USHGA Hang Gliding April 1994 by US Hang Gliding & Paragliding Association

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23 Pilot Profiles - Rick Garrett interview by John Heiney

Some insighrs from a hang gliding reserve-parachure pioneer.

26 Are You Missing A Point? by Chris Arai Using speed-to-fly techniques can effectively give you an extra point of LID. Info on a new technology: the speed-to-fly vario.

34 Paragliding: A Hang Glider Pilot's Perspective by Mark ''Forger" Stucky

Mark discovers chat bag wings can supplement, but not replace, his favorite sport.

39 A Driver's Journey At Bristol Head

Columns

Departments

Ask GeeDub ........................................... 12

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

Accident Reports, by Doug Hildreth .....19

Calendar ofEvents ................................... 16

Safety Forum ...........................................21

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

Hawker & Vario, by Harty Martin ........62

Ratings .......................... ......... ..................48

Product Lines, by Dan Johnson .............63

Classified Advertising ..............................51 Index to Advertisers .................................61

APRIL 1994

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Airspeed Indicator ... $23.50 Long Bracket ............. $7.00 Short Bracket ............ $6.50

Coll for lnt'I s/h.

SEND TO: USHGA Books PO Box 8300 Colorado Springs CO 80933-8300

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

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Hall Brothers 5" Dia. ABS Plastic Wheels $20.00/pair

P.O. Box 1010-H, Morgan, UT 84050, USA Mastercard I VISA I C.O.D Phone (801) 829-3232 Fax (801) 829-6349

Gil Dodgen, Editor/A11 Director John Heiney, Leroy Grannis Photographers Harry Martin, Illustrator Dennis Pagen, Rob Richardson, Mark Stucky Staff Writers Tim Rinker, Dave Pounds, Design Consultants

Air Mail~

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 USHCA Officers and Executive Committee:

Gregg Lawless, President Jim Zeiset, Vice President Russ Locke, Secretary Bill Bryden, Treasurer REGION 1: Gene Matthews, George Sturtevant. REGION 2: Lynda Nelson, Russ Locke, Ray Leonard, Paul Gazis. REGION 3: Joe Greblo, Sanely 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 (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed 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 do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050.

ORMISTON TUMBLE-PROOF RESPONSE

should benefit pitchover recove1y) is insupportDear Editor, I was encouraged by the diverse response to my call for tumble-proof gliders (HG, Dec.

proved or disproved with direct evidence from rigorous testing and/or engineering analyses,

I have a few comments on the responses.

accident reports. Even if Steve is correct, we still

fectly illustrates my concern that glider tumbles

need to identify and eliminate the cause of tum-

are viewed as more of a pilot error problem

bles.

than a deficiency in glider pitch stability. It's

Steve further assercs that glider stability in

surprising that a pilot of Mitch's experience would deny that turbulence can sometimes

turbulence depends more on pilot skill than small differences in static stability. If chis is in

tumble competent pilots in reasonable conditions. Maybe he doesn't consider mid-summer

vincingly presented to the hang gliding commu-

Owens Valley conditions reasonable, but many people do, including the 1993 World

fact true, the supporting data deserve to be connity. And even more important, the specific pilots skills to maximize stability need to be

Championships organizers and pilots. Surely the five tumbles in this meet weren't caused by

clearly and vigorously promulgated.

incompetent pilots! Other well-known and

efforts over the last 15 years and Mark West

reported examples include Geoff Loyns in the

(HG, Feb. '94) implied that I asserted the

Owens (HG, Sept. '89), Hans Heydrich in Arizona (HG, Oct. '89), Kari Castle in the

industry is doing nothing about tumbling. In fact, I made no statements about industry

Steve states that I underrepresented industry

Owens (HG, Sept. '88), Bruce Goldsmith in

efforts; rather, I only raised the question as to

the World Championships (Cross Co11nt1y,

whether, in view of recurring tumbles, we have

Sept.-Oct. '93), and two Pro Dawns at the

done enough. I was pleased by Mark's and

Chelan Naes (HG, Sept. '85). Even though

Steve's comments that the industry and the

tumbles are few compared to the number of

HGMA are working on the problem and I look forward to hearing more about such efforts.

flights, the evidence shows that gliders can be tumbled by typical thermal turbulence.

By emphasizing blown aerobatic tumbles,

Unfortunately, the lack of any recently published accounts of this work might have lead the

lv1cAleer misses my point. Clearly, there are aer-

average pilot to assume that the industry and

obatic pilot errors that can produce tumbles,

the HGMA do not view tumbles as a serious

and I don't expect that a glider should necessarily survive such errors. However, this is a com-

problem. This contrasts with, for example, Wills Wing's excellent and well-reported

pletely separate issue, not relevant to the ques-

response to glider structural failures (HG, Dec.

tion of whether or not gliders should be resis-

'87).

tant to turbulence-induced tumbles. -

What the sport needs is a no-excuses glider one that is highly rumble resistant, through-

HGMA is the cause of glider rumbles. Not a

out the flight envelope -

bit. The HGMA deserves most of the credit for

skill, and in typically strong conditions. While extra airspeed in turbulent air is only prudent,

the high level of safety of the modern hang glider. Bur when years of accumulated experience begin to suggest a glider problem, we shouldn't

80933-B300.

Steve Pearson (HG, Feb. '94) felt that I trivialized the problem. My intent was just the

VOLUME 24, ISSUE No. 4

rather than relying on potentially unreliable

Mitch McA.leer's letter (HG, Jan. '94) per-

ignore it but consider ways to solve it. I believe the HGMA can certainly help.

APRIL 1994

tion is important enough that it should be

sense that this issue has been neglected too long.

POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, CO

The USHGA is a mem_ber-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its memberhip. Membership is open to anyone interested in this realm of flight. Dues for full membership are $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.

able in view of lack of statistical evidence from accident reports. Unfortunately, I feel chis ques-

1993). Such discussion is helpful and reflects a

Mitch's remarks imply that I feel the 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.

Steve claims my supposition (that large pitching moments at large negative AOA's

for pilots of average

lack of such prudence should not expose a pilot to risk of a catastrophic tumble. If it does eventually turn out that such a risk is an inherent, inevitable part of the sport, then the safe flying

opposite. Since glider stability can be quite

envelope for gliders in rnrbulence must be more precisely defined. I look forward to more discussion and infor-

complicated, I reviewed only the basic aerody-

mation on efforts to improve glider tumble

namics to draw attention to the issue. I wrote

resistance.

the article in a provocative manner to attempt to penetrate what I perceive as considerable

Bob Ormiston

misunderstanding, apathy and denial. Certainly no low-speed, tailless glider can be completely

Sunnyvale, CA

tumble-proof, but can't we do better than we have so far?

~ Air Mail MORE SHORT-ARM ADVICE Dear Editor, This is a response to Pat Ormsby's letter in the January issue. Pat had problems with whacking in light-to-no-headwind conditions due to smaller than average stature and shorter than average arms. I can relate to that since I've had the same problem! I may look like Arnold Shwartzeneggar (no kidding), but I'm only 5' 5" tall, and my arms just aren't that long. My problem also occurs in less than five mph headwind landings, when a full flare is required. With near full arm extension flares my keel almost always hits the ground before my feet, which starts a forward rotation of the glider and causes an inevitable and embarrassing nose whack. The manufacturers' "normal" keel length seems to be a compromise between keeping the wing tips off the ground during setup and breakdown, and not hindering the landing flare for the average orangutan pilot. An undeserved whack is particularly frustrating after a great launch, flight, approach and perfectly timed strong flare. This problem has made light and no-headwind landings especially tricky and seems to shorten my no-wind flare window to less than 1/10 second. Some published material for Pat that helped me tune my flare technique include: Hang Gliding Flying Skills by Dennis Pagen, pp. 8182; Right StuffFor New Hang Glider Pilots by Erik Fair, Chapters 5-7, pp. 21-92; February 1992 issue of HG, "Focus on Landing" by G.W. Meadows, pp. 51-52; July 1990 issue of HG, "How To Land A Hang Glider" by G.W. Meadows, pp. 17-19;January 1991 issue of HG, "The Four-Phase Final" by Dennis Pagen, pp. 21-24; August 1990 issue of HG, "A Dynamic Analysis of A Landing Flare" by Richard E. Cobb, pp. 17-20. Richard E. Cobb's article was particularly helpful with his emphasis on proper body angle and flare push so that the force vector passes through the pilot's CG rather than above it. Assuming correct flare timing and rate, those of us of less than average stature basically have three options to increase our flare magnitude and keep the keel from hitting first: 1) Grow longer arms and legs. I personally tried a mix of Ortho' s Weed and Feed Turf Builder and Systemic Rose 1:3:5 fertilizer - a little grainy, but with milk and some brown sugar it tastes better than oatmeal. After six months my height and arm length had not changed, but my roes were twice as long and a lot pointier, my hair was a rich forest green, and I was growing crab grass on my back. 2) Meet that 1/10-second flare window and run out the would-have-been no steppers. This

tight flare window created a lot of undesirable landing anxiety for me, and adversely affected my flying. The above articles and other techniques like crescendo flares helped my timing and rate, but I was still hitting keel first. (Before laughing, taller pilots should try to make nowind, no-step landings with a three-foot keel extension, and see how consistent they are.) 3) Cheat, by retrofitting your glider with an extendable keel. My Moyes Xrralite 137 keel is now extendable to 12 inches longer than standard for setup and breakdown, and 12 inches shorter for takeoff, flight and easy no-wind, nostep landings. The extra length keeps the glider tips further off the ground to prevent dirt accumulation and minimize sail wear when setting up or breaking down on those windier days or on uneven terrain. The shorter retracted keel makes no-wind landings a non-problem! The retracted keel still extends well aft of the furthest aft part of the sail at the tips. Retracting the keel is the last thing I do before hooking in, and the first thing I do after unhooking after landing. Some minor disadvantages that I can see include: 1) a really bad landing may flex or bend the keel enough to make retraction or extension difficult (keel replacement should be considered anyway); 2) forgetting to retract the keel before launch (no worse than what you have now, if the extended length does not exceed the manufacturer's normal length); 3) getting dirt inside the extendable sleeve (minimized when the end piece is the outside sleeve); and 4) a slight increased tendency to touch a tip on the ground when letting the glider down after uneven or non-wings-level flares. A small sacrifice. Hey, it works great for me! Steven B.Jacobson Westminster, CA

CROSSWIND LAUNCHES Dear Editor, To tty to show some pilots how to correctly balance a glider on launch, or to launch with a tiglu hang strap, or even to run hard is a lost cause. Most pilots seem to be completely deaf to any kind of change. It seems to me that if a pilot makes it into the air at all, it is considered a successful launch. I'm always amazed at how many hang glider pilots copy each other with no one actually relying on common sense or independent chinking. Recently at Ed Levin, CA I witnessed pilots running diagonally across the hill with their wings level during crosswind launches. A shallow right bank would have given them more control and allowed them to run more down the

hill rather than across. Do not underestimate the force of gravity if you want to accelerate. None of the eight or 10 pilots I saw that day understood a thing about setting or balancing their wings in a crosswind before their takeoff run. Mark Lilledahl Milpitas, CA 95035

A standard technique for launching in a crosswind is to point the glider partially into the wind and run straight down the hill. The combination ofthe "real" wind (which is still slightly crossed relative to the glide1) and the wind created by the run (which is slightly crossed from the other direction), produces a net relative wind which is parallel to the glider's keel. Relative to the ground the glider ends up flying slightly "sideways" straight down the hill in the direction ofthe run. Relative to the air the glider is flying straight and level. - Ed.

GRADIENT ROTOR INSIGHTS Dear Editor, For a couple of years now I've been intending to write an article about a meteorological phenomenon which I had figured to exist. Imagine my surprise when I opened my January Hang Gliding, and there it was, staring at me on page 25, the "gradient rotor" as described by Larry Tudor. I had deduced that these vortices existed based on a combination of flight events I've experienced, witnessed, or read about, and fluid-dynamic concepts I've studied. While Tudor describes these vortices as being near the ground in the situation of strong winds over flat ground, I believe they are present and important in a wider range of situations. First, what causes these vortices? It all starts with the friction of the ground against the air passing over it. This slows down the air near the ground, creating the wind gradient we all (hopefully) know about. This wind gradient is said by engineers to possess "distributed vorticity," which can be thought of as zillions of tiny vortex lines distributed through the gradient. Each vortex line runs perpendicular to the wind direction, and rotates as does a tumbleweed pushed by the wind. When the air near the ground is stable (cool ground) and the ground is flat, the airflow tends to remain laminar (layered) and the gradient has the smooch velocity profile commonly shown in books. The vorticiry is strongest adjacent to the ground and is zero above the wind gradient. But the vorticiry can be lifted away from the ground by unstable air (hot ground) and/or irregular terrain. When the distributed vorticity is in free air, without the driving force HANG GLIDING

Air Mail~ and orderly influence of the ground, it does not like to remain distributed. Instead it clumps together to form concentrated, discrete vortices, and the result is the gradient rotor. Despite the word "gradient" in the name, however, I believe these vortices can exist well above the ground, particularly when irregular terrain is a factor. I also think these vortices can cause problems even when the wind velocity is moderate. When trying to perform the last turn to head into the wind on final approach, the conventional view is that the wind gradient resists the banking turn into the wind, but only if you're near the ground. In contrast, the gradient rotor is perfectly oriented to roll you sharply opposite your intended direction. I've experienced this or witnessed it on several occasions, with winds in the 10- to 20-mph range, thermally conditions, over a wide variety of terrain, and at altitudes as high as 100 feet or more. A second, very dangerous scenario is chat of a pilot trying to reach a downwind landing field, flying at low airspeed to get the best range. Encountering a gradient rotor in this situation makes a forward pitchover a strong possibility, with the low alcitude providing no possibility of recovery. I remember reading about a fatal accident in Northern California back in the early 1980's which sounded a lot like this scenario. As a final comment, I point out one other way to think of the gradient-rotor phenomenon. On a day with wind and turbulence, the turbulence near the ground is not random; it is likely to be composed to a considerable degree of vortices oriented relative to the wind like the gradient rotor vortex. (There may also be another dominant vortex orientation; ground obstructions such as buildings are known to create concentrated vortices downwind which are aligned with the wind.) Fred Stoll West Chester, OH

BIG GUYS NOT FORGOTTEN Dear Editor, Last month Brent Smith asked that "all hang glider manufacturers" not leave out the big guys. Brent complains that "most flying takes place on marginal days" and he is tired of the glider sizes these days (152, 147, 137). I would like to inform him that UP International has been making the TRX 160 since 1991 and that our new glider will have about the same wing area. I have flown with several pilots in competitions who hook in at more than 250 pounds, and have not seen any sink or climb rate disadvantages. Our composite frame design offers less twist because of its stiffAPRIL 1994

ness, thereby offering a better sink rate and a greater speed range for heavier pilots. Dave Sharp Draper, UT

VERBAL PREFLIGHT Dear Editor, I fly in New Mexico mosdy, and around here we have a lot of cliff launch sites. The result of launching unhooked at some of these sites is so terrifying that I've learned to look at it this way. Nearly every time you launch you must yell "clear," to clear your wire people. But in order to be "clear" for takeoff you must go over a simple checklist. Before I yell "clear" (yes, yell, because a wing man didn't hear me once), I say "checklist: 1) preflight, 2) leg loops, 3) hooked in" as I check each one. When I'm positive I've done all that, then I yell "clear" and dive off. It's as easy as I, 2, 3. Zoltan Nagyvary Albuquerque, NM

RADIO-CONTROLLED TRIKE Dear Editor, This is in response to Robert Combs' request in the February issue for information on radio-controlled hang gliders. There is a radiocontrolled trike available from a company called Air Creations (see Model Airplane News magazine). It looks like the trike slides fore and aft on the keel, the wing is plastic of some sort, and the glider looks more like a standard Rogallo than a modern wing. One model includes and electric motor. It costs $140 and is available from: Air Creations, 170 Township Line Rd., Belle Mead, NJ 08502 (908) 359-2115. John Lesure Lithia, FL

RATING CORRECTION Dear Editor, In the "SoCal Gals" article in the February issue it was stated that I am on my way to a Hang III rating. Wrong! I have had my Hang III for almost two years. Since I toured the country it's important to me that people know I had the proper rating to fly their sites.

PHOTO CREDIT Dear Editor, I want to apologize to two photographers (Rob Burgis and Cindy Benti) who didn't get credit for their work in "SoCal Gals." I do appreciate their support and regret my error. Barbara Barley

DUNLAP SITE UPDATE Dear Editor, Since my last update on Dunlap Flight Park in Central California there has been much communication with the launch owners and some folks in the landing area. I was told chat there are still some people who chink it is okay to launch from the ramp and land at the ranger station or behind Memories Inn. This misconception is being promoted by several chapters and it must stop! I have talked at great length with the owners on top and bottom and their words are clear~ back off if you want something more to happen on a larger scale later. I have made great progress with the launch owners and they have allowed a few local pilots to fly from the ramp and to try to establish an LZ. You must understand as out-of-town pilots that your presence and abuse of this site will make my job harder. Until we, the flying community, own our own landing area, Dunlap will never be what it once was. The woman who owns the land behind the Memories Inn was indirecdy injured by a pilot who did a low approach over her stables and spooked her horse. We must remember that our years of flying here were truly a gift of kindness on the part of the landowners, and we must learn to respect and appreciate them. I' cl like to remind all the respectful pilots to talk to, and stand up to the ones who aren't. The reason I was not previously involved in Dunlap Flight Park was because of Dave and Connie Bowen's ownership of the landing area. I did always support their efforts by raising money through the club for them for the benefit of the flight park. Please be patient and understanding this year, and back off if you want Dunlap back as a flying site. When you travel to ocher sites please remember to respect the wishes of the locals who made it possible to fly there! Bob Soares President, Central Valley HGA

Betsy Richardson Santa Clarita, CA

Phil Bachman joins USHGA with more than 20 year's marketing, sales and management experience with corporations, entrepreneurial companies and new-start businesses. He bas an extensive background as a public speaker and sales and management seminar leader. Phil graduated in 1968 from the University of Nebraska. From 1968 to 1973 he served in the U.S. Air Poree as a jct instructor pilot and classroom training officer in aircraft systems and aerodynamics. As a member of the Arizona League of Families of POW/MI A's, he gave numerous large group presenta· tions regarding the status of missing Arnerican servicemen in Vietnam. Following military service Phil worked for five years with the then new business concept, Century 21 Real Estate, in positions as Regional Marketing Director, Administrative Director and State Director. During his involvement with Century 21, the corporation expanded from approximately 500 franchised offices to 7,500 which, at that time, was the largest franchise network ever created in rhe United States. As a Regional Administrative Dirccror, he wrote and taught m;magement and business development seminars for franchise owners, brokers and managers. In 1980 Bachman left Century 21 to become the operating officer of a small aircraft manufacruring flrm. As such, he participated in all foccts of the manufocturing process including aircraft design, fabrication processes, composite mold making and fabrication, marketing, advertising, promotion and sales. From 1986 through 1989, Phil was an independent marketing, sales and manage· rnent consultant ro, primarily, small franchise companies, concentrating on the introduction of business operating systems into the corporate management structure. From 1989 to the beginning of 1994, Phil was a business development consultant in the aerospace industry and worked with several diversified companies and products.

This x l 1", l catalog tures an impressive listing of 290 prints and posters, with I of diem illustrated in the catalog. Also included are aviation books, collector paperbacks, and aircraft desktop models; plus news items and interesting stories for the aviation enthusiast. The price is one dollar per catalog, which is rdimclable with the first order. Besides being visually stimulating, the catalog offers a wealth of information on

available prints and posters, and their current prices. Only a limited number of catalogs have been published. Orders should be submitted ASAr~ For a copy of the catalog send $1.00 to: West Wings, 1510 Sixth St., Berkeley, CA 94710-1802.

Sail Wings has added the "Glider Hider" to their list of custom glider bags. The lightweight camo bag is made from

1.9--oz. ripstop nylon, has velcro closures and weighs abom 15 oz. The Glider Hider can be stored in your harness and used to hide your glider after an X-C flight. The bag is not recommended for glider transport. The bag costs $58 including shipping. Contact: Sail Wings (501) 663--3166 phone/fax.

lfard to believe, hut it's that time already, and again we need your help! 'J'hc 1995 USHGA Calendar Committee is anxiously waiting to see your pborog.. raphy. You've shared your photos wirh your local club; now, how about letting the entire world enjoy your photography. (The USHGA Calendar is circulated worldwide.) Launching, landing, soaring, etc. we want to see it all! Your photography will be treated with utmost care and respect, and will be properly returned after members of the photo selection committee have made their choices. Due to the fine-art quality of our calendar, we prefer transparencies ff)!' the absolute best reproduction possible, but don't let that stop you from submitting quality color prints also. THE DEADLINE TS MAY 31 ! Submit to: USI-TG/\ Calendar, Attn: JdF Elgart, PO. Box 8300, Colorado Springs, CO 80933 .. 8300. ff you should have any questions, please give Jeff a call at (719) 632-8'.,00. Don't be shy; give us your best shot! PS: Last year we lacked a good shot of a pilot flaring on landing. HANC (;111 )INC

Mountain High Equipment and Supply Company is offoring a special on its EDS-70 system, which was used by the World Team last year. They reported that the 3-lb. 2" x J 2" EDS-70 system outfasted their old 6.5lb. 4.5" x 19" constam--flow systems. 'l'his limited special comes complete with the EDS unit, cannula, XCR regulator and tubing, the new 7().!iter aluminum cylinder and a TR-55 lransfiller kit for $699.95. The system is intended for competi rion pilots. The C.A.A. oFNew Zealand tested a small number of the FDS units in an altitude simulation charnbcr to 25,000 foer this past January, with a real--time reading of97%l and 98(Yo Sa02 (the per-· ccni:age of oxygen saturated in the blood). Most people exhibit 95%i to 97%i 02 saturation at sea level. Contact: Mountain High Equipment and Supply Company, 516 12th Salt Lake UT 8410:3-3209 (801) 364· 4171, Orders: l ··800-468-81 PAX: (801) 364-6207.

The new PacAir Klassic was designed as a staLC···of-the··art bigh performance hang glider which would still provide smooth handling. According to the man-ufacrurcr, handling is the Klassic's forte, with superb coordination and fluid handling making it a pleasure in the air. Airwave feels rhat the glider will be pop· ular with competition, cross·conntry and weekend pilots alike.

APRIL 1994

The K-series is the source of the Kin Klassic, and the glider was developed from the acclaimed K-series of gliders. '] 'he company claims that the glider rep· resents a signific.mt step forward, and makes use of the latest ideas and theories. The Klassic comes in f<)llf sizes: the 12, 13, 14 and 15 which reflect the sizes in square meters 144, 155 and 163 sq. fr. respec1ivcly). 'fhe A-frame system includes: new low-·drag turbulated uprights with an easy-to-hold short profile length; a quick-change facility which allows the uprights to be changed without tools in seconds (also interchangeable with Safcdge uprights); precision shell-cast aluminum end fittings designed to neatly house the rigging, trimmer and bottom bar connections; and toughened forgings designed to withstand abuse. Other foatures include: a redefined sail cut throughout which improves the section definition and aids in the control of lift distribution throughout the speed range; quick-rig cont:rol frame fittings; high modulus carbon tip stru1-s for improved pitch stability and greater strength in rhc most extreme and demanding situations. According to Airwave these and other refinements have resulted in an increase in the range of usable glide and speed performance, as well as an enhanced sink rare. Pacific Airwavc pilots Mark Gibson, Claire and Dennis Pagen, and Mark Bennen will be competing with the Klassic at the Great Race and East Coast Championships. For more information contact: Pacific Airwave, l'.0. Box 4348, Salinas, CA 93912 (408) fax (408) 758· 3270.

How many meets have you attended at which you set up inside a building? How many tow sites have a 9,000' run· way to use? How many sites have produced flights miles? Welcome to Big Spring, Texas, site of one of this USJ·IGA·sanctioned A+, 450-poim meets. The elates arc June

14·22 wi1h the 14th and 15th as official practice days. 'rbcrc is a mandatory clinic for those without logged tow cxperi · cnce and USHGA tow sign-off The 16th to tbc 22nd are rhe offkial corn petition dates, and there is a minimum validity of five days Oying and five hours airtime 'There is also a 52-pilot limit. 'There will be both team and individual scoring (four--person teams, one team per rig). 'fhe meet will incl11dc prizes, trophies and a banquet. Registration is before May 1, $300 after. Bring your tow rig and get cash com· pcnsation, a fee for each tow and gas during the meet. Rig owners must rcgis· tcr ahead of time and be present during the entire meet. Contact: Jeff Hunt, 48 l l Red River, Austin, TX 7875 J (512)

'The organizers of the Sandia Classic in Albuquerque, New Mexico arc proud to announce that they will be hosting the new 1994 U.S. National Hang Gliding Aerobatic Championships. The contest will be held in conjunction with the last half of the Sandia Classic, Thursday, June 9 through Sunday, June 12 from Sandia Peale Pilots will perform two rounds per day with the first round at I 0:00 AM and the second at 6:00 PM. Rules and judges will be provided by the recently formed Aerobatic l fang Gliding Association. The entry fee will be $250 U.S. which includes all glider and pilot trans· portation to the Peak launch via the Sandia Peak 'Tramway, official T-shirt, professional staff, oxygen refills, trophies, awards barbecue, and 4(FY<i of total entry fees given back to the pilots as prize money. Pilot entries will be qualified by the Acrobatic Hang Gliding Association. Interested pilots can contact Michael Gregg of the Sandia Classic at (505) 275-5978 or Aaron Swepston oF the Aerobatic Hang Gliding Association at (206) 939--6248.

Intermediate and Advanced pilots arc invited to take pan in the 1994 UP Ill ternat:ional competition program. Pilots may submit applications for one of three levels in their hang glider pilot incentive program. The program pro·· vides cash inccmives for · competition and published photographs. For more infirnnation contact ])ave Sharp at UP Soaring Center (801) 5766460.

The l st Annual 'frlluridc Hang Gliding Festival will be held July I 8-2A in Tdluridc, Colorado. Pre-registration entries ($50) will be accepted until July I 0, and stand,ud registration entries ($95) must he received before July 17. The fee includes entry into the Festival, a banquet, special events and a Tshin. The World Acrobatic Championships will also take place this week, and tration includes entry imo the Festival. Acrobatic contest entries must be received by July 1 Cont:1ct: Chuck List (801) or Craig Pirazzi (303) 728-5793.

The Complete H,mg Gliding Magazine Subject Index has been updated through 1993 and is once again avail-· able. This li::indy little booklet categorizes fc:ature articles since 197 4 into 52 subjects, allowing speedy access to those old issues. A new category describes each centerfold photograph. The index is available for $6.00 cash or check including postage. It is also av;iilablc as a text file (for quick word searching in a text editor) for$ I 0.00. Please specify computer and disk size. Contact: l )cane Williams, (1 I farvcst Lane, Eirmington, CT 06032.

The Timgcm Flight Computer ends the era in which speed-to-fly (S2F) theory intimidated all but the most technic1lly oriented pilots. Hidden behind a simple inrcrfacc arc sophisticated S2F mathematics, enabling any pilot 10 maximize gliding performance without knowledge of the S2F d1eory. Inputting estimated wind and next clirnb, the Tangent tells the pilot the optimum speed with audio rnnes, allowing the pilot to concentrate on the course ahead, rather d1an having to "chase the needle" as with MacCready speed rings. The· fangent recalculates the speed polar for the pilot's wing loading with or without ballast, and custom polars may be entered as well. Other features include alpha-nmncric display f'or maximum flexibility (such as llclp information), final glide calculator, airspeed transducer without moving parts, quick-charging nicad battery and excellent RFT shielding. Tl1c pilot's invcsrmcm is protected wirb onc--year firmware upgrades and a two-year warranty. Available May 1 is the production version of the vario Chris Arai used durh is second-place performance in the 1993 World Championships. Contact: Arai Design, 1101 Glendora Oakland, CA 94602 (51 O) 531 2261 (voice/fax).

Although this new video by Action Zone Productions and Kerry Day lives up to the title E.-' fcam Raw, it's not raw footage. It's the raw and original of this video and the E'Icam. You will be c111crtaincd for an hour with launching, flying and whacking by E-Tcam members. The video includes a balloon drop, a flight on the new Apex rigid wing by five-time World Acrobatic Champion (currently regular guy) Mitch McAlecr, a failure to hook in, a tumble ar ·1 clluridc, and antics and acrobatics by three-time and current World Acrobatic Champion Ron Young. All rhis and more in the least expensive bur nor the cheapest hang gliding video on the market! The video sells for $17.95 plus $3.00 shipping. Contact: Kerry Day, l~O. Box 6003, Lake Elsinore, CA 92530.

Mark Newland once again became Australian National Champion in a sc,1son which was notable for rhc strcngd1 of the European challenge. Enterprise Wings gliders dominated the New Zealand Nationals with Geoff Dossercr winning and John Smith taking out the B-Graclc. Just prior rn the cham· pionships, Paul ( :hisnall broke Jess Flynn's lcmg·standing cross-coun1ry record with a flight of 135 kilometers from Coroner Peak to 'fwi,,cl in the spectacular Southern Alps. The Desire 141 was released late last year with great success and has now passed the DI IV Gmcsicgcl (German) testing procedures. Mitch McAlccr has been coordinating I lGMA approval in HAN(; GLIDIN(;

Update Los Angeles and anticipates completion by the time you read chis.

AIR HISTORY TOURS Air History Tours will open its 1994 tour season of aviation museums and air shows with its "Cradle of Aviation" series. The 10-day tours, which take in the best aviation museums and air shows in the northeastern U.S. and midAtlantic states, begin with the start of the air show season in June. Continuing on through the summer months, the tours visit aviation history museums from New England to Virginia, with several open days for sightseeing and shopping in New York, Washington, Philadelphia and Baltimore. For pricing, tour dates, reservations, or free brochure write: Air History Tours, 1414 Woodbridge Road, Baltimore, MD 21228 (410) 744-6766, fax (410) 7477048.

FREE SCORING SOFTWARE Lionel Space has developed a scoring program for hang gliding competitions. Many meets may be stored within the program and each meet can contain data for up to nine days per meet. Overall scores, daily scores and team scores can be printed. Many different scoring formulas are

APRIL 1994

built in, including: the 1990 Dinosaur Nationals, the HGAC (Canada) 600point, TET, Australian rules, Angelo Crapanzano's system from Italy, plus others from past World, European, and National Championships. Meets can be recalculated with different formulas for comparisons. Features include: variable validity options, miles or kilometers, start and finish times, enter cask completion by miles or turnpoints completed plus distance short of next curnpoint/goal, great circle calculator based on coordinates. Make scoring your next meet a breeze by anyone with a PC computer. Send $4.00 to cover costs and specify 5.25" or 3.5" disk, DD or HD. Contact: Lionel Space, PO. Box 5069, Glacier, WA 98244-5069 (206) 599-2360.

NEW SKYBOX BAROGRAPH The new Skybox Maxx is this German company's first product designed for the world market. The Maxx features an information-packed display and can save 58,000 flight data points - one every second for 16 hours. Flight data can be plotted directly on an Epson-compatible printer, or transferred to a DOS PC for additional analysis and plotting. A new mini-turbine speed sensor is available to provide a speed display and stall alarm. It also works with the digital

vario to provide speed-compensated rate of climb, so you can tell if you're really in a thermal or just trading speed for altitude. Speed data can optionally be saved along with altitudes, and used to plot a polar (performance) chart. The Skybox Maxx has a speaker to provide an audible vario signal, and you have your choice of sounds, including some that mimic other brands. Volume, quiet zone and stall alarm speed are all programmable. Altitudes can be displayed in either meters or feet. Other displays are in world-standard units: meters per second and kilometers per hour. Status displays and prompts are in English. The Maxx is protected with waterproof construction and an antithefr security code. Contact: Skybox, 3797 NW Wisteria Way, Corvallis, OR 97330 (503) 7526947, fax (503) 752-8449.

mAskGeeDub towing releases and tell you what to look for when purchasing one. Manned kiting (early hang gliding) basically had its origins in towing. In the late 60's, daring young men would connect themselves to the underbelly of a large flat kite and were towed into the air behind a motorboat. After they had reached the top of the tow, they'd release the tow rope and glide back to earth. The releases that were widely used (relatively speaking) then and into the 1980's, were mechanical releases that were actuated by squeezing a motorcycle brake handle located on the basetube. Many of these tow systems utilized two similar releases - one located on the keel tube (forward of the control bar apex), and one on the basetube. The tow rope split into a "V" about 10 feet in front of the glider, and one segment of the "V" went to the keel-mounted release and the other went to the basetube-mounted release. (Normally a stainless steel control bar was used to handle the tow forces.) The glider and pilot would be on the shore, with the rope attached properly to the releases. With the glider's nose high, the pilot would signal the boat, and the driver would "stomp on it" and yank the glider and pilot into the air. Once the glider achieved the appropriate angle over and behind the boat, the pilot would release the keel-mounted part of

Tow Re eases Dear GeeDub, I've made the decision to get into towing, and I've heard a lot about different types oftow releases. Is there anything that I should be looking for in purchasing a release, and is there any one particular release that you recommend? Kevin McCarty Tujunga, California

ood question Kevin. Tow launching a hang glider is not any more dangerous than foot launching; it just requires more components. And along with these components comes the need for their quality and reliability. Just as there are better tow winches than others, there are better releases than others. I'll give a brief history of

G 12

~ Ring on end

Thin webbing through grommet

of tow line

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Rings on release

Release pin on reverse side Figure I HANG GLIDING

Ask GeeDub [I metal ring at the end of the tow rope proved to be very undesirable at times. Generally, stateof-the-art towing has moved away from these releases, for the sake of weight savings and because of the danger Loop 3 Loop 2 Loop 1 presented by the metal ring (dropping it to the ground, across power Release pin lines, etc.). To the best on underside of my knowledge, the only current source for metal-ring releases in the U.S. is High Figure 2A- Top Side Energy Sports. operate them. So, the three-ring release evolved into Release pin The first modern-day, the three-rope release. Since we don't use through loop major change in releasincredibly high line tension anymore, es was the introduction our releases don't have to withstand the of the "three-ring cirforces of an elephant tug of war. One of "Directional pull" tab cus." We'll refer to this the benefits oflower line tensions (other simply as a three-ring than being able to control the glider) is release. The three-ring the ability to use a very dependable release has its roots in release made from rope strands instead of skydiving, and is used metal rings. The three-rope release on a skydiver's harness reduces tow line tension by 118th from for the purpose of the end of the tow rope to the release releasing a malfuncpin. I'll explain: If the tow rope has 130 Release line tioned main canopy so pounds of tension on it, the first rope on the reserve can be the release will distribute this load evenly deployed unobstructed. to each side of the fold in the rope. If these releases can Therefore, the load on each end-loop of Figure 2B - Underside consistently withstand the first rope will be 65 pounds (half of the opening shock of a 130). The second rope (looped through the "V" and tow from the basetube. As skydiver's parachute, they are certainly one end-loop of the first rope) will divide you can imagine, these releases had to very strong and reliable. Knowing this, the 65 pounds equally again, so that withstand quite high line tensions at hang glider tow pilots adapted the threethere will be 32.5 pounds on each endtimes. The releases were very heavy and loop of the second rope. The process is ring in the early l 980's. It was a strong had cables routed through housings to release system that didn't require bulky, repeated with the third rope, reducing actuate them. The control bars on these mechanical release actuators. the force to 16.25 pounds at the end gliders looked very much like motorcycle A three-ring release reduces the tow which is held by a release pin (Figure 2a). handlebars, with two brake levers for force in three stages. The ring on the end The original force has been cut by 7 /8 ths actuating the releases. Times have of the tow rope has a ring from the from the rope to the pin, making release changed, and for the better. release passing through it, which has pressures completely manageable. We know a lot more about towing another ring passing through it, which is The rope release is much lighter than nowadays, and we've been able turn it the ring release and has proven (for our held down by a loop of thin webbing into an enjoyable, controllable and safe purposes) to be as reliable. Perhaps the routed through a grommet and held in way to get airborne. Just as our towing place by a release pin on the opposite greatest advantage of the rope release is methods have changed, so have our side of the release body (Figure 1). While that one can use a loop of perlon rope on releases. Today, our releases are much these are sturdy and reliable releases, they the end of the tow line, instead of the lighter weight and take much less force do contain a lot of mass, and require a potentially dangerous metal ring to actuate, so we don't need mechanical metal ring on the end of the tow rope to required by a three-ring release. (NOTE: assistance (such as brake handles) to function properly. Unfortunately, the This loop should be made of perlon line

•

APRIL 1994

AlrBorne illl, ... ri,.,,,,.,,,,,.,t.,, is committed to providing a range to suit all whatever their Our range of includes: the

·140 and 154

(30°1<, beginner/novice); the

The Mrtson high·ter:h release. with a diameter at least as great as that of the rope which nms through it the release. Never use line of smaller diame ter at the end the tow line.) Release problems arc associated with !Tying to pull a loop of rope through a smaller 011c while under tcnsion. In foct, you'll notice that most rope use diminishing· diameter ropes from the first loop ro the one secured by the release pin. I at the underside of the release 2h), you can sec that the release pin is held in place on each end where ii goes through rl1c smallest loop that passes through the grommet. The "tabs" that hold the release pin in place arc essential ftir two reasons. hrst, they die pin where you put it on the fricrion of 1he (don't just small loop to hold it in place). More importantly, the one Oil the "rope" end the release secures the otherwise "'"""'Lu end of the pin, and prevents the release line from looped around it, which wo11ld prevent release. Something else ro look for when considering a release is a means of insuring d1at, no matter what angle you pull the Ii ne, it will release. Most releases use a tab or ring which insures that the direction of al pm 1s

the evolution of the tow has advanced even further. I have f<:,r a little over a year with a

new release manufactured by a rnachincomp:111y in fdaho. Mason's Micro Machining takes a block of dclrin (spaceplastic) and machines it into a beaublock which is the body ofthc finest release I've seen ro date (Figure 3). The is the same as that of the three·· rope but Mason's has t,1kcn it a bit farther. II is designed so that the ropes arc replaceable. The pin is machined to stay with the block and is positive locking through the use of a which requires l ounces of pull ro actuate. The weight of the release (wid1ou1 the bridle that awichcs it to your harness) is less than an ounce. Mason's has done terns of testing and suppl ics all the test data with the release. I'm sure they'll be happy to send you this information if'you call 'cm ,md ask. I've personally made well over liOO rows with my Mason and couldn't be happier. Mason's releases arc av;ii]ablc through many from at least one mail supply company I know of: and from the man ufaourcr. So I hope this information has been helpful. l do recommend that you lmy a commercially produced release and nor one that your friend pur together. Let rlic be the test pilots. 1f any more assistance in locating a fed free to call me ar

We also manufacture the microlight which is

two seat

manufactured to strict Australian Civil Aviation standards. The

is available with aerotow option.

As a result of our we are currently the fastest growing weight shift controlled aircraft manufacturer in the world. In an effort to make available at

around the

world, we are for our For further information contact: Airborne

17S59

Kevin CA 91344 Phone/Fax (81

366-0B52

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D E_F IN E D F LE X

.•• TAPERED COMPOSITE LEADING EDGE TECHt.fOLDGY • ••

AIRBORNE AMERICA 17559 Tribune St, G - Hill. CA 91344 ""°'1elF,ax (818) 3llfl-0852 or Phone (619) - -(818) 4 19-2489_ AIRBOl!NEWINDSPORTS 12/30Kalaroo Rd. Redtlaed. NSW.-. Phone 61-49-499199 Fax 81-49-49939!.

IfI 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. Until Dec. I: 1994 Region 9 Yearlong X-C Contest. Recognizes the longest flights flown in the Region between Feb. 1 and Dec. l. $5 entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. April 1-3: 13th Annual Easter Classic, Savona, BC. Great X-C racing. Contact: James Snell (604) 851-0486, Brent Vollwerter (604) 376-7093. April 1-3: Basic lnstmctor Certification Clinic, Elkhart, Kansas. Contact: Ron Kenney (316) 697-2577. April 2: Parachute clinic. $49 in advance. Contact: LMFP, Rt. 2 Box 215-H Dept. HG, Rising Fawn, GA 30738 (706) 398-3541. April 8: Parachute repacking seminm; St. George School, 5117 13th Ave. South, Seattle, WA. Hang glider and paraglider pilots welcome. Simulators (for both) and presentations for firsttimers and experienced pilots. Pre-registration $30, $40 at the door. Conducted by Rob Kells. Contact: C.J. or George Sturtevant (206) 8883856. April 8-9: 9th Oceamide Open, Oceanside, OR. Free flying, demos, competition and dinner Sat. night. Hotels and camping. Contact: Jim Speiring (503) 324-3571 or Allen Swingle 644-8919, Oregon Hang Gliding Assn. April 8-10: Paragliding ICP. April 16-17: Paragliding tandem clinic. April 13-15: Paragliding Region II Regionals. June 17-19: Region II Wild West Regionals. Contact: Ray Leonard, Adventure Sports, 3650 Research Way, Carson Ciry, NV 89706 (702) 883-7070. April 9-15: The Great Race, Lookout Mountain Flight Park, northwest Georgia (20 minutes from Chattanooga, TN). 21-mile ridge race from LMFP to Chattanooga and back. Fly any day(s) or all week. $75 entry fee includes competition, one-week Flight Pass and Great Race dinner/party. $1,000 cash and other prizes. April 15: Great Race dinner and keg party. Contact: LMFP, Rt. 2 Box 215-H Dept. HG, Rising Fawn, GA 30738 (706) 398-3541. April 16-17: Towing Clinic. May 28-29: X-C Clinic. Contact: Jeff Hunt, 4811 Red River, Austin, TX 78751 (512) 467-2529. April 16-23: East Coast Championships. The first of the 450-point series for 1994. Come enjoy the great spring air and hospitality the Sequatchie Valley is famous for. Only 50 slots available. Entry fee $255 plus a TTT annual pass. Contact Sequatchie Valley Soaring at (615) 949-2301 for details or send $75 deposit to secure your slot .. April 18-19: \Villiams 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 21-25: 1st Annual UP Sports Hang Gliding and Paragliding Invitational, Torrey Pines, CA. $10,000 prize money, national media coverage.

32 pilots max, $100 entry fee. Manufacturers welcome to apply for demo day. UP factoty technicians will be present to do free factory inspections of all UP paragliders and hang gliders. Hang glider tuning clinics will also be held free of charge. Contact: Monte Bell (619) 452-3202, fax (619) 452-3203 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. April 28-May 30: Region 12 Regional Competition. Five long weekends ofX-C flying ending in Memorial Day Weekend Fly-In (pilot meeting May 27, 6:00 PM) with speed-to-fly tasks and spot landing. Trophies and barbecue. Entty $30 before April 21. To stay in touch send $10 for Skywritings newsletter. For rules, maps and forms, send check or money order to: Stephen Makrinos, Competition Director, 38-11 Ditmars Blvd., Astoria, NY 11105 (212) 567-2150. April 30-May 1: Mayday Hang Gliding Fly-In. Prizes, awards, fun flying, live music and BIG AIR! $25 entry fee to help preserve site. Point of the Mountain, Utalt. Contact: Rose Career (801) 576-9804. April 30-May 1: 8th Annual Stewart Smith Memorial HG To11rnament. Moore Mtn., Perry Lowe Orchards, IO miles north ofTaylorsville, NC off Hwy. 16. Spot landing, bomb drop, duration, X-C, fun, prizes, cash, Apple Barn Festival, barbecue, live music, dart tournament. Entry $40. Contact: Travis Bryant (704) 758-9331 or Ben Burri! (704) 392-3765. May 6-8: Fim Annual ]mt Fly Hang Gliding Art Exhibit at Glenn Eure's Ghost Fleet Gallery, Nags Head, NC . Held in conjunction with the 22nd Annual Hang Gliding Spectacular. Art show on the 6th, with art exhibited through the 8th. Contact: G.W. Meadows (800) 546-3596. May 14-30: Cross-Co1111t1ySeminar by Lake Elsinore Sports. $150 for first two days, $50 for third and optional day. Contact: Lake Elsinore Sports, 31401 Riverside Dr., Lake Elsinore, CA 92530 (909) 674-2453. May 20-21: Coyote Howl Fly-In, Lake McClure, CA. "Doc's" computer scoring system levels the playing field. Beautiful trophies, lots of prizes. Pylon course. X-C contest. $20 entry fee for both days. Contact: Doc, 1406 Ashwood Dr., Modesto, CA 95350 (209) 527-0798. Call 1-800-468-8889 for camping reservations. Until May 22: 1994 Region 9 Championship. Weekend X-C from any site. Best three totalled. Limit of GO miles per flight. $ IO entry fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. May 26, 28-29: Towing Clinic by Dave Broyles, Los Angeles, CA. Sponsored by Windsports. Will feature conventional platform launch and stationary winch launch using a scooter tow system. Thursday, May 26 will be an evening ground school and briefing session at Windsports in Van

Nuys. The 28th and 29th training sessions will be all day and conducted at El Mirage. Contact: Windsports, Joe Greblo (818) 988-0111 or Dave Broyles (214) 996-7706. May 27-30: Region 12 Regional Competition Wrap-up. X-C competition starts four weeks prior on April 28. Memorial Day Weekend features speed-tofly, turnpoint (optional) and spot landing competitions. Barbecue, trophies, loads of fun. Donations from manufacturers and schools appreciated. $30 for registration package, $ IO for Skywritings newsletter. Contact: Stephen Makrinos, 38-11 Ditmars Blvd., Astoria, NY 11105 (212) 567-2150. May 28-30: Celebrate Otto Lilienthal's birthday on Memorial Day weekend, Paradox Valley, CO. No entry fee. Hang III site. Soaring, safety and X-C seminars. Cross-country heaven. Contact: Telluride Air Force Corporate Office, Box 456, Tellucide, CO 81435 (303) 728-5793. May 28-30: 14th Ann11al D1y Canyon Fly-In, Alamogordo, NM. Good friends and good air, barbecue and trophies. Check out the new shade pavilion in the LZ! Pilots' meeting 8:30 AM in the LZ, at Hobby Park off Florida Ave. Contacts: Tommy West, Meet Head (505) 437-5213; Kendall Taylor, RGSA Pres. (505) 434-3660; Robin Hastings, Publicity (505) 382-7446. May 28-30: 17th Annual Fun Family Fly-In. Rogue Valley HGA, Medford, OR, Woodrat Mtn. Hang II with instructor or better. Contact: Newt Stevenson (503) 773-1187 or Jan Bailly, 32700 Riverside, Dr. #505, Lake Elsinore, CA 92530 (503) 846-6228. May 29-31: Region Ill Air Races and Rod Hauser Memorial Fly-!11, Lake Elsinore, CA. Call your own task, race to goal or just fly into the Elsinore West Marina and parry. Over $1,000 in cash prizes. $60 entry fee for competitors. Full amenities, camping $GI day. Barbecue banquet Sunday and much more. All extra money collected donated to the prevention of child abuse and L.E. Seniors Center. Contact: Ken Niemi (909) 2453930. June 3-5: ICP with Michael Robertson at Mountain Wings, Ellenville, NY. Includes launching and landing seminar. All attending who have previous towing experience will be automatically registered for the following weekend's step-towing clinic. Reservations with deposit required. Class size limited. June 6-8: Towing at Ellenville Airport with Michael Robenson. Toyota-powered stationary winch. Tandem flights from tow available. June 6-8: Aerobatic Seminar at Ellenville Airport with John Heiney. June 9-11: Tow Clinics with Michael Robertson and Greg Black. Learn to tow on the easiest and safest tow system ever designed. Tows to 1,500' for beginners. Step-tow clinic for intermediate and advanced pilots. Tows to 3,000' +. Reservations required. Contact: Mountain Wings (914) 647-3377. June 4-12: Sandia Open X-C Challenge, Albuquerque, NM. Fly from Sandia Crest and enjoy some of the best X-C in the Southwest. Dual format competition, longest flights and cumulative miles. Fee includes Sandia Crest guides, T-shirt, prizes, awards barbecue, oxygen refills and more. $75 before May !, $90 after. 30 spaces available on first come, first served basis. For rating requirements and other info contact: Bill Lemon, I GOO

HANG GLIDING

Calendar of Events 34th St., Rio Rancho, NM 87124 (505) 8915370 or Mel Glantz, 2710 Parsifal NE, Albuquerque, NM 87112 (505) 296-5362. 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, full-time paid staff, free oxygen refills, gift certificates from local businesses, convenient meet headquarters at Spectators Spores Grill, awards barbecue, T-shirt and more! Sixty-pilot maximum field, 45 spots reserved for USHGA-ranked pilots. First-time entrants must have: USHGAAdvanced rating, all Special Skills, I 00+ hours mountain thermal experience. Early registration $275 if postmarked before May I, $325 after. Refundable until April 30. Contact: Mike Gregg, 12117 St. Mary's Or., Albuquerque, NM 87111 (505) 275-5978 or Mark Macho (505) 298-2922. June 11-12: EAA Ultralight Chapter 64 Sixth Ultralight Gathering at Ickes Airport, Osterburg, PA 16667. Contact: Don Ickes (814) 276-3353. June 16-22: Big Spring, TX Tow Meet, 450 WTSS points. June 14-15 mandatory practice/clinic dates for those without adequate tow rating. Turnpoint film and processing included, impressive facilities, team and individual scoring, prizes, trophies, breakfasts. SO-pilot maximum. $225 registration plus $5 per tow. $300 after May 1. Contact: Jeff Hunt, 4811 Red River, Austin, TX 78751 (512) 467-2529. June 17-19: Southern Colomdo Fly-In at South Park, Colorado. Foot and tow launch. Individual and team X-C as well as spot landing. Free camping. Demos and a great time in the Rockies! Paragliders welcome. Winch-type tow rigs and drivers needed. Pre-registration appreciated. Contact: Steve Dewey at (719) 687-0474 or write

SOCO Fly-In, c/o Steve Dewey, 207 Walliface Road, Sedalia, CO 80135-9703. June 17-19: Region I Non-Regionals, Chelan Butte, Washington. This has been a very successful and popular meet and all the pilots like the new format - triangle tasks with an aerial start gate using the 1990 U.S. Nationals rules. Entry fee $35 ($30 pre-registration by June 10). Oregon and Canadian pilots especially welcome. Contact: Davis Straub, 747 16th Ave. East, Seattle, WA 98112 (206) 322-1184 (vm/fax), 72l47.37l6@compuserve.com. June 18-25: Big Tow Meet in \Vest Texas. Platform launch, X-C tasks. Contact: Jeff Hunt (512) 4672529. June 24-26: Region I Regionals, 1994 King Mt11. X-C Aieet, near Arco, Idaho. Format is open-distance X-C along designated routes with goal bonuses. Entry $25 for IHGA membership. For rules and sire info contact: Ken Schreck, 275 Clifford St., Blackfoot, ID 83221 (208) 785-0196, or Albert Whitesell (208) 522-2423. June 25-26: 22nd Annual Cochrane Meet, Cochrane, Alberta, Canada, for hang glider and paraglider pilots. Race-to-goal and spot landing (same tasks for HG and PG). Free camping. Contact: Vincene Muller, RR #2, Cochrane, Alberta, TOL OWO, Canada phone/fax (403) 932-6760. June 29-July 4: Chelan Cross Co11nt1y Classic, Chelan Butte, Washington, sire of the 1994 \Vomen's Worlds. Register early as this will be the practice round for the Women's Worlds. The format is pilot-called (or recalled on course) triangles, outand-return, and open distance combined format. Entry fee $70 ($65 pre-registration by June 24). Contact: Davis Straub, 747 16th Ave. East, Seattle, WA 98112 (206) 322-1184 (vm/fax), 72 I 47.37 l 6@compuserve.com.

1!11

July 5-16: Womens World Championships, Chelan, Washington. Contact: Larry Majchrzak (509) 682-3635. July 18- 24: 21st Annual Telluride Hang Gliding

Festival Special guest speakers, parachute repacking clinics, swap meet, high altitude orientation clinic, slide shows, home movies of the early days in Telluride, antique glider display. Please bring your oldie but goodie. 25,000' upper ceiling will be in place. Oxygen refills available on site. Pilot banq uer and awards party. Come and experience Telluride in the summer for a refreshing change. Contact: Craig Pirazzi, Event Organizer, (303) 728-5793 eves. July 21-23: 1994 World Aerobatic Champiomhips, Telluride, CO. 15th annual event. Cash purse. All new pilots must pre-qualify before entry. Contact: Craig Pirazzi, Event Organizer, (303) 728-5793 eves. Aug. 13-20: US. Nationals, Mt. Princeton, Buena Vista, Colorado. Mm. flying at its best - 3,600' vertical. Lodging, camping areas, natural hoc springs and hot springs pools at base of mountain, six launches within 300'. Intermediate- and Advanced-rated pilots with FSL, TUR and X-C special skills. Entry fee of $325 includes transport to launch, T-shirt, flight verification film, electronic pin in and instant scoring. X-C format with short retrievals. Daily awards and prizes. Contact: Jim Zeiser, Pendulum Sporrs (producer of the 1993 Owens Valley World Championships), 13154 County Rd. 140, Salida, CO 8120 I phone/fax (719) 539-3900 or 1-800WE-FLY-XC in the U.S. Sept. 15-18: 21st Coupe !care and International Hang Gliding Film Festival St. Hilaire du Touvet, France. Contact: Martine Lange, Icare Festival Organization, Office ofTourism, 38720 St. Hilaire du Touvet, France, tel. 76-08-33-99, fax 76-97-20-56.

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Accident Reports

AClear Launch by Doug Hildreth, USHGA Accident Review Chairman want you to take a moment to consider some preventive, proactive improvements you can make at your local flying sites to make them safer for you and other pilots. One of my favorite stories about accident prevention comes from a sailplane article. It seems that there was this sign on the side of the landing strip, and there were occasional instances in which pilots on their roll-outs would run into it. There then followed a long list of methods that the glider port tried in order to prevent pilots from running into the sign: pilot briefings, club meetings, club newsletter advisories, warnings on the bulletin boards, NOTAMS, additions to check lists, and on and on. And guess what. None of ir did any good. Every now and then pilots would run into the sign. Then someone came up with the brilliant idea of removing the sign. Miraculously, no one ever ran into it again! I received an accident report a couple of years ago about some "dead" power lines next to a hang glider tow road. The club had ofren talked about the danger they posed, and always warned new pilots about them. And guess what, one day someone hit them and crashed. And guess what, the club took them down. No one ever crashed into them again. The point of these examples is that there are tangible, physical things we can do to improve the safety of our flying sites, be they airports, tow roads, launch sites or landing zones. It is my opinion that one of the reasons we have few serious crashes on launch at our local site is that the club has spent a lot of time and energy making the launch as physically safe as possible. Henson's radial ramp is another good example of what can be done in this area to promote safety.

APRIL 1994

As the flying season gets underway, I encourage you to look at your launch sites, landing zones and tow roads, and consider how a spring work party could make them better, easier to use and safer.

SOME THINGS TO CONSIDER Does the runway face into the prevailing wind? Are there any bushes, grass, weeds or other "wing tip grabbers" on the slope? (You may need to readdress this later in the growing season.) Is the running surface smooth? Remove rocks and stumps. Haul in some gravel. Rake it. Consider carpet. Remove vegetation down the hill further than you have to, just in case someone stalls and has to dive to recover, or tries one of those dumb downwind launches. Set up plenty of wind indicators down the hill. Replenish regularly. Consider one in the top of a tall tree above launch to provide winds-aloft information and to indicate an over-the-back rotor when the wind appears to be upslope. Consider creating a new launch if winds are frequently crossed or downslope.

THE LANDING ZONE Power lines: Look into getting them moved, or those big orange balls put on them. Make sure there are no obstructions in the landing field. Walk the whole thing looking for the unexpected. Take down that one tree. Make sure there are plenty of wind indicators in and around the LZ. Make sure the breakdown area is not in the approach or overshoot path. Mow a walkway so that pilots can easily get back to the break-

r4l

down area and won't try to land right on top of it.

REMEMBER That many of these things are obvious and take little effort. That some will need repeating (mowing, weeding and wind indicators). That many hands make light work. That one crash prevented, one life saved, is an overwhelming reward for your labors. Remember also that some of these will take time and effort and persistence. It took us six or seven years to get the BLM to cut our north launch. But we kept at them, kept working with them, and now we can launch directly into the wind no matter what it decides to do. The power company may not move the poles and wires immediately, but keep in touch with them. Keep reminding them (perhaps when they are out there working on some other nearby project). I just received an accident report from a pilot who had flown into power lines. He later discovered that no fewer than six other pilots had done the same thing over the years. The lines were hard to see, and went to a barn. His recommended solution was to tell other pilots. That had worked well in the past, right? Not! Could the club pay for burying the lines, putting orange balls on them, or perhaps hanging a "wind flag" from one of the lines? Could che "spot" be moved? Maybe a tree or bush could be planted under the lines which would mark them in a couple of years. Look at your tow roads. Consider what would happen if... Look at your foot-launch sites. Think critically about potential problems. Make some physical changes so that you don't need to rely on pilots "remembering." Don't accept the complacent attitude of the Hang V who says, "Well, I've launched there hundreds of times and never had a problem." If we were all Hang V's there wouldn't be any accidents, right? Make the launch and landing areas as safe as you possibly can for the newest novice, and it will be better, safer and more fun for all of us.

P)1 Accident Reports TOWING IMPAIRS CLIFF LAUNCHING SKILLS The following letter was recently sent to Doug Hildreth. He recommended reproducing here because ofits important message.

-Ed Dear Doug, I've noticed that you can often spot a pilot who has recently spent time ATOL launching. He's usually the one with the weak run and the high nose. I've met many tow pilots at Henson's Gap. They want to start their launch run from the back of the radial ramp. If they are lucky, a local will catch them and talk them into moving up to the orange line. Still, they usually launch nose high and mush off the ramp. Fortunately, Henson's ramp is very forgiving. I couldn't understand why they had so much trouble keeping their nose attitude correct until this fall. I spent all last summer boat and trailer towing. I never made it by the mountain when it was soarable. As a result, I became accustomed to tow launching. Hook-in checks are natural since you are already proned out. The glider is supported and held at the proper angle for you. The relative wind is generated primarily by the tow. Simply concentrate on watching airspeed, releasing and flying level. A nose-high attitude is perfectly normal unless the line tension drops. My fall flights were at Lookout Mountain, Georgia, and then at nearby Whitwell. I found myself triple checking my biner and leg straps. I stood at the ramp waiting for the wind to blow in. I picked up the glider, leveled my wings and sprinted off the ramp. I seemed to be flying slowly, so I sucked in the bar and everything was fine. The pilot who helped me launch said I popped my nose. Hmmm, seemed like a perfectly normal launch to me. Perfect for towing. I did the same thing a couple of days later at Whitwell. In fact, I popped it so badly that I never made it fully off the cliff. I sat there with one leg over the edge and my glider balanced until my launch crew helped drag me back from the edge. That did it. I changed my pre20

stood at the ramp waiting for the wind to blow in. I picked up the glide,; leveled my wings and sprinted off the ramp. I seemed to be flying slowlt so I sucked in the bar and everything was fine. The pilot who helped me launch said I popped my nose. Hmmm seemed like a perfectly normal launch to me. Perfect for towing.'' 11 /

flight sequence. My mountain launches have been uneventful since then. After I do my glider/harness preflight, I walk onto the ramp. I then go through the following list. 1) Final Look Over Glider 2) Wind About Right 3) Pick Up Glider 4) Feel Leg Straps Pulling Up 5) NOSEDOWN 6.) Wings Level 7) NOSEDOWN 8) BARIN 9) Clear! Run, Run, Run 10) BAR IN From my experience, I believe that platform towing will cause mountain launch skills to degenerate much more quickly than a similar period of not flying. Pilots who both tow and mountain launch need to be especially careful when returning to the mountain. This may be one of the most dangerous aspects of towing. It's just like when you were a student and your instructor kept yelling, "KEEP YOUR NOSE DOWN. RUN,RUN,RUN." :..;

rCJ

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HANG GLIDING

Safety Forum

AMidair Collision Can Ruin Your Whole Day by Ross Williams was lucky. It didn't ruin mine. In fact, I walked away unscathed and learned a few lessons I would like to share. It was like a hundred other days at Fort Funston on the southwest coast of San Francisco: laminar west wind, steady 26 knots, straight into the coastal cliffs 200 feet above the sea. Smooth, fat, ridge lift. No worries about getting dropped on the beach or rotored in the LZ today. No, just a picture-perfect day. Everybody was relaxed and comfortable. Too comfortable! I had just completed a 180 and was heading back toward the ridge when I first spotted the other glider coming down the ridge from the north. We were both about 75 to 100 feet above, and I began easing my way onto the ridge to establish my position. Nothing seemed unusual. No apprehension. No concern. We would pass port to port. As we approached I knew he would bear off just a few degrees and I would hold my right-of-way course over the ridge. We would slip past one another with several wingspans to spare. Right? Wrong! Not this time. As we drew closer there was no alarm, no sense of danger. But then I saw the nose of his glider move in and up toward me. What's this? He's caught a "pop." Holy crap! He doesn't see me! We were too close. I was flying slow and pushed out. Can I fly over him? No, not if he doesn't pull in, and he's just caught a pop and is taking it up - into me! I pulled in hard, and that was when he saw me. He pulled in. With a sickening "thwack" my left wing tip hit his left upper wire. I was instantly and completely disoriented, as I

APRIL 1994

As we drew closer there was no alarm, no sense of danger. But then I saw the nose of his glider move in and up toward me. Wha(s this? He's caught a pop.' Holy crap! He doesn't see me! We were too close. 11

felt my glider jerking and spinning in violent nose-down 360-degree oscillations. I had been thrown completely through the control frame and twisted 180 degrees on the hang straps. At that point I became aware of the observation deck spinning below me. Assuming I had a broken wing, I reached for my trusty BRS quick draw rocket and pulled. Nothing. I pulled harder. It fired. Pop! Hisssss. Nothing. Damn! Well, there's no time to worry about the chute now. Just then the glider stopped spinning. I was hanging near the nose, ahead of the control frame, in a steep dive toward the parking lot. Hooking my foot around the basetube and pulling it to me (the equivalent of pushing out), I was able to pull the glider out of the dive. According to observers, I cleared the cars by 15 feet. My glider then went nose up and slip stalled, first to the right and then to the left. I made use of this borrowed time to twist around and look at my hang straps,

which oriented me to the glider. I was then able to untwist the straps and crawl back over the basetube, just as my sweet little 145 HP AT was turning herself into the wind. With basetube in hand, eight to 10 feet off the ground, all I had to do was pull in briefly for some speed and flare. There I was, in the middle of the LZ on both feet. (Well, knees. I dropped the nose after the flare.) About 15 seconds had passed from contact to landing. I don't remember getting my harness open and my legs out, however, I always fly Funston with the pod half zipped. Had I been fully zipped I don't think I would have gotten out in time, if at all. The other pilot landed directly behind me. Six of his left outer battens were bent about 60 degrees from contact with my left leading edge. He ended up with a rather nasty turn, but was able to maintain stable flight and land safely. What happened? What went wrong? We are both experienced, Advanced-rated pilots, with hundreds of hours on that ridge. Visibility was not a factor. Following interviews with pilot witnesses and both of us, two meetings were held with Fellow Feathers club officers. The conclusions drawn are as follows. 1) FAILURE TO YIELD RIGHT OF WAY. The other pilot didn't see me, so he didn't yield. He was preoccupied with a landing approach and failed to continue his visual scan ahead and to the right of his path. He was too comfortable and complacent. 2) FAILURE TO MAINTAIN ONE WING SPAN DISTANCE BETWEEN GLIDERS. I assumed early on, and incorrectly, that he did see me. I therefore got too close, head on, in a wingslevel position. I limited my options to going over him or under him. Had I banked the glider slightly as we approached I would have had the third option of rolling out. I was too comfortable and complacent. In retrospect, it was lucky my chute did not deploy, since the glider wasn't broken and the chute would have surely slammed me and the glider into the ground. I was also lucky to discover that the rocket was no good. It would have

rl Safety Forum been a much harder lesson at 12,000 feet. The harness was sent back to BRS for inspection and repacking. They felt the failure was caused by a combination of the rocket catching on my harness pocket (which was torn), and from a too small velcro opening in the bottom of the chute bag. They gave me a complete new rocket at no charge, with no further questions asked, or explanations offered.

The harness was then sent to Wills Wing for repair. They felt that a properly functioning rocket should easily tear through a pocket and even rip open a chute bag that is sewn shut. It is my opinion that the rocket failed, that it just popped and fizzled, without developing the proper thrust required for deployment. The moral of this story is: WHENEVER YOU START FEELING REALLY COM-

PORTABLE IN THE AIR -

WATCH OUT!

BRS Response to Ross Williams BRS Staff- March, 1994

hile we are most relieved that Mr. Williams survived his harrowing incident, we feel compelled to respond to several of his comments with regard to the BRS rocket and its performance. BRS did receive and repair Mr. Williams' harness/rocker/'chute system. The harness was forwarded to BRS by Mr. Williams' dealer, so we did not have direct contact with the customer. After examining the system, repair technician Tim Hull prepared a written report on three faults with the installation of this system. A copy of this report was sent to the harness manufacturer (Wills Wing) and discussed with the dealership (Chandelle). It appears this information did not reach Mr. Williams as he says, " ... no further questions asked [by BRS], or explanations offered." The three faults were: 1) The parachute exit opening was only 2-3 inches in length, an insufficient opening and one too small to allow proper extraction of the parachute by the rocket; 2) The rocket lanyard conduit was not fully sewn to the harness, instead being merely "tacked" in place (the conduit is a thin velcro-closed fabric container protecting the lines running from rocket to 'chute apex from becoming tangled on bushes or other obstacles during the launch run); 3) The rocket was blocked from a

normal departure by a glove pocket sewn directly in front of the departure end of the rocket. Apparently gloves were stowed in this pocket so the rocket had still more obstacles to overcome. Mr. Williams also says, "It is my opinion that the rocket failed, that it just popped and fizzled, without developing the proper thrust required for deployment." BRS believes this to be incorrect. The rocket was not sent to the rocket vendor for their technical analysis. Instead BRS believes the three faults listed above were responsible for the lack of full deployment. BRS has attempted to make the community aware of the need for proper installation of these devices. We regard the need in much the same way that a hang glider manufacturer feels the need for correct assembly of a customer's wing. Properly installed units will work correctly just as properly assembled wings will fly correctly. The reverse is also true. Because correct installation can be critical, BRS acted upon this incident to change its installation policy. Virtually all installations are now performed at the BRS factory. One other shortcoming deserves mention, again. Though we have tried to obtain photos of all installations from owners, we have received less than a 10%

response to this request. Mr. Williams' harness was yet another case in which BRS received no photos of the installation, so we had no opportunity to advise him of the installation errors. Even when we install a rocket here at BRS, we take and file photos of every such installation to provide a means of discovery in the unlikely event the unit does not perform its intended function. These photos are important, and we again repeat that we wish to see photos of all installations of BRS rocket motors. Without them, we cannot advise valued customers of potential problems. If we had seen photos of Mr. Williams' installation beforehand, we could have (and would have) advised him or his dealer in writing that, for example, the glove pocket directly blocking the rocket would cause a problem. Finally, BRS has apparently - and inadvertently - convinced customers and dealers alike that these rockets will penetrate anything in their path. This is not so. While the rockets are quite potent, like any piece of equipment they have limitations. Put enough obstacles in their path and they can be restrained from doing their job. Therefore, Mr. Williams' comment that he allegedly heard from Wills Wing is incorrect. ("They felt that a properly functioning rocket should easily tear through a pocket and even rip open a chute bag that is sewn shut.") We are pleased that pilots believe in these systems, but we wish for pilots to be realistic about their expectations for the rocket. If customers have technical questions about the rocket or installation, we invite them to contact BRS by calling (612) 457-7491. We will be pleased to answer questions honestly and to the best of our ability. However, if we are asked specific questions about your installation, we will be largely unable to comment until we have seen photos of that installation.

As a postscript, it is true that BRS never charged Mr. Williams or his dealer. This was not because we felt at fault over the incomplete deployment, but because we failed to determine who should pay the charges. ~

HANG GLIDING

LEFT: Rick Garrett in his UP Axis 15 ar Moum Wilson, Califamin. Photo bJ John

Kiffe.

A year lacer Rick ,vas doing experi.Jnen-

ta! rest deployments for C huck Embury, who ,vas designing his RDP reserve series. During the height of this activiry Rick was doing four deployments per day. proving or disproving various combinations of canopy shape and bridle lengt h. Rick has p robably perfo r med more hang glider reserve deployments chan anyone on chis planer. When John Dunham of Second C hanrz asked me to do a demo of his air rocker for the Discovery C hannel p rogram "N exr Step,'' I called Rick tO find out how to safely rid e a parachute/han g glider co the grou nd. Rick has g raciously agreed to infOrm us abour rhis 1nuch-,vondered .. abouc, linle-undemood art of h ining rhe ground (softly) under canopy. I-lis inrervic,v folJows.

JH: W hadayou, crazy? RG:Maybc.

JH: How did you ger St<>rted testing hang glider rc.scrve.s? RG: When I firsr fo und out abou, reserves I be.came very inceresred in them. I ,vent to 1.ake Elsinore, California (the hang gliding Mecca) and fou nd Chuck Embury at ESS. I had heard he was in rhe devclopmenr stage of h is hang glider parachuces. I mer his «st piloc Harold Stevens and began learning the ropes about deployments and cuca,vays.

JH: r seem to recall ,ha, you and Harold

an interview by john Heiney n 1976 the rerm "hang gliding reserve parachute"' existed only in the minds of a fow visionary hang glider pilots who also had skydiving experience. A young hang g lidi ng instructor nan1ed Rick

Carrere ,vas 1\0l a1nong {hose fc,,•. Rick worked for Dean Whistler's Best Fligh c school in Upland. California. and one day was ouc ar the Soboba Aying sire to dealerrest a new glider before delivery to the cuscon1er. An interesting coincidence occurred MARCH 1994

that day which would affect Rick's direction. A, Rick was cumbling ro rhe ground cor1nectcd to a broken wing after gojng ovet the fulls in a CO\vdy rhcrn1aJ, nvo hang glider pilo,/parad1urc designers named Jim Handbury and Gary Douris watched from ,he LZ. They happened to be there rhar day co tc.sc-ross rhe first-ever prototype hong gliding reserve parachute. Despite the lack of a ba.c kup system, Rick emerged forcui rousl y from rhc pile of rubb le unharmed, bur realized char luck is nor an adequate conringcncy plan. I-le knew rhen that something more ,vas needed.

rode a canopy/glider to che ground candem once. Did you acrually do chat?

RG: Maybe. JH: When did you Start hang gliding? RG: Berwe<:o 1974 and l 975. I'm not mcc of the year because char was before I got my glasses and things were a linle fun:y.

JH: \Xlhar is your background in aviation? RG: I have mocc than 2,000 hours in hang gliders, 2,200 hours in ultralights, 700-plu.s tandem hang glider tlights, hold a private

EMERGENCY DEPLOYMENT SEQUENCE

1) Grab chute handle. Looking for the handle can disorient you so knowing your equipmcnr is a plus. Grab the glider. You need to be connected by more than just the carabiner. Any part of the glider will do; the downmbe is best. 3) I feel that there arc two ways to throw, depending on your strength. Pull down and throw away in one rnotion, or pull down, bring it back t:o your chest and throw it away from the glider. Practice with your own equip-ment especially if it is new. Be sure you can rip the velcro. 4) Next, hold Ricle and Haroltl Stevens tandem under canopy with 28foot RDP the glider with both prototype in 198 I. Photo by RC D,we. hands and get your body upright. 5) JMPO Rpilot certificate, managed the Elsinore TANT: After the chute opens climb into Valley Hang Gliding Center from 1980the conrrol bar if possible. Put your feet in J 984 with an Advanced Instructor rating the corners of the control bar. Remain and AOPA Air Safety Founda1ion Ultralight Instructor/Examiner ratings. As you know, I competed three consecutive: years in the World Acroba1ic Championships in Telluride:, Colorado. Did you really? RG: Maybe. Nearly every hang glider pilot in the world flies with a backup system that is expected to save his or her lifi:\ but comes with no operating instructions. What arc your instructions for the use of a hang gliding reserve? RG: ff you ever do break your glider the niost important thing is a strong, positive attitude. Familiarity with your equipmem is essential. f had my students practice deployments hanging in the shop when it was time for a repack, or when buying new equipment.

motionless to rninimize canopy oscillation. ·nTing to con1rol the glider can result in severe canopy/glider oscillation which will increase the rate: of descent. 6) When you arc about 10 feet up, step 011t of the control bar and flare for landing. If you arc not in the control bar, try to position yourself above the wreckage so it takes the impact.

l n number six you say flare for landing. Docs this really help when your bridle is behind the trailing edge? RG: There are two reasons i-c)r the flare: to slow the rate of descent, bnt more importantly to get you into a familiar landing position. [n my many practice deploymcms l learned that despite the position of the bridle you can soften your landing by flar··· ing, and maybe land more softly than during a normal bnding. : Everything so far pertains to hand deploy. What if you have a rocket. RG: I have not deployed a rocket, hut once the canopy is ou I it is all the same. What do you think about rockers. RG: Anything that explodes, I like. Do you recommend flying with two ch ures? continued on page 42

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Improved Perforrnance

ABOVE: Ray Berger over 011Hns Valley. Cnlifomia. Photo by Ray Berger. LEFT: The Ami Design ,peed-ro:fly 7imgem Flight Computer:

Are You Missing APoint? How The Speed-to-Fly Theory Can Help You Get An Extra Point of UD by Chris Arai 26

HANG GUOl'IG

Flight From 1993 Worlds

24000

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This article summarizes an analysis of two pilots flying through the same air at identical average speeds, one flying speedto-fly (52 F) and the other flying at a constant speed. The results are startling. In air where the overall up and down movement sums to zero, the speed-to-fly pilot outperforms the constantspeed pilot by large margins. 11

Barograph Trace & Sink Rate 28000 , - - - - - - - - - - ~ - ~ - ~ - - - ~ - ~ 2 0 0 0

-3000

Barog/:.aph Tray:.·e · · -3500 Gli~e Segm(nt 1 i Glid~ Segme~t 2 4000--t---+---i---i------i----+---i------i----+-----'--+-4000 0 20 40 60 80 100 120 140 160 180 Time (minutes)

Figure 1.

epending on how you fly your glider, you may be losing from one-quarter of a point to over nvo points in glide from what your glider is capable of. This article summarizes an analysis of t\'lo pilots flying through the same air at identical average speeds, one flying speed-to-fly (S2F) and the other flying at a constant speed. The results are startling. In air where the overall up and down movement sums to zero, the speedto-fly pilot outperforms the constant-speed pilot by large margins, specifically: 1.2 - 1.8 LID points better glide at average speeds near best glide speed. • 0.8 - 1.2 LID points better at average speeds near 32 mph. • 0.4 - 0.5 LID points better at average speeds near 36 mph. •

I think most of us understand that these are significant numbers, but let us put them in perspective. Since the first Morningside Glide Ratio contest in 1988, glide angles have improved only 1.5 to 2.4 points, depending on how you look at the results. The average glide angle (as reported in the articles in Hang Gliding) of the top three gliders was 10.5:1 in 1988, as compared with 12.9:1 in the 1993 contest, a 2.4-point gain. Dennis Pagen states in his article on the latest contest that the 12.9:1 figure is probably high and chat true glide angles are around 12: l, meaning only a MARCH 1994

1.5-point gain. By not using speed-to-fly you are thus throwing away most of the glide angle improvements made in the last five years, or even worse, a pilot who does use speed-to-fly may out-glide you in a five-year-old glider! The key element in this analysis is that it compares t\'lo pilots gliding from the top of one thermal to the bottom of the next in exactly the same amount of time. Unlike

the usual speed-to-fly analysis, I do not want to find out who arrives there the most quickly, but who arrives there the highest. Even though I do not care how strong the next thermal is, I do use different speed ring (aka MacCready) settings to see how the settings affect average speeds and glide angles. For those of you who believe that the speed-to-fly theory is only for racers, this article should convince you that speed-

Speeds Flown at Speed Ring = O Glide Segment 1, Air Mass Avg = 0 fpm 40,-----~------~--~------~o

38 36

-500

g -1000 ui __g (I)

-0

::i

-1500 ·$, <(

-2000

22 20-+----1-------1--'-----------f--"'---+------+--------l--_2500 0

3 Distance (mi)

Figure 2.

to-fly is also useful for anyone interested in better glide angles. I have created three parcels of air from each of the two segments marked in Figure 1, which gives me a total of six parcels of air to send the two pilots through. I chose these two segments because they are the longest gliding segments in this particular flight. In Segment 2 I omitted the last part of the flight because it includes the bar stuffing to the goal line and the landing approach. The difference between the three parcels from one segment is their average up and down movement. One parcel averages at zero, while the other two have averages of +50 fpm and -50 fpm. (See Figure 4 and the sidebar "Details Of The Analysis.")

Figure 2 shows the glide paths of the two pilots along with the speeds flown by each while traversing Segment 1. In all flights the two pilots are flying identical gliders at the same wing loading. In the flight of Figure 2 the air mass average is zero and the speed ring setting of Pilot A is zero. Pilot A and Pilot B exit a thermal and start on a glide for the next. Pilot A flies using a speed-to-fly variometer (see the sidebar "What Is A Speed-To-Fly Vario?") which enables her to fly the exact optimum speed, and Pilot B just pulls in the bar a bit and holds it. Pilot B's speed, which is a constant 26.9 mph during the glide, is the same as Pilot Xs average speed during the glide, that is, they both arrive at the next

Speed-To-Fly vs Constant Speed 0, 250, 500 Speed Ring Settings

o~---~---~---~---~---~---~ !

Net Air/nass movem~nt = O

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g -1000

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. . . . . . . . . .l. . . . . . . . . l--·::::~::}~:;;;j;L~\\. . 2a: Speetl Ring = 250 i

2b: ConJant Speed= average speeclof 2a

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-2500 ···················t···················l ................... f .................... j .......... \ ~... .,~, \ ~.-2!:l 3a: Spee~ Ring= 500 ! ! 3b: Constant Speed = a.verage speed pf 3a

! :

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-300o+-~~-t-:~~~+:~~~+:~~~+:~~~+:~,~·"'--':3"'-.jb 0 2 4 5 6 3 Distance (mi) Figure 3.

Table 1 Summary of Improved Gliding Performance Glide Segment 1 Gliding Distance 5.44 Miles Avg Speed Ring Settings Airmass 0 250 500 10.2 Pilot A LID 13.7 12.4 -1.8 -1.2 -0.5 0.00 LID Lost by B Time 12.13 10.34 8.97 A verae:e Sneed 26.9 31.6 36.4 Pilot A LID 19.4 16.8 12.8 50.00 LID Lost by B -3.4 -2.2 -0.9 12.52 9.20 10.67 Time A verae:e Sneed 26.1 35.5 30.6 Pilot A LID 10.7 9.9 8.5 -1.1 -50.00 LID Lost by B -0.7 -0.4 Time 11.76 8.74 10.03 Average Speed 27.8 32.5 37.3

thermal at the same time. Table 1 shows that Pilot A gets 1.8 points better glide! Most pilots do not vary their speed anywhere near as much as the speed-to-fly theory suggests. The speed plot of Pilot A shows that the deviation from the average speed is considerable. Remember that a speed ring setting of zero is for best glide, yet Figure 2 shows that speeds approaching 40 mph are required if the sink is strong enough. I think most pilots know to "slow down in lift and speed up in sink," but do you vary your airspeed anywhere near as much as Pilot A does in Figure 2? Next, I consider what happens if you want to achieve higher average speeds. This is done by increasing the speed ring setting - the higher the setting the faster the average speed. You will recall from your basic speed-to-fly theory that the stronger the next expected climb (the ring setting, according to the theory) the faster you want go to get there. Using a higher speed ring setting forces you to fly a little faster. Figure 3 shows our two pilots flying through Segment 1 with three different speed ring settings: 0, 250 and 500 fpm. As expected, Pilot A out-glides Pilot B every time, but look at traces 1b and 2a: Pilot A flying at a speed ring setting of 250 outglides Pilot B who is flying at close to his best LID speed and she beats him there by 1.79 minutes! (See Table 1.) Tables 1 and 2 summarize the results. Each table shows the LID achieved by Pilot A, how many LID points she beat Pilot B by, and what their total time and average speeds were for three speed ring settings and three different average air mass movements. For example, the first box in Table 1 summarizes what Figure 2 shows graphi-

Table 2 Summary of Improved Gliding Perlonnance Glide Segment 2 Glidine: Distance 13.44 Miles Avg Speed Ring Settings Airmass 0 250 500 13.2 12.0 9.9 Pilot A LID -1.2 -0.8 -0.4 0.00 LID Lost by B Time 29.80 25.28 22.02 27.1 A veraP-e Sneed 31.9 36.6 Pilot A LID 18.3 16.0 12.4 -2.3 -1.5 -0.6 50.00 LID Lost by B Time 30.89 26.10 22.62 26.1 A verae:e Sneed 30.9 35.7 Pilot A LID 10.4 9.6 8.3 -0.8 -0.5 -0.2 -50.00 LID Lost by B Time 28.8 24.5 21.5 28.0 32.9 A vera!!e Sneed 37.6 Time m mmutes. Speed m MPH. HANG GLIDING

Glider Characteristics Table 3 Polar Coefficients -7.57753E-01 a 3.39065E+O 1 b -5.62273E+02 C V Stall 21.00

cally. The top row of boxes in Table 1 summarizes what is shown in Figure 3. Table 3 is the glide polar information I used to make this analysis. It is a polar created from actual flight testing of an HP AT 158 in 1992. The polar is based upon a pilot and glider weight of 270 pounds. For reasons too numerous to delve into here, I feel that this polar is representative of modern gliders, although not very accurate. By that I mean that the accuracy of the measurement techniques used is not good enough to distinguish between different makes of high-performance gliders.

SUMMARY

V maxLD LID max V minsink Wsmin

27.2 11.9 22.4 -183

Vctno?.

do stand to improve your performance by close to a point in glide when trying to achieve your best glide. Yes, it does take some effort on your part to start using speed-to-fly, however, new instrumentation is making it easier. You work hard all year to afford the latest high-performance ship, why throw that performance~ away? ~

If you are a "boater" you stand to gain the most. By boater I mean you like to fly around in no great hurry, conserving as much altitude as possible. The tables show that big gains can be had, especially if there is a slight bit of upward movement in the air mass, such as underneath a cloud street or flying along a mountain range with a prevailing wind rising up it. The tables show that the improvements aren't as great if you are trying to achieve higher speeds. Thus, if you are a racer you stand to gain less, but racers are possessed by the desire :o achieve every possible iota of performance. It should be noted that a speed ring setting of 500 is higher than I normally use, except when blasting up the White Mountains in the Owens on a very strong day, or when I'm coming in too high co goal. One hundred to 350 is the usual range I use, even in the desert. The results shown here represent the best possible improvements. Most pilots probably do not hold a constant speed, but do actually speed up and slow down some in sink and lift. Likewise, it is probably not possible to fly at the exact optimum speed all the time. If you are like most pilots who haven't paid much attention to speed-to-fly, you

MARCH 1994

Details Of The Analysis

5) The distance flown per sample is simply d_sample = V_s2f * T _sample.

Thus, my segment of air consists of a whole bunch of little pieces of air which are going up and down at different rates and are doing so for different distances. Next, I averaged the air over the segment to see whether or not on the whole the air is going up or down. Then I add a constant amount of lift or sink to each of the pieces to make my average air mass movement either rising, sinking or net zero. In this analysis I create six air masses by extracting the two segments from Figure l, from each of which I create three segments by "biasing" the segments so that there is an average -50, 0 and +50 fpm air mass movement over each of these segments. All three of these segments have the same shape, as shown for Segment 1 in Figure 4. When flying Pilot A through a segment, her optimum speed in each piece is calculated, from which I can calculate the altitude lost or gained and the length of time it takes the glider to traverse the piece. Adding each piece's altitude lost and its time gives me the total altitude lost and the total time. Achieved LID comes from total distance and total altitude lost. Average speed comes from total distance and total time. Pilot B is now flown through the segment, only his speed is fixed at the average speed of Pilot A. His altitude lost and time to traverse each piece is calculated in the same manner, and then summed up. His total time will be the same as Pilot A's.

o begin this analysis I needed a segment of air to fly the two gliders through that had a realistic profile of lift and sink. The bottom trace of Figure 1 shows the barograph output of the M50, from a flight during the 1993 World Championships. Since the recording rate was once per 15 seconds, the top trace is the same as a recording of the 15-second averager of your vario. Although this is related to what the air was doing, it includes in it the still-air sink rate of the glider, so I created my test patch of air by subtracting out the sink rate of the glider. Since my barograph trace doesn't record how fast I was flying, you might ask how I know what the still-air sink rate of the glider was. Since I was using a speed-to-fly vario I made the assumption that I was flying at the correct speed-to-fly, which I can calculate for each sink rate of each barograph point in Figure 1. I then plug this speed into the polar equation which gives me the still-air sink rate of the glider which I can then subtract out to obtain the air mass movement. Since I've calculated the speed I'm flying in each piece (barograph point) and I know I flew that speed for 15 seconds (the time between points), I can calculate how wide each piece is. Adding all these pieces up gives me the total length of the segment. I do this for each 15-second-long sample of the barograph trace to create a profile of the whole segment of air. For each sample the procedure is as follows: 1) Calculate the vertical movement (Ws_indicated) by taking the difference in altitude of the next barograph point and the current point and dividing by 15 seconds (T_sample). 2) Calculate the speed (V_s2f) I should be flying in this vertical movement based upon the polar, the assumed speed ring setting (Cl) and Ws_indicated. -b - sqrt(bA2 - 8*a*(CI- Ws_indicated)) V_s2f=-----------4*a Certain conditions can cause the above equation to yield meaningless or below-stall airspeeds. In that case 1 set the speed-to-stall speed. 3) Calculate the still-air sink rate (Ws) of the glider using the speed polar: Ws(V) = a*V 11 2 + b*V + c 4) The air mass sink rate is W _air = Ws_indicated - Ws(V_s2f).

For each sample the procedure is as follows

with the differences for Pilots A and B noted: 1) For Pilot A the speed flown in the sample is calculated based upon air mass sink (W_air), speed ring setting (Cl) and the polar coefficients (a, b and c). c + W_air-Cl V_sample = V_s2f = s q r t ( - - - - - a

The speed is set to stall speed if this equation produces meaningless or below-stall speeds. 2) The still air sink rate (Ws) is calculated from the polar. 3) The altitude lose in the sample is: alt_sample = W _air + Ws(V_sample) d_sample * - - - - - - - - - V_sample

4) The time is simply: T_sample = d_sample I V_sample. Summing all alt_samples gives total altitude lost. Summing all t_samples gives total time to fly through the segment. For Pilot B, the speed flown in every sample is: V_sample = total distance I total time The achieved LID in the segment for each pilot is:

LID = total distance I total altitude lost

rA1

Air Mass Sink Rate Profiles Glide Segment 1

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a: 200

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HANG GLIDING

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!..any Ti,dor chdJl1 Ted Boyse o,,er Mom1mn1t Va/1,y. Utah. Photo by Larry 7i,dor.

aragliding From AHang Glider Pilot's Perspective by Mark Stucky

hen l first sa,v n1agazinc ardcles

on hang gliding in 1972, I knew i r was for rne. I had always been an avid hiker and climber and bad often sar atop a mountain ,vishing I could somehow Ay down. I boughr my firs, hang glider rwo years lacer ac age 15. A, a hook-in weigh, of under 100 pounds my 18-foor scandard Rogallo was dreadfully huge. I c.<mld s« i1 up in less chaa 10 minutes and despite che face irs 33 pounds \'/as one-chird my body weigh,, would spend all day repeaccdly hiking the glider co ,he rop of a 200-fooc hill for a 20-second sled ride. My log book shows 16 sled rides on one day from chc hill. On occasional rrips ro

,he mouncains I would climb hundreds of ver(ical feec at high altin.uJe to reach a nice launch. My prone harness only weighed a couple of pounds. and I could ,vrap it around tl1c: gl ider and he.ave the entire rhing up on one shoulder. I'm older now, and ac 150 pounds, heavier and stronger. Bur no,v n1y hang glider, pod harness, chure and gear bring the total to over t\Vo-chi rd.t; 1ny weight. When I lived near che Owens Valley I \o\'Ould st.arr each Aying season by forcing

myself co go co n I 00-foo, craining hill ro refresh my launch and landing skills. Although I could always smnd more prac• tice, I ,vouJd tire n1yself enough afrer one or c,vo rrips co che top thal J would rarionalizc I ,vas ready for Walt's Poi11t. When paragliding hie ,he scene. I

thought it was interesdng but did oot give

it much thought. I was casua.Jly ,vacching rome bag ,v·ings soariog Fon. Funsron near San Francisco a yc:,r :ago, ,vhen n1y wife of J4 years commented, "'l could do th::u.n l was lflcredt.alous, for she had at lxfr rolerat·

ed my hang gliding all rhesc years, never displaying :1 bit of interest in par,iciparing hcrse1£ I decided paragliders mus, appear safer bec:ilL"" rhey look like parochures and fly so slowly. Nlonrhs passed without lnocher mention of paraglidjng, :ind then n1y wife's binhday approached. Mind you, chis was no, jusr any birthday (I can', cell you which one or she ,viii hunt n1.e do,vn, torture :ind kill me), but ic ,vas one of tho~e 1n:tjor milesrones. Ou, of the blue she decided she w,nrcd paragliding lessons for ber birrhday. HANG GLIDING

So there we were, going flying on her birthday. I kept pinching myself when she wasn't looking. I stood in the background while Mike Meier patiently gave Joan paragliding ground school. She had numerous bunny flights that first day and they were unlike any initial hang gliding lessons I had ever seen. With just a breath of wind Joan would get airborne at a slow gait and fly as if in slow motion, touching down every time on her feet like a butterfly with sore toes. There was no control bar to drop on the ground while running at full steam trying to launch, no forgotten flares, no stalled turns into the side of the hill - just smooth little flights punctuated by whoops of joy. I had been watching intently, and thankfully Joan tired after a while, so Mike strapped me in and gave me a couple of bunny flights. At the end of the day Mike took me to the top of the 300-foot hill and I launched off. It was just a simple sled ride from a little hill yet it was great fun. As we parted, Mike warned me that I knew enough to be dangerous. I drove home that night trying to comprehend why that sled ride had been so much fun. A few weeks later my wife went for a second day of lessons and I sneaked in a couple of more flights. Then I got invited to attend a paragliding ICP in Santa Barbara. It sounded like a good deal; I could be the dumb student all these instructors would have to teach. The ICP met at a hotel and we quickly adjourned to the training hill in a caravan of vehicles. I got out of the lead car, held the gate open for everyone to drive through and then hopped on the caboose. We drove the quarter mile to the base of the hill and I was flabbergasted to see that people from our group were already flying! I figured I might have had my flex wing untied from the roof rack in the same amount of time. I got several hours of personal instruction on front and reverse inflations and witnessed numerous types of paragliders in action. I noticed that unlike hang gliders, the differing stability of the various models of paragliders was readily apparent by watching someone kite his wing up. Some models would merely ripple when a small rotor passed through while others would start to curl under and require aggressive pilot action to correct. After the ICP I was itching to f1y a paraglider from a mountain, something we decided I could do safely in early morning conditions. I hitched a ride to the top of MARCH 1994

"My paraglider will supplement my hang glidet; not replace it. On days I want to hang out and enjoy the scenery /11/ grab my bag wing but on those days when the thermals are cracking and the winds are blowing I'll chase the horizon on my flex wing. 11

Crestline with para/hang gliding pilot extraordinaire Rob McKenzie. We discussed my flight plan and Rob pointed out that the light headwind would most likely prevent me from penetrating out to the hang gliding landing area. I could either land on the valley floor and have an hour hike or try to land on Marshall ridge, hike for 15 minutes to the launch and then fly down to the Marshall LZ. It was obvious that Rob did not think a top or side hill landing was too big a deal so I made that my plan. The launch went smoothly and I turned to parallel the mountain in the light lift. Not wanting to scratch, I quickly turned and headed toward the back of Marshall. I had no desire to land in the brush below the top, so if it looked like I could not make the spine I planned to turn and land in the valley and accept the long hike out. I soon learned that if you fly a paraglider you need to learn a new technique - patience. Minures went by as I slowly inched across the valley with my feet pointed forward and my arms streamlined with the risers. It was fun but it seemed to take forever; the speed difference was much more pronounced than I expected. Eventually I saw I would make the spine and prepared for a landing on a small trail, a spot I would never consider trying to land a hang glider on except in an emergency. I couched down without a step on the trail in no wind. It was eerily quiet and I was grinning from ear to ear. Five minutes later my wing was folded

up, put in the backpack with my harness, and I was on my way. I rounded a corner in the trail and surprised a large muskratlike creature which chortled noisily as it scurried away. Several minutes later I almost stepped on a covey of quail. They were so surprised they ran in circles trying to decide how to escape. I sat down to enjoy the view and watched a couple of Wills Wing executives hard at work, comparing the performance of an HP AT and prototype RamAir in close formation as they passed overhead. I was having fun. I was not hauling a hang glider to launch; I was enjoying a nature hike. I reached the top of Marshall and decided to wait. I had to leave in a few hours to return co the flatlands of Texas and knew my next flight down could be my last for weeks, perhaps months. Soon the Wills Wing gang showed up and set up their gliders for the afternoon thermals. I decided I might as well wait for it to heat up and try my luck. At noon I launched in an eight mph breeze and headed out where the hang gliders were circling. In no time at all I was a thousand above launch, effortlessly circling upward. After an hour several of the gang had top-landed, so I decided to give it a try. Pulling in the tip A risers for a "big ears," I rapidly sank nearly straight down in full control for another no-step landing. I hope someday flex wings will have large-span flaps allowing for such easy glide slope and speed control. I said my good-byes and launched for a flight down, again expecting that I would have to hike out because of the headwinds. I found a good thermal and this time took it to cloudbase. The view of Los Angeles as I reclined in my easy chair at nearly 3,000 feet over launch was one I will not soon forget. After 20 minutes I had to force myself to head to the landing field. Making the LZ was not a worry from this height and I arrived overhead with a couple of thousand feet, plenty of altitude for doing maneuvers. I practiced big ears, front horseshoes and asymmetric tip folds as I worked my way down to another beautiful landing. I enjoy two kinds of flying - local thermaling flights and once-a-year crosscountry attempts. I, like many pilots, have a family, and let's face it, hang gliding at most locations does not cater to their enjoyment. This is especially true since I moved to the Hades-like flatlands of Texas. I figured that a paraglider could replace my hang glider for the majority of my local

flights and it would require signi'1cantly less time and effort 10 use. I bought a paraglider, not for me bur for my wife (nudge, nudge, wink, wink)! We chose a model that was extremely forgiving yet which possessed good soaring perfimnance. But how safe is paragliding? [f you have read their accident reports tben you know a relatively high number of accidents do occur. While a sizable percentage of them have been due to common sense errors, a number of very qualified people have dropped to earth completely out of control. I believe the altitudes at which we safely fly flex wings can be unsafe iu para.gliders. While a conventional hang glider will normally safely recover from going over the falls at 300 feet AGI., a paraglider (especially a high-performance model) may require more altitude. Unfortunately, how quickly a paraglider recovers from a collapse and how many surges occur appears to be unpredictable. Therefore, paraglider pilots need to treat turbulence, canyons, mountainous terrain and winds with even greater deference than hang glider pilots do. In addition, they may need ro be more inclined to use their reserve parachutes. Of course, being prudent in site selection and flying conditions is probably the easiest way to fly safdy. The first time a group of us wenr paraglider towing in Houston, one pilot on his first launch in his new high-performance wing was hesitant to put in the proper amount of braking to control the crosswind launch. In seconds he was crooked, low ,rnd slow. The row driver stopped the truck when the paraglidcr had

reached a full 90° lockout about 15 feet

AGL. The pilot touched down sofrly with out a step. [ cannot believe that a hang glider released in identical conditions could have kept from either hitting a wing tip, turning downwind, or just crunching in at 20 mph. l do not know why so many hang glider pilots view paragliding as a great blight on the USHGA. T1·ue, a certain percentage of paraglider pilots do not have the proper respect ft.)]" site courtesy and safety, just as was the case when hang gliding began, and later with the advent of powered ultralights. Paragliders also make ridge soaring in light conditions more cumbersome due t:o their lower flying speed and large verti-

cal dimension. Ir is also hmmm nature to resist change and to be prejudiced in favor of a certain way of doing business. I, for one, do not look down on any form of aviation. Just as rigid wings are hang gliders so arc paragliders, and their place in the USHGA will benefit rhe entire sport. My paraglider will supplement my hang glider, not replace it. On days l want to hang out and enjoy the scenery I'll grab my bag wing, but on those days when the thermals are cracking and the winds a' blowing I'll chase the horizon on my flex wing. My mix of hang gliding and paragliding has made my flying safer, more enjoyable and easier in many ways. Perhaps you too should consider becoming biwingual.

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continued from page 40

Kurt flying below and a mile away from me on a lower section of the ridge. A lot of good he would do me, I thought. "Kurt, can you read me?" I called out over the radio. 'Tm stuck." Actually, he did try to help his driver from the air. He told me where to find the shovel and jack, as if they were going to do any good. The boulder that was in my way didn't leave any room for a jack, and was too heavy for me to move. After some unsuccessful attempts to dig out the truck by moving smaller rocks, I sat on the back bumper and sighed. "Hel-lo," a man's voice called out. Astonished, I quickly got up and saw a man walk toward me. "I was with my sheep up there on the mountain," he said as he pointed up. "Do you need any help?" I handed the sheep herder my shovel. It didn't cake him long to dig out the large rock and roll it to the side. During our brief conversation I learned that he was Basque. Even though we just met, I felt related. My mother's family was from southern Colorado from back when this state was still a territory. I remember some of the stories which included my great, great grandfather. He was Basque and owned many sheep in the mountains not too far from Creede.

Pilots' Notes: Don't I have an inspired driver? Informal guidelines exist for this site. Call Kurt Aronow at (303) 661-9307 or Bill Lemon at (505) 891-5370 for information. Editor's Note: It has been brought to my attention as we go to press that Gina and Kurt are engaged to be married. Congratulations/ ~ -M ~

*** "Gina, do you read me?" Kurt's voice over the radio woke me from my reverie of the last trip. "I read you." And when I reported where I was on the road, I noticed that I had crossed over the boulder patch. The rest of the road had some rocky places, but nothing like the stretch I just covered. 'Tm on my way down ... see you at the ranch." I also noticed that the storm cell had passed and the clouds were beginning to break away. With four miles left to go before I reached the main highway, I stopped to take one last picture. I was down in the valley below Bristol Head. Twilight was upon me. As I walked around, looking for a picture to take, I heard a familiar sound. I waited. I looked. A flock of sheep came out of the forest and was headed west across the golden plain. I knew at chat moment that my adventure was complete. The journey to and from launch was a great flight.

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

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

(11/93)

BELOW': The RriJtQ/ Head launch. RIGHT: Kurt Aronow sottrs the vulley while avoiding rhe rain.

smooth pavemenr. "There it is," [ vvhis·

A Driver's Journey At Bristol Head 0 nee I drove past chc hiscoricaJ

min ing town of Creede, Colorado, my eyes began searching for a fumiliar landmark - a brightly lie cdephonc booth underneath a sign shap<:d like an acrowhcacl. It was approaching midnight, and we ,Ncrc about l O minutes av.•ay

MARm 1994

from die Broken Arrow Ranch. The moon light illuminated the late evening s~-y. revealing the gliscening headv.iatcrs of che Rio Grande River. I remen1bcr ho\v quiet the night \Yas, especially

wich Kun asleep. All I could hear was the soft hum of rhe cires rolling over che

percd co myself. About • half mile away I could see a shining light oft to tbe side of the road. As t he truck slowed down :md rurncd onco the grovel driveway, my sleeping pilot ;nvokc. "Are ,ve here?'' he asked. "Yes." Another hang driver delivered her pilot for a grear Aying weekend. When \\tC av.•oke che nexr ,norning the sky was blue over Bristol Head C.nyon. I choughr for sure Kure would be able to ger a High,. A few 0<her pilots came by our cabin on the ,vay up the mountain. They thoughr they would get a flighc rhar d:iy as well. In a caravan of four vehicles we began che 12-mile ascenc up Bristol Head. The first part of rhe road is a logg.i ng road, making ic easy for non-four-wheel d,ives to climb up rhe switchbacks. However, the last five miles is a rocky excuse for a road. Forrunarcly, che loggers d idn"r dear-cur all the trees and saved a pacch of evergreens •o give one's bladder some rdief. After fr3veling 3)0\0St t,vo hours we arrived near che rop of a 12,500-foor mesa. Tbc wind was blowing strong. I noticed that the drivers ,ve.re slow getting on their jackets, while the pilocs eagerly got out and began d1eir ricual - walk around, pull up grass, toss il in the \\'ind, and do it all over again. We n1ust have stayed up rhcrc for abour an hour, pulling out gr.ss and cossing it in rhe air. Bue rhe g ~ just kept on blowing all over the place. Although I was

nc,v to chjs hang driving business. l knew thac this wasn'c a good sign. The next morning Kurt awoke with die

excitement and anticipation of a young child experiencing Christmas for the first time. However, that morning when he peered out the flowered curtains he saw a stream of grayish-white clouds sweeping over the red canyon walls. "You're not going to try to fly in that are you?" I asked. I knew he was thinking about his chances of launching before the storm, while I was thinking about my chances of getting down from the mountain during the storm. When I could see that I wasn't making any progress changing his mind, I too prepared for another journey up Bristol Head. I loaded the cooler while Kurt loaded his glider. It was about 10:30 AM when we got to the top, and the cumulus clouds just got bigger. Kurt walked over to the cliff's edge and observed the wind. "It's switchy, but I think I'll set up anyway and see what happens." As he was spreading out his wings I wandered the expansive golden mesa of Bristol Head. I felt I could see forever, and my heart soared the panoramic view that laid out before in all directions. To the southwest I saw the peaks of the Weminuche Wilderness area and beyond to the San Juan Mountains. To the east I could just glimpse the peaks of the Sangre de Cristo Mountains. When Kurt was ready I walked over to the edge with him. (I wondered if that was a metaphor in my life.) Anyway, the wind wasn't blowing straight up like it should. Facing his glider to the southwest, Kurt waited out one cycle after another. I like watching Kurt and other pilots at launch. They remind me of majestic hawks or eagles perched at a cliff's edge, feeling for when the moment is right to take off. However, these birds couldn't wait too long. By noon, the clouds were growing darker and rain was falling in the distance. Although I convinced Kurt to go back to the truck, I couldn't convince him to call it a day. "Don't you think we should go down," I asked. "After all, no one else thought it was any good to fly today." Just as those words slipped through my lips, two vehicles loaded with hang gliders came across the mesa. Four pilots from the Albuquerque dub eagerly hopped out and checked out the wind conditions. Kurt, too, hopped out of our truck and joined them in the wind ritual. Each pilot surveyed a portion of the launch site, pulling up grass and tossing it into the wind.

Sometimes the grass would blow all over, and occasionally it would blow straight up. It didn't take much to encourage these guys and three more pilots to set up. By this time there was not only rain in the distance, there was lightning. "They can't be serious," I thought, as the roar of thunder rumbled behind us. The first pilot, one of the discoverers of the site, immediately launched and climbed out about 2,000 feet. Ten minutes later, he radioed to us that it was snowing in Creede. The second pilot, realizing the weather wasn't getting any better, launched just before a bolt of lightening struck near the radio and television antennas behind us. Kurt and the third pilot from New Mexico decided to wait out that storm cell. We waited. We waited. And we waited. Finally the snow, hail and lightning passed just long enough for Kurt to try one more time. It was almost 4:00 PM, and I was thinking about getting down before the next storm cell hit. One of the two cars from Albuquerque already had the good sense to leave. When I told Kurt that I wanted him to increase the value of his life insurance policy, he promised that we could leave if he couldn't take off before the next storm. As we walked toward the edge where he wanted to launch the wind began to blow straight up. I got underneath his right wing and waited for the next cycle to blow up. "Is it straight?" Kurt asked. "Yes." I fell to my knees to clear my body from his glider. My pilot was off. My heart soared with him. It is always rewarding to see and help him fly. Unfortunately, the last pilot at launch didn't get ready in time to take advantage of the brief storm break. He and his driver decided to wait out one more cell before packing it up. Assured that the other driver didn't want me to wait with her, I began my journey down the mountain. Just as I started to drive down the rockiest part of the path, another storm cell hit. That time, the hail fell hard and furiously. The windshield wipers were going at full speed while I crept slowly over and around the slippery boulders. Interrupting the beating sound of hail, Kurt's voice came clearly over the radio. "Gina, can you hear me?" he asked. "Where are you?"

*** Last year on Labor Day weekend Kurt and I went to Creede for the first time. I

can't remember if it was a Saturday or a Sunday, but the two of us went up to Bristol Head. Although there were other pilots in the area, Kurt was the only one who wanted to go back up to the mountain in the late afternoon for a glassoff. Since I hadn't taken him up to launch earlier in the day, I agreed to drive him up. I had heard from another driver that the road to Bristol is for four-wheel drives. And if you don't have one, you surely don't want to get stuck up there in bad weather. Well, Kurt's Mazda truck is not a fourwheel drive vehicle, and I was going to take the other driver's advice seriously. When we got up to launch it was beautiful. Having a chance to see scenery that I wouldn't otherwise be privileged to is one of the reasons I drive for Kurt. The meadow was golden and the forests down below were dark green. The contrast between nature and Kurt's glider almost seemed so natural. That day, I remember the wind was really cranking. It was difficult for me to help him keep his glider down and balanced. But once he did take off, I felt proud that I had the strength to help him have a safe launch. With my pilot in the air, I found myself completely alone on that grand mesa. I didn't walk around much after he left; I just wanted to get down before nightfall. I found my way from the launch site to the path, and began my descent. Just before reaching the rockiest part of the road, I saw one of the most beautiful sights I have seen in a long time. The combination of the grey-blue clouds and the golden rays of twilight cast a shade of surrealism over the mountain-top scene. Although I was in a rush to get down, I had to stop to take a picture even though film couldn't capture the essence of that moment. While taking the picture I heard strange animal sounds. Within moments, a large flock of sheep climbed up from the cliff's edge. Their white fleece added contrast to the dark sky. I pointed my camera in their direction and began shooting more photos. They quickly traveled past the truck and up across the mesa to the west. The incredible scenery and the sheep made me forget the boulder patch that awaited me. I got back into the driver's seat and continued down the road. I remember thinking that this road wasn't so bad after all, when suddenly I got stuck. When I jumped out of the truck I saw continued on page 37

HANG GLIDING

hen I was in college, some years ago, I raced motorcycles. Since the motorcycle I raced was my primary transportarion, the normal trials and tribulations of racing left me on foot a lot of the time. 'fo remedy this, l bought a used Vespa motor scooter for $50. This Vespa provided me with cheap transportation frJr about five years. Except for the indignity of riding a scooter when I had a 650 '[humph Bonneville in the garage, the Vespa was really great cheap, fuel eff1ciem, practically mechanically bulletproof: And l sold it for more rhan I paid for it. In February of 1993 I went to a paragliding ICP in Sanrn Barbara, California. We were told that if the winds weren't righ1frll' the training hill we would tow with a motor scooter. Well, l knew scooters, and I knew towing, and I couldn't sec how the two could mix. Then up drove Brian Dahl with his scooter. He had a pretty little Yamaha Riva 125. l stood there with a "show me" look on my face. He rode the scooter out in to the flcld, set it on its center-stand, removed the rear wheel and replaced it with a drnm of rope. He staked the scooter down, attached a rope guide and, '];1h Dah, he had a stationary winch. Brian proceeded to tow up several paragliders with no trouble. He told me that it worked well with hang gliders too. c01t1inucd on page 43

The scooter tow stationary winch rrndy to ride, with gear needed to convert it to tow mode including winch drum with 1,88 feet of'drJCron rope.

I MARCIi '1994

RG: I hook i n ar 190 pounds and I fly with a 25-foor RO P. There is no srandard measuring merhod among rhe various manufacturers, so co1nparison is difficulr. Do not sac· rificc a sofr landing fo r small pack vol·

f'osr,,-ripr: My firtt depl,,ymen, went smoo,hly and wirhow surpnse,, and I mdit my co11ti11ud good health 10 Ricki guidance. An;'One inrerestui in organizing n uminarfor Rick t() teach lfA11 can contact him ,1.t (818) 357-1464. ~

umc. Bigger is better for rhis boy. JH:

l F someone

,vishes to practice an in-air chute deployment, do you feel this is \vise? RG: Yes. BUT. you mu.st be supervised by an experieneed person because rhings can go wrong. Peop le have been injured doing practice deploymenrs.

Rick Garrett mul sen Robbie.

JH: Would you be willing ro do a seminar for a dub or

RG: I see no h:Jrm in it, but iF you do it right. one is plenty.

other group?

JH: Whac are your thoughrs on canopy size?

RG : I would like noth ing bert<r rhan co help pilots learn about their backup sys• rcn1s and coach those inreresced in doing dcploymtnts.

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The scooter set upfrir towing. continued from page It I

from person to person by word of mouth

by a machine shop in Dallas, at which one of my old.time hang gliding buddies worked. The wheel winch drum wasn't cheap but it was perfect and did the job. I decided to set my stationary winch up a little di/::. fcrcntly than Bri.in, so I built a rope guide box which was on a piece of channel under the centerstand of my scooter, and made a rope guide 10 guide the rope past the front wheel. Two earth anchors restrained the scooter from pulling forward. Brian's scooter tow rig faced away from the tow rope, but with the new arrangement, the scooter then faced in the direction of the tow rope and toward the action. 'fhis let the operator sit comfortably in the scar of the scooter and operate the throttle and brake.

,md were never advertised. Ca I observation of the scooter showed why it worked well. ft had an auto· matic dutch and transmission. The ra1io of the transmission varied according to speed, and for all practical purposes the engine ran at a constant RPM regardless of throt· de setting or rope speed. The n1aximum tow force under power was 170 pounds period. Brian told me that it would even work as a payout winch if the wind speed got too high ;it alti1ude. The system was easy to operate and he showed several peo· pie how to run fr during the course of the afternoon. 1 was excited I liked motor scooters anyway, and it seemed like the perfec1 sys· tern for rraiuing 10w pilots.

So, f went back to Texas determined to build my own and try it out. First I wenr to a Yamaha dealership. " they told me, "we never have used rnowr scooters, hut a new one is only $2,300." Well, f knew l couldn't afford that, so 1 started looking in the newspaper. No motor scooters there! I was told that most motor scooters passed Mi\RCI I 1994

Months passed. Then one day my wife told me that she had seen a scooter advertised in the little local paper of rhe suburb I lived in. I looked at 1hc ad and it was a Yamaha Riva 125. Obviously The Force was with me. Wasting no rime, I rushed out and bought it for under $1,000 indml·· ing tax, title, license and insurance. Wow! It was great as transport;i tion. Electric start! No gears! Throttle and brake and steering were 1hc only controls. It was easier to ride than a bike. lt would nm 55 to 60 on tbe freeway, and faster if I drafrcd a truck. Nincty·five miles per gallon.Thad a fast motorcycle in the garage, but it was more fon riding the scooter to work than my motorcycle. But, I found that the spare rear wheel l needed to build a winch drum would be $1 from Yamaha. Ouch! So, I called a friend in Los Angeles and got the name and number of a motorcycle junk yard. Within days l had a used wheel ddiv· ercd by UPS. When I got the wheel I called Brian Dah 1 about the construction of a winch drum. He had hrothcr·in-lawed his and kept the cost way down, but it was his brother-·in-law (so to speak) so [ used my local resources in Dallas. J got the wheel winch drum and several rope guides built

I put 1,800 feet of Dacron rope on the drum, then we stretched it out and put a paraglidcr on the end of it. Swish ... ln no rirnc, the paraglidcr was up 400 fr:et. (We had experience towing paragliders with a payout winch, and used the same protocol.) 'fhc pilot said that it was a really easy launch. So we tried a hang glider pilo1 experienced in both static and platform tow launch. It pulled him off the ground like a shot up to 350 feet. The pilot came down and told us it was the smoothest, easiest row launch he'd ever had. We tested it with several other pilots. They Cound that with the wind blowing, they could get two·stcp launches, smooth as glass. Now, I'd expected it to work okay, but the responses were too enthusiastic. Why did it seem to work so well? I considered the system. The drum was small, made of aluminum and pretty lighrwcigl11. The scooter had enough power to accelerate itself and one or two people in traffic very well, and we found tha1 it could accelerate a glider and pilot very quickly too. My scooter winch could pull at 200 pounds

A rear view o/the scooter showing the winch

from a standstill. 'fhe throttle setting of the scooter varied rhe maximum tow force produced. The variable speed transmission and automatic clutch made the tows smooth so that the pilots were really comfortable on launch. Further, the throttle response was easy to fine tune so that a pilot could be smoothly pulled to 10 feet high and maintained at a const·ant altitude for J ,000 I decided to try another refo1emcnt. I got a moimtain-climbing pulley to use as a rope turnaround. I attached the pulley to an earth anchor off in the distance and added 2,200 fret of rope which I ran through the pulley and back to the winch. This allowed a pilot and glider to launch right in front of the winch operaror. The rope turnaround worked really well. During the testing of the system over the next few weeks, a few pilots blew launches. Ir was easy to instantly shut down the tow so the pilot wasn't dragged. The winch operators felt much n1orc comfcJrtablc with the pilot right there rather than 1,800 feet away. The primary use for the scooter tow winch was to be /cJr tow training. Two su1 dent pilots, who were currcndy Foot launching, were trained Lo tow. They were advanced a step at a rime until they were for platform launch. Alter finally reaching 200 from the scooter tow winch, they did really well on their fost launch from a platform.

releases. back For smdems, the throttle is to let the pilot fly along parallel ro the ground about 10 fr:ct high. This lets the student fly the glider at the same altitude as a training hill flight bm for a longer distance. If the power has to be cut off, the oper-· ator normally will instantly stop the winch with the loot brake as the power is let off to stop the drum from freewheeling. This is because, if the tlnonlc is let off completely, the automatic clutch disengages and the scooter coasts. Since the winch is pulling rope in, stopping the drum creates no problem for the pilot as normal flight creates more slack in the rope. l f the pilot is turning away from the tow line as in a lockout, the throttle can easily be reduced so the winch only exerts a few pounds of pull to give the pilot time to recover or fly down.

and the center-stand guide hox.

same hill

Operation of the scooter tow winch is straightforward. The pilot signals, "Tighten rope!" The throttle is increased until the rope is pulled straight '1'11e pilot signals, "Launch " The throttle is opened wide. 'T'he pilot holds hack until t:he tow force is too much too resist, then performs a st,m·dard slope launch (sans slope). As in a slope launch, the pilot should keep the glider at a neutral angle of attack until it flies off the ground. This may only take a few steps with a headwind, or as many as l O steps in no wind. For maximum altitude, the throttle is kept on until the glider approaches about 60 up from 1be turnaround pulley or the winch, at which point the throttle is cased off and the pilot

We have been using a regular ATOLtypc bridle except with the bridle above the hasetube rather than below, and with the bridle pulling from the pilot's center of gravity instead of at the chest. The pilots have been very pleased with this arrangement. We plan later to go to a double bridle system (sec sidebar).

We have been using a weak link that is only half as strong as our plarfrmn launch weak link, bm we still recommend that the operator and pilot have hook knives since we don't believe that even a 100-pound weak link will protect a pilot with a release failure, especially with the bridle above the control bar.

In high winds, the scooter tow winch ;ict:s as a payout winch. The clutch auto-· matically pays out rope when tlie tension increases beyond what the scooter is pulling. It is amazing to watch the wheel respond to tow tension. 'T'hc wheel will instantly change directions in response to a wind gust or thermal, then reverse again to compensate for sink or a decrease in wind speed. 'I 'he foot brake can also be used to

I li\NC GIIDJNc;

tension the line in payout mode to decrease heating of the automatic clutch.

SETUP The scooter is ridden or trailered to the tow site and then outfitted with the rope drum and guides for tow launch. This requires removing the body panels from the scooter, the muffler and one side of the swing arm. When I first saw what was involved in installing the winch drum I expected it to be very time consuming. I soon learned to take the body panels off at home before moving the scooter to the tow site. Once at the site, using a speed handle and sockets, the rest takes about five minutes. Installing the earth anchors takes a couple of minutes but we just leave them in the ground at the tow site, covered with a little dirt. When we fly, we just brush the dirt off and set up. Surprisingly, the muffler can be removed and reinstalled without gloves even when hot if handled right, and the swing arm is also easy to remove or reinstall. Positioning of the center-stand guide is straightforward. The scooter center-stand should be on the channel and centered on the guide box. Both the center-stand guide box and the front wheel guide box are fastened down, each with two regular dog stakes. The front wheel guide box can be any distance away from the scooter as long as the rope is guided past the front wheel. Two earth anchors are placed in the ground about three feet apart and the rear wheel is set in between them. Motorcycle tie-downs go from the earth anchor to holes on the center-stand of the scooter and are pulled very tight. The earth anchors used are sold as permanent dog stakes and are straight steel rods with an eye loop in one end and a steel disk made into an auger bit at the other. If we start setting up the scooter when we arrive, it is usually ready before the pilots have their gliders set up. I use a water hose reel to carry the extra rope I use with the rope turnaround. I attach the rope with a small rapid link with some flagging attached to assure that the wheel drum isn't overfilled.

/f really high tows are desired1 spectra rope could be used and probably 51 000 to 61 000 feet of rope would fit on the drum. Leaving off the rope turnaround and using radio to communicate with the pilot would eliminate the need for extra rope. I anticipate that 21 000-foot tows could easily be achieved this way. 11

of the rope guide boxes in the future. Other accessories planned include a tow rope return system, and a tow tension gauge mainly for situations in which the winch is used for payout in a strong wind using the foot brake.

HIGH TOWS If really high tows are desired, spectra rope could be used and probably 5,000 to 6,000 feet of rope would fit on the drum. Leaving off the rope turnaround and using radio to communicate with the pilot would eliminate the need for extra rope. I anticipate that 2,000-foot tows could easily be achieved this way. Since the glider will be substantially off the ground when it is released, a length of additional rope needs to be added for maximum tow altitudes, equivalent to the distance from the glider to the winch at release for a straight pull, or double the distance from the glider to the turnaround pulley at release when using a turnaround pulley. We haven't attempted step tows yet, but expect that the scooter will work well there too.

PLANNED IMPROVEMENTS COST We always have a hook knife on hand when operating the winch in case of emergencies, but plan to add a guillotine to one MARCH 1994

ing scooter, drum, rope guides, rope, pulley, earth anchors and tie-downs.

CONSTRUCTION For those interested in building their own scooter, I suggest that they stick with the Yamaha Riva 125 since it has proven to work well. Incidentally, the Riva 125 has been unchanged for about 10 years and a used one will be almost identical to one from the showroom floor today. Probably a number of similar scooters and trail bikes will also work well, but you will have to engineer it yourself. The drum was built from a Riva rear wheel with the rims machined to accept aluminum flanges. The flanges are 17-inch diameter aluminum donuts cut from 1/4" 5052-T32 aluminum MIG welded to rims of the wheel. There is a weld on both sides of each flange. It isn't wise to skimp on the thickness of the flanges or on the welding, as the rope exerts considerable side pressure when it is pulled in under tension. The guide boxes are made of 4" x 1/4" square steel tube with four 1" rollers, two horizontal and two vertical. The rollers are I" x .083" 6061-TG aluminum tubing machined to take sealed ball bearings inside them and ANG-44 bolts through them. The center-stand guide box and the front wheel guide box are identical, except for the mount plates. The center-stand mount plate is a 24" piece of 4" channel with two 2" square steel tubes welded to it to raise the guide box high enough to clear the center-stand cross bar. The front guide box is bolted to a 5" x 18" x 3/8" steel plate with two holes in it for dog stakes to hold it to the ground. For those who want to see scooter tow in action, I have made a very crude video which I will gladly copy and send to you for $IO. I also have engineering drawings for construction of the guide boxes and wheel drum available for $10.

Dave Broyles may be contacted at: 211 Ellis, Allen, TX 75002. If you have questions, his evening phone is (214) 727-3588. Another source of information is: Brian Dahl, 2453 Napoli °W0Jl Costa Mesa, CA 92627 (714) 650-3533. To inquire about machine work, call Scott Whittet at Ray Welding in Dallas at (214) 357-0545. - Ed.

My cost for the scooter stationary tow winch so far has been under $2,000 includ-

Double Bridle Towing n England, and some other parts of the world, stationary winch and static towing have been practiced using double bridles for some time. A while back on Internet E-mail someone asked about towing methods used for static launch. I whipped out an answer mentioning use of a skyting bridle, thinking at the time that there was no other way it could be done. Another contributor posted an answer mentioning the use of a double bridle system. What they were doing, and had been for quite a while (perhaps eons), was to use two bridles, each like a platform launch tow bridle, but one over and one under the basetube of the control bar. The lower one had to be attached so that it hung slack until the top one was released. I suddenly realized that they were towing attached directly to the harness of the pilot and to the pilot's carabiner just as in platform launch, but with the bridle over the basetube. The secondary bridle came into play when the top tow bridle was released. Most of the climb was achieved with the bridle which passed below the basetube. Soon after that, I found out that a friend of mine had learned to fly in England using a stationary winch and a double bridle system. He said it worked really well. When I started testing my scooter tow winch, I originally planned to use a skyting bridle. After hearing about the double bridle system, I decided to give it a try. We were concerned about towing with a bridle over the control bar, since we hadn't done it before and didn't know how well it would work. From the very first tow, it was clear that it worked very well indeed. One thing that made it work well was that we moved the over-the-control-bar bridle attachment to the harness so that it pulled the pilot from near his center of gravity instead of the normal place around his chest. We found that the lower placement of the bridle had no detrimental effect on towing, and, in fact, we obtained excellent tows with the upper tow bridle alone. We then tested the double bridle. Every time the upper tow bridle was released the bottom tow bridle would release also, even with a proper length release line. I concluded that the quick movement of the lower bridle as the upper bridle was released caused inertia to pull the release line and pop the lower release also. Since we knew how the glider would tow on the bottom tow bridle, we went ahead and tested towing with just the upper tow bridle. We found that the glider climbed well using only the upper tow bridle. The pilot tended to keep the angle of attack probably a little lower than would be normal when

climbing with a bridle below the basetube. This probably kept the glider more stable but somewhat limited the final altitude of the tow. To prevent any problems, we instructed the pilot to release before arriving directly over the point where the rope went into the air. This was to prevent the possibility of the glider being dangerously nosed down by the tow line. We also kept hook knifes handy in case of release failure. We found that the upper tow bridle touching the control bar doesn't seem to affect controllability in flight at all. As I evaluated all of this, I realized that I towed for many years with the tow rope touching the control bar. In fact, I flew with the tow rope physically attached to the control bar about six inches forward of the basetube and the glider would climb pretty well with this arrangement. What is different with the new arrangement is that a pilot can foot launch the glider with total control of the angle of attack, because the bridle pulls the pilot instead of the glider and doesn't directly affect the glider's angle of attack on launch. Further, the bridle has enough freedom to move so that the center-of-mass tow effect still works. In fact, the pilot has full freedom to pull the nose down in a lockout, and has enhanced lockout recovery ability should one occur. For the pilot, the launch is much like a slope launch. The tow rope pulls the pilot forward much like gravity pulls him down a hill. The pilot controls the glider just like a normal slope launch. We tell the pilot to exactly emulate a perfect slope launch. This provides more control and better training for launching. If the pilot launches a little nose high, the glider takes off nicely anyway with no tendency to stall. We discourage this though, as it may teach the pilot bad habits and the glider will probably be a little less directionally stable at the higher angle of attack. Normally, the pilot, even in no-wind conditions, will be able to launch in five to 10 steps with the scooter tow winch. During the climb, the pilot should push out slightly to maintain a climb while towing from the upper tow bridle, then, once the upper tow bridle is released, the pilot should remain neutral or pull in while climbing on the bottom bridle. As the glider approaches the point directly above where the rope goes into the air the throttle is reduced on the winch and the pilot releases the tow line. We are making modifications to allow the double bridle concept to fulfill its potential. As successful as we have found over-the-basetube towing to be, we expect the combination of over-and under-the-basetube towing to provide the best of both worlds.

HANG GLIDING

Iii Ratings LILIENTHAL AWARDS GOLD

Region 3 ADAMS, ANTHONY: Santa Barbara, CA; R. Brown/Foot Launched Flight DICKEN III, THOMAS: San Diego, CA;]. Ryan/San Diego HG Center

STEVEN RODRIGUES

DIAMOND STEVEN RODRIGUES

X-C FLIGHT AWARDS

Region4 MOORE, STEVEN: Lakewood, CO; M. Windheimer/Golden Wings OWENS, STEVEN: Tucson, AZ; E. Smith/Arizona Airfoils SWEENEY, DAVID: Ft. Collins, CO; B. Faris/Front Range HG Region 6 PARKER, JACK: Little Rock, AR; T. Middleton/Soaring Wings

50MILES STEVEN RODRIGUES

Region 7 SYGO, MICHAEL: Gaylord, MI; B. Fifer/Traverse City HG

BEGINNER RATINGS

Region 9 BALOG!, LARS-ERIC: Lexington, KY; A, Bloodworth/Lookout Mtn FP MACBAIN, CRAIG: Baltimore, MD; R. Hays/MD School of HG

PILOT: City, State; Instructor/School Region2 HACK, ERIC: Atascadero, CA; R. Brown/Foot Launched Flight HAYWOOD, JOHN: Madira, CA; K. Wright/Wright Bros Wings McKENNON, GREG: Morgan Hill, CA;]. Woodward/Natural Flying Region 3 COOK, JEFFREY: Rancho Santa Margarita, CA; S. Bickford/Magic Air McKEE, DOUGLAS: Santa Barbara, CA; R. Brown/Foot Launched Flight REMON, EYAL: Tarzana, CA; D. Quackenbush/True Flight RIFFLE, LEWIS: Santa Barbara, CA; R. Brown/Foot Launched Flight YANEZ, OCTAVIO: El Monte, CA; D. Quackenbush/True Flight ZAVALA, PAULINO: El Monte, CA; D. Quackenbush/True Flight Region4 McCAY, BRYAN: Phoenix, AZ; D. Gordon/Adventure Sports Tours Region 10 FLANDRO, TERRILL: Tullahoma, TN; D. Jones/Lookout Mtn FP McCULLOCH, STEPHEN: Miami, FL;]. Tindle/Miami HG MURRAY, BARBIE: Orlando, FL; M. Jones/Florida HG SHRUM, ROBERT: Cocoa, FL; M. Jones/Florida HG

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 BERECZKI, DAN: Seattle, WA; R. Brown/Airplay'n BOUR, SAORI: Fairbanks, AK; L. Thomas/T & L Sales Region 2 BONINO, DAVID: San Jose, CA; D. Yount/Mission Soaring Center TEATS, MATHEW: Reno, NV; R. Leonard/Adventure Sports

Region 10 EGEBERG, MARK: Flagler Beach, FL; M. Jones/Florida HG MANNING II, THOMAS: Manchester, TN;]. Hooks/Lookout Mtn FP SWANSON, WILLIAM: Indialantic, FL; A. Bloodworth/Lookout Mtn FP WIESEHUEGEL, GENE: Orlando, FL; M. Jones/Florida HG WIKNER, DIXON: Orlando, FL; M. Jones/Florida HG

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School Region 1 KEE, MICHAEL: Everett, WA; D. Fox/CBCC Region 2 COSTA, KIKO: Salinas, CA; K. Brown RATKOVICH, PETER: Orangevale, CA; G. Hamilton/Sacramento HG Region3 HALL, MORGAN: Atascadero, CA; T. Kurth/SLOSA McGIVERN, JOSEPH: Solana Beach, CA; R. Mitchell/Eagles Wings HG PRYCIAK, ANDREW: Thousand Oaks, CA; D. Quackenbush/True Flight RUYLE, GARY: San Diego, CA; J. Ryan/San Diego HG Center Region4 BAZAN, BURT: Ribera, NM; M. Glantz HELMS, TIM: Prescott, AZ; S. Mish/Bandito Action Sports TALARICO, KENNETH: Phoenix, AZ; J. Reynolds/Phoenix Airsports Region 7 BELL, GIL: So Bend, IN; J. Mitchell/JJ Mitchell HG Region9 GRIEB, ROBERT: Mill Hall, PA; T. Johnson TARTISEL, GREG: Ft. Wash, MD; W. Bennett/Western HG

HANG GLIDING

Ratings Region 10 HAGER, TOM: Rome, GA;]. Hooks/Lookout Mm FP LEWIS, STEVEN: Raleigh, NC; S. Bland/Sky's the Limit LOGA, MICHAEL: Chattanooga, TN; B. Chalmers/Lookout Mm FP MASSEY, PEYTON: Macon, GA;]. Hooks/Lookout Mm FP

Region 10 LLOYD, KERRY: Sevierville, TN; M. Jones/Florida HG STEELE, BARRY: Seneca, SC;]. Hooks/Lookout Mm FP

MASTER RATINGS Region 11 LEWIS, LARRY: Austin, TX; K. Robinson/Couldstreets

FRANK GILLETTE

FOREIGN RATINGS

ADVANCED RATINGS PILOT: City, State; Instructor/School

INTERMEDIATE FELL, BRIAN: Port Moody, B.C.; D. Quackenbush/True Flight

Region 1 DATZMAN, BASIL: Boise, ID; K. Stowe/Windrider Wind Sports TANDEM ONE RATINGS Region 2 LeMASTER, MIKE: Salinas, CA; K Brown/Pacific Airwave MORENO, CARMELA: Milpitas, CA; P. Gazis/Get'n High STOECKER, BOB: Portola Valley, CA; T. Low/Windy Hill Skyriders

RICHARD DeSTEPHENS (much delayed) BILL FLOYD

TANDEM INSTRUCTOR

Region 3 ANGEL, ROLAND: Santa Barbara, CA; C. Cole/SLOSA

STEVE BICKFORD

THE BEST WAY

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Classifieds ~~ HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for rhe 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 from 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 INSTRUCTOR. ROGALLOS AAA MOYES GLIDERS - New. All brands used. Harnesses, parachutes, helmets. Brauniger Basis $435. Flytec 3005 $455. GPS, radios, Yaesu FT416 $325. Merchandise, more. (212) 567-2150. ABSOLUTELY THE GREATEST HANDLING High performance glider you can get for $600. Learn to hook those thermals & get those long flights. W\Y/ Harrier II 177, well maintained, can be seen at Crestline. Also WW cocoon for pilot 5'8" (plus or minus) & chute $500. (714) 968-1775.

DEAL OF A LIFET!lvlE - Used glider, zero airtime. i\•lim condition Pacific Airwave Magic Formula 144, bought new in summer 1991. Colors: Trilan leading edge, purple "B" panel, hot pink "C" panel. Send for picture. Asking $2,200. BEST OFFER TAKES IT! Telephone (813) 858-3753. C. Wolfe, 1001 Carpenters Way, Apt. H-109, Lakeland FL 33809. DESIRE 151 - Excellent shape, never whacked, great performance. Lilac, magenta, blue $2,300. (80 I) 254-6141. DOUBLE VISION - Verr good condition, one owner $2,400. (414) 473- 2003. DREAJ'vl 240 - Excellent condition, blue w/spectrum. New trailing edge. Holds the San Diego county tandem record! $1,400 OBO. Dave at (619) 4485786. DREAMS IN STOCK-All sizes, Raven Sky Sports (414) 473-2003. DUCK 160 - Great condition, clean, blue/rainbow/white, $450 neg. Raymond harness 5'-5'7" $400 neg. (303) 871-6794.

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

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FORMULA 154 - 1993 demo, flo. orange LE, orange and gold undersurface $2,650. Pulse 10 meter1992, pink LE, gray undersurface, same colors as PacAir ad $2,250. Vision Iv!KIV 17-1991, bright green LE, flo. orange undersurface with white chevron $1,750. Delta Wing Dream 185-blue LE, rainbow sail $1,000. Vision 20-1983 $600. Kire Enterprises (214) 996-7706 days, (214) 727-3588. FORlv!ULA 154 - Good shape $1,500. Call evenings (916) 334-5812.

COMBAT 152 - Excellent, sweet flyer, spare d. t. & bag $1,150. (619) 484-7596.

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NAME: ______________________ ADDRESS:

I PHONE: I I Number of words: I @ .50 = - - - - - - ~ ILNumber of words @ 1.00 = USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 I ______________________________________ ~ APRIL 1994

~~ Classifieds FORMULA 154 - Pink/grey, fresh inspection, new flying wires, spare downtube, drogue chute, clean glider $1,500. Z2 harness w/chute $300. Robertson cocoon $50. Alibi 2 vario/alt $350. Also radio, Litek vario, etc. (303) 399-5096. FORMULA 154- $1,500. (208) 342-1350. GEMINI 134 - Excellent condition, sail is like brand new. Owners Manual, barren patterns included. Flies great $800 OBO. Call Debra (813) 595-2854. GLIDER BAGS - Custom made. "Glider-Hider" $55. XC $70. Standard $80. Sail Wings (501) 6633166 phone/fax.

KELLER HARNESS - w/parachute and helmet $495. Ball 651 vario $275. Maxon radio w/chargers $150. Maxon mobile w/antenna $150. (503) 7773452. KISS 154 XC/FR - Centerfold glider, pink/grey, flies great, goes fast $950 firm. (805) 541-6816. LITE DREAM 165 (206) 941-7401.

Great shape, new wires $800.

MAGIC IV 166 - Excellent condition, blue/white, aerofoil tubes, VG, pirchy $850 OBO. (314) 9610083.

HPAT 145 - Sweet flying glider, asking $1,400. (619) 387-2673.

MOYES XS 155 - Fly before you buy in the Owens Valley. Good condition, asking $1,400 negotiable. (619) 938-2344.

HPAT 145 - Excellent condition & colors. Best performing AT around $2,200. (303) 499-8236.

MOYES XS2 142 - Jan. 93, excellent condition, low hours $2,500. (818) 357-9479.

HPAT 158 - Orange/white, good condition, <80 hours $1,600. (919) 876-7642.

PULSE I IM - Inland only, excellent condition. Dark blue w/fluorescenr yellow lightning bolt. Never whacked $2,400. (615) 886-7093.

HPAT 158 - April 92, full race, all white w/bottom front 1/4 red panel $2,000. Reggie (619) 445-3633. HPAT 158 - Magenta, rainbow split panel on one wing. Striking, simply beautiful. Yearling, low hours, heaviest, still stiff cloth. Ultimate handling. Installed drogue, custom lightweight zippered XC bag, spare downtube, pictures $2,300 OBO. (619) 473-9661. HPAT 158 934-5403.

Custom sail, great shape $2,000. (619)

HPAT 158 - New 6/93, <10 hours. Immaculate!! Must sell $2,900. (505) 856-7843. K2 145 - Sweet with extras $2,300 OBO. Z3 for 5'5" pilot $300. AT 121 paraglider $2,000 OBO. Call (818) 353-1923 leave message. K2 155 - Great condition, 2 extra downtubes $1,800. David (619) 443-6346. K2 155 - 100 hours $1,995 OBO. Also several entry level gliders available. (615) 933-9296.

RAMAIR 154 - Aramid LE, blue/magenta US. Excellent condition, 20 hours $3,500 OBO. Must sell (404) 476-5446.

SPORT 167 AMERICAN - Good condition, never crashed, flies and handles great, plus extra's. $1,400 includes shipping. (704) 686- 4432. SPORT 167 EURO 254-6141.

Great shape $1,300. (801)

SPORT 167 EURO - Full race, good condition, speedbar, flies great, $950. (617) 471-6538. SPORT 180 - Perfect, like new, less than 25 hours. Custom colors $1,400. Also Raymond pod with chute & vario/altimeter, best offer. (608) 296-2811. SPORT 180 - Great shape, speedbar, heavy sail cloth $1,350. (805) 541-1275 Mike. SUPER SPORT 163 - Speedbar, <15 hours, crispy $2,400. (218) 624- 4500. SUPER SPORT 163 - Pink/black/magenta. Hot! Excellent condition, tight sail, 30 hours $2,750. Rich (916) 923-5000 work. SUPER SPORT 163 - <40 hours, folding controlbar, yellow/blue undersurface, excellent condition. Must sell, getting married $2,800. (305) 285-8978, ask for James.

RAMAIR 154 - 1 new, 1 slightly used. Both reduced because of overstock. (703) 533-1965.

SUPER SPORT 167 - 80 hours, folding control bar. Red LE, gray/blue/violet undersurface, violet top surface $2,400. (505) 820-1855.

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

TRX 160 - Slightly used, flies great, overstock $3,000. (703) 533- 1965.

SENSOR 510 B/C - Kit, few hours, vgc, flies nice $500. (805) 647- 7759.

TRX 160 - Flown one season, good shape $1,850. (718) 638-2054 NY area.

SENSOR 510C - Very good condition. Yellow LE, red double surface, white TE $600. (608) 362-8174 or (608) 362-9920.

VISION ECLIPSE 17 - Rainbow colors, great shape, new wires $800. (206) 941-7401.

SENSOR 510E 159 - Full race, excellent condition, 60 hours airtime, extra's. Great buy for $1,900. (209) 523-6089. SENSOR 51 OE SS - E66 control bar, <10 hours airtime, is in new condition $2,200 OBO. (303) 5301985.

VISION MKIV - Low hours $1,400. Pod harness $350. Helmet $75. Parachute $250. Vario $150. (408) 725-0608. VISION MKIV 17 - Excellent $1,400. Raymond pod $300. Ball 652 vario $450. Parachute $200. (904) 241-1464.

K2 155 - Excellent condition, custom sail, 75 hours. Proven 100 mile performer. Must sell $2,000. (505) 856-7843.

SPECTRUMS & VISIONS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003.

K3 - Still crispy, would like to trade for a Formula or similar glider. Call Roger (406) 622-5677.

SPORT EURO 150 - $900. 63" downtubes, wheels, spare parts. Kurt (303) 661-9307.

K4+ 155 - Many options, purchased April 1993, new condition, very clean $2,750 OBO. MAGIC IV FULL RACE-Very good condition, low hours $795 OBO. H(916) 452-4247 leave message, Pager (916) 556-6396.

SPORT AT 167 - Excellent condition, pink & grey $1,750. (310) 475- 6868.

VISION V-20 - Good condition, speedbar, spare downtubes, training wheels & harness, plus shipping rube $1,500. (617) 547-2775.

SPORT 167 - '87, very good condition $850. Andrew, (808) 254-1507 Honolulu HI.

VISIONS & SPECTRUMS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003.

K4+ - Low hours, very clean, will ship $2,450. Getting K5's, (714) 897-9076.

SPORT AT 167 - Flytec 320, Z3 harness with ballistic and more. (802) 879-3607.

WILLS WING 153 SUPER SPORT OUTFIT Delta pod, BRS, vario/alt, two Maxon's with Vox, wheels, more. Ten flights $3,800. (303) 972-0690.

VISION MK IV - Super condition, <40 hours $1,500 firm, split shipping. (209) 532-1302 after 6 pm. VISION PULSE l lM (303) 278-9566.

<2hrs flight time $2,800

SPORT 167 - Fly before you buy in the Owens Valley. Must sell $800 negotiable. (619) 938-2344.

HANG GLIDING

Classifieds ~~ 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 fr. PDA's $300) VARIOS/ALT.. ................ (Used, All Brands) .. $150+ USED HARNESSES ...................................... $75+ NEW, USED PARAGLIDERS .. (All Brands) .. $500+ NEW HELMETS .......... (All Brands, Styles) ... $49+ NEWPARASAJLS ........... (Large) .................. $1,175

KATANA 27 - FFE 20 gore PDA hand deploy reserve, UP harness. Less than 50 hours! A steal at $1,500. Dave at (619) 448-5786.

ALABAMA

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

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

UP, \xr!LLS, EDEL - $795+. Instruction, tandems. Southern California (909) 654-8559.

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

YELLOW SPACE 27M - 1.5 years old, 35 hours desert airtime, Force harness, very good condition $2,000. (702) 747-0683.

SCHOOLS & DEALERS

ROCKET CITY AIRSPORTS -

See

Instruction, sales

send $1 to PO Box 422 or call (205) 776-9995 or (205) 880-8512. Alabama has 8 sites, year-round flying and great XC, so check us out! ARIZONA

VISION PULSE (l lM) .... 1 FLIGHT ............ $2,800 VISION MK IV 19 .......... <3 HOURS ........... $1,700 SPORT EURO 150 F.R ... <15 HOURS ......... $1,500 EXCEL !GO ...................... <50 HOURS ......... $800 HP II 170 ......................... <35 HOURS ......... $700 LT DREAfv! 185 .............. <40 HOURS ......... $700 COMET 165 .................... <60 HOURS ......... $550 DUCK !GO, 180 ............... <50 HOURS ......... $500 LANCER 180 .................. .<40 HOURS ......... $425 PRODAWN, PROSTAR II !GO .......................................... <25 HOURS ........ $425 ea SEAGULL SEAHAWKS .. 4 TOTAL.. .......... $100 ea. Safety is our profession, quality our promise - Since 1972" Equipment 100% Guaranreed, inspected. (303) 278-9566 M-F 9-5.

ULTRALIGHTS CLASSIC HOMEBUILT TRIKE- Harrier 177, 20 hp Cuyuna 215RR with Rotax gearbox. 200 hours total time, 10 hours on current engine. Wing needs some sail work and trike needs new fuel tanks and hoses. Flyable and will demonstrate by appointment at Culpeper Count)' Airport in Virginia. l'vfinimum skill level advanced with some ultralight experience $1,800. Contact Jim Gildea (703) 439-8583 evenings or fax anytime at (703) 369-8927. FO!Uv1ULA 154 - & Minimum power unit, rigged, complete. 20 hours on pretty Formula, l hour on power unit $3,895 negotiable. (512) 467- 2529 any-

ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA certified instruction. Supine specialists. 4319 W. Larkspur, Glendale, AZ 85304. (602) 938- 9550. ZONIE HG - Tandem specialist. USHGA, FAA certified instruction, CFII/MEI ATP. 4326 \Y/. Mariposa Grande, Glendale 85310. (602) 582- 4471.

tin1e.

CALIFORNIA GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181

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

Magic Formula 154 Exe. Cond ...................... $1,900 Magic Formula ! 54 w/spare down tubes ......... $ J ,700 Mystic 177 VG ............ Great for rowing ........ $800 Euro Sport 150's & 167's ................... $1,700-$1,900 Several Vision MK IV !7's & 19's ...... $1,300-$1,700 Vision MK IV 19 ......... Brand New ................ $2,900 Several other good gliders, $400-$1,000. Call for a complete listing.

TRIKES - Offer great additional air time for hang glider pilots. Original design American trikes, new from Ultralight Aviation, 1117 Cold Harbor Dr., N. Las Vegas NV 89030. (702) 399-4044. TRIKES TRIKES TRIKES - And accessories. $12.00 info' pack, Jefferson Aero Sports, 15120 Skelton Rd, Jefferson OR 97352, (503) 327-1730.

EMERGENCY PARACHUTES

WANTED

A BEST BUY! - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes. Fully Guaranteed! Colorado Hang Gliding (303) 278-9566.

FOR IMMEDIATE PURCHASE- Yarnell or other stationa1y type winch. Bill Finn (417) 883-309 l.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $25.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 94116. (415) SKY- 1177. FREEFLIGHT 18 GORE PDA 387-2673.

WANTED RAVEN 229 - Good shape. Eric Hempstead, PO Box 87, Taos Ski Valley NM 87525.

New $225. (619)

PARAGLIDERS CHALLENGER 25 - With harness, excellent condition, less than 10 hours $2,500. Call (505) 662-7620, leave message. EDEL APOLLO 27 - New speed system, Force harness, low hours $1,800. Kite Enterprises (214) 9967706 days, (214) 727-3588. APRIL 1994

I LIVE IN ENGLAND - Moving ro Fairfield, California. Would like to get in contact with some local pilots, need site info. Please contact Phil Olson, PSC 43 Box 5803, APO AE 09466.

WANTED - Used hang gliding equipment. Gliders, insrrumenrs, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

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 rhe 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. 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. AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Quality 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. 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. 1595 E Francisco Blvd Ste F, San Rafael CA 94901, (415)-GLIDING.

E~ Classifieds COMPACT WINGS PARAGLIDING - Tandem, Class III certified instructor. All major brands. Yearround flying. Best Southern California sire. (909) 654-8559. FLIGHT SYSTEMS - New location. Dealer for che BIG THREE, WILLS WING, PACIFIC AIRWA VE 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, 19158 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.

TOP FLITE HANG GLIDING - USHGA certified instruction. Hang gliders & supplies. Servicing Merced, Modesto & Stockton areas. (209) 874- 1795. 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 equipmenr. 325 sunn)' days each year. Come fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 9880111, Fa.x(818) 988-1862. WRIGHT BROTHERS WINGS - Friendly USHGA certified instruction, using training sires in the Modesto area. Gliders and equipment from UP Int'!, Pacific Airwave, Ball, BRS, High Energy, Raymond, Second Chantz and more. (209) 586-6012 Sonora CA.

FLORIDA HANG GLIDING, INC. FLYING FLORIDA SINCE 1974 AEROTOW AT THE WALLABY RANCH YEAR ROUND SOARING 7 DAYS A WEEK 8 MILES FROM DISNEY/ORLANDO *Certified randem instruction. Demo all the latest Moyes flying machines. *Rentals, sales, storage, ratings, X-C retrieval. Camping, swimming pool, picnic, family scene. Call (813) 424-0070 ranch phone/fax (407) 896-7311 evenings. LOOKOUT MOUNTAIN FLIGHT PARK Nearest hang gliding mountain training center to Florida. See ad under Georgia.

NO MORE BUNNY... THE HILL WITH IT!

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

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. 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 HANG GLIDING/PARAGLIDING - Celebraring over 20 years of lessons and sales. !st USHGA certified school in rhe 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 Butre #183, Boulder, CO 80301 (303) 440- 3579.

GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK America's #1 hang gliding school, since 1978. Find out why four times as many pilots earn their mountain wings at Lookout! Complete certified trainingfirst day to mountain soaring, best facilities in USA. We wrote USHGA's Official Flight Training Manual! Our specialty: customer satisfaction. Lesson packages, ratings, glider rentals. Largest inventory new/used hang gliders, equipment. Complete sail/airframe repairs. Camping, swimming pool. Send $2 for information. Route 2, Box 215- H, Rising Fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398-3541.

CONNECTICUT MOUNTAIN WINGS -

MISSION SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special attention to take-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.

WE HAVE - The most advanced training program known to hang gliding, teaching you in half the time it takes on the training- BUNNY HILL, and with more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. 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.

Look under New York.

FLORIDA CENTRAL FLORIDA FLYERS - Certified tandem tow instrucrion. Sales, parts and full-service for all major glider and equipment manufacturers. Call (407) 894-5715.

SEQUATCHIE VALLEY SOARING SUPPLY Sec our ad under Tennessee. IDAHO TREASURE VALLEY HANG GLIDING AirwaveJ Moyes, UP. Demo's) ratings, tours, service.

(208) 376-7914. ILLINOIS RAVEN SKY SPORTS - (312) 360-0700 or (708) 360-0700. Please see our ad under WISCONSIN.

HANG GLIDING

Classifieds ~~ INDIANA JJ MITCHELL - TANDEM. UP, PacAir, AS! dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856. KENTUCKIANA SOARING -

See ad under parts.

RAVEN SKY SPORTS - (414) 473-2003. Please see our ad under WISCONSIN.

FLY HIGH HANG GLIDING, INC - Serving S. New York, Connectietlt, Jersey areas (Ellenville Mtn.). 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 instrucrion ... if you've finished a program and wish to continue, Fly the mountain! ATOL towing! Tandem flights! Contact Paul Voight, RD 2, Box 561, Pine Bush, NY 12566, (914) 744-3317. IKAROS HANG GLIDING - NYC's only certified school. Exclusive MOYES dealer. (212) 567-2150.

MICHIGAN NEW AEROTOWING CLUB - With Moyes Dragonfly tug. Location, mid- Michigan. Call Bill Cuddy (810) 798-2450. PRO HANG GLIDERS - MICHIGAN'S most experienced instruction. Teaching since I 976-Safery is #I. Beginner rhru advanced lessons. Wills \',(ling specialists. Towing for IO years. Contact Norm Lesnow, 569 W. Annabelle, Hazel Park ivll 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 rvfl 49684. Call Bill at (616) 922-2844.

SUSQUEHANNA FLIGHT PARK Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153. NORTH CAROLINA 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

lv!OUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN \'lf!NGS-Look under New York. TENNESSEE ALPINE LODGE - At Raccoon Mountain, formerly Crystal Air Sport Motel. Private rooms, bunkhouse, jacuzzi, pool. Work program. (615) 821-2546 Chattanooga, Chuck or Shari. HAWK AIRSPORTS INC - P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. Hang Gliding and Windsoks. LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia.

See

SEQUATCHIE VALLEY SOARING SUPPLY Certified, two place !light 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 SYS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301. TEXAS

MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS Instruction, equipment dealers for Wills \',(ling, Pacific Airwave & Edel. (612) 557-0044. NEVADA ADVENTURE SPORTS - Sierra tours our specialer - USHGA certified school and ratings. Dealers for Pacific Airwave, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a full-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070. NEW JERSEY MOUNTAIN WINGS -

PENNSYLVANIA

Look under New York

NEW MEXICO UP OVER NEW MEXICO - Instruction, sales, service. Sandia lvlounrain guides. Wills, Pacific Airwave. Albuquerque, NM (505) 821-8544.

KITTY HAWK KITES, INC - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, rhe largest sand dune on the east coast, just south of where the Wright Brothers' first flight rook place. Beginner and advanced lesson packages and camps offered. Advanced tandem row instruction, 1500 fr. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and pans. OHIO MARIO MANZO - Skyward Enterprises. Foor launched instruction, sail frame repairs, disassembly inspection, CG-1000, Seedwings. S\Y/ Ohio (513) 256-3888 weekday eves.

AAS. AUSTIN AIR SPORTS - Certified instruction, sales and service for most major manufacturers. Tandem instruction available. Tow- launched training programs for Hang I-Hang IY pilots. lvlounrain flying in Mexico year round. Write 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, rowing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

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

RED RIVER AIRCRAFT - AUSTIN (512) 4672529. FT. WORTH (817) 921- 6957. Quality instruction, tours/guides/rowing/glider se1vice. Texas' leading PacAir and Wills dealer. 4811 Red River, Austin, TX 78751'"3 l 08 Frazier, Ft. Word, TX 76110.

OREGON

UTAH

AIRTIME OREGON - Hang gliding sales, repairs & certified instruction. Emphasizing safery~progress. Dealer for WW, PacAir, Moyes, UP, ASU, Airrek & Edel paragliders, Center of Gravity, BRS, HES, Second Chantz, Raymond, NAS & more. Call Tom (503) 998-1220.

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

NEW YORK AAA MOUNTAIN WINGS HANG GLIDING CENTER AND FLIGHT PARK - Now offering PARAGLIDING instruction and sales. Base of ELLENVILLE MTN. Four exclusive training hills. Area's only dealer for Pacific 1\irwave, UP, Seedwings and Delta Wing with demos in stock. We are the largest, most complete H.G. accessory and repair shop of its kind in the country. 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.

APRIL 1994

SOUTHERN OREGON HANG GLIDING Certified instmction, ATV retrieval. Pacific Airwave, \'\fills Wing, L'P. (503) 479-5823.

EARLY BIRD SPECIAL - Free instruction with purchase of new UP or PacAir hang glider for April/May. Contact Mark Knowlden/Rebel Wings (801) 882-7042.

~~ Classifieds 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, rentals, seminars, pilots lounge/videos, near-by camping/motels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salt Lake City). (80 [) 576-6460, fax (80 [) 576-6482. MC/Visa accepted. VULTURE GLIDERS - Superior instruction at Point of Mountain. Sales, service shop 10 minutes from Point. Charles (801) 254-6141. WASATCH WlNGS - 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. VIRGINIA BLUE SKY - Quality instruction, custom sewing, repairs, towing. PacAir, WW, HES, Ball. (703) 4326557. KITIT HAWK KITES - See North Carolina. SILVER WlNGS, INC. - Certified instruction and equipment sales. Proudly representing Pacific Airwave, Wills Wing, Seedwings & UP. (703) 5331965 Arlington VA.

BALL 652 FLIGHTDECK - Flexible airspeed and TE probe, dependable $290. (619) 387-2673.

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

BEST 12" WHEELS AVAILABLE - Super tough, lightweight, a must for training, tandem flying. Builtin bushings. Only USA-built 12" wheel. $42.95, quantity discounts. Immediate delivery. Lookout Mountain, (800) 688-LMFP.

Product of the Year

WlSCONSIN RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly & tandems by Brad Kushner. Sales/service/accessories for all major brands. PO Box 10[, WhitewaterWl 53190 (414) 473-2003. PARTS &ACCESSORIES AIR KEVLAR HELMETS - Full face, purple or gray $325. Raven Sky Sports (414) 473-2003. Temperature compensated altimeter to 60,000 feet with aircraft altimeter precision in IO foot increments.

FAX your classified ad, membership renewal or merchandise order: (719) 632-6417. We gladly accept VISA and MasterCard.

Records your highest altitude and best climb throughout the day, week, or year. Displays 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 merric display. Business Week's PRODUCT OF THE YEAR. Made in the USA. Only $120 includes 24 hour U.S. shipping. Visa/MC accepted. SATISFACTION GUARANTEED! 30 DAY MONEY BACK, 2 YEAR REPLACEMENT WARRANTY. Call Owens Valley Soaring (619) 387-2673.

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 delivery. Lookout Mountain Flight Park, (800) 688LMFP, (706) 398-3541. CG 1000 HARt"!ESS - Two parachute containers, knife, 3 zipper pockets $250. (801) 254-6141.

CLOUDBASE HARNESSES - Great harnesses at a great price. Factory direct saves you money. Pods, spaghetti's, cocoons, knee-hangers, training harnesses, custom designs and repairs. Quality harnesses since 1972. Cloudbase/Chris Smith, RR I Box 660, Rising Fawn GA 30738. (706) 398-3964. HANG GLIDING

Classifieds ~~

EASY STACK GLIDER RACK - Now you can avoid the hassle of makeshift racks whenever you transport your glider by car. EASY STACK protects both glider and car and installs in minutes without tools. No rain gutrer or bumper clamps required. Steel and aluminum construction. Weighs only 38 lbs. Folds for easy storage. Only $475 complete. Free color brochure. Contact Jim Greenwood, c/o Easy Stack, PO Box 1113, St. Peters MO 63376. (314) 2722254.

••

HANG GLIDER CAMERA MOUNT - Shown on 2-1/2" rube, $37 includes shipping. TEK FLIGHT PRODUCTS, Colebrook Stage, Winsted, CT 06098 (203) 379-1668 (camera not included).

maxon·

sP-2<XXl Series

10-CHANNEL PROGRAMMABLE MAXON SP 2550 - 5 watt two-way radio with charger. Three USHGA, three weather, four programmable frequencies. Durable, rugged, easy to use. Nicad battery (typical 10 hour). Pilots #1 choice! Special $349. Additional options available. Lookout Mountain Flight Park. (800) 688-LMFP, (706) 398-3541.

HIGHEST QUALITY HELMETS DOT approved. Ar 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.

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

EDS-70 - 3lb. competition system. Owen's, World Team proven. Complete with Al-70 c)'linder (2"xl l") and TR-5 5 transfiller kit for refilling. ONLY $699.95. Mountain High E&S Co. 1-800-468-8185.

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

GRADE A SHEEPSKIN hand fairings. REDESIGNED FOR SUPERIOR COMFORT, with NEW MAP POCKETS standard. Warmest hand fairings in the world. Send $47 rn Wyo. Aerolites, PO Box 880, Casper \Y/Y 82602. (307) 235- 3367, add $15 for X-large. Custom orders accepted.

APRIL 1994

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

NAS HANG GLIDING RESERVES - IOO's sold. Tested, deployed and proven. Complete with 25-ft. bridle and metered deployment bag. Brand new $385. New dealers welcome. (303) 278-9566.

~~ Classifieds OXYGEN SYSTEMS

KENTUCKIANA SOARING

KENTUCKIANASOARING

NEW PRO MODEL

Vario's from Ball, Aircotec, Flytec, Brauniger, some demo models at reduced prices $call. Dealer for all NAS products, Varies-Helmets- ParachutesParagliders. We are dealers for High Energy Sports, Second Chantz, BRS and more. We either have the best prices or we'll tty to make it that way, call us with your best quote! Kentuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129. Phone (812) 288-7111, fax (8 I 2) 284-4115. Send SASE for sale flyer.

p:~ Q)

ELECTRONIC ON-DEMAND o 2 SYSTEM Only $799.95 with I 80 licer cylinder (not shown) +S/H, and XCR-180 is now only $349.95, with remote on/off valve and NELSON type flow control regulator & oximizer. Major credit cards. Mountain High E&S CO. 516 12th Avenue, Salt Lake City UT 84103 USA. I-800-468-8185, fax (80[) 364- 6207.

QUICK RELEASE CARABINER - $49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, parent pending. Thermal I 9431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983. RC SCALE MODEL HANG GLIDERS Importer for handmade 1: 10 scale RC flyable hang gliders. Materials, camber, colors, options. Produced to mfg's specifications and/or your desires. Wings and accessories (i.e. harnesses, speedbars) produced in Europe to exacting standards. For info Art of Flight, PO Box 241777, Charlotte NC 28224-1777. Phone (803) 548-8684, fax (803) 548-8644. ROBERTS MARK IV - Combined altilvario, never used $250. (218) 233- 6392.

SPECIALIZING IN ELECTRONICS, COMMUNICATION, NAVIGATION AND FLIGHT DECKS - Allow a fellow pilot and licensed ham help you decide on a system that fits your needs. Yaesu FT411E $315., Yaesu FT416 $339., Yaesu FTllR $305., lcom P2 $339., Alinco models DJ180 $239. Kenwood TH28A $339. New Kenwood TH22 $305. Mobile 50w units from $339. We will program MOD and set the SWR for you. Maxon SP2550 $339. All model ham radio's available, call for current prices. MARS/CAP MODS available, with warranty intact. Antennas: 5/8wv magmt $38.95, HT 114 gain $14.95, HT 518 telescopic $20.95. Special mounts available. Tow rope 114" poly $35 per 1000'. Hook knives $14.95, V- Mitts $28. NEW FLIGHTMATE PRO $759.95 includes accessory package.

Our advertisers appreciate your support and patronage. Tell them you saw their ad in hang gliding. Need a merchandise catalog? Call USH GA at (719) 632-8300 for your new copy.

SPECIAL PURCHASE: MAXON 5 WATT, HEAVY-DUTY, 3 USHGA CHANNELS, HI/LO POWER $299 Maxon lw or Tekk 2w, 1 USHGA channel $150 Smoke bombs, as low as $4. Signal mirror $8. Jack-The-Ripper cutaway knife $15. Silva compass with baserube mount $99. Camelbak $35. Oxygen systems $150-250. Pulse system $450. Inflatable Aerofloats & Hardware to fit your glider $995. PENDULUM SPORTS, INC. 1-800-WE FLYXC

THE NEW "SKY ROHR PARA-SWIVEL" Smaller, lighter and best of all, stronger. Don't leave the ground without one! $84 +$4 slh. Dealer inquiries welcome. GOLDEN WINGS, 1103 Washingron Ave., Golden CO 80401. (303) 278-7181. High. quality Maxon helmets, only $55 + $4 s/h. Great for schools! STEREO VARIO $100! - The best pilots fly with 2 varios, so why don't you? Don't miss out when your vario craps out. Ball M30 analog varios with audio are excellent first vario also. Cigarette lighter charger, nicad battery. $100 new, V/MC (303) 449-7351. Bibler, 5441-D Western Ave., Boulder CO 80301.

HANG GLIDING

Classifieds Sell your unused equipment here. USHGA instructor Torn Sapienza, owner of Airtime Oregon says, ''I've tested & recommend Wind Adviso1y to all New & Intermediate pilots!"

PUBLICATIONS & ORGANIZATIONS

DOINIINI

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

(With Poplin Storage Bag)

A True Hang Gilding Storv (Box With Speed Conversion Chart)

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

DEPENDABLE Wind runnel tested & calibrated. BUILT TO LAST Impact & corrosion resistant. WIND ADVISORY With Mounting Bracker .$24.50 (includes S/H-You Save $2.50) Sold separately WIND ADVISORY Indicator ........ $15 + $2 s/h MOUNTING BRACKET.. ............ $8 + $2 s/h (Speci~, long or short bracket w/ your order.) Foreign orders add $2 per item purchased. Send check or lv!O to Pacific Resources USA, PO Box 9064, San Diego CA 92169. (619) 270- 9462. Sarisfacrion Guaranteed!

WINDTALKER Ill *

DON'T GET CAUGHT LANDING DOWN\X1IND! - 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.

Classified advertising: new life for your equipment and cash in your pocket. What a deal! APRIL 1994

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. Lirek (503) 4796633. BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND PART TIME - USHGA certified instructors. Innovative equipment, the latest training merhods. Soaring Safaris. Send resume Mission Soaring Center, 1116 Wrigley Way, Milpitas CA 95035. (408) 262-1055. PARAGLIDING ADVANCED CERTIFIED INSTRUCTOR WANTED - High pay, benefits. Colorado Paragliding (303) 278-9566.

bt,, LARRY FLEMINO

GOING, GOING ... - Chris Gregor publishing would like to thank rhe hang gliding community for its overwhelming response. A limited number of first editions are still available. Chris Gregor Publishing, PO Box 26595, Fresno CA 93729-6595. $10.95 plus $3 s/h. (California residents add 85<t sales tax.)

~"'~GOtlE

fLYiHG

HANG GLIDING CARTOONS - Over a hundred pages of Jaffa. Buy one for your driver too. I wanna buy a new glider! First 1,000 receive bonus pages from next book (corning soon). Cheap $9.95 +$2 s/h (CA add 82<t tax). Bob Lafay, 11431 Caern Ave., Tujunga CA 91042. Dealer Inquiries.

May classifieds deadline: March 20

~~ Classifieds 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. TOWING

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 library starts with this book! $29.95 (plus $4.00 s/h) Colorado residents add 3% tax. SEND/FAX/PHONE TO USHGA BOOKS, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

BRING YOUR PLATFORM LAUNCH TOW RIG - To Big Spring TX, June 14-22 for a 450 point meet with very impressive facilities. Compensation paid co rigs: cash, gas, $5 per tow. Four person teams, one team per rig. Contact Jeff Hunt (512) 467-2529.

TOWLINES SPECTRA-Hollow Braided 2,000' or 3,000' I Reel Part # ............................. Price .............. Weight SPCB,730 ..................... 14¢/ft ............ <2#/M SPCB-950 ..................... 16¢/fc ............ 2#/M SPCB-1500 ................... I 7¢/ft ............ <4#/M SPCB-2200 ................... IN/ft ............ 5#/M DACRON-Hollow Braided 1,500' I Reel DCCB-650 .................... 8¢/ft ............. <5#/M DCCB-900 .................... 9¢/ft ............. <8#/M DCCB-1500 .................. 10¢/fc ............ 12#/M DCCB-2000 .................. I 2<t/ft ............ I 7#/M All in stock, fax orders co David F. Bradley, Braided Products Division, PO Box 95. Hilltown PA 18927. (215) 822-1968, fax (215) 822-5852. VIDEOS & FILMS

EAST COAST VIDEOS

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

lFERFORMANCE IFLYING by 1)£NNJS l'AG~N

PRICE BUSTER WINCH - Compact pay-out winch with high speed rewind for only $1,295. Instant pressure set/dump with precise adjustment. Holds up to 8000' of Spectra. I year parts warranty. One person operation as shown in Jan. '94 HG magazine. Plans available. PARAFOIL RECOVERY 'CHUTE SYSTEM won't accidently deploy when step towing. I 00% deployment and drogue 'chute minimizes oscillations $59.95. 7/64" 1200 POUND TEST SPECTRA LINE has hollow braid for easy field splices. 2000' and 3000' rolls $. 16/ft. Barry Steele, Appropriate Engineering, 971 Fisherman's Cove, Seneca SC 29678. (803) 885-0949. UL TRALINE - 3/16" 960# breaking strength, 7#/1000'. 3000' and 4000' continuous lengths. The original Ultraline Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508. (318) 9818372.

This is the one I I ~ By Golden Wings

presents THE RAMP - Sequatchie Valley's famous. Hang glide & paraglide off it. OTHER VIDEO'S AVAILABLE New York Finger Lakes Region, hg/pg. Henson's Gap & \'i!hirwell Tennessee. Michigan Hang Gliding & Paragliding. Old Time Movies, 1975-1980. 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.

More than 10,000 hang gliding enthusiasts read our magazine every month. That s more than 20,000 eyes seeing your ad. 1

Tow line recovery System Nothing attached to pilot or bridle. BAG IT! - If you don't have your copy of Dennis Pagen's PERFORMANCE FLYING yet, available through USHGA Headquarters $29.95 (+$4 s&h).

UNLIKE OTHER SYSTEMS - No deploymenr mechanism is required. Fully self actuating when tow 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, I 103 Washington Ave., Golden CO. 1-800, 677-4449

We gladly accept VISA and MasterCard.

HANG GLIDING

Classifieds FREE INFO!Uv!ATION - Allow the Government to finance your small business. Loans/grant to $687,900. Call 24 hour, free recorded message (313) 825-6700, depc. 1280.

VISION MK IV 17 - Serial #VM6620. Taken from parking lot of Red Lion Hotel in MODESTO CA on Sept. 12113, 1993. Glider was stolen without a nose cone. Blue LE, rainbow undersmface. One of the leading edges has a flat anodized finish. Three small glue parches on LE. Brand new blue bag wired ends. Please contact Jens Evling, PO Box 1187, Monterey CA 93942-1187. Phone (408) 649-3755, fax (408) 6551538. 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.

OVER THE EDGE - Srep "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. MISCELLANEOUS

T SHIRTS - Logo above on grey preshrunk cotton r shirrs. Speci~, s,m,l,xl. Long sleeves $15.50. E TEAM RAW VIDE0-$17.95 I hour (long version). Fly with the E T earn, rnmble ar Telluride, launch unhooked, view the Apex Rigid \'{ling, and aerobatic champions. Add $3 shipping, send to Kerry Day, PO Box 6003, Lake Elsinore CA 92530. (909) 678-2437. USHGA 1994 CALENDARS - Still a few left, now only $6.00 (+$3.50 S/H). Call USHGA (719) 6328300 to reserve yours. VIDEOS BOOKS POSTERS APPAREL - Call liSHGA for your Merchandise order form (719) 6328300. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The 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 an 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 I l /2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks parable to USHGA Classified Advertising Dept. HANG GLIDING lv!AGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417. STOLEN WINGS

"AEROBATICS" - JUST IN! Full color 23"x 31" poster featuring John Heiney doing what he does bcstLOOPING! Available through USHGA HQ for just $6.95 (+$3.50 s/h). Fill that void on i·our wall! Send to USHGA Aerobatics Poster, PO Bo~ 8300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAl LAB LE on international orders.) ASSET PROTECTION - With a NE\XI USHGA Stadium Cushion, $5.99 +$3 s/h. A grear gift for your driver! Available from USHGA, PO Box 8300, Colorado Springs CO 80933. APRIL 1994

EURO SPORT 167 - Srolen along with "missile" shipping tube from CAMPBELL CA, during !arc December 1993. Blue & white, missing two outer leading edges. Call Dan Harris, (408) 377-8809. TRX 160 - Stolen from NAGS HEAD NC, during Sept. 1993. Purple LE, purple/black/purple colors. Dayglow "UP" on right wing. Contact Bruce Weaver, (919) 441-4124 Kitty Hawk Kites.

UP KATANA 25 PARAGLIDER Serial #9103336. Stolen from vehicle in MARTINEZ, CA area on May 30th, 1993. Lime greenish yellow and black with black lightening boles. Carrying bag is lime green, black & pink, with "FLASH" and "UP" lettering. Orange nylon drawstring stuff-bag. UP harness and white half-shell helmet with stickers for Bay area sites. Contact Joel Greger (510) 602-5105 days or (510) 254-5608 eves. STOLEN WINGS arc listed as a service to USHGA members. Newest entries are in bold. There is no charge for rhis service and lost and found wings or equipment may be called in to (719) 632-8300 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Video ...................... 31 Airborne Winds ports .......... 14, 15 Aircotec ................................... 31 Ball Varios ............................... 31 BRS ......................................... 20 Eggler ..................................... .42 Flytec ......................................... 2 Hall Bros ................................... 4 High Energy Sports ................. 24 Just Fly .................................... 17 Kitty Hawk Kites ...................... .4 Lookout Mt. Flight Park .......... 11 Moyes ................................. 36,37 NAS Distributing .................... 36 Pacific Airwave ........... Back Cover Pro Design ............................... 37 Sequatchie Valley Soaring ........ 42 Sport Aviation Publications ...... 49 Trekking USA ............................ 4 UP International. ..................... 18 USHGA .................... .4,25,38,50 Wills Wing .............................. 47 61

T>AN~ I CANT LOSE 111M Now.'

~ Product Lines © 1994 by Dan Johnson ST. PAUL, MINN. - Ahh ... April, when the living gets easier up here in the long-frozen tundra. All over America, trees are sprouting leaves and the thermals are poppin'. Let's see what's news . • , • From the end of last year, Dennis Pagen -- USHGA' s rep to the CIVL of FAI -reports that the international organization is concerned about the "decline of hang gliding." Dennis clarifies, "While the sport appears healthy (in America), such a statement (by CIVL) should not come as a surprise for it has been well reported that hang gliding is disappearing in many countries of Europe. Paragliding has superseded it because of the ease of access to airtime paragliders afford. Even if the same process does not occur in our country, the disappearance of hang gliding elsewhere will hurt our pilots as manufacturers sell less, fewer products become available and hang gliding receives less media attention." • • • Disturbing talk. On top of which, in the rarefied atmosphere of Washington DC, FAA has thrown cold water all over what looked like promising regulatory changes. USHGA reps to the FAA meetings of late thought possible changes to Part 103 might make hang gliding a little freer. Not! In related news, USHGA' s Planning Cc:mnittee met to discuss future trends and how the association should respond. Hang gliding has indeed gotten tougher to enter (schools hard to find; glider prices up; skill requirements high) so perhaps Pagen is right to encourage our review of ideas to aid hang gliding growth ... asswning we want it to grow. Not everyone agrees with this goal. But enough political babble; let's get back to products. • • • BRS is combating high prices with a superb deal on emergency canopies. Long a product priced above $400 at retail, the rocket maker has offered a hand deployable canopy for only $295. The "HD" series is also rocket launchable, either by BRS pyrotechnic rocket or Second Chantz' s A. I .R. For a spec sheet, call BRS at 612/457-7491. • • • On the other end of the price spectrum but with potential to increase new HG students... is the Zeiset/Combs Magic 250 Legend Aerosports Boat. A boat?! Yep! Pendulum Sports owner, Jim Zeiset, has been pursuing a water-based towing package that he could sell as a ready-to-use training system. Recently Pendulum sent out info packets full of most of the details. The Magic 250 system is intended for commercial operators who seek to give training in a very user-friendly manner and the packet illustrates a strong effort toward that goal. A catamaran, twin hull boat with 385 horses promises to deliver powerful yet smooth experiences to six students per outing. Unusual

for hang gliding, Pendulum has attempted to put all the necessary ingredients together for a successful towing operation. The boat accomplishes the task of towing, but perhaps differently from what you'd expect. The Magic 250 is not a platform towing system. Instead the tandem glider is fitted with large pontoons so instructor and student launch from the water. The 12-foot long floats attach to an extended control bar base tube and to the rear of the keel in what appears to be a very stable design. The Double Vision glider used by Pendulum also has an inflatable nose bladder in the unlikely event of a nose over. In this set up, the student flies above the instructor in a separate harness that supports the student well above the instructor. It should be comfortable -- and nearly dry! -- for the student, yet the instructor should be able to fly with little "interference." FMI: 800/933-5992. At a completely different towing site, Florida's Dragonfly Park has changed its name to Wallaby Ranch. It seems a Japanese garden in the Miami area already owned the other name. Old or new name, the place is jumpin'. Proprietor Malcolm Jones has expanded the 52-acre site to be more than a home for the Dragonfly Tug ultralight. His Florida Hang Gliding, Inc., is now offering certified tandem instruction, rentals, sales, storage, ratings, X-C retrieval, camping, swimming, picnicking... well, you get the idea. Open seven days a week only eight miles south of Walt Disney World, Wallaby Ranch is wonderfully located for whole family outings. Days, call 813/424-0070 (also fax); evenings, call 407/896-7311. Watch for FHG ads soon, says Jones. ••• The site is also well located for the airshow season's grand opener, Sun 'n Fun, based at the Lakeland, FL airport only 50 miles to the south. USHGA will be represented again at the April 10-16 blockbuster event which is now challenging that 800-pound gorilla of airshows: Oshkosh. Listen up! For years Sun 'n Fun has been gaining attendance. The growth has been substantial and steady. But last year, the airshow just exploded. from 360,000 attendees in '92 to nearly 650,000 in 1993 ! Many aviation experts are speculating that the popular Florida event could eclipse Oshkosh in a few more years. That's quite an accomplishment as Oshkosh is accepted as THE largest aviation event in the world. The satisfying part is that hang gliding participation in both events has becane a regular feature and more folks are discovering our dandy sport at one of these monster events. ••• Outta room. So, got news or opinions? Send 'em to 8 Dorset, St. Paul MN 55118. Fax or V-mail to: 612/450-0930. THANKS!

Ill

APRIL 1994

photo by Michael Weingartner

KJassic high performance from

AIRWAVE 0 -an

S::

166 sq. ft. to accommodate a variety of pil.Pl."I'

ornill!P3.'112 (408). 422-2299 Fax (403' 7;