Both USHGA and two-meter frequencies are used, but none in particular.

CONTACT

Warren Platte (501) 452-3049 (HG) Mark Stump (501) 636-7944 (HG) John Flatte (501) 783-3541 (HG)

JANUARY 1994

35

When they start giving out awards for Buffalo Mountain will probably win the prize for "The Most Unusual Ramp."

Just take a look at the photo! You probably can't tell one thing about it from the pie·· ture: it's hollow! They built 1he embank ment over a dumpster or something like it, and left the back open (to provide shelter from rain Their previous ramp became the walkway to the top, and a new ramp was built· with rocks and cement. f think that the extra 8'-1 O' of height was added in order to help pilots get out over the trees to the secondary ridge, which is a pretty long glide out.

Buffalo is near, but not in, the Kiamichi Mountains on a nine-mile ridge (only about six miles are normally usable). You'll need to contact the local pilots to a guide or specific directions, but that shouldn't be a problem since there's always someone who's willing to take :1 day off ro go flying!

There arc several other sites nearby, including a small abandoned airstrip rhat can be used for towing. With all of the local sites, a pilot is almost assured of being able to fly when the area unless it rains, which it seems to do during all major holidays. l n case you're wondering, no one has flown from Buffalo to Magazine yet (or the other way around). You may just be the first!

The Buffalo Mountain launch.

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i170 00

Hi\NC GLIDINC

Site Info - Buffalo Mountain, Oklahoma SITE NAME

Buffalo Mountain, Oklahoma

CHAPTER

Buffalo Mountain Flyers 1921 Downing St. Oklahoma City, OK 73120-4905 (405) 843-8697

LOCATION

Near Talihina, 50 miles southeast of McAlester.

ALTITUDE

2,150' MSL, 1,150' AGL

RATING

Intermediate (Hang III), paraglider pilots: NOT RECOMMENDED. It would be a tricky launch for a paraglider even if you could make the 5+:l glide to the LZ. AccompaniedNovice (Hang II) pilots are allowed only with prior approval.

PROTOCOL

Every pilot must be a current USHGA member with liability insurance, and membership in the Buffalo Mountain Flyers is also required.

RESTRICTIONS No restrictions for 60 miles. There is a CZ in Fort Smith to be avoided.

FEES

Full membership - $35/year ($30 if paid by May 1) which includes a monthly newsletter.

Weekend pass - $10 Note: These fees provide access to BOTH this site and the nearby Panorama site.

Vacationing pilots may be allowed to fly for free.

LAUNCH

There are two launches, both facing south. There is a more conventional slope launch, but it's fairly shallow and launchable only in due south or south-southwest winds. The main launch is the rock ramp in the photo, which slopes at about 25 °. Once you leave the ramp, you've got a 40' cliff leading out to a secondary ridge about 100 yards out.

The walkway to the main ramp can be turbulent, so get some help carrying your glider up on thermally days.

LZ

The LZ is a fairly large field with several small ponds on the edges (there is no fishing or swimming allowed in the ponds). THERE IS NO ALCOHOL ALLOWED IN THE LZ, AND EVERYONE MUST LEAVE BEFORE DARK. No evening glass-offs here unless you can break your glider down and get out in record time! Top-landing is also possible, about one mile from launch.

DIRECTION

The main launch faces south, and can handle wind directions of southeast through southwest (125° through 225°).

The slope launch also faces south, and is only usable in due south or south-southwest winds.

SETUP AREA

Room for 30+ gliders within 50' of launch.

ROAD

A good 2WD road that's paved half way, with the rest graded regularly. 25 minutes.

CAMPING

There is NO camping allowed in the LZ or at launch, but camping is available nearby at Cedar Lake and Talihina State Park (where they also have hot showers). There's also free camping available at Sardis Lake, which is why it's included on the map.

X-C

The X-C potential is great "for Oklahoma." (Don't get mad at me, that's what they told me!) You need at least 4,000' AGL to go over the back since there's a 6-7 mile "no-man's land," but after that there are lots ofLZ's. The current site record is (still) 142 miles by Bruce Mahoney, who flew to Barryville, AR on a Duck in 1985!

EVENTS

The Region VI Regionals are held here on Memorial Day.

BEST TIME

Buffalo is flyable year-round, but winter can be very cold! The main flying season is from May through September, when altitudes of 6,000' -8,000' are common. July and August are rock-n-roll, with altitudes to 10,000' if you can hold on that long. The current altitude record is 9,800' AGL.

FREQUENCY

151.925 mhz

CONTACT

Bruce Burrus (405) 843-8697 (HG) Sonny White (405) 947-2342 work, (405) 947-2015 home (HG Bruce Mahoney (918) 492-4764 (President) Scott Greenawalt (405) 751-3460 (HG)

MISC

JANUARY 1994

White-Out of OK)

There is both ridge and thermal lift here, and many nearby sites for other wind directions. Sonny White sells used gliders, and may rent equipment to qualified visiting pilots. Bring your rating card and logbook!

37

Flying Technique

.

by Mark Stucky INTRODUCTION n my last article we took a look at controlling any Dutch roll tendencies your flex wing might display at higher speeds. In this article I'll cover a technique than can improve your turning performance at lower speeds and help maximize your soaring potential. To understand what I've dubbed an "adverse yaw" turn we should first refresh our memory on what adverse yaw is and what design features contribute to it.

I

moment when yawed, and in the case of rearward sweep, this moment will also be adverse. So adverse yaw hurts turn performance by reducing both angular turn rate and roll rate.

The amount of induced drag is related to the angle of attack (AOA). The higher the AOA, the greater the induced drag and hence the greater the adverse yaw. This is one reason why your glider's roll response degrades at low speeds, The next time a manufacturer quotes you roll rate figures, ask them what it really is at recommended

minimum sink speed using a normal coordinated turn technique. (Maybe we might even get the HGMA to set standards for such turns.) Wing span also affects induced drag; the higher the span, the more prevalent the adverse yaw.

You might think that anything adverse must be all bad, but that is not the case. A glider that yaws into the turn direction (proverse yaw) would, because of wing sweep, roll further into the turn which would create more proverse yaw - the cycle continuing as the glider tries to roll over on its back!

ADVERSE YAW By definition, adverse yaw is a yaw opposite to the desired turn direction that occurs due to a rolling moment. Aircraft that turn by creating additional lift on one wing are most likely to exhibit adverse yaw tendencies. Sailplanes equipped with ailerons and flex wing hang gliders which use a form of wing warping are examples of aircraft that are prone to adverse yaw. Aircraft that turn by either reducing lift on a wing (i.e., through the use of spoilers) or by differential drag (tip rudders) typically do not suffer from adverse yaw.

When an aircraft turns by increasing the lift on the up-going wing, the increased lift also creates greater induced drag on that wing, The difference in drag between the two wings causes the "wrong-way" yaw.

Swept wing aircraft generate a rolling 38

INDIJC.e.D ROLL

Figure 1 HANG GLIDING

]ust as the punch turn technique works better on some gliders than others, the same is true of this adverse yaw technique. If you have a glider that is easy to tip stall or spin then this technique is not for you.

1

ADVER.St. '(AW

RoLL REVERSAL

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3o~:-----,____ 330°

NE.W HEA'DIN<.,,

----,

34~

RoLLouT

Figure 2

~--~~~~-,~~~~~~--~ ~~~~~~~-

210·

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

330°

300°

NE.W HEADING-

Figure 3 Hopefully, it's easy to see that a little adverse yaw can help make for stable roll character1sucs.

THE ADVERSE YAW TURN I learned how to use adverse yaw to help my turning performance back in 1977 when I purchased my Pliable Moose Elite. In many ways the Elite was a glider ahead of its time. It sported 146 square feet of projected JANUARY 1994

sail area on a 36.3-foot wingspan which equated to an aspect ratio of 9.0! Although single surface, the glider had an "S" shaped keel with a horizontal keel pocket to aid roll response. I remember that the Elite had light and quick roll response, but I learned that I could enhance my turns further by using the adverse yaw characteristics inherent in such a long span design.

How can you use adverse yaw to facilitate your turns? The secret is to use it during the final portion of your turn. Try it next

time you go flying. Enter a moderately banked (approximately 30°) turn. Thirty to 4 5 degrees prior to your desired rollout heading do a quick roll reversal by slamming your torso and legs to the high side while holding the same amount ofpitch pushout (see Figure 1). This roll command while staying pushed out causes an AOA spike and a great amount of adverse yaw; the glider will roll toward wings level while yawing into the original turn (Figure 2). Be ready to control the AOA upon completion of the yaw turn to avoid stalling. You can either pull in to minimum sink bar position while staying wings level (Figure 3) or pull in momentarily and roll back into an angle of bank as the situation warrants. Although it may sound tricky, in practice it is easy to do correctly on most gliders without any worry about loss of control.

The beauty of this is twofold: you complete the last portion of your turn with a fast turn rate at a relatively flat roll angle. If this technique is used while ridge soaring, it will sometimes feel as though the inside wing is backing up! The same technique can prove beneficial while thermaling. Although it takes more physical effort than just holding a constant bank angle, I have found that I can substantially increase my average climb rate in a thermal if I use this technique each time my heading comes around into the prevailing wind. (I know that comment will generate a slew of letters but please try it out yourself prior to writing!)

Just as the punch turn technique works better on some gliders than others, the same is true of this adverse yaw technique. If you have a glider that is easy to tip stall or spin then this technique is not for you. I have used it with great success on my Comet and on the HP AT 145. So try the adverse yaw turn the next time you fly and see if you don'~ want to ~dd it to your repertoire of flight techrnques! ~

Et 39

Stephen Malerinos over Telluride, Colorttdo.

,..

~ he 100th time we told the story we

were sitting in the Canoga Park, Califrm1ia kitchen of Steve Moyes.

Kim, his wife, and I had gone to Mike's Pizza to bring tins of Italian food lxick to the house for dinner.

A week earlier Stephen had entered the 1993 World Acrobatic Championships. His plan was to do a routine that was very simple a few rollovers and no maneuvers that he had not already done thousands of times at our hometown site of Ellenville, New York. The goal was not to win. In fact, he had already won. The prize of joining the nine best acrobatics pilots in the world on the "transpo" truck that rattled up the mountain to launch inspired almost more joy than any pilot could bear. Aaron Swepston lent Steve a pin; he and 'fony Barton and Royce Andersen had a drink together. He and John Heiney traded tricks on technique.

"Steve d1e new guy," as they called him, was hanging on to the side of rhe mudsplattered truck frill of gliders as it slipped and grunted up the mountain, on a narrow mud road foll of switchbacks and hairpin turns.

The first official round of competition went off at almost 7:00 PM. Tony Barton flew. Royce Anderson flew and came down

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so hard on his landing that he broke: a downtube on the glider. John !Ieincy flew and was being tossed around pretty badly.

When he landed he announced the conditions too "rowdy" for acrobatics, but anyone who wamcd to fly down could.

We headed to the Floraclora, a spons bar where pilots hang out. Call the next morning was for 7 :30 /\M. 'Tm not going," said Steve.

"You have to," I pleaded, "you're in the championships now." The thought of get·· ting out of our tent at 6:30 AM no longer sounded like fun, but Steve agreed to get up, and tbe next morning we were heating up Greek chicken soup for breakfast at our campsite in Town Park before getting the glider over to the transpo area. "lt's not looking good up there," said Leo, the competition director, "we're going to meet again at 11 :00 i\M to decide what to do." Bm no sooner did we sit down to coffee in town than the radio called us back.

"The guys are up.

They got to the top and never launched because of unstable conditions, but in the afternoon they practiced, and Steve did a few rollovers while the announcer in Town Park commended him on the wisdom of a conservative routine.

That evening no one flew. 'The next

morning no one flew. It was blowing the wrong way on launch and the pilots started discussing whether the $2,500 purse would get distributed if there was only one official round. That afternoon they made it: to launch and it looked as though an official round would happen.

I stood near competitor Dino DeNasso's wife, J(athy, and her baby, watching the smoke trail Dino left in the sky; then I took my spot at the end of the landing field where Steve had asked me to videotape. I got him coming over the mountain, an orange triangle floating toward us in a huge sea of pale blue.

Steve: I headed toward the aerobatics enve-

lope, and when I got there I fired my smoke and lool?ed bade to check on it before I st11.rted my routine.

Having missed taping Steve's prior flights because of a camera malfunction, I was determined to get this one.

l u;ent .for a climbover, and when I got enough speed I went for it; Then I was stuffing the speedbar over my knees, rmd with the help of the first climbover I picleed up more speed. l was 100% sure that I hrid enough speed to go over, so I pulled my body to the side to get intr1 the right angle for the roll01;er. I let go easy and prepared to push out on the top of the maneuver.

HANC GLIDINC

I couldn't tear my eye away from the viewfinder. I couldn't believe what I was see-· Steve dove down to maximum speed and c;1111e up, rolled glider upside down, and I saw it stop at the top of the

roll. in less thtm a second all the speed and the pn:jn,,n:, everything, was gone. it all stopped. was no air in my ears ... nothing... silence.

Steve's glider hegan to fall our of the sky, tumbling over and over, out of control, like a toy released from a child's hand. h was pitched toward the ground and falling fast.

1 had to no time to waste. The glider start·

ed falling and mctking its own decisions. ! lost the speedbarfhnn my hands. l looked over to Paul Voight, our friend and Regional Director, who was standing in the landing zone. He wasn't there anymore.

He had run ro his car. Steve's body was hanging from the glider and flopping around. l began to run toward the glider, falling fast but still in the sky, about a half. mile away.

Inside the doubling glider, I was very calm.

All I coultl see ioas colors red blue, green.

After three revolutions the glider stabilized.for a few seconds. Atfirst I was surprised ,md hap· py that the glider w11s still in one piece. But I was stuck in the bad,: wires and one of the wires pulled my helmet off I tried to pull rny body out of the wires and thought maybe 1 could still.fly the glider down.

From the landing zone it looked for a second as though Steve was going to be able 10 fly the glider again.

No time. Wh11.t had seemed lil,e a long time wtts actually just f.l few seconds, and now the glider was doubling backwards and rny weight was stud: in the bacle center of gravity o/ the glider.

"Pull the chute," people started telling the little triangle in the sky. There was chaos in the landing zone. Even the announcer nervously said something like, 'This is why pilots carry chutes, for situations just like this."

T looked at the distance from the ground tmd it was shortr:r 1tnd shorter. /1 .fi:lt

like 800 feet or less.

The audience, dotted around 'l<.iwn Park, was now very silent. We were scared. The very thing that a spectator thinks, and maybe secretly hopes might happen, was happening before our eyes.

I grabbed my rocket-deJ>loyed parachute, and I had it slightly loose on the harness. ! pointed it in the direction of the open sky and pulled the handle, preparing tfl hear the rocket JANUARY f 994

The screw on the FJAPS Mk 20 rocket that allowed the cable to come loose.

explode. I closed my eyes. Silence. l ran, heaving and choking on my fear, across the soccer field. Steve would soon be on the ground.

I couldn't believe it. THE HANDLE ON

MY ROCKET CAME OFF AND NOTHING HAPPENED. I was running with the camcorder in my hand and my backpack clutched in my fist. l was hitting the ground h,ird in my sneakers when I looked up again and saw Steve's body hanging loose and the glider upside down. I kept thudding into the woods.

1 couldn't lose tmy time. 1 was going clown fiist. l gmbbed the Moyes system handle on the htirness thtit cut the handle of rny handdeployed pamchute the one I had rr1Jacked myself ! pulled it out, and looking in the direction of the srno!,e, threw it, looking at it the whole time, just in case I had to pull it bac/;; and throw it agtiin.

Finally, Steve's chute opened in a big puff of air in the sky and the spectators ended their pregnant silence with a riotous cheer.

The parachute went up with the red smo!re ttnd opened right over my head. It looked beautiful. !tjelt so good.

I stopped momentarily to catch my breath. I was t·oo far from the announcer ro hear his comments, b11t when I saw the parachute I folt the vnlley return to its normal size. l continued to run in the direction of the glider's descen L 1 !oohed down and ! wtis drifiing toward

the trees in the camping f.l:rea. l didn't want to crash into the trees. After all this, I thought; I deserve to have a decent landing! Rut the wind was strong. Climbing on rny upside down ,~lidei; 1 gmbbed the trtiiling edge and I started

'Jl:ying" the glider upside down. It worked. I was winning more .fi:et per second against the 1.uind and when I was too low to continue, I jJrepared fiJr the impact oflanding.

Steve disappeared behind the trees.

! unzipped my harness, put rny feet together, tis I was trained in the Army to do, and looked down. First the glider hit the sofi sand then the kingpost and me. ! ltmded on my fi:et tl perfect ltmding. It w1zs a dream. I mlled on the radio that I was okay 1.md got a reply on the spettl:e1: 'f 'he glider wasfi.ne, too.

I hopped over a river and climbed two 20-foot mountains of scrub and brush before l reached Steve. He was calm and wanted me to calm down.

"It's nothing, J'm okay," he said.

We did a thorough inspection of the glider at Moyes California. The front section of the leading edge was slightly bent and it was replaced.

We showed Steve and Kim the T-shirt Steve won at the awards banquet. 1t was a shirt with a hand-printed picture of ;i glider coming down under "canopy" as they say, with the words "Be Ever Prepared." Steve was one of only two of the competitors who carried two parachutes. He took home the T-shirt and the nickname "Steve the new guy" from Telluride.

The pilot and the glider were unharmed, but the ELAPS Mk 20 rocket--dcployed parachute from Applied Air Research never did deploy. The screw that holds the wire that is connected to the handle came loose over tirne. For pilots who own this rocket, check your equipment. The company is out of business.

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by Layne Cameron tJfJl>tos by Matthews

BHTOW: 'Ten· year-old Robin () 'Connell tttkes to the air at l<iity l lawk l<ites.

here has been concern expre.ssed ctbout the "Krttying" of the hrmg gliding community. Well, strljf writer l.ttyne Cameron recent61 wrote the/allowing article 11bout httngglidingfi1r U.S. Kids A:rh11ps the

enthusiasm ofthese youngsters will prove infectious.

The article is presented here in its original Jrmn, aimed at lJ .S. Kids' five· to I lyeczr·old rcctder·· shzj>. -Ed. 42

After watching the gliders soar off the sand dune, Robin O'Connell knew she had ro try it.

"One person was so high!" Robin, age ten, said.

Now, she only had to convince one other person, her dad.

Robin loves math and science. She also loves to fly. She even has a book on how to make paper airplanes. After making plemy of model airplanes, it was time for her LO fly. "After watching the gliders, l knew I wanted to be in the air," Robin said.

After some prodding by Robin and talking to the hang gliding instructors, her dad was convinced it was safe enough fr)r her to iry. "] was concerned about her size and her age, Robin's father admitted.

Before Robin could soar she had ro go through ground school. fn school she watched a video and listened to a lecture on safe f1ying. 'fhcn it was on to the simulator.

The simulator was actually a hang glider that was on the ground. Robin strapped herself in and put on her helmet. 'T'his first flight wouldn't even be an inch off of rhe ground.

The instructor showed Robin how to turn left and right. He showed her how to position her body while flying and showed her how to stop. Now it was time to fly.

"When l took that first step, I folt like notl1ing could stop me," Robin said. Robin loves 10 nm. Having strong legs helped her with her takeoff.

Once in the air, Robin made sure that she kept herself in a good position. If she shifted her weight, she would turn or slow down. "Once you're in the air, the glider docs all of the work," she said.

After a short flight down the slope of the sand dune, it was time for Robin to land. 1cl stop, Robin had to push on the bar with all of her 111\NC CL!DINC

strength. This is called flaring.

Flaring is how Robin stops and lands on her feet - most of the time! "Once, I landed nice and easy, just not on my feet," Robin admits. "I came to a soft landing on my stomach!"

While flying, the instructors told Robin to focus on a distant object and fly toward it. Robin took that advice to heart. She is now focused on becoming a pilot when she grows up. "I maybe would like to be a teacher or veterinarian," she said, "But I want to become a pilot just for fun."

MICHAEL Michael Costello was hanging around this summer, but not at home or at the mall.

This 12-year-old was hang gliding in North Carolina!

Michael started hang gliding when he was 10 years old. While on vacation in Kitty Hawk, North Carolina, his parents pointed out some people who were gliding. Mike watched as the wind caught a glider and lifted it off the top of the dune. The glider flew down the gentle slope and landed softly in the sand.

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Mike knew that he wanted to try it. At first, his mother was nervous. But she saw how closely the instructors worked with the students. As long as Mike took the proper training, she said it was OK. Before Mike could leave the ground he had to attend training. After his ground school training Mike was ready to fly, and his parents knew he was good hands. About his first flight Mike commented, "I ran as hard as I could and just let the glider take me."

During his flight, Mike's instructor ran next to him. Although he only flew five feet off of the ground, Mike said it felt much higher. "It was awesome!" he said. "I want to come back tomorrow!"

Learning to fly on the gentle slopes of the Outer Banks helped Mike gain confidence. On his first set of flights he landed on his feet. He learned the basics quickly and began pushing himself to learn more.

That was when he had his first spill.

"I wanted to see how far I could go before I flared," Mike explained. Flaring is a technique used to land the glider. "I was going too slow and I flopped," he admitted.

Even though he flopped and landed on

his knees, he wasn't going very fast. "The sand on the dunes is a lot softer than beach sand," he said. He didn't even get scratched.

Mike was the first person in his family to hang glide. After watching Mike, his father decided to give it a try. "I was giving my Dad tips on how to fly!" Mike boasted. His dad thought it was fun, but thinks that gliding once a year is plenty!

With his parent's consent, Mike wants to take more flying lessons. Eventually, Mike wants to try an hour-long flight. To do this, he would have to take more lessons. He would also have to find a bigger hill to take off from.

Mike has always had an interest in flying.

His favorite subject in school is math. He uses math to learn more about the science of flying.

In the future, Mike wants to combine his love of math with flight. He wants to become an airplane pilot. ''Actually, I think anything to do with flying would be fun," he said.

For now, Mike doesn't mind having his head in the clouds - just as long as ~ he is doing it in a glider. ~

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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 JANUARY 1994

43

one. a pilot by flying the and/or adding flights II

Larry Strom captured this photo of'hm Benton, Montana on his winning 50-mile flight: Plenty of !tmding room in Montana, as this photo shows. PhotD by Strom.

Best Three C't1tegory First: Barney Hallin, J 20 miles (45/i 1,34) Second: Larry Strom, 102 miles Third: Bill Snyder, 49 miles (1 (), 16, 14)

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Longest Flz~ht

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by Montana Cross Country Challenge drew lots of interest last year, hut due to lack of flyable mileages were low. In 1993 a new format was tried and proved to be well liked by all.

There were Lwo classes with two ways to win in each one.

I was for anyone who had flown over 50 miles, and the Class lT for anyone who has not broken the SO-mile barrier. Under each class a pilot could win by flying the farthest and/or adding the top three flights togeth .. er for the Best Three Category.

This flight was a SO-mil .. er hy Larry Strom of Spokane, Washington. Strom launched from his

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First: Larry Strorn, 50 miles miles Second: Barney lfallin, Third: Jeff Feldman, 2(1 miles

Hest Three Category First: Jolm Davis, 59 miles (21,21, 17) Second: Karl Hallman, miles (29, 14, 12) Third: Hank Butzel, 38 miles (14, 14, l O) tow between Fort Benton and Brady, and landed near Geraldine. Strom collected all three of his flights in Montana within a four-day period.

Barney Hallin proved to be the most consistent pilot in the Over 50 Class turnin 45, 41 and 34-milcrs. lf there had been a persistence award, John Davis of Butte would have gotten it.

A week never seemed to pass wirbout a flight in rny mailbox from John. Western Montana pilot Karl Hallman, new to the Montana hang gliding scene, turned in a 29,milcr to capture longest flight in the Under 50 Class.

'The following are the official results of the 1993 Momana Cross Country Challenge:

Longest Flight First: Karl Hallman, 29 miles Second: John Davis, 21 miles ·rhird: Hank Butzel, 14 miles

I would like to thank the following companies for donatfog prizes to the Challenge: Hall Brothers Manufacturing Company, Pacific Airwave Ltd., Aden Brothers Studio, [- Iigh Energy Sports, United States Hang Cliding Assn., Pacific Resources USA, Whack Video (Paul Voight), Advanced Air 1(:chnology, Chris Gregor Publishing, and Adventure Video.

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~ Competition Corner

The 199 3Washington Cross Country Championships

by Davis Straub t was a dark and stormy night ...

Actually it was cold and often wet all summer. High season at Chelan Butte provided great flying, but not great long distance flying, as plentiful cumies substituted for massive blue sky thermals.

Our summer came in the fall as Labor Day weekend yielded spring-like crosscountry conditions that brought flights north up the west side of the Columbia River to Goat Mountain and the fairways of the Alta Lake Golf Course. For the next nine weekends it was soarable every weekend in western Washington. On Saturday, November 6, the string neared its end with spectacular flights at 7,000' over snow-covered mountains far into the Cascades north from Rampart Ridge at Snoqualmie Summit east of Seattle.

Given the less-than-optimum conditions during the prime flying season, the record-setting pace from last year was not to be repeated, as the longest flight this year was 30 miles short oflast year's.

Kathy Williams, Women's World Team member and winner of the Women's Division of the 1993 Manufacturers' League Meet at Dinosaur, Colorado took first place in the Women's Division of the Washington Cross Counny Championships with a great flight at Chelan under very tough conditions. Kathy's strength seems to be staying up in difficult circumstances when others are searching their souls while standing next to their gliders. Kathy was able to make it out to Sims Corner and back seven miles (40 miles total) while never getting above 2,000' AGL. She flew twice over her husband's head on her only cross-country flight of the year in Washington state. Fighting a

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strong south wind she continually had to fly back upwind to get on course to the day's turnpoint at Sims. Her flight put her in third place for the 1993 Region I Championships.

Jerry McCown won the Under 50 Mile Class with a 70-mile flight from the Butte east out to Creston on the third day of the Chelan Cross Countty Classic.

Creston, Wilber and Davenport were the hot towns that day. Usually our longest flights get recorded during the Classic, but Jerry's is the only one to qualify this year for the Washington Championships. Next year Jerry will have to compete in the Under 100 Mile Class.

Chris Dominy, who later in the summer was to win the Grouse Mountain Meet in Vancouver, Canada, placed second in the Under 50 Mile Class (and didn't disqualify himself for that class) by flying 46 miles from Chelan Butte in an out-and-return flight. On June 6, Chris flew east to Sims Corners (a not-so-wide spot in the road) and back toward the Butte to two miles short of the Bump in the Road. (Don't we have colorful place names out here? You'd almost think you were in Australia.) Late May and early June were to prove to be the most productive times this year in eastern Washington.

Former Cloud Base Country Club Chairman, Lenny Baron, took the Under 100 and Over 50 Mile Class with a flight of74 miles out past Odessa on August 7.

Odessa is quite a bit south of our normal eastward route, but a great way to go when the wind is out of the northwest.

Lenny and Davis Straub tied for second with 70-mile flights north toward Canada from Chelan, landing three miles north of Tonasket. Larry Jorgenson and

Davis flew together on the last weekend of May up the east side of the Columbia to Omak, before crossing the Okanogan River, a tributary of the Columbia.

Getting low in the only spot on the route where there is no landing area, Davis found the best thermal of the day that produced the last 20 miles of the flight.

Lenny took his flight on the last day of the Chelan Cross Country Classic, heading toward a way overdeveloped cu-nimb.

Rich Williams, flying with Davis on the second-to-last weekend in May, scraped along low for the first 30 miles before getting up and out to the north suburbs of Spokane for a flight of 117 miles and first place in the Over 100 Mile Class. Good cumulus development helped mark the course but led to overdevelopment at the end of the flight as it built north of Fairchild Airbase. After I dropped out at 70 miles near Creston, Belinda (our driver) and I were treated to the best dinner we could get Rich to whine about.

Lany Jorgenson took second place in the Over 100 Mile Class with a 95-mile triangle in late July from Chelan Butte to Coulee Ciry on the southeast shore of Banks Lake, up north to Leahy (a threeway corner with a barn) and back to the Butte. Lany is one of a number of Seattlebased pilots who now have a house or trailer over in Chelan, and spend their vacations trolling for thermals. This year he should have been fishing for land locked salmon.

Lionel Space took the Over 100 Mile Class Western Washington division with a flight on February 15 of 44.5 miles south from Tiger Mountain, an urban forest southeast oflssaquah, 20 miles east of Seattle to south of Graham. After February 15 everything went downhill in western Washington until Labor Day. Ken Seligman took second place with a flight about a half mile shorter, also from Tiger Mountain, and also heading south past Orting and Graham. Ken, who flies cross country in western Washington on every possible day, had only seven crosscountry attempts in 1993, while he had 19 in 1992. Most of the longest flights of the year in western Washington have, for the past three years, taken place ~ between August 23rd and 25th. ~ HANG GLIDING

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byl(en he winter of '92-'93 end· cd the long drought in Tdaho as the first normal snow pack in over Rve years buried the mountains. By April, pilots were besides themselves in anticipation as the snow pack disappeared from the mountain launches in the form of big cumu·· lus cloud streel"S leading out over the desert.

Al Whitesell got the Rrst big flight of rhe year on May 1, towing up near Raft River and flying Ken Schreck at Quake 1fill. Photo by Ken Durstine. l J 3 freezing miles to Montpelier.

Unfortunately, the 100-rnile tow to a declared goal of over 100 miles. flight in Idaho didn't count for the X-C One week later, Al had to stand on the ground and watch Ken Schreck fly over contest because Al had neglected to post his$] 0 entry foe prior to the flight. him on the wny to Henry's Lake Airport On May 13, Ken Civanaugh got the contest rolling in earnest when he flew 98 miles to the Salmon Airport from King Mountain. Dan Delozier accornp;mied him for the first 58 miles landing just Idaho 1993 short of Grandview Canyon.

After early May, the spring rains Pilot returned with a vengeance. The wct:tcst summer in over 50 years managed to shut OPENClASS down Idaho pil01s by consistently raining HP A'f 1) Ken '""'" .."·" on Sarurday and Sunday week after week.

2) Al Whitesell Desire A short break in the weather over the 3) Ken Cavanaugh 139 Combat Memorial Day weekend lasted long 4) Eiji Yokoda 145 HPAT ] enough to let Dave Kriner and Mark 5) Prank Gillette HPAT Mason get 40-milers from King 6) .Dan L/<...,u,.•,c;i 158 HPKI' Mountain. Other soggy pilots started to 7) Mark Mason Com.bat l1P l use precious vacation days to fly during 8) Dave Kriner the week but to no avail. Even the last 9) Packer TRX Region V Championship, held in mid June, only produced a 64-mile flight with 50 M!LE CLASS over 40 pilots trying for three days to beat L) 1<)111 Kiester Magic IV the weather.

2) Steve Bahr Sport Finally, in mid-summer, the spring 3) Ken Durstine 162 GTR rains let up. On July 11, Al Whitesell bat·· tied a stiff crosswind and a dying radio on DECLARED GOAL a six-hour, I 06-milc flight up the Lost I) Ken 158 I-IP A'T 2) Al Whitesell Desire River Range to the fairgrounds nonh of Salmon. Al had avenged his May Day 3) Ken Cavanaugh 1:3 9 Corn bat flight by making the first flight in Idaho JANUARY 1994

for a 119-mile flight to a declared goal.

Ken had to yoyo in blown-apart thermals at the Big Butte for almost an hour after everyone else had left before he got high enough t:o leave. The big blue hole tbat put Ken Cavanaugh, Frank Gillette, Al Whitesell and Eiji Yokoda on the ground half way ro Montana closed up just in time f;x Ken to cruise overhead. Ken made up for lost time, averaging a ground speed of almost 40 mph after leaving the Butte, until being forced to land at bis declared goal by storms on three sides.

Clair Packer had his chance at a big flight on August 13. He was 30 miles downwind from the Big Southern Butte when he had to choose between a ] oo.,mile cloud street leading over no-man's land or stick with his pickup containing his wife and several relatives. A dying radio and encouragement from his truck convinced him to leave the cloud street and fly along the highway to Idaho Falls,

Launch

Date

Big Bntte KingMtn. KingMtn. Big Butte Big Butte Mtn. KingMtn. King Mm. Big Butte

July 17 July 1] Mayl3 July 17 July 17 May 13 May May29 Aug. 13

119 106 98

KingMtn. Mt. Harrison Mt. Ifarrison

May29 Sept. 18 July 31

14

Big Butte King Mm. KingMtn.

July 17 July 11 Mayl

119 106 18

Distance (miles)

81

41 40

12 8

47

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Shipping

1-3

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~·~VISA ·-. fNC

4-6 7-10 In the 46 states. we prefer to ship via UPS.

CANADA & MEXICO ship + $. 75 per calendar INT'L SUAFACE ship + S1.50 per calendar INT'L AIA ship + $5.00 per calendar

or

(drdeone)

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exp._ Sig n.

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Colorado residents add 3 % soles tax $_ __ Shipping (see chart)$_ __ TOTAL (Make checks payable to USHGA. ) $_ _ _

Name ----- - - ------ - ------5 tree t Address._ _ _ __ _ _ _ _ _ __ _ City_ _ _ _ __ _ State___ Zip_ _ __ MAIL TO: USHGA, PO Box 8300, Colorado Spring5 CO 80933-8300 Phone: (719) 632-8300 FAX: (719) 632-6417

r bur there was no lilt to be found and he landed at the 36-mile point.

The tough weather prevented anyone from gradu;iting from the 50 Mile Class.

Tc_Jrn Kiester finished first by landing al his camper near rhc Pass Creek Narrows from King Mountain. Comest rookie Steve Bahr managed second place by flying 12 miles from Mt. Harrison to land in

Frank Gillette's front yard.

The Idaho X-C contest is open to all local and visiting pilots. L!owever, rhe launch must be made in the state ofldaho and your entry frc received prior to launch. Contact the Idaho Hang Gliding Association or one of the local pilots for the details.

select few pilots snaked their way through the Georgia Mountains to cornpcte in the Annual 'Hn's Mountain Fly··ln Extravagam.;i. This site was, literally, made for hang gliding. l1s four-star accommodations, free food, 110 entry fees and ;1 $2,000 purse drew pilots from four stares.

Om hostess, Francis "'I'ut" Woodruff owns and built 'fot's Mountain (formerly known as Hang Cliding Heaven) for hang gliding. 'fot has been supporting hang gliding since the early Rogallos hit bang glidCypress Gardens. Nearly ing history book has a photo a "'Ti1t Flier" kite. 'l\1t's Mountain and this fly-in highlight her enthusiasm and continued support of our sport. 'fot's Mountain is a be;iutiful l l0-;1cre mountain site with a 15-acrc grassy I .Z 900 feet below. The bunch ramp is a huge, carpeted concrete pad. (That's right, carpeted.) Tia's Mountain employees wait in the LZ to 1akc you back up. Simply load your set-up glider on the specially designed trailers or Am-bed truck and up you '[i.n>s paved road runs from the I to launch.

The '!tit's Mountain Fly In included the usual flying rasks: duration, spot landX-C and bomh drops. ln addition, rhcre were awards for oldest and youngest pilots, women pilots and mystery pilots.

Pilors could emcr the launch line whcnev· er they were ready, hut random launch positions would win This gave every-· one a chance to win.

What would a fly-in be without a crowd to show off for? Ti-1t invited over 200 Boy Scouts, Chi pa Wolf Native Americans, balloonists, skydivers and hundreds of tourists and locals for us to

had a spectacular sunset ;iirshow; Ti.1t somehow managed to have seven C· l 30's do a low level fly-by. We spent the evening in front of the fireplace swapping "there T was ... " stories.

Sunday's winds were light and variable perfect for 'lut's Mountain. Meet off]. cials Don [-!ill, Bruce Hawk and I modifled tbc rules and awards to better suit the conditions and the pilots, and to simplify scoring. Pilots demonstrated wingovers and wangs for the Boy Scouts camped below. Mike Williams demonstrated his "Sensor flat spin" as pilots watching felt their stomachs knot. We fielded lots of hang gliding questions from the scouts and other visitors, and rnay have found some future pilots. (How about ;i hang gliding merit badge?) By dark we h,1d made almost 40 lauuchcs. A couple of pilots only got out of their harnesses for

lunch.

]i\NlJi\RY 1994

Tut put the pilots and their families up in her fl nest accommodations. She gave us the "Fxccmive Cabin." '!'his 7,000squarc·fi)()t chalet sirs on the mountain side halfway to launch, and has plenty of bedrooms, a kitchen, pool table and a huge fireplace. She provided sweat shirts and fed us some of rhc besr barbecue in upstate

We wound the cvcm up with an awards ceremony. 'fot awarded the prize checks and we thanked her with customary hugs. Everyone had a great time and promised ro return next year. l'd personally like 10 thank 'fot fr)r a great tirne and look forward to next year's event.

She's a wonderful lady.

Pl11cc Priz:e Nt1mc 1) $380 2) 3)

From

Jim Cole Lake City, TN Mike Williams Greenville, SC Mel Beach Cumming, CA

Pos1-fronral winds rnrncd

wind watching. The h:1lloonists didn't consider flying and the skydivers cancelled at the last bm we s1il1

Brurc Hmukflies over 'fitt's Grune Preserve with the lZ behond the trees.

Photo by B11rry Steele.

49

~~ 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 bolts (especially the heart bolt), re-used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USHGAcertified school.

Records TV show. Priced negotiable, call John Heiney, (801) 254-5285, Box 822, Riverton, UT 84065.

MAGIC IV RACE- Great condition, less than 150 hours $900. (209) 523-2368.

FORMULA 144- Mid 1993, brand new condition, 4.4 TE $2,600. (310) 408-6234.

MOYES XS 155 - Vety good glider, 1.5 years old $1,800. (714) 960- 4903h, (714) 263-3899w Bob.

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

MOYES WORLD BEATER 162 - With kingpost hang system and XS tips. Surfcoat LE with hot pink and neon green wedge DS $975. (909) 391- 2812.

GEMINI 134 473-2003.

Excellent condition $800. (414)

GLIDER BAGS - Custom camo. XC $70., standard $80., other colors. Sail Wings (501) 663-3166.

ROGALLOS

HPAT 145- Flies great $1,400. (208) 233-7408.

DOUBLE VISION - 1991, well use but perfect condition. Just inspected. Red, white & blue. Call Greg (919) 453-4800.

HPAT 145 - New 6/93, <20 hours, immaculate shape $2,800. (505) 299- 8503.

DREAM 160 - Excellent condition, rainbow colors $1,200 OBO. Janet (916) 283-0659.

DREAMS IN STOCK - All sizes, Raven Sky Sports (414) 473-2003.

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.

HPAT 158 - 75 hours. Bought in '91, pretty colors $1,800. CG harness, large, includes High Energy parachute $200. (719) 472- 0294.

K2 145 - Flies great, gets high, great shape $1,650.

(706) 398- 3964.

KISS 154 - With K2 updates. Killer custom sail, fluorescent undersurface with hot pink sharkfins. Great condition, battens never touched the ground, new bag.

Can be seen in the new 1novic release "Mr. Jones,, star-

ring Richard Gere $1,500. (619) 277-4285.

FIFTY-TWO LOOP WORLD RECORD GLIDER - Mystic "Special" with unique custom sail, excellent condition, flies great. Featured in: USHGA "Aerobatik" poster, October 1988 & November 1989 HANG GLIDING covers, Tom Sanders film "Over The Edge" and Spectacular World Of Guinness

MAGIC IV 177 - Full race, low time, clean $1,000 OBO. Also Ball 652, Flight Designs harness w/chutc, make offer. (303) 241-7606.

RAM AIR- <15 hours $3,100. '92 Foil Combat II 152, great condition $2,000. Raymond Equalizer, large, recent factory overhaul, plus Second Chanez ballistic rocket, w/24 gore chute $600. (208) 5222423 Idaho.

RAVEN 209 - Good condition, rainbow sail, knee hanger harness, extras $600. (608) 269-2232.

SENSOR 510B - 160, good condition $600. (617) 860-3032 ask for Ron. SENSOR 510C - Yellow LE, pink double surface, blue upper surface, white TE. Very good condition $900 OBO. (704) 298-4368.

SENSOR 5 lOE SS - E66 control bar, <10 hours airtime, is in new condition $2,200 080. (303) 5301985.

SENSOR 510 - 180A & 160VGB, great shape, $500 each. (612) 869-0293.

SOUTHERN CALIFORNIA USED GLIDER REFERRAL - BUY-SELL-CONSIGN, ALL MAKES, MODELS. CALL TODAY (619) 4501894 OR (619) 450-9008.

SPECTRUM 165 - 6.5 hours! Perfect condition.

White top, magenta lavender bottom. Quick-connect base tube $2,500 080. Free Flight harness and 'chute available also. Steve (310) 454-2968 Los Angeles.

1.--------------------------------------, USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum.

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

Prepayment required unless account established. No cancellations and no refunds will be allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card.

Please enter my classified ad as follows:

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

I

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

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

I

I I I I I I I

NAME: ------------------~ ADDRESS:

I I

I I Number of words: @ .50 = _ _ _ _ _ __ Number of words: @ 1.00 = USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719} 632-8300 I L ______________________________________ ~

50

HANG GLIDING

Classifieds ~~ SPECTRUMS & VISIONS - Bought-Sold-Traded.

Raven Sky Sports (414) 473-2003.

SPORT 167AT - Speed bar, extra flared down tubes, tear stop TE $1,900. (708) 894-5858.

SPORT 167 EURO - Full race, good condition, speed bar, flies great $1,050 includes shipping. (617) 471-6538.

SPORT 180 AT - Low hours, never damaged, like new condition $1,500. (509) 627-3624.

TOTAL GLIDING PACKAGE - Mystic 166, payout winch, Ball 651, two Maxon radio's, harness w/chute & helmet $3,200. (414) 695-0918.

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

TRX 160 - 1.5 years old, excellent condition, never whacked $2,200 OBO. (619) 697-4530 Dave.

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 17 - <10 hours, trilam LE, mylar TE, crisp sail. Call Finbar at (818) 798-1661.

VISION PULSE I IM (303) 278-9566.

<21us flight time $2,800

VISIOKS & SPECTRUMS - Bought-Sold-Traded.

Raven Sky Spans (414) 473-2003. \'i!ILLS \'i!ING SPORTS - Several models to choose from, all in great condition, priced to sell. (602) 7746410.

Z3 HARNESS 473-2003.

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

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

JANUARY 1994

COLORADO HANG GLIDING "Celebrating Over 20 Years of Sales and Support!"

REGION IV'S OLDEST, LARGEST FULL-TIME STORE. RESERVE CHUTES, (All Sizes) never used, inspected, repacked w/new bridle and bag ................... $265 ................................................... (20 ft. PDA's $300) VARIOS/ALT .................. (Used, All Brands) ... $150+ USED HARNESSES ....................................... $75+ NEW, USED PARAGLIDERS ... (All Brands) .. $500+ NEW HELMETS ............ (All Brands, Styles) .. $49+ NE\XT PARASAILS ................ (Large) ............... $1,175 VISION PULSE (I IM) ........ 1 FLIGHT.. ....... $2,800 VISION MK IV 19 ............... <3 HOURS ....... $1,700 SPORT EURO 150 F.R ....... <15 HOURS ..... $1,500 MAGIC III .......................... .<40 HOURS ..... $800 EXCEL 160 ........................... <50 HOURS ..... $800 HP II 185 .............................. <35 HOURS ..... $700 LT DREAt\1. 185 ................... <60 HOURS ..... $600 COMET 165 ........................ <60 HOURS ..... $550 DUCK 160 ........................... <50 HOURS ..... $500 LANCER 180 ...................... .<40 HOURS ..... $425 PRODAWN, PROSTAR II 160 .. ...... <25 HOURS ... $425 ea. ............................

SEAGULL SEAHAWKS ....... 4 TOTAL ........ $100 ea.

"Safety is our profession, quality our promise - Since 1972" Equipment 100% Guaranteed, inspected.

(303) 278-9566 M-F 9-5.

RIGID WINGS WANTED! - Fledge III or ET, must be new or absolutely perfect. (503) 668-8206.

ULTRALIGHTS TRIKES - Offer great additional air time for hang glider pilots. Original design American trikes, new from Ultralight Aviation, I I I 7 Cold Harbor De., N. Las Vegas NV 89030. (702) 399-4044.

TRIKES TRIKES TRIKES - And accessories. $ I 0.00 info' pack, Jefferson Aero Sports, 15 I 20 Skelton Rd, Jefferson OR 97352, (503) 327-1730.

WANTED CHILE OR COSTA RICA- I'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 gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 \Xlawona, San Francisco, CA 94116.

(415) SKY-1177.

SCHOOLS & DEALERS

GOLDEN WINGS I 103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Magic Formula 154 Exe. Cond ..................... $ I ,900 Magic Formula 154 w/spare downtubes .......... $1,700 Mystic 177 VG ...... Great for rnwing ................ $800 Euro Sport 150's & 167's .................... $1,700-$1,900 Several Vision MK IV 17's & 19's....... $1,300-$1,700 Vision lv!K IV 19 ......... Brand New ................. $2,900 Several other good gliders, $400-$1,000. Call for a complete listing.

EMERGENCY PARACHUTES A BEST BUY! - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes.

Fully Guaranteed' Colorado Hang Gliding (303) 2789566.

ALL BRANDS - Bought, sold, and repacked.

Inspection and repack $25.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 \Xlawona, San Francisco, CA 94 I 16.

(415) SKY-1177.

PARAGLIDERS NEW AND USED - Paraglidets, most brands $500-$3,000. Colorado Paragliding (303) 278-9566.

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

See

ROCKET CITY AIRSPORTS - Instruction, sales & service at Keel Mm., Gurley, AL. For information send SASE and $1 to 301-A Franklin Street, Huntsville AL 35801 or call (205) 776-9995 or (205) 880- 8512.

ARIZONA ADVENTURE SPORTS TOURS - Certified instruction milizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwavc, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121.

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

ZONIE HAL'\!G GLIDING - Tandem & Certified FAA instruction: CFII/MEI ATP. Always looking for used equipment especially for female students. 4326 W. Mariposa Grande, Glendale AZ 85310. (602) 582- 4471.

ARKANSAS

UP, WILLS, EDEL - $795+. Instruction, randems.

Somhern California (909) 654-8559.

SAIL \'i!INGS PARAGLIDING/HANG GLIDING - "We'll bring our training program to you!" PO Box 5593, Little Rock AR 72215. (501) 663-3166 phone/fax.

51

~~ Classifieds CALIFORNIA A BEAUTIFUL SOARING EXPERIENCE Awaits you at Torrey Pines Glider Port, a full service USHGA certified hang gliding & paragliding school located on the most soarable coastal cliffs in the nation. On-site training hill and tandem instruction using the new dual purpose, lightweight carbon fiber XTC 205 for both (fly tandem on the same glider you use on the training hill). New/used gliders, equipment in stock. Buy/trade used gliders/gear, rentals, glider repair. Get UP. 2800 Torrey Pines Scenic Drive, La Jolla CA 92037. (619) 452-3202.

\VRIGHT BROTHERS WINGS - Friendly USHGA certified instruction, using training sites in the Modesto area. Gliders and equipment from UP lnt'l, AS!, Ball, BRS, High Energy, Raymond, Second Chant7, and more. (209) 586-6012 Sonora CA. COLORADO

. -·~'.'i'-:il_,,_,.<

·-~-·'¢'.~-·-~

' ··~1ii)t('l)~a

ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instruction, sales and service. Emphasis on special skills, techniques, launching & landing. Demo's. Ask about tow clinic. (209) 368-9665.

HIGH ADVENTURE - Hang gliding, paragliding school. Equipment sales, service, rentals at Southern California's mile high site, Crestline. USHGA Instructor Rob McKenzie. By appointment year round. (909) 883-8488.

AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA certified uaining program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Qualiry airframe and sewing by factory trained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Funston. The only full service shop in San Francisco!

3620 Wawona, San Francisco CA 94116. (415) 7591177.

LAKE ELSINORE HANG GLIDING SCHOOL Wills Wing dealer, Flytec. (909) 245-SOAR.

CHANDELLE SAN FRANCISCO, INC. Complete hang gliding and paragliding sales, service and instruction since 1973. Northern California's most complete repair facility. New and used equipment and demo's, lesson packages, clinics and tandem lessons. 6880 Sir Francis Drake, Forest Knolls CA 94933, (415) 488-4202.

COMPACT WINGS PARAGLIDING - Tandem, Class III certified instructor. All major brands. Yearround flying. Best Somhern California site. (909) 654-8559.

FLIGHT SYSTEMS - New location. Dealer for the BIG THREE, \XIILLS WING, PACIFIC AIRWAVE and MOYES. All kinds of accessories. I understand the existing pilots need to get a sweet deal! I need trade-ins. Call me last. "I'll eat a bug." DAN SKADAL@ FLIGHT SYSTEMS, 1915B E. Karella, Orange CA 92667. 714-(new)639-7777.

HANG GLIDER EMPORIUM - Best training hill in the west! Full service hang gliding/paragliding shop, established 1974. PO Box 41339, Santa Barbara CA 93140-1339, (805) 965-3733.

THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

52

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.

LAKE ELSINORE WINDGYPSY - Airwave, Moyes, AS!. Call for site information. (909) 6798994.

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

COLORADO HANG GLIDING/PARAGLIDING - Celebrating over 20 years of lessons and sales. !st USHGA certified school in the U.S.A. Region's largest and oldest. Operating full time since 1972.

(303) 278-9566.

EAGLE'S NEST SCHOOL OF HANG GLIDING/PARAGLIDING - USHGA certified instruction. Sales and service. P.O. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

GOLDEN WINGS - Lessons, sales & service.

USHGA certified instruction. 1103 Washington Avenue, Golden CO 80401. (303) 278- 7181.

LID ENTERPRISES - Sail and harness repair Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440- 3579.

TELLURIDE AIRSPORTS - Moyes, Pacific Airwave, Wills Wing, Flytec & Ball. PO Box 2076, Telluride CO 81435. (303) 728-9525.

MISSION SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special attention to rake-off and landing skills. Custom superlite training gliders. Comfortable training harnesses! Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in stock! Best trade-in prices.

Try all the new harnesses in our simulator. Large selection of specialized equipment, beginner to XC. 1116 Wrigley Way, Milpitas (near San Jose) CA 95035. (408) 262-1055.

CENTRAL FLORIDA FLYERS- Certified tandem tow flight instruction. Dealer for all major brands.

Service you can trust. (407) 894-5715.

TOP FLITE HANG GLIDING - USHGA certified instruction. Hang gliders & supplies. Servicing Merced, Modesto & Stockton areas. (209) 874- 1795.

LOOKOUT MOUNTAIN FLIGHT PARK Nearest hang gliding mountain training center co Florida. See ad under Georgia.

TRUE FLIGHT CONCEPTS - USHGA Certified Instruction, Sales & Service. Become a better pilot in less time with our small personalized classes & tandem instruction. Our head instructor has over 13 years teaching experience. Only minutes from our local Kagel Mountain flying site. 13525 Eldridge, Sylmar, CA 91342. (818) 367-6050.

WINDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 9880111, Fax (818) 988-1862.

CONNECTICUT MOUNTAIN \XIINGS- Look under New York.

FLORIDA

Our advertising has a two-month lead timeplan ahead.

HANG GLIDING

Classifieds ~~

NO MORE BUNNY...

THE HILL WITH IT! -~- ~-~-~ ailO@lli'ilO l){J(]:lli3'8 @li10®01i3c8\Y/e have the most advanced training program known

to hang gliding, teaching you in half the time 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 Instruction.

• Certified Tandem Insrrucror's.

• First Flight at over 1,000 feet.

• From Zero to Solo in less rhan 3 dars.

• The Cammy's Largest Landing Arca: No Trees, No Rocks, No Dirr!

• Full Service Shop: New and Used Gliders (all brands).

Harnesses.

Tow Lines and Tow Releases.

Floats.

INDIANA

JJ MITCHELL- TANDEM. UP, PacAir, AST dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856.

KENTUCKIANA SOARING -

See ad under pares.

RAVEN SKY SPORTS - (414) 473-2003. Please see our ad under WISCONSIN. MICHIGAN NEW TO SE '.v!ICHIGAN - Moyes Draggin' Fly, aerrowing, certified instruction. Call Bill Cuddy (313) 798-2450.

PRO HANG GLIDERS - MICHIGAN'S most experienced instruction. Teaching since 1976-Safety is #1. Beginner rhru advanced lessons. \'<fills Wing specialists. Towing for 10 years. Contact Norm Lcsnow, 569 W. Annabelle, Hazel Park MI 48030. (313) 399-9433.

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - FULL-TIME shop. Certified instruction, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City MI 49684. Call Bill at (616) 922-2844.

Accessories.

MINNESOTA 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.

SPORT SOARING CENTER/MINNEAPOLIS lnsrrucrion, equipmenr dealers for Wills \'<ling, Pacific Airwave & Edel. (612) 557-0044.

GEORGIA NEVADA LOOKOUT MOUNTAIN FLIGHT PARK America's #1 hang gliding center, flying site. Find out why three times as many pilots earn their mountain wings at Lookout! Complete certified rraining-"bunny hill" to mountain soaring. We wrote USHGA's Official Flight Training Manual! Our specialties: footlaunch, tandem and aerotowing instruction, first mountain flights, customer service and satisfaction.

Lesson packages, ratings, glider rentals. Largest inventory new/used hang gliders, equipment. Complete sail/airframe repairs. 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 VALLEY SOARING SUPPLY See our ad under Tennessee.

IDAHO TREASURE VALLEY HANG GLIDING Airwave, Moyes, UP. Demo's, ratings, tours, service.

(208) 376-7914.

ILLINOIS RAVEN SKY SPORTS - (312) 360-0700 or (708) 360-0700. Please sec our ad under WISCONSIN.

JANUARY 1 994

ADVENTURE SPORTS - Sierra tours our specialty - USHGA certified school and ratings. Dealers for Pacific Ainvave, \'<fills Wing, UP, Enterprise Wings.

Fly the Sierras with a full-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070.

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville :vitn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories.

Certified school/instruction. Teaching since 1979.

Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction ... if you've finished a program and wish to continue. Fly rhe mountain! ATOL rowing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317.

SUSQUEHANNA PARK FLIGHT Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, GOO' NW ridge. We have the best facilities in N. New York state to reach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153.

NORTH CAROLINA COROLLA FLIGHT -America's most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Call or write for information Greg DeWolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166 KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered.

Advanced tandem row instruction, 1500 ft. plus up.

Dealer for all major brand gliders, complete invenrory of new and used gliders, accessories and parts.

OHIO SKYWARD ENTERPRISES - wlARIO MANZOBasic instructor. Frame & sail repair. Seedwings, CG1000. Dayton/Chillicothe. (513) 256-3888 weekday evenings.

NEW JERSEY MOUNTAIN \X/JNGS -

Look under New York.

NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service. Sandia Mountain guides. \'<fills, Pacific Ainvave.

Albuquerque, NM (505) 821-8544.

NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AJ\:D FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hills.

Area's only dealer for Pacific Ainvave, UP, Seedwings and Delta Wing with demos in stock. \'f/e are the largest, most complete H.G. accessory and repair shop of its kind in the counuy. Many new and used gliders in stock. RIC supplies and kits, Ultra Pod camera systems. VISA and MASTERCARD accepted. Stop in and get your flight pass and gate combo. 150 Canal St., Ellenville, NY 12428 (914) 647-3377. In N.E. 1800-525- 7850.

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

OREGON AIRTIME OREGON - Certified insrrucrion, service, repair and sales of new and used equipment.

Dealer for PacAir, \'<IW, Moyes, UP and AS] hang gliders; AirTek, Diablo, £space and Corvette paraglidcrs. Call Tom at (503) 998-1220.

SOUTHERN OREGON HANG GLIDING Certified instruction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-5823.

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

Look under New York.

53

~~ Classifieds TENNESSEE

VIRGINIA

ALPINE LODGE - At Raccoon Mountain, formerly Crystal Air Sport Morel. Private rooms, bunkhouse, jacuzzi, pool. Work program. (615) 821-2546 Chattanooga, Chuck or Shari.

KITTY HAWK KITES -

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

LOOKOUT MOUNTAIN FLIGHT PARK- See ad under Georgia.

SEQUATCHIE VALLEY SOARING SUPPLY Certified, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers for all major brands. Located in the "Hang Gliding Capital of the East". For personal, professional service you can trust, call SVS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301.

TEXAS

See North Carolina.

SILVER \'v'INGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Seedwings & UP. (703) 5331965 Arlington VA. WISCONSIN RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aerotowing & tandems

by Brad Kushner. Sales/service/accessories for all major brands. PO Box 101, Whitewater \'v'I 53190 (414) 473-2003.

PARTS & ACCESSORIES AIR KEVLAR HELMETS - Full face, purple or gray $325. Raven Sky Sports (414) 473-2003.

A.A.S. AUSTIN AIR SPORTS - Certified instruction, sales and service for most major manufacturers.

Tandem instruction available. Tow- launched training programs for Hang I-Hang IV pilots. Mountain flying in Mexico year round. \'\Trite to Steve Burns at 1712 Waterson, Austin TX 78703 or call Austin (512) 4741669, Houston (713) 471- 1488, or San Antonio (210) 824-1803.

KITE ENTERPRISES - Instruction, sales, repairs, towing and foot launch. Dallas & North Texas area.

211 Ellis, Allen TX 75002. (214) 390-9090 anyrime.

Dealer, Pacific Airwave, Wills Wing.

RED RIVER AIRCRAFT - Hang gliding specialists. Instruction, sales, service. Towing supplies.

MC/VISA. AUSTIN-4811 Red River, Austin TX 78751. (512) 467-2529, fax (512) 467-8260. FT. WORTH (817) 921- 6957.

UTAH REBEL WINGS HANG GLIDING - USHGA certified instruction. Operations conducted at Bauer Ridge and Jedi Jump. Dealer for UP, PacAir, High Energy, Ball. Mountain tours, service & repairs. (80 I) 882-7042.

UP SOARING CENTER - Full service hang gliding & paragliding school. USHGA certified instruction (year-round) at the nation's most consistently soarable site (minutes away). New/used gliders, equipment in stock. Buy/trade used gear. Airframe/sail repairs performed at factory. Mountain clinics, tandem, ratings, ICP's, rentals, seminars, pilots lounge/videos, near-by camping/motels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salt Lake City). (801) 576-6460, fax (801) 576-6482.

MC/Visa accepted.

WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain.

Call Gordon (801) 277-1042.

54

State-of-the-Art Flight Deck on Your Wrist

ALL NEW ULTRA-LIGHT LAMBIE LID - The lightest, most comfortable hang glider helmet.

Aerodynamic, low turbulence, low drag shape. Hightech look. Finish is clear resin over the gold/black weave of the super-strong carbon/kevlar outer shell.

Open face, only 12 oz., price $175. Integral foll face version, only 17 oz. $235 includes headset installation. Measure around head and from bottom of earlobe over top to bottom of earlobe for custom fir.

From the designer, Jack Lambie, 8160 \Voodboro, Anaheim CA 92807. Phone and fax (714) 779-1877.

• Temperature compensated altimeter to 60,000 feet with aircraft altimeter precision in 10 foot increments.

• Records your highest altitude and best climb throughout the day, week, or year.

• Measures temperature, barometric pressure and trends.

• Fully adjustable wristband can be worn over your flight suit for quick access and easy viewing of performance data.

• Simple-pictures guide you through the functions.

• All functions in English or metric display.

• Made in the USA. Only $120 includes U.S. shipping.

Visa/MC accepted.

• SATISFACTION GUARANTEED! 30 DAY MONEY BACK, 2 YEAR REPLACEMENT WARRANTY. Call Owens Valley Soaring (619) 387-2673.

BIG WHEELS - Sturdy, rough, lightweight, excellent for training, solo/tandem flying, any basetube. $42.95/set, quantity discounts. Immediate delivery.

Lookout Mountain Flight Park, (800) 688-LMFP, (706) 398- 3541.

FAX your classified ad, membership renewal or merchandise order:

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

BOLT-ON WHEELS - Best removable intermediate/advanced wheels. Sturdy, tough, 6" diameter.

Won't pop off basetube like snap-on's. Separate hub has hole for VG string though it, remains on basetube. Removable wheel halves screw together using thumb screws. $99/set, quantity discounts. Immediate delive1y. Lookout Mountain Flight Park, (800) 688LMFP, (706) 398-3541.

HANG GLIDING

Classifieds ~~ USHGA instructor Tom Sapienza, owner of Airtime Oregon says, 'Tve tested & recommend \'(find Advisory to all New & Intermediate pilots!"

WIND ADVl5DRY AIR/WIND SPEED INDICATORS © HELP You LAUNCH &FLY SAFE!

(With Poplin Storage Bag) ~

'>Y

2::./,'S.~;:.:

V

HIGHEST QUALITY HELMETS DOT approved. At super affordable prices. $49 and $89 respectfully. Both have brushed nylon liner with high strength polycarbonate shell. Colors available. New dealers welcome. (303) 278-9566.

•

(Box With Speed Conversion Chart)

DEPENDABLE Wind tunnel tested & calibrated.

BUILT TO LAST Impact & corrosion resistant.

WIND ADVISORY \'Vith Mounting Bracket .$24.50 (includes S/H-You Save $2.50) Sold separately: WIND ADVISORY Indicator ............ $15 + $2 s/h MOUNTING BRACKET ................. $8 + $2 s/h (Specify 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. Send $37 + $3.95 shipping per pair to Sport Aviation, PO Box 101, i'vlingoville PA 16856. Ask about our dealer prices.

LITEK VARIO/ALTHvlETER- $235. Yaesu FM mobile, 25 wans, $135 OBO. (209) 252-1138.

MINI VARIO - \'(forld's smallest, simplest vario!

Clips to helmec 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.

NAS HANG GLIDING RESERVES - IOO's sold.

Tested, deployed and proven. Complete with 25ft. bridle and metered deployment bag. Brand new $385.

New dealers welcome. (303) 278-9566.

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 produces. Dealer inquires welcome. PO Box 4, Ellensburg WA 98926. (509) 925-5565, fax (509) 962-4827.

OXYGEN SYSTEMS ELECTRONIC ON-DEMAND o 2 SYSTElvl New Price! Lightest and smallest available $799.95 with 180 liter cylinder +S/H. Ocher models and information available. Major credit cards. Mountain High E&S Co., 516 12th Avenue, Salt Lake City UT 84103 USA. 1-800-468-8185.

Sell your unused equipment here.

JANUARY 1994

maxon·

sP-200) Series

JO-CHANNEL PROGRAMMABLE MAXON SP 2550 - 5 watt two-way radio with charger. Three USHGA, three weather, four programmable frequencies. Durable, rugged, easy rouse. Nicad battery (typical 10 hour). Pilots #1 choice! Special $349.

Additional options available. Lookout l\founcain Flight Park, (800) 688-LMFP. (706) 398-3541.

WHY BUY USED - \)?hen you can have new with a lifetime warranty. The XCR-180 is now only $349.95, with remote on/off valve and NELSON type flow control regulator & oximizer. Mountain High E&S CO. USA. 1-800-468-8185, fax (801) 364-6207.

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

55

~~ Classifieds NEW PRO MODEL ~

$799

.,/

[i-~~]

@I@"' @ @

SPECIALIZING IN COMMUNICATION AND NAVIGATION - Allow a fellow pilot and licensed ham help you decide on a system that firs your needs.

Yaesu FT411E $305., Yaesu FT416 $339.95, Icom P2 $329., Alinco models DJ180T $225.95. Kenwood T28A $324.95. Mobiles 45w from $339. Maxon SP2550 $329.00 All models available, call for current quote. MARS/CAP MODS AVAILABLE, warranty intact. Icom aircraft radio's from $429. Antennas: 5/8wv magmt $38.85, HT 1/4 gain $14.95, HT 5/8 telescopic $20.95. Special mounts available for all applications. Tow rope 1/4" poly $35/1000', 3/16" poly $30/1000'. Hook knives $14.95, V-Mitts $28.

NEW FLIGHTMATE PRO, in stock $799.95, includes accessory package.

QUICK RELEASE CARABINER - $49.95. Extra ball lock pin, $29 .00. 10,000 lbs., dealers welcome, parent pending. Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983.

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

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

THE NEW "SKY ROHR PARA-SWIVEL" Smaller, lighter and best of all, stronger. Don't leave the ground without one! $84 +$4 s/h. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washington Ave., Golden CO 80401. (303) 278-7181. High quality Maxon helmets, only $55 + $4 s/h. Great for schools!

Vario's from Ball and Aircotec, in stock. Some demo models at reduced prices $call. Dealer for all NAS products-Varios-Helmets- Parachutes-Paragliders.

Dealer for all major brands. \Y/e've either got the BEST PRICES or we'll try to match them!"

Kentuckiana Soaring, 425 Taggart A,·e., Clarksville IN 47129. Fax (812) 284-1604 or phone (812) 2887111 evenings and weekends, send SASE for sale flyer. Mastercard/Visa.

FAX your classified ad, membership renewal or merchandise order:

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

56

SOLAR WATCH - W/magnetic compass. Limited time offer $2 each. lntelection, Dept. 259B, 2023 N Atlantic, Cocoa Beach FL 32931.

SPECIAL PURCHASE - Maxon 5 watt, heavyduty, 3 USHGA channels, Hi/Lo power $299.

Maxon 1 watt, 1 USHGA channel $150. Tekk T-20 2 watt, 1 USHGA channel $100. learn P2AT $389.

Uvex aramid full-face helmet 1 lb. 5 oz. $300.

Optional visor, headset, Vax & installation. 45 sec. smoke bombs, as low as $4. Signal mirror $8. Jackthe- Ripper cutaway knife $15. Silva compass with basetube mount $119. Camelbak $35. Pendulum Sports, Inc. 1-800-WE FLY XC.

Sell your unused equipment here.

DON'T GET CAUGHT LANDING DOWNWIND! 1.5 oz. ripstop nylon, UV treated, 5'4" 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 (719) 632-6417. VISA/MC accepted.

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

HANG GLIDING

Classifieds ~~ WINDTALKER Ill*

This is the one I I

~

THE WINDTALKER - is remote controlled by telephone, and can keep 200 access codes, with preset numbers of calls that can auto decrement. Also will call you if conditions exceed threshold. Price is only $895 complete. Free information. Litek (503) 4796633.

BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND PART TIME -

··'

I

C

• •.

andCffittWifls

HIGHER THAN EAGLES - by Jvfaralys & Chris Wills. The life & times of BOBBY WILLS, hang gliding legend. 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.

USHGA certified

the many reasons co own a

IPERFORMANCE ]FLYING byPF..NNIS rAC.FN

- ::......

H.v.'G~ifoJN<:iTeCHNIQUESrOR.

INTE'.RMEDfATE ANP ADVANCED PILOTS

BAG IT 1 - If you don't have your copy of Dennis Pagen's PERFORMANCE FLYING yet, available through USHGA Headquarters $29.95 (+$4 s&h).

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

JANUARY 1994

UNLIKE OTHER SYSTEMS - No deployment mechanism is required. Fully self actuating when row line is released. Reduces wear on line & rewind motor. Reduces turn around time. Two sizes. $85/$125 +$4 S/H. Check or money order. Golden Wings, 1103 Washington Ave., Golden CO. 1-800677-4449.

Extended life of your valuable row line, is just one of

PUBLICATIONS & ORGANIZATIONS

HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney. The Official USHGA Training Manual, NOW IN ITS SECOND EDITION .

Over 260 pages, with more than 160 easy-to-understand illustrations and photos. Your librar)' starts with this book! $29.95 (plus $4.00 s/h) Colorado residents add 3% tax. SEND/FAX/PHONE TO: USHGA BOOKS, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

Tow line recovery System Nothing attached to pilot or bridle.

' ···~ .. ~ W l l l S ~

instructors. Innovative equiprnent, the latest training

methods. Soaring Safaris. Send resume Mission Soaring Center, l l 16 Wrigley Way, Milpitas CA 95035. (408) 262-1055.

By Golden Wings

SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177.

STRATUS This is because on our winch we use low friction roller type line guides on a precision level wind carriage. This combines with the latest available hydraulic technology to deliver consistently smooth performance. Price just $3,800 includes line. Call or write for more information: \Vest Inland Hang Gliding, E. 4503 Fifth Ave., Spokane WA 99212, (509) 535-8119.

TOWLINES SPECTRA-Hollow Braided 2000' or 3000' I Reel Part# ........................ Price .................. \Xleight SPCB-730 ................. 14<t/ft ................ <2#/M SPCB-950 ................. 16<t/fr. .............. 2#/M SPCB-1500 ............... l ?<t/ft ................ <4#/M SPCB-2200 ............... l 7<t/ft ................ 5#/M

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

371-8873.

ULTRALINE IN STOCK- Winter Discount! 10% off 3000' and 4000' continuous lengths. The original Ulrraline Source-Cajun Hang Gliding Club, l 10 Kent Circle, Lafayette LA 70508. (318) 981-8372.

DACRON-Hollow Braided 1500' I Reel DCCB-650 ............... 8<t/ft .................. <5#/M DCCB-900 ............... 9<tlft. .... ............ <8#/M DCCB-1500 ............. 1O<t/ft ............... 12#/M DCCB-2000 ............ 12¢/ft ............... 17#/M

All in stock, fax orders to: David F. Bradley, Braided Products Division, PO Box 95, Hilltown PA 18927.

(215) 822-1968, fax (215) 822-5852.

Sell your unused equipment here.

57

E~ Classifieds VIDEOS & FILMS

MISCELLANEOUS

EAST COAST VIDEOS presents VIDEOS AVAILABLE - New York Finger Lakes Region, hang gliding and paragliding (50 minutes).

Henson's Gap & Whitwell 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 MI 49444.

FLAMENCO DUNE - Awesome paragliding & radical dune soaring in Namibia. Original, unique soundtrack. Weird yes-but you'll enjoy it. 20 min. $19.95 +$4 S/H. Available through USHGA Headquarters.

"AEROBATICS" - JUST IN! Full color 23"x 31" poster featuring John Heiney doing what he does best-LOOPING! Available through USHGA HQ for just *$6.95 (+$3.50 s/h). Fill that void on your wall!

Send to: USHGA Aerobatics Poster, PO Box 8300, Colorado Springs CO 80933. (*USA & Canada only.

Sorry, posters are NOT AVAILABLE on international orders.)

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

FREE INFORMATION - Allow the government to finance your small business. Loans/grants to $687,000. Call 24 hours, free recorded message: (313) 825-6700 Dept. 1264.

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

CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps.

MINIMUM AD CHARGE, $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold print.

Special layouts of tabs $25.00 per column inch.

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, 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 VISION MK IV 17 - Serial #VM6620. Taken from parking lot of Red Lion Hotel in MODESTO CA on Sept. 12/13, 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 contact Jens fading, PO Box 1187, Monterey CA 93942-1187. Phone (408) 649-3755, fax (408) 655-1538.

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.

INDEX TO ADVERTISERS -

i£: ~.....~~":" c!

Adventure Video ........................... 29,43 Aircotec .............................................. 29 Brauniger ........................................... 32

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 the famous Owens Valley.

Probably more paragliding action than you can handle in this 40 minute video. Send $39.95 (+$4 s&h) to USHGA Videos, PO Box 8300, Colorado Springs co 80933. (719) 632-8300.

58

BRS ..................................................... .7 Flytec ................................................... 2 Hall Bros ............................................ 43 High Energy Sports ............................ 25 lookout Mt. Flight Park.. .................. 21 NAS Distributing ............................... 36 T-SHIRTS - Logo above on grey preshrunk cotton t shirts. Specify s,m,l,xl. Long sleeves $15.50. E TEAM RAW VIDEO-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.

Pacific Airwave ..................... Back Cover Soaring Society of America ................. 24 Sport Aviation Publications ................ 32 TBT ................................................... 11 Trekking USA .................................... 29 UP International ................................ 16 USHGA ........................... 4,28,33,45,48

DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS.

Wills Wing ......................................... 13

HANG GLIDING

~ Product Lines © 1994 by Dan Johnson

II

II

ST. PAUL, MINN. -- Welcome to a new year!

Let's hope 1994 brings abundant soaring. Did you make your flight resolutions yet? , , , A comment was promised in last month's Christmas goodies list. The Avocet watch and I did some flying; it is indeed a handy gizmo.

While it won't substitute for a "proper" vario, it offers an inexpensive alternative.

It shows altitude in ten foot increments, which is almost enough to work as a low-end vario by itself. However, it also has a rate of climb indicator. The response is slow compared to the varios you' re used to and it only reports 50 foot changes. However, on a good day, it will confirm the lift your body senses and may therefore be a useful flight tool. For a mere $110 from Owens Valley Soaring (619/387-2673), it also makes a cool looking wrist timepiece. One drawback: altitude is displayed in several "windows," (as is temperature) but the rate of climb and altitude don't appear together.

The manufacturer says they' re working on this.

Too late for last month's "Christmas gifts-to-buy" column, Sail Wings sent an announcement of their camouflage glider bag.

They've named it the "Glider Hider," as it is used for "covering and hiding your glider after that long XC." It' s made of 1 . 9-oz ripstop nylon so it folds up small and weighs little. Not recommended for regular glider transport, it sells for $50. FMI: 501/6633166 (also fax) . , , • Way up there in chilly Canada, Mike Robertson's High Perspective school is using a stationary winch to perform step towing. The spectra line, Toyotapowered winch was used successfully with hang gliders and paragliders. Step towing -- the "art" of pulling out tow line while flying away from the winch, then turning back so the winch can pull you higher -- has been used to see 4,000 foot altitude gains on towline.

Robertson will train all comers (and he's open all winter for you hardy types) . FMI: 416/294-2536. • •, Yet another Aussie outfit, Airborne Windsports, is making an initial sales push into the USA. Run by the successful competition pilot brothers, Russ and Rick Duncan, the down-under outfit has enlisted Scott Johnson of Mammoth Lakes, California.

Johnson will also sell the Airborne trikes, one model of which has demonstrated its abilities as a glider tug. Glider info was reported enroute as this was written. FMI: Air Escape Windsports 619/934-5403. • • • Far

JANUARY 1994

from standing still, that original Aussie, is enjoying some good results from their Xtralite glider. It did well in the Morningside glide-angle contest. Of course we all know of Tana.a SUchanek' s wonderful performances on this wing (he's now won a couple European contests on it as well). The glider is available in two modern (i.e., small) sizes: 137 and 147 ft2. A new airfoil shape is said to deliver improved glide and sink. A changed leading edge construction brings improved handling says Moyes. A European reviewer writes, "With an aspect ratio of 7.5, nose 130°, 29 battens, and the usual Moyes fiberglass wing tips, this machine is said to be very fast. " In a related item, the Moyes/Bailey Dragonfly tug is currently undergoing the very tough British "S" certification. This standard is accepted by the U.S. allowing the Dragonfly to apply under the new F .A.A. Sportplane certification system. • • • Wills Wing has announced the release of the 146 size of their new RamAir. Says a Dealer Bulletin, "We expect to certify it at an HGMA meeting sometime in December." Delivery is already being quoted at 8-10 weeks and the price was set at $4,495. Wills reports the RamAir 146, " ... is easier to fly than the RamAir 154. It has a more progressive pitch feel and a faster roll rate." Weighing 70 pounds, they add, " ... it's easier to ground handle as well."

Finally, the Bulletin offers this: "We feel that with the smaller size, and somewhat tamer, more straightforward flying characteristics, this glider will be accessible to a broader spectrum of the pilot population than the 154." • • • To close, some update on the SWift. The company has enlisted at least two dealers. One, announced for England, is that country's large Sky Systems company. Two are reported headed for the UK; both are American built, though the company has licensed a European builder, Aeriane of Belgium. Sky Systems intends to bring in five Swifts. • Mountain Wings has also won a dealership. Greg Black expects his first Swift soon. The most successful of the modern batch of rigid wing entries, wide scale acceptance is still tentative. While working hard to produce current orders, the company appears to have assumed a low media profile.

••• That's all, diver fans. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. V-mail or Fax: 612-450-0930. THANKS! Moyes,

59

KS - the difference is A/RWA VE

AIRWAVE K Series KS 148 - The latcSI m tbe K series. the KS 148 is a gJ,der for lhc Lighter pilot. It's noc only an out-and-out racer with oompetirjon gtade performance., bu1 is also an b:telle.i\1 alJ round machine fOf 1he recreational and weekend pilot. It combines easy handling. launch and landing characte.ristics v•llh perfonn.snce so fierce lhat you'IJ Y..'Oflder hO\\' you managed without it. Designed 10 exacting SUtndards and produced with the nom,al AIRWAVE ~ quality fittings. the KS 148 is a gJjder lha1 is seooncl to none and one you'll be proud to O\VD. Sail Design - Composite constniction produces the performance of :i. full cnylar sail while retaining the easy handling aod longeviry of a dacroo sail. A highly u•arp-oriented. structural Jamin.ate is used for high load areas on the tr.'!il-

ing edge band. This produces high pcrfonnancc bu1 greatly helpS 1hc Lire span of the glider as well as the handling.

The fron1section of lhe main body is made from a lighrweight fabric wi1h enom1ous Stabili1y which. faci.LiUUC!. good

luff curve conttol for performance.

Airf~ Dtsign - Eve.ry oompone.nt on lhe KS 148 has bcoo des.igncd and manufactured using aerospace criteria to reduce \\'eight and drag wilhout any compromise regarding reliability and longevity. The leading edge blend.l'j; a 52 n~m inner section ro lhe .supplt:ne~ of a 50 mrn Quiel' .section giving tht:: Optimum combinalion of luff Md leading edge cur\'e, lbis combination gi\'es smooUl handling and exceUent ghde at speed.

Feawres and Benents - Every KS 148 comes s1anctan:1 with: airfoil l(il}gpost and/or safcdgc uprights for low drag: Comfort Bar for superb ergonomics: a Magic Trimmer providjng a full range of saiJ tensions in fl ight; and inter-

nal luff tine compensator to maintain lhc ncccs.s.'U)' settings for snfcty in all c(rtumscances v.'rule still allov.·ing sufticient sail moVMtelll for easy handling: high moduJus carbon fiber' tip bauens g.l\,e les., tip inertia and greater du.rabili• ty; precise and eff'ecth,·e tuning \\·ilh Trim Ti~.

The K series. as well as tbe rcsi of tbt Pacific Airwave hang gbdc:r product Linc. arc made in ~,e US of A. To receive otore iufocmalion cont.a.Ct )OUI' local dealer' DI' Pacific A.i.1W11ve toda).

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