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

The Wills Wing Falcon represents 20 years of design experience combined with 1994 materials and manufacturing technology to bring you the easiest possible access to the highest leuel of effective soaring performance. Whatever your leuel of skill as a pilot, you will find the Falcon both easier and more fun to soar on than any other glider you have flown . With its exceptionally light weight (just 50 lbs.) and simple, rapid set-up, the Falcon will have you in the air while your

buddies are sill/ setting up. With Its unmatched

slow flight capability and light responsive and

predictable handling, the Falcon will haue you

climbing away from launch while other pllois

are struggling to find the 11ft. With its superb

flare authority and forgiving landing characteristics. the Falcon will keep }'OU smiling right through the end of every flight. $imply put. the Falcon is a glider tha, will make you fall in /o,,e with flying, whether for the first time. or all over again.

All this for only $2495. Contact your local Wills Wing Dealer and enjoy the ultimate in soaring. !'>OOWeslBluoridgeAve. Orange California 92665 • Ph 7 14998-6359 • fax7 14998-0647

(USPS 017-970-20 - ISS N 0895-433)()

18 Tumble Questionnaire (Or, Wm A Free GPS) by Mike Meier L1 the aftermath of the great Ormiston tumble debate, Wills Wmg's Mike Meier decides to do some research.

20 Telluride Hang Gliding Festival

article andphotos by Ulrich Grill translation by Heidi Attenberger The 21st festival is coming up this July. A look back at last year's event.

24 Glider Review: Wills Wmg RamAir 146

by Mark Stucky

An in-depth report on Wills Wing's new high-performance wing.

40 Glider Review: Moyes Xtralite

44 The Gutter Rack article andphotos by James Palmieri A nifty maximum-support glider rack you can build in less than an hour.

Columns

Departments

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

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

Viewpoint, by Mike Meier ..................... 16

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

Ask GeeDub, by G.W Meadows ...........30

Calendar ofEvents .................................... 12

Competition Comer ............................... 37

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

Hawker & Vario, by Harry Martin ........ .51

Classified Advertising ..............................55

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

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

JUNE 1994

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TBT is the number one selling tow system on the market. Why? Because it is the Best System on the market. No other tow system offers the same Quality and Reliability, and no one can beat the price! So whether you are a competition pilot trying to increase your distance, or a beginner working on your thermalling skills, towing is for you. Just compare six launches per hour to one or two per day on a hill and you'll agree ... Your best flight is just a tow away! 1

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SEND TO: USHGA Books PO Box 8300 Colorado Springs CO 80933-8300 (119) 632-8300

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fax (17 9) 632-64 77 MC/VISA accepted

REFLEX HELMET Lightweight, strong, comfortable. Designed specifically for paragliding and hang gliding, this helmet offers comfo11 and full-face protection without restricting peripheral vision. Constmcted of polyester polymer and reinforced with chop fiber, it allows the helmet to be strong but lightweight. The "REFLEX" helmet is lined with highimpact foam and brushed polyester fabric for a comfortable fit. Weight 21 oz. Sizes S, M, L XL. Colors: blue, black, white. (Dealer inquiiies welcome.)

AIRTEK, 4206 Suite C, Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-0437 John Yates/Pro Design 2608 Hartnell Ave. #6, Redding, CA 96002 "TOLL FREE" phone/fax (800) YATES-16

Gil Dodgen, Editor/Art Director John Heiney, Leroy Grannis Photographers Harry Martin, illustrator Dennis Pagen, Rob Richardson, Mark Stucky, G.W. Meadows Staff Writers Tim Rinker, Dave Pounds, Design Consultants

TOWING RISKS

Office Staff

Phil Bachman, Executive Director Greg Huller, Ratings & ICP's Pl More, Special Projects & Competitions Jeff Elgart, Advertising D. Dean leyerle, Insurance & Merchandise Services Karen Simon, Member Services Marisa Hatton, Merchandise Services USHCA Officers and Executive Committee:

Gregg Lawless, President Jim Zeise!, Vice President Russ Locke, Secretary Bill Bryden, Treasurer REGION 1: Gene Matthews, George Sturtevant. REGION 2: Russ Locke, Ray Leonard, Paul Gazis. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Glen Nicolet., Jim Zeiset. REGION 6: Ron Kenney. REGION 7: Bill Bryden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett. REGION 1O: Barbara Flynn, 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: Ed Pitman, 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 FA! meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GUDING 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. HANG GLIDING (ISSN 0895-433x) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, CO 80933-8300. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion 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.

JUNE 1994

Air Mail~

VOLUME 24, ISSUE No. 6

Dear Editor, In response to GeeDub's remark that tow launching is not more dangerous than foot launching ("Tow Releases," April 1994 Hang Glidini), I disagree. Tow launches are extremely protracted launches conducted under high wing loading, with two or three people juggling aerodynamic forces throughout the process. Higher air and ground speeds, and barriers to three-way communication all add risk to the event. The list of unique risks is long. Experienced pilots should not assume that because, after 400+ tow launches, they have learned to manage the risks, that the risks no longer exist. Concerning the Mason release, I like its design, with one qualification: it has a plastic bore, which must be kept very clean. Dirt in the bore gouges the plastic and causes burrs. The dire and burrs can keep the release rod from properly sliding into its seat or easily releasing. Barry Morse Jersey City, NJ

PAGEN COMMENTS Dear Editor, This is a comment on several bits appearing in recent issues. First, Harry Martin's remarks in the Feb. '94 issue on my hook-in accident report. Harry erroneously assumes that I didn't read his hook-in alarm article. I did and thought it was a valuable contribution to the problem. I also think he missed my point. That is (and we've heard it before): anything that can go wrong, will. Harry's alarm isn't infallible (as the radio I just sent in for repairs demonstrates) and if it does fail, a pilot using such a system is most likely in more danger of possibly launching unhooked if she or he has relied only on the alarm. In addition, I do not agree with Harry that his system has a zero fid-

die quotient, unless you figure that inserting the disarming pin on disassembly and hooking into a clip that may require two hands when the wind is blowing and you're wearing mittens is not fiddling. But I am not trying to belittle his system. I think it's ingenious and hope that ic is marketed. The only point I am crying to make is that NO system is infallible, and anyone thinking that way is a candidate to share my fare. I think we need multiple methods of checking our hook-in security. (PS: Harry, the T-shirt reference was a joke.) Secondly, I wish to comment on Mark Stuckey's wing tip vortices article. Mark does a great job defining what vortices are, but I think he misplaces the emphasis. Vortices from another glider in the air away from the terrain are a nonevent. We get plenty of time to explore this during our evening glass-offs. At worse you lose 15 feet or so when the vortex from another glider locks you out - just like a little thermal when you're flying slowly. The real problem comes during landing, which Mark doesn't mention, and a bit during takeoff. Years ago when we used to run one-on-one contests we had a pair of launches with only about 20 feet between the gliders' wing tips. If one pilot rook off before the other, the second would have to wrestle through tip vortices. It was plainly visible chat this was undesirable near the ground. Mark's suggestion of waiting at least 10 seconds to launch behind another glider is about right. This especially applies in no wind. The greatest danger of vortices appears on landing. We can choose when we launch, we can't always choose when we come in. Recently I landed with a friend on a scratchy day. We were at the same level so I let him go ahead, thinking I would land past him since vortices stop at the point of landing. He floated and I sank in his downwash so I touched down just behind him. He landed in smooth, calm air. I landed in rock 'n' roll conditions and just barely managed to 5

~ Air Mail straighten out the 60° left heading change that occurred 15 feet above the deck. The point is that vortices are a real concern during landing and require good maneuvering speed if you can't avoid them. Incidentally, you don't need smoke bombs at the tips to see vortices. I've watched exhibition pilots fly with crepe paper streamers attached to the tips. They show the vortices nicely and even keep rotating in big loops after the glider has landed. Finally, a word of reassurance to big guy Brent Smith who wrote in the March '94 issue. True, the gliders are getting smaller, but they are also more efficient so they carry more weight. In fact, Drew Cooper recently set an Australian record flying 265 miles on a 147 Xtralite. Drew would only weigh 200 pounds if he didn't drink so much beer. I find the current crop of gliders easier to launch and land than larger, older gliders such as the HP 170 or the Sensor A 180. If you still aren't convinced try the large K3 or the XS 169. Dennis Pagen Mingoville, PA

ADVERSE YAW CLARIFICATION Dear Editor, I appreciate Ron Young's comments regarding my "adverse yaw turn" article (Jan. '94). I thought long and hard about even writing that piece because I expected someone would take exception to it. I felt I made it clear that after "slamming your torso and legs to the high side" that you only maintain the pushout momentarily. I also stressed that any delay in pulling in could cause a stall which is, of course, a prerequisite to a spin. I also cautioned not to try this technique on a glider which is easy to tip stall or spin. Although I do not know of any modern flex wings that fit that category, I have not flown many of the current crop so I

felt a disclaimer was warranted. I have tried the technique on the drum-tight RamAir and it did not work. At worst it would simply stall in the turn; a spin entry required proper timing and holding a much more aggressive pitch input for a substantially longer period. I think the world of Ron Young's abilities, experience and knowledge. Although I probably have less than a tenth of his number of hang gliding hours, and one thousandth as many spins, I do feel the technique I described is safely applicable as written to a great number of pilots and gliders. I started using it when I only had two hours of airtime and I have never inadvertently spun. Ron stated that he could achieve the same results by twisting his body to apply a yaw moment. Maybe I'm just a lightweight or I haven't figured it out yet, but I have never had much luck with such flat yaw turns; the results never seem worth the effort. He also recommended that if you try my technique you do so from wings level vice from a turn. I do not recommend using my adverse yaw technique from wings level; again, it just doesn't seem to work. If it did I would initiate my turns that way vice complete them that way. I try to write articles that vary in subject matter to appeal to varying skill levels. Again, thank you Ron, I appreciate any feedback I can get. Forger Houston, TX

APRIL COVER PHOTO Dear Editor, Well, it's about that time. Guess I'll mosey on out to the old mail box and see if my new issue of Hang Gliding has shown up. Always eagerly anticipated, I open the little door and yes, it's here! What's the cover this time. Holy s--! What are these guys doing? Oh, it's the April issue. April Fools, right? It's just a

trick photo, he's not really stepping on the other glider. Sure looks real though. I hope you're getting a lot of mail on this one. I mean, what's the deal? Okay, so the lift at Torrey is so incredibly smooth that they just get so bored with it they have to think up stuff to keep it lively. A shot of Heiney planting his number nine on another glider's nose is not something I want to see on the cover of our national magazine. In the centerspread ... well, maybe. Dave Dunning Dardanelle, AR

Dear Editor, No wonder the FM isn't receptive to Dennis Pagen's proposals for relaxing regulation of hang gliding. All they have to do is look at the cover of the April '94 issue to see the real attitude of the USHGA toward safety. John Heiney and Dave Freund have taken foolish risks to get their picture on the cover. Even worse, the USHGA is encouraging others to risk their lives by publishing such pictures. As a member, I request that you immediately adopt and publish an editorial policy forbidding the publication of any photos depicting unsafe flying practices. David Reel Oakton, VA

Dear Editor, I wouldn't be surprized if you get some letters of dissent about the April cover shot. This letter, however, is a "rave." John Heiney comes through again with a fantastic, mind-stimulating photo worthy of poster status. The cover of that issue is sure to receive more "stare time" than any other. Great job John. Joel Godin Sauratown Mm., NC

HANG GLIDING

Air Mail~ LEG STRAP ADJUSTMENT Dear Editor, Concerning Pat Ormsby's "short arms" problem, I suggest that before attaching handles to the uprights, all short-arm pilots check leg strap length inside their harnesses. If the straps are too loose, your body hangs lower at the downtubes when you are in an upright position. In this position your hands have to hold the tubes unnecessarily wide, and the distance between your shoulders and the tubes is greater than in a suitable position. As a result, you lose your reach and have to have longer arms to produce an effective flare. If your straps are set too long, you can get "longer arms" by just adjusting them properly. Nishigoshi-machi Kumamoto, Japan

HIGH WING LOADING Dear Editor, As a "big" pilot I would like to add a few comments to Brent Smith's letter and

JUNE 1994

Dave Sharp's reply. With all my gear on I hook in at 272 pounds. My glider weighs 68 pounds and has 15 5 square feet of sail. This gives me a wing loading of 2.19 pounds per square foot of sail. Several friends in the area fly the same glider as I. They hook in at 192 and 207 pounds respectively, giving them wing loadings of 1.68 and 1.77 pounds per square foot. This lighter wing loading offers a tremendous advantage in marginal conditions. In order for me to be equal in loading I would need a glider with 192 square feet of sail! With this in mind, I don't feel that a glider with 160 squares is exactly a big pilot's wing. Every square foot certainly helps, but we bigger pilots are forced to fly at high wing loadings. Higher wing loadings mean higher takeoff, flight and landing speeds. Add in high altitude LZ's and you have a real fun mix. I believe this is what Mr. Smith was trying to get across. I'm with you Brent. Ric Lee Sandy, UT

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Update

WILLS WING RAMAIR 154 GROUNDING LIFTED On My 12, 1994 Wills Wing issued a temporary grounding order for the RamAir 154. This order was issued following a tumble and structural failure in Germany, and reports of three other turbulence-induced incidents without structural failures: two in Switzerland and one in South Africa. Because of these incidents, the DHV (German Hang Glider Certification organization) retested the RamAir 154 on their pitch test vehicle. Wills Wing also retested the glider on our pitch test vehicle. In both cases, the glider was found to pass the pitch tests at VG full loose and full tight settings, as it had been previously tested and as the standards explicitly require. In the case of the DHV, additional testing at intermediate VG settings showed non-compliance with their standards, which are different from U.S. HGMA standards. In Wills Wing's testing, the glider showed one area of non-compliance with US. standards in one tuning configuration, and other areas of marginal compliance. Implicit in the certification standards is that the glider should pass at all VG settings and in all allowable tuning configurations. Wills Wing has since developed a retrofoable modification which has been tested and shown to substantially increase the RamAir 154's margin of compliance with U.S. HGMA standards. The modification involves a new bridle set, a bridle compensator adjustment, and the addition of reflex to the profile of the four inner battens on each side. Parts and instructions to make the modification are available free of charge through Wills Wing dealers worldwide. On May 17th this grounding was lifted subject to the above modifications being performed on the glider. We wish to sincerely thank all the dealers and pilots who have called or written to express their support for our actions and their faith in us during this situation. We apologize for the inconvenience and frustration this grounding order has caused to our valued customers. Please feel free to contact your Wills Wing dealer, or Wills Wing at (714) 9986359 for further information.

PRECISION NAVIGATION, INC. INTRODUCES AN ACCURATE COMPASS FOR HANG GLIDERS.

In conjunction with Flyrec AG, Precision Navigation, Inc. is introducing the Wayfinder™ electronic compass with specially customized brackets for the hang gliding and paragliding markets. Now, when exploring the great open skies, staying on course is safe, convenient and easy. According to the manufacturer, the Wayfinder sets a new standard in hang gliding navigation, and utilizes the latest international compass technology. Easy to use and read, the Wayfinder continuously displays directional headings on its large liquid crystal display. Its light weight and small size make it especially suitable for hang gliding and paragliding. This navigational tool has been field tested in Europe. In addition to traditional compass uses, the Wayfinder has a unique "direction memory" feature that facilitates navigation when you need to keep in mind exactly where a mountain range is. When you're ready to return to your point of origin, the Direction Memory Pointer makes it easy to find your way back. This is especially useful for keeping track of your flight path or hazards under cloud coverage. The Wayfinder is currently available as an electronic compass for automobiles, trucks, RV's, ATV's, boats and snowmobiles. The special hang gliding and paragliding Wayfinders with customized brackets will be available in June of this year. There will be one customized bracket for the hang gliding market and two customized bracket options for the paragliding market. Dealer inquiries are welcome. Contact: David Sohn, Precision Navigation, Inc., 1350 Pear Ave., Suite A, Mountain View, CA 94043 (415) 903-1496, fax (415) 962-8776.

BRS MAKES MEDIA SPLASHES: TWICE ON NBC AND AOPA PILOT Since emergency parachute system manufacturer BRS earned FAA approval for the Cessna 150 last year, the company has enjoyed a veritable bonanza of media coverage and attention. The pace recently quickened even more. NBC's "Nightly News with Tom Brokaw" aired a 3-1/2 minute segment on Friday, May 13 (a goodluck day for BRS). The story focused on a deployment done for NBC's cameras and covered the company's work to make life-saving devices for aviation. Over 20,000,000 viewers saw the story in 9,000,000 households. The time slot would have been worth $1,000,000 if it were bought as advertising. On the NBC network, a completely different organization based in California aired a very positive piece on the "I Witness Video" show. This program focuses on homemade video of spectacular events, and the "I Witness Video" people used some actual BRS "save" footage of ultralight pilot Jack Britton as he suffered a massive structural failure while performing inverted aerobatics. The Aircraft Owners and Pilots Association will publish a major feature story (five to six pages of full color) also covering a deployment done for their crack photographer while a reporter observed. Their story is also complete in that it covers the BRS facility, personnel, and the story behind the idea of recovering whole aircraft by parachute. The piece will appear in the June, 1994 issue of AOPA Pilot magazine.

AEROBATICS CLINIC WITH JOHN HEINEY What do you need to know if your attitude about hang gliding is becoming inverted? And how does John Heiney do it, anyway? How does he get all those upside-down photos that appear in Hang Gliding magazine? Now's your chance to find out the answers to all your aerobatic questions. On Saturday and Sunday, August 20-21, one of the world's top aerobatic hang glider pilots, John Heiney, will teach an aerobatics clinic at

HANG GLIDING

Update Lookout Mountain Flight Park, near Chattanooga, Tennessee. The Aerobatics Clinic with John Heiney will include instruction, videoing your flights and debriefings. Aerotowing experience is helpful. Pilots will be aerotowed to altitude above Lookout's 45-acre landing field. Pilots must be at least Intermediate (Hang III) rated, and must fly an HGMA-certified glider. (Note: the Hang Glider Manufacturers Association does NOT certify any hang glider for aerobatic maneuvers. Pilots do aerobatic maneuvers entirely at their own risk). Cost is $150 per pilot (plus aerotow fees). If you're thinking about learning to do aerobatics, call Lookout Mountain Flight Park at (706) 398-3541 (pro shop dosed Wednesdays) for further information .

TOW LAUNCH SYSTEMS UPDATE TLS is entering its fifth year of operation and is pleased to announce the following new product features for 1994: quick-disconnect hydraulics, corrosion-resistant silicon brake fluid, digital performance monitoring, 3,000foot ultraline tow rope, full five-year warranty. TLS has delivered 46 tow systems to date and expects to deliver their 50th system by mid summer. In 1994, all TLS tow systems will be delivered as complete systems with no assembly required for under $2,000. On June 16-22 TLS will be in Big Spring for the Texas Tow Meet. Paragliding and hang gliding tow clinics will be available for interested pilots. For more information call Chris or Lisa at (210) 824-1803.

HEINEY ROAD TRIPS John Heiney is doing a series of road trips this season to demo the new line of hang gliders and paragliders from UP International. Photography and aerobatics seminars are scheduled at various stops (see calendar of events for dates and places). John is a towing supervisor, so if you are seeking a platform launch, static line or aerotow rating, approach John when you see him. This is your chance to find out what the latest advancements in materials technology JUNE 1994

have done for hang gliding. The TRX Race and the XTC 205 "Double UP" will be available for demo. These are the only two carbon fiber composite production hang gliders in the world today. Instructors and school owners are invited to check out the student-friendly XTC entrylevel gliders designed to mal(e the eventual transition to a high performance glider easier. In addition to demos John will be available for slide shows and video screenings.

PILOTS GATHER FOR HIGH-FLYING FESTIVAL This July visitors will see more than mountains and beautiful blue sky when they look up in Telluride, Colorado. They'll witness the world's best hang glider pilots performing aerobatics and setting personal records for distance and altitude at the 21st Annual Telluride Hang Gliding Festival, July 18-24. At one of the largest and longest running meets in the country, more than 100 hang glider and paraglider pilots will launch from Telluride's Gold Hill, 12,000 feet above sea level to soar over the Telluride valley. Twenty of the world's best aerobatic pilots will be there, spinning, wanging and looping for the World Aerobatic Championships, July 21-24. Guests can watch these awesome aerial maneuvers from one of two landing zones the valley floor, known as the "Leisure Zone," or from the narrow box canyon in Telluride's Town Park, appropriately named the "Seizure Zone." Those who want to do more than watch, but may not be ready to fly from Gold Hill, can try out the free ground school with hang gliding and paragliding simulators in Town Park. In the evening, hang gliding fans can join the pilots for special presentations and slide shows about the sport. For more information about the Telluride Hang Gliding Festival, or for lodging or transportation reservations, contact: Telluride Central Reservations (800) 525-3455.

BRS'S HD 'CHUTES TAKE OFF After a sluggish start back in the cold months of the year, BRS, of South St. Paul, MN, reported that sales of its low-cost emergency canopies have taken off.

The Minnesota maker of emergency parachute systems for aircraft from hang gliders co Cessna 150's indicated it had run out of stock of the popular HD-series of canopies and was scrambling to obtain more as quickly as possible. The two models - HD275 and HD360, for hang gliders with launch weights of 275 or 360 pounds respectively - has been well accepted, no doubt due to the low retail prices. The HD275 lists for only $295. "The HD series can be hand deployed or rocket deployed, and can be used by either hang glider or paraglider pilots," says company founder, Boris Popov. The only changes are differing bridle lengths and lower weight capacities for paragliders (200 and 280 pounds respectively). Supplied in various forms to dealerships, the canopies are available fully packed in Free Flight Enterprises internal bags, or unpacked with the FFE bags, or unpacked without the bags. BRS works closely with Free Flight, which coincidentally also tested the canopies for BRS. ''A dealer discount program earns a commission for shops that sell these canopies, and qualified dealerships are invited to inquire with the company," says Popov. In addition, the HD series distinguishes itself from other conical designs by employing three small stabilizing slots. These assure a stable descent under canopy even during turbulent conditions. BRS advises that the HD series are not pulled-apex, or PDA, designs. BRS is able to offer the surprisingly low prices as the canopies are made offshore. However, the designs are created by qualified BRS engineers. After receiving rhe canopies they are carefully inspected seam by seam to assure that they meet the high standards of the company's quality control department. BRS is required to maintain a very high standard of quality as it now manufactures and sells FM-certified parachute systems for use on general aviation aircraft. "It is common for a production facility to use only one level of quality control and the higher one takes precedence," explained Chief Engineer, Tony Kash er. "We're vety pleased at the pilot's acceptance of these emergency 'chutes," said Dan Johnson, Director of Marketing for BRS. "Our purchasing department is working hard to get more in so we can continue to satisfy the safety needs of hang glider pilots."

II Update The company has a literature sheet it will be happy to send anyone who inquires. Dealerships should request an application; dealer pricing will follow approval of the dealership. For more information and estimates of availability on the next batch of HD canopies, contact: BRS, 1845 Hemy Avenue, South St. Paul, MN 55075 (612) 457-7491, fax (612) 457-8651.

EASY STACK BUMPER RACK

adjusted to fit most cars. Nylon-covered pads are included to protect the glider and car. The rack can be folded flat when not in use by removing a quick-release pin. The price is $109 complete, plus $8.50 shipping. Contact: Jim Greenwood, Easy Stack, P.O. Box 1113, St. Peters, MO 633768113.

OVERALL WORLD AEROBATIC CHAMPION The Telluride Air Force, Mike Gregg (director for the National Aerobatic Competition), and Aaron Swepston (director for the U.S. Aerobatic Association meet), have agreed to make these competitions points meets. The pilot with the most points after the two meets will be declared the overall World Aerobatic Champion.

FIRST WORLD SPEED GLIDING CHAMPIONSHIPS Easy Stack offers an alternative to homemade racks for pilots who transport their gliders by car. It provides sturdy, reliable frontal support for up to two gliders, and attaches to the front of your car in seconds with self-locking nylon straps. It features welded steel tube construction and can be

The first world Speed Gliding Championships will be held June 20-26 in South Wales, UK. There is £25,000 in prize money, with £10,000 going to the overall wmner.

Following a format similar to downhill ski racing, top pilots flying fast, high-performance hang gliders will contour-hug a series of downhill courses. The strategic placement of route markers will demand full demonstration of pilot skill and aircraft maneuverability. The 100- strong field is expected to include top names from the X-C competition circuit. The entry fee is £385. Contact: Murray Rose, Airsport Associates Ltd., Tyle Llwyd, Llanfrynach, Brecon, Powys, South Wales LD3 8PG tel/fax 44 + (O) 874-86-481.

SNYHGPA FUND RAISER You may win a brand new hang glider of your choice in a fund-raiser raffle from the Southern New York Hang Gliding Pilots Assn., host of the 1994 National Fly-In. A total of 500 tickets at $25 each will be sold. Check or money orders should be sent to SNYHGPA no later than the day prior to the drawing during the National Fly-In. Send checks to: Dave Slodki, SNYHGPA Treasurer, 1 Bay Club Dr., Apt. 18W, Bayside, NY 11360.

Make Speed-to-Fly the way you fly - with the Tangent Flight Computer! Depending on how you fly your glider, you may be losing as much as 2 points in glide from what your glider is capable of. That's the difference between 10: 1 and 12: I! The Tangent Flight Computer offers you the opportunity to maximize your glider's performance potential, presenting you with easily assimilated audio speed-to-fly information based on the full speed-to-fly theo1y. It calculates the speed-to-fly based on heacl/tail wind, expected next climb rate and the glider's polar. Now you can concentrate on where you are going instead of your eyes being glued to your vario display. The Tangent Flight Computer is a technological departure from conventional varios in that the design allows the addition of new features via firmware upgrades, protecting your investment. 10

The instrument features a logarithmically proportioned variometer with 5 damping settings, airspeed indicator with no moving parts, final glide calculator, altimeter calibrated to 20,000 feet, on-screen help menus, 4 layer surface mount circuit board unaffected by 2M radios and other juicy technical items. Finally, sailplane flight computer capabilities at hang gliding variometer prices! For complete information about the the Tangent Flight Computer contact: Arai Design 1101 Glendora Avenue Oakland, California 94602 510-531-2261 or ask your dealer. HANG GLIDING

1995 REGIONAL DIRECTOR NOMINATIONS SOLICITED USHGA is issuing its 19th annual call for nominations to the national Board of Directors. Eight positions are open for election in October, 1994 for a two-year term beginning January, 1995. USHGA members seeking a position on the ballot should send the following information to headquarters for receipt no later than August 20, 1994: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their terms expires December 31, 1994. Ballots will be distributed with the October issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933.

Reg.#

CURRENT DIRECTOR

ST ATES WITHIN REGION

1 2 3 4 7

Gene Matthews Ray Leonard Sandy King Glen Nicolet Bill Bryden

Randy Adams

William Bennett

Barbara Flynn

Paul Rikert

Alaska, Washington, Oregon, Wyoming, Montana, Idaho Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Illinois, Indiana, Iowa, Michigan, Minnesota, Wisconsin, North Dakota, South Dakota New Hampshire, Connecticut, Maine, Massachusetts, Rhode Island, Vermont Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North & South Carolina, Tennessee, Virgin Islands New Jersey, New York

The following form is for your convenience. REGIONAL DIRECTOR ELECTION, NOMINATION FORM

I hereby nominate_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ as a candidate for Regional Director for Region# . I understand that his/her name will be placed on the Official Ballot for the 1995 Regional Director Election, if three nominations are received by August 20, 1994. I have notified the above person and he/she has accepted the nomination. NAME _ _ _ _ _ _ _ _ _ _ _ _ _ _USHGA # _ _ _ _ _ _ _ _REGION#_ __

IPI 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 Oct. 15: 1994 Montana Cross Country Challenge. Entry $15 includes T-shirt, log book, newsletter and prizes. For application call or write Roger Lockwood, P.O. Box 234, Fort Benton, MT 59442 (406) 6225677. Until Dec. 1: 1994 Region 9 Yearlong X-C Contest. Recognizes the longest flights flown in the Region between Feb. 1 and Dec. 1. $5 entry fee. Contact: Pere Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. June 1-Sept. 30: Lakeview, OR Lake County Official Flying Season. Monthly cash prizes for longest X-C, cumulative miles flown from a recognized Lakeview site and a cash drawing at the end of the season from among all pilots who register during the season. Come on up and fly among really friendly folks who love hang gliding. Contact: Lake County Chamber of Commerce, 513 Center St., Lakeview, 0 R 97630 (503) 947-6040 fax (503) 947-4983 or Jules Gilpatrick (510) 523-0862 fax (51 O) 523-0863. 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 Ai1portwith Michael Robertson. Toyotapowered stationa1y winch. Tandem flights from tow available. 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' +. Reseivations required. Aug. 1-7: UP Demo Days. Aug. 6-7: Aerobatic Seminar at Ellenville Airport with John Heiney. Contact: Mountain Wings (914) 647-3377. June 4-5: Albuquerque, NM, aerobatics seminar. Contact: John Nagyvari (505) 8818479. June 6-12: Albuquerque, NM, demos. Contact: Mark Mocha (505) 2982922. June 16-19: Colorado Springs, CO, demos. Contact: Steve Dewey (719) 6870474. July 1-4: Lakeview Fly-In, OR, demos. Contact: Doug Lange (800) 6352247 or (503) 256-0996. July 5-13: Chelan, WA, den10s. Contact: Jeff Kohler (509) 838-8576. July 18-23: Telluride, CA,

demos. July 30-Aug.2: Morningside Flight Park, Claremont, NH, aerobatics and photography seminars. Contact: Jeff Nicolay (603) 542-4416. Aug. 3-11: Ellenville, NY, demos, aerobatics seminar. Contact: Greg Black, Mountain Wings (914) 647-3377. Aug. 11-15: Binghamton, NY, demos, aerobatics seminar. Contact: Scott Jewel, The Flight Works (607) 729-5405. Aug. 20-21: Lookout Mountain Flight Park, GA, aerobatics seminar. Contact: Buzz Chalmers (706) 398-3541. Aug. 27-28: Little Rock, AR, demos. Contact: Wayne Hobbs (501) 327-4746. UP International glider demos, and aerobatics, photography, and towing seminars. 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 1, $90 after. 30 spaces available on first come, first seived basis. For rating requirements and other info contact: Bill Lemon, 1600 34th St., Rio Rancho, NM 87124 (505) 891-5370 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, topquality 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 Sports Grill, awards barbecue, T-shirt and more! Sixtypilot maximum field, 4 5 spots rese1ved for USHGA-rankcd pilots. First-time entrants must have: USHGA Advanced rating, all Special Skills, 100+ hours mountain thermal experience. Early registration $275 if postmarked before May 1, $325 after. Refundable until April 30. Contact: Mike Gregg, 12117 Sr. Mary's Dr., Albuquerque, NM 87111 (505) 275-5978 or Mark Mocho (505) 298-2922. June 11: Glider Tuning and Jvfaintenance Clinic. $25. June 18: Assisted Windy Cliff Launch Clinic for AWCL Special Skills checkoff. $15. June 25-26: Aero Towing Clinic for AT Special Skills checkoff. Three tows to 3,000 feet (tow release and tow bridle provided). $79 (Aero Tow Club members $49). Contact: Lookout Mountain Flight Park (near Chattanooga) (706) 3983541. June 11-12: 2nd Annual Eagle Summit Challenge, Central, Alaska. Fun fly and tro-

phies, triangle, spot landings, Vision Classic events. $25 entry fee. Contact: Lyndon (907) 479-5538. 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, breal<fasts. 50-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: Basic and Advanced !CP, Tooele, Utah. $150 fee. Presented by Marc Knowlden and Bob Shick of Southwind Hang Gliding. Contact: Rebel Wings (801) 882-7042 for details. June 17-19: Region If Wild West Regionals. Contact: Ray Leonard, Adventure Sports, 3650 Research Way, Carson Ciry, NV 89706 (702) 883-7070. June 17-19: Southem Colorado 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), 72147.37l 6@compuserve.com. June 18-25: Big Tow Meet in West Texas. Platform launch, X-C tasks. Contact: Jeff Hunt (512) 467-2529. June 24-26: Region I Regionals, 1994 King Mm. X-C Meet, near Arco, Idaho. Format is open-distance X-C along designated routes with goal bonuses. Enny $25 for IHGA membership. For rules and site info contact: Ken Schreck, 275 Clifford St., Blackfoot, ID 83221 (208) 785-0196, or Albert Whitesell (208) 522-2423.

HANG GLIDING

Calendar of Events June 25-26: 22nd An1111al 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.

Entry fee $50. Non-resident pilots may purchase special meet insurance at registration. All pilots must have helmet, reserve chute and 35 mm camera. Contact: Ron Bennett, Meet Director, 339 Hawkhill Pl NW, Calgary, Alberta T3G 3H7 Canada (403) 239-7378.

June 26-July 4: Owens Valle;- hang gliding and paragliding clinic, with Kari Castle. Contact: Achim Hagemann, Worldwide Hang Gliding and Paragliding Expeditions, 29 State St., Santa Barbara, CA 93101 phone/fax (805) 962-8999.

July 18- 24: 21st Ann11al Telluride Hang Gliding Festival. Special guest speakers, parachute repacking clinics, swap meet, slide shows. 25,000' upper ceiling will be in place. Oxygen refills available on site. Pilot banquet and awards party. Come and experience Telluride in the summer for a refreshing change. Contact: Craig Pirazzi, Event Organizer, (303) 728-5793 eves.

June 29-July 4: Chelan Cross Count1y Classic, Chelan Butte, Washington, site of the 1994 Women's 'v(!orlds. Register early as chis will be the practice round for the Women's Worlds. The format is pilot-called (or recalled on course) triangles, our-andreturn, 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) 3221184 (vm/fax), 72147.3716@compuserve.com. June 30-July 4: Lakeview, OR "Hang Gliding Capital of the West" 1994 Lake County Umpteenth Annual Hang Glider F61-ln. Registration June 30. "Run-Ride-Glide" foot race, mountain bike and hang glider team event, spot landing contest, the "Grand" Black Cap X-C Contest (longest X-C from Black Cap over 50 miles during the fly-in wins $1,000 cash!). Many more family fun events too numerous to mention. Bring the wife and kids! Full details in May issue Hang Gliding ad. Contact: Lake Counry Chamber of Commerce, 513 Center St., Lakeview, OR 97630 (503) 947-6040 fax (503) 947-4983 or Jules Gilpatrick (510) 523-0862 fax (510) 5230863. July 1-4: Wills Wing Demo Days. Come fly the latest Wills Wing gliders. July 2: Pamchute Clinic. Learn to deploy/repack your chute. $49. July 9: Assisted Windy Cliff Launch Clinic forAWCL Special Skills checkoff. $15. July 16: Glider Tuning and Maintenance Clinic. $25. July 30-31: Aero Towing Clinic for AT Special Skills checkoff. Three tows to 3,000 feet (tow release and tow bridle provided). $79 (Aero Tow Club members $49). Contact: Lookout Mountain Flight Park (near Chattanooga) (706) 398-3541. July 5-16: Womens Vlor!d Championships, Chelan, Washington. Contact: Larry Majchrzak (509) 682-3635. July 17-24: Canadian National Hang Gliding Championships, Mt. Seven, Golden, BC. Race-to-goal and out-and-return tasks. JUNE 1994

July 21-23: 1994 World Aerobatic Championships, Telluride, CO. 15th annual event. All new pilots must pre-qualify before entry. Enny fee $200. 100% of fee will go toward cash purse. Contact: Leo Vanderbosch (303) 728-6972. July 27-31: 1994 Whiskey Peak X-C Classic. Open distance with goal bonuses. Custom trophies, prizes and T-shirts. $50 pre-registration. First pilots' meeting and final registration 8:00 AM Wednesday at Bairoil Town Hall, Bairoil, WY. Contact: Kevin Christopherson, Box 880, Casper, WY 82602 (307) 235-3367.

If!

best - 3,600' vertical. Lodging, camping areas, natural hot springs and hot springs pools at base of mountain, six launches within 300'. Intermediate- and Advancedrated 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 Sports (producer of the 1993 Owens Valley World Championships), 13154 County Rd. 140, Salida, CO 81201 phone/fax (719) 539-3900 or 1-800-WEFLY-XC in the U.S. Aug. 26-28: 3rd Annual Mt. Nebo End-of Summer Fly-In, Mt. Nebo State Park, Dardanelle, AR. Camp sites, cabins and swimming pool available on top. John Heiney will be present with UP demo gliders. USHGA Intermediate and Advanced pilots only. Contact: Mark Pousrinchian (501) 967-7057 or Dave Dunning (501) 967-8813. For camp sites and cabins contact (501) 229-3655. Sept. 15-18: 21st Coupe !care and lntemational Hang Gliding Film Festival, St. Hilaire du Touvet, France. Contact: Martine Lange, Icare Festival Organization, Office of Tourism, 38720 St. Hilaire du Touvet, France, tel. 76-08-33-99, fax 76-97-20-56.

July 30-Aug. 1: Westem Canadian Champiomhips, Golden, BC. Hosted by the Rocky Mm. Hang Gliding League. Entry $30 Canadian. Send entries to: 1111 Memorial Drive NW, Calgary, Alberta, Canada T2N 3E4 or register in person 9:00 AM, July 30, Golden Municipal Campground, Golden, BC. For more info call Ken Shackleton (403) 734-3112 eves.

Oct. 1-2: 8th Annual Gaiy Lagrone Jvlemorial Fly-In and fimd miserfor Save The Children, Point of the Men., UT. Competition events for both hang glider and paraglider pilots. Class 1 and Hang II pilots welcome. Events include barbecue both Sat. and Sun. afternoons, live band, and awards for thirst three places in all events. Prizes for all registered pilots. All proceeds go to Save The Children Foundation in memory of Ga1y Lagrone. Registration fee $30, includes long-sleeve shirt or sweatshirt. Contact: Valerie Carroll, 11982 S. 700 W., Draper, UT 84020 (801) 572-5869.

August 6: Parachute Clinic. Learn to deploy/repack your chute. $49. August 13: Assisted V?indy CliffLaunch Clinic for AWCL Special Skills checkoff. $15. August 20-21: Aerobatics Clinic with John Heiney. Instruction, video your flights, debriefing. Requirements: Hang III or above, backup parachute, HG MA-certified glider, aerorowing experience helpful. $150 (plus aerotows). August 27-28: Aero Towing Clinic for AT Special Skills checkoff. Three tows to 3,000 feet (row release and row bridle provided). $79 (Aero Tow Club members $49). Contact: Lookout Mountain Flight Park (near Chattanooga) (706) 398-3541.

Nov. 5-6: Tut's Moulltain Hang Gliding Extravaganza, Clayton, GA. Bring the whole family to our 20th annual event. $1,000/day prize purse with no ent1yfees. Includes free barbecue lunch and limited deluxe accommodations, cooking facilities, pool table and Ping-pong. Transportation from the LZ back to launch without breaking your glider down. Prize competition for flight duration, spot landings, most flights and the famous "Mystery Pilot" awards. Event includes Tut's exotic animal preserve, live cultural demonstrations. Contact: Barry Steele (803) 885-0949 or Tut's Mountain (800) 621-1768.

July 30-August 1: Mount Harrison Fly-In, 20 miles south of Declo, ID. Contact: Frank Gillette (208) 654-2615 or (208) 654-2026 (mobile).

Aug. 13-20: US. Nationals, Mt. Princeton, Buena Vista, Colorado. Mm. flying at its

[I Accident Reports by Doug Hildreth USHGA Accident Review Chairman

pilot lost a contact lens during flight. He was able to successfully fly, approach and level out on final. Having depth perception problems, he flared a bit high and dropped in, dis-locating his shoulder. I know a local pilot who lost his con-tact, debated whether to land or continue cross country, decided to continue, had one of his best flights ever and a perfect landing. Some of the best pilots and race car drivers have only one eye. Somehow these athletes, even when losing eyesight as an adult, learn to adapt and have excellent depth perception. But for those of us who normally see with two eyes, the acute loss of one leads to considerable trouble. One of the major factors that con-tributes to accidents in this setting is that of confidence: "Oh no, I can only see with one eye, I'm gonna crash for sure." Another can be too much planning. The key is to relax as much as possible and "do it naturally." One of the problems with contact lenses is that they can and do occasionally pop out, or they can just slide off the cornea and settle in the corner of the eye. Sometimes in the latter situation it can be pushed back into place. One suggestion offered is to carry your regular glasses just in case. But remember that if you do, and you lose one contact, to wear the glasses you have to get rid of the other contact, which may not be easy. And if your vision is really poor, when you dislodge that second contact you are temporarily as blind as the proverbial bat - unless you drop your glasses. Then it is not temporary. My opinion is that you are better off flying with one contact, remembering all those famous one-eyed pilots and being confident that you can do it just as well as they did. Fortunately, these episodes are rare. But like any potential problem, the more you have thought about it and planned

in mid--calf--deep water, unhooked, and surf promptly turned glider over and smashed it. Please don't land in the surf It is very dangerous.

what you would do if it ever happened to you, the less likely it will end in disaster. Even pilots with normal vision may injure, scratch or get a bug or dust in their eyes and be similarly disabled. All of us would do well to fly around with one eye closed occasionally just to familiarize ourselves with the affliction, just in case. These things keep happening again and again: A student was practicing launches and landings. During final approach, the pilot caused a minor oscillation, changing his course. The pilot focused on where he did not want to go (the parking lot) rather than where he did. He had a good landing on top of a car. Park cars where gliders cannot possibly reach them, otherwise they will. ALWAYS focus on where you want to go, not where you don't. Concentration results is gravitation. Event: Pilot came in fast, with the intention of leveling off and bleeding off his speed. Forgot to level off and flew into the ground. Leave yourself a margin of error. Event: Landing in the surf. Pilot landed

Event: Flew into power lines. Pilot was approaching LZ, altered his usual approach to avoid muddy areas in the field, and forgot about the power lines. The glider stopped flying upon hitting the wires and fell to the ground. Fortunately, the fireball did not engulf the pilot. No serious injuries. Please reread the power line article from a couple of months ago. Event: Hit tree on edge of LZ. Pilot got low while soaring, finally heading out to the LZ. Apparently, on approach he hit a tree on the edge of the landing field and fell to the ground. Ended up in a coma. This has been a common scenario lately. Event: Another report of a windy cliff launch with an inexperienced wire crew, a high wing and a prompt tree landing. Event: Downwind day. Novice pilot launched the backside and was able to ridge soar 600 feet over launch. Then he chose to go over the back, which was really the front, to land in the regular LZ. Strong sink and turbulence (surprise), could not make LZ, waited too long before turning back into the wind for final, stalled in the turn, and crashed. No serious injury. Please don't fly ~ into the rotor. ~

No S--, There I was, Thought I Was Gonna Die Or, There's More Than One Way to Launch Unhooked by Russ Locke oug Hildreth's 1993 accident review reminded me that I experienced a potentially life-threatening incident last year, but since it didn't involve my flying, I neglected to

write up an accident report. Nevertheless, I could have very easily been a hang gliding statistic, as there were a few tense seconds when my mind was weighing my options and nothing HANG GLIDING

Accident Reports looked good. It went like this. I was on my way east and stopped in Albuquerque to visit some friends. They took me to a flying site near Santa Fe called La Bahara. The day was blown out with winds in the 30 to 40 mile per hour range. We decided to wait it out, and late in the day the winds dropped to about 25 mph. A couple of pilots decided to fly and I followed them off the mountain. Launch was a cliff and in these conditions there was a significant rotor behind the cliff. Getting safely off the mountain required three wire people (a fourth on the keel worked even better). I had a pleasant flight, and after an hour or so landed on top about a quarter mile downwind from launch. After breaking my glider down, I walked back to launch and discovered that there was still one pilot who wanted to launch, but there were only two people there to assist him. I grabbed his nose wires, and with a person on each side wire we walked him out ro the launch. As he was going

through his pre-launch routine he seemed to be a little extra tentative and my perception was that he might have been a little inexperienced for these conditions. Further complicating the situation, I noticed that each time he tried to pick up the glider, one of the wire people was pulling down on the side wires and yelling "pressure." I did my best to get the one wire person to let the glider float, bur the pilot was never able to balance the glider long enough to release us. He asked to move forward, thinking that if he was closer to the cliff edge, the air would be a little less turbulent. As the four of us started to move the glider forward, enough pressure developed under the sail that the glider started to fly, supporting our combined weight. Fortunately, both the side wire people let go about the same time and wings remained in a level position. That just left me and the pilot heading out into the wild blue yonder. As I was being pushed toward the cliff ledge, I noticed a

little ledge about eight or 10 feet below me, and I sort of jumped toward it managing to slide down, removing some of the skin from both of my elbows in the process. All things considered, I was glad that I only had skinned elbows, since the situation could have been significantly worse for both me and the pilot. There are a number of minor things that could have been done to avoid the predicament I found myself in, but the underlying cause was the distraction that diverted my attention. Had I not been quite so occupied with the problems the pilot was having balancing the glider, it would have been obvious to me what would happen if we got too close to the edge of the cliff in these conditions. Many accidents are set up by allowing distractions to narrow our focus a little too much. As we enter a new flying season, please be careful and cognizant of all the dangers around you.

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fl Viewpoint

Tumble Proof-ness by Mike Meier think I can understand why a number of hang glider designers were offended by Bob Ormiston's article "It's Time For Tumble-Proof Gliders" in the December 1993 issue. Bob makes a grandiose call in the title of his article for tumble-proof hang gliders, and in the body and summation of the article attempts to make the case that eliminating tumbles in hang gliding involves nothing more complicated than raising the levels of static pitch stability at negative angles of attack. In his summation, Bob states that, " ... hang glider tumbling is caused by inadequate pitch stability that can and should be improved," and goes on to say, "Hang gliders that tumble should be unacceptable." He also states that, "We can't expect (present) HGMA standards to adequately protect against tumbles, and I suggest that some new standards and test procedures are probably needed," and, "Improvements in HGMA certification standards and testing should be part of the solution." Three months later, in his follow-up letter, Bob backs up significantly from what started as a pretty well-defined position. Arguing that he never implied that the HGMA was responsible for glider tumbling, he says that, "The HGMA deserves most of the credit for the high level of safety of modern hang gliders," and in response to Steve Pearson he says, "Certainly no low-speed, tailless glider can be completely tumble proof." Bob also stated in the conclusion of his article that "serious concern about tumbles as a glider stability problem has not been evident for about the last 15 years," but in his letter, in response to Steve Pearson and Mark West, claims that, "I made no statements about industry efforts; rather, I only raised the ques-

tion as to whether ... we have done enough." It's hard to argue with Bob for two reasons. One is that he can't seem to decide what he feels is really achievable, desirable, and necessary with regard to tumble resistance I tumble proof-ness. Another reason is that it's just plain hard to argue with anyone who is asking for safer gliders; after all, we all want safer gliders. It seems to me that a large part of the problem is a perceptual difference between Bob and those actually working in the indust1y. What Bob means when he talks about there being no evidence for 15 years of "serious concern" about tumbles is that he hasn't seen a lot of articles in the magazine about it. When a designer, who has spent many mornings in the pre-dawn cold to get calm air for vehicle pitch testing, and many late evenings poring over certification documentation at HGMA meetings, reads that same statement, he is likely to interpret it to mean that nobody has been doing anything about the issues of glider stability. Bob raises numerous issues in his article that warrant response, but space limitations allow only a few. First, it has been an article of faith in the hang glider design community that higher static pitch stability should reduce the probability of tumbling, and the HGMA pitch test standards introduced in 1979, and revised a number of times since, were specifically directed at the tumbling issue. Yet, with all of the years of study that designers and certification review board members have put into reviewing pitching moment test results and accident reports since, no one has been able to conclusively prove a specific quantitative link between static stability and tumble

susceptibility. I can therefore understand a certain degree of resentment at Bob's stated assumption that there is a simple, direct, proportional causative relationship, and that merely raising static pitch stability levels will automatically eliminate tumbles. Second, in dismissing (convective) rotor encounters as a possible cause of tumbles, Bob states that, "Since rotor encounters must be equally divided between pitch up and pitch down directions, and most tumbles are nose down, we most conclude that if such rotors cause tumbles, then the rotor alone can't be the sole cause of the tumble." This analysis - which seems to argue that encounters with nose up rotors and nose down rotors are symmetrical and equal - seems to ignore the fact that a pilot's natural reactions are stabilizing in one case and destabilizing in the other. A pilot pitched up by turbulence will tend to pull in, the inertial result of which is to oppose the pitching rotation, and which also moves the center of mass forward and increases pitch stability. A pilot pitched down by turbulence often tends to push out, where the inertial result is stabilizing, but the shift in center of mass is destabilizing. Therefore, even if no other causative factors (such as glider stability) were involved, it would seem perfectly logical to expect more nose down tumbles than nose up tumbles. Third, an important issue that Bob skips over lightly is that of pilot decision malcing. Bob's core argument is that the tumbling problem is a design issue. And yet glider designs are available on the market, and have been continually since 1979, which have no reported history of tumbling. The majority of pilots have chosen to buy and fly gliders which do have reported histories of tumbling. Another issue of pilot decision making is the choice of flying conditions. Bob refers at one point to "typically strong conditions," yet what does that mean? Pilots today are flying more often in substantially stronger conditions than they used to. Fifteen years ago it was common for contest pilots in the Owens to sit on launch all day and ride down in the truck if the wind on launch was gusting to more than 18 mph. Flying the top of the HANG GLIDING

Viewpoint spine was considered daring; conservative pilots kept the valley floor at no more than a two-to-one glide for safety. Today, contest pilots fly over the back of the White mountains en route to goal or turnpoint, a practice that would have been considered absolutely insane years ago. There is the possibility that phenomena like glider tumbling are in some sense self-stabilizing - that as gliders are made stronger, or more stable, or higher performing in an attempt to improve safety, pilots then push those gliders farther and farther, limited only by a personal choice of acceptable level of risk which remains relatively constant. Bob states that if some risk of tumbling is inevitable, that pilots need a better definition of safe flying conditions. Yet the pilot's handbook for the glider he is flying on the March Hang Gliding cover states specifically, "Flying the Super Sport in the presence of strong or gusty winds, or turbulence may result in loss of control of the glider which may lead to injury and death. Do not fly in such conditions unless you realize and wish to personally assume the associated risks," and states further, "Please be aware that the fact that some pilots have exceeded these limitations in the past without dangerous incident does not imply or insure that the limitations may be exceeded without risk." I also disagree with Bob's dismissal of

JUNE 1994

As gliders are made strongef; or more stable, or higher performing in an attempt to improve safett pi lots then push those gliders farther and farthef; limited only by a personal choice of acceptable level of risk which remains relatively 11 constant.

"potentially unreliable accident reports" as a tool for studying tumbling, and his preference for "rigorous testing and engineering analysis." Any analysis or testing standard requires first a model of the phenomenon. The new science of chaos and the newly understood but long known failure of weather forecasting point to the immense difficulties in creating theoretical models of atmospheric behavior from first principles. If we are to learn anything of significance about tumbling, I believe we must start with the information from pilots' direct experience.

[41

Every designer I know fully supports Bob's goal of building the most airworthy gliders possible. One major requirement to design or build any production glider is that a sufficient number of customers have to exist who are interested in buying it. The demand from the buying public for the last 20 years has been for higher and higher performance. With some very simple changes in pilot decision making, and without any new breakthroughs or developments in glider design or testing procedures, hang glider pilots who want to can right now today achieve any degree of "tumble proof-ness" that they desire. We can reduce the occurrence of tumbles by 50%, by 90%, by 99%, or by 99.99% - and we already know how to do it. By contrast, the prospect of engineering "tumble proof-ness" into hang gliders, irrespective of pilots' individual choices about operating parameters or chosen level of risk, is a far more complex problem with a far more uncertain outcome. That is not to say that designers will not continue to work long and hard on the stability issue, as they have in the past they undoubtedly will. But you may have to forgive them a bit of resentment over an article, which, whether it was intended to or not, seemed to trivialize both the depth and complexity of the issues involved and the scope of their efforts.

Accident Research

Tumble Questionnaire Or, Win AFree GPSI (Or Avocet "Pilot" Altimeter /Watch) by Mike Meier ou may win a free Trimble Flight Mate GPS, or one of the new Avocet "Pilot" altimeter watches, just by filling out the following questionnaire! Wills Wing will give away one free GPS and two Avocets to three lucky winners, to be drawn at random, from among those who respond to the questionnaire by September 30, 1994. The drawing will be held on October 20th, 1994. Why give away free stuff? Wills Wing is sponsoring this effort to gather information to further the industry's understanding of turbulence-induced tumbles in hang gliders. The information obtained from questionnaire respondents will be made available to the HGMA and other hang glider certification organizations, to hang glider manufacturers, and to other groups, organizations or individuals with an interest in studying the phenomena involved in turbulence-induced tumbles. The term "tumble" is used here only because it is the most common term in use, and without regard to whether it is the most technically correct term. For the purposes of this questionnaire, we wish to consider any in-flight incident (on any date), in any type of hang glider, in which an encounter with any form of turbulence caused the pilot to lose control of the glider and caused the glider to attain a pitch attitude of at least 75 degrees nose up or nose down from the horizon, and/or a roll attitude of at least 90 degrees from wings level. We do not wish to include in this study tumbles resulting from deliberate aerobatic maneuvers.

The purpose of the study is to try to quantify, as much as possible, the circumstances and events of each such incident that has happened, with the hope that the causes and mechanisms of these incidents can be better understood.

INSTRUCTIONS FOR FILLING OUT THE QUESTIONNAIRE The goal is to get data on every incident that has happened, all the way back to the

first such incidents in the l 970's. Ideally, we would like to get the reports from the pilots themselves. However, anyone can fill out a questionnaire, and be entered in the drawing. You can fill out the questionnaire based on personal knowledge of the incident, based on hearsay, based on magazine reports, or any other information you have. We will use the information regarding date of incident, pilot's name, model of glider, and location of incident to try to combine information from duplicate reports, and avoid listing two reports of the same incident as two incidents. Therefore, it is very important that at least these four items of information be included in each report if possible. With regard to all questions on the questionnaire, if you feel more than 50% sure that you know the correct answer to the question, put down your answer. If you are less than 50% sure of the correctness of an answer, please leave it blank. Please return the completed questionnaires to: Wills Wing 500 West Blueridge Ave. Orange, CA 92665 USA FAX: (714) 998-0647 Thank you in advance for your help in this project, and good luck in the drawing for the GPS and Avocet watches!

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HANG GLIDING

Tumble Questionnaire Pilot's last name _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

First name _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Reporter's name if different: Last name _ _ _ _ _ _ _ _ _ _ _ _ __ Reporter's address:

City _ _ _ _ _ _ _ _ _ _ _ __

Postal Code _ _ _ _ __

First name _ _ _ _ _ _ _ _ _ _ _ _ _ __

State _ _ _ __ Country _ _ _ _ _ _ _ _ _ __

Phone Number _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Pilot's skill/experience (choose one): 0 Beginner/Novice

O Intermediate

Glider make and model _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

O Advanced

O World Class Competition

Glider year of manufacture _ _ _ _ _ _ _ _ __

Glider serial # _ _ _ _ _ _ _ _ _ __ Date of Incident _ _ _ _ _ _ _ _ _ _ _ Time of Incident _ _ _ _ _ _ _ _ _ _ __ Location - Country _ _ _ _ _ _ _ _ _ __

Location - Nearest city, town or major landmark _ _ _ _ _ _ _ _ _ _ _ __

Location - Flying site launched from _ _ _ _ _ _ _ _ _ _ _ _ __

Location - Mean Sea Level altitude _ _ _ _ _ _ __

Location - Altitude above ground _ _ _ _ _ _ _ _ _ _ _ _ __ Weather conditions - Thermal strengths: Peak/Average _ _ _ _ _ _ _ _ _ _ _ __ Weather conditions - Wind velocity: Peak/Average _ _ _ _ _ _ _ _ _ _ _ __ General turbulence present: 0 severe O moderate O light Was wind shear turbulence a factor? Was rotor or other mechanical turbulence a factor? O yes O no Was thunderstorm activity present within 1O miles? O yes O no

O yes

O no

Condition of glider at beginning of incident sequence: Airspeed _ _ _ _ _ _ _ _ _ __

Glider pitch attitude in degrees to horizon _ _ _ _ _ _ _ _ __

Glider roll attitude in degrees to horizon _ _ _ _ _ _ _ _ _ __

Pilot/basetube position _ _ _ _ _ _ _ _ _ _ _ _ __

Description of incident: Primary axis of rotation was O around xbar (pitch) 0 around keel (roll) 0 around leading edge (combined pitch and roll) If pitch rotation was involved, glider inverted by pitching O nose up o nose down Maximum degrees of rotation in primary direction prior to beginning of recovery or glider failure (90 degrees means nose straight down, 180 degrees means glider completely inverted on back) _ _ _ _ _ _ __ Time between first onset of the primary rotation and glider reaching at least 90 degrees of rotation _ _ _ _ _ _ _ _ _ __ Did the glider rotate first in the opposite direction of the primary rotation? O yes o no Did the glider stabilize for any length of time in a steep dive prior to either recovery or further inversion? o yes O no Did the pilot lose grasp of the control bar? O yes O no If yes, was this due to nose up forces or nose down forces? O nose up O nose down Just prior to or at onset of the incident, was there a marked change in airspeed? O yes O no If yes, was it an increase or decrease? O increase o decrease Just prior to or at onset of the incident, was there a marked change in pilot's perception of G loading forces? O yes O no If yes, was it increasing positive G's or decreasing positive G's? O increasing o decreasing Did the pilot hit the keel, wires, sail, or control bar? O yes O no If yes, did this happen before or after 90 degrees of rotation about the primary axis? O before O after ttyes,whichpartorpartsd~~epi~thit? - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Did the glider recover to normal flight? 0 yes O no Did parts on the glider fail? O yes O no ttyes, which parts (in sequence orde0? - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - What parts, if any, that did not fail were damaged (exclude damage from contact with the g r o u n d ) ? - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Did the pilot attempt to deploy a reserve? O yes o no If yes, was it hand deployed or ballistically deployed? o hand O ballistic Was the deployment successful? o yes O no Was the pilot injured? O yes O no If yes, d e s c r i b e - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Has or had this pilot ever had another turbulence-induced tumble?

O yes

O no

Please return completed questionnaires to: Wills Wing, 500 West Blueridge Ave., Orange, CA 92665 USA FAX: (714) 998-0647

OPPOSITE PAGE: Ulrich Grill nwf10r and p/l()togroph,r, TdluJ'ide, C,,/orado. INSET: Ron ll>ung (left) and John Hl'in,y.

o,..,.

THIS PAGE: Lefi-11,e Gold Hill launch. &knvS1epJ""' Makrinos' infamo11J

rlmu tkploymen,.

by Ulrich Grill translation by Heidi Attenberger photos by Ulrich Grit!

he 21" Telluride Hang Gliding Fmival is coming up fast and ,vr haveni even rrad abour rh, Wt om yet (txrepr for S1ephen Makrinosi infimwus parorhuu dq,lt;yment). in fact, it's co,ning up a lat fatter rl1a11 it used ro, since tht fostivdl dat~ has been rhm,grd .from September to July The 11ew date, July 18-24, 1994. prornises warmer wea.rher. longtr days t1./1d booming thermals. To covn-

orher and mor, pkasam asperts ofwrJears fts#Ml we asked Austrian hang glider pilot and phorogrnph,r Ulrich Ctrill if we could translnre his nrrirle ftom the German Drachenflic:gcr magazine.

RISKAND ROMANCE Driving from Moab, Ucah to the Rocky Mounrnins, we go from c:he heat of Utah's high desert inco the cool, refreshing San Juan Mouatains. We fullow ,he San Miguel Riv« toward Telluride, the desrinadon of our trip. From afar, \Ve tee0gn.i.zc some colorfuJ ,,.,jngs soaring high above the valley that displays beautiful fall colors. Anticipating rhe sky filled with more than I 00 hang gliders and paraglidcrs in rhe next fc," days, ,,-e c;m hardJy ,vajr lO experience this evenc. the oldest of all hang gliding festivals. On rhe way to Town Park, the pilots' me,:ring place, we w.tlk along Main Srreet, past Vicrori.tn houses and quain1 salooins, reminding u.s of the WiJd West. Ever)~vhere there arc cars loaded with hang gliders, people \o,,earing festival ~r..shirrs wich a hilarious cartoon by Harry ~1a.rtin, and we get carried away by the cheerful mood that no one can seem co escape. )UNC 1994

Suddenly we hear a rustling and whist! i ng high above our heads and sec a TRX conjuring up some beautiful loops in the sky. "That's IZon," says Dino DiNaso respectfully. He means Ron Young, the favorite from Lake Elsinore, California. "His specialty," adds Dino, who also participates in the acrobatics championships, 1s loops in which he comes to an almost complete Aaron Swepston /,anding in the "Seizure Zone" (Town Park). stop at the top." It always makes the spectators hold their breath, because gen from the o2 bottle mounted at launch. every time it looks like he is going wo slow Past Freddie Nikolic from Austria looks to make it. In reality, he is one of the most around doubtfully. Stephen Makrinos acts experienced pilots in the world. Ron dives cool. 'ferny Barton tries desperately to teninto the LZ at breakneck speed, disappears sion his TRX. behind the trees, does a steep turn, and secAccording to the draw, Tony will go onds later heads into the LZ, casually first. After a somewhat scary launch (we arc touching some bushes with his hand on the at l 2,200 feet, meaning thin air) he follows the Gold Hill ridge and gets tossed around way. With a strong flare and without a step a bit, not exactly an indication of calm air. he's on the ground, at 8,750 feet in no wind Be is trying to enter the aero window over not an easy task. Asked how his loops went, Ron says, "It's rough as hell!" But 1own Park with as much altitude as possithat's the art of aerobatics, delivering a good ble: the more altitude, the more maneuvers he can do and the more points he can get. show even when conditions are less than ideal. Ron's flight ends the official practice After a few minutes he is already high above the valley. We hear over the radio that he round. Some hours later the competitors gather has pulled both his smokes, the sign that the pilot is starting his routine. The TRX to go up the hill for the first round. The open pickup truck that has seen better days, slows down, and suddenly turns right in a and the dirt road with its extra-steep turns steep turn. 'Tony pushes out hard to keep and muddy ruts, make the drive a real the glider in this attitude while the smoke adventure. It is understandable why there whirls around him. This maneuver, in which one wing is stalled while the other are so many aero pilots in this part of the world: anyone who has the guts to ride up one is still flying, is a flat spin. It causes the mountain can't be bothered by loops or rapid loss of altitude. After two spins 1ony spins. goes into a vertical dive to pull up into a Reaching launch at l 2,200 feet we are loop, followed by two beautiful wingovcrs. At this moment Dino, in his old Axis, greeted by icy wind, blowing fine ice crysthrows himself into the first snow flakes tals in our faces. We arc compensated, howfrom an approaching thunderstorm. He ever, with a beautiful view, bizarre cloud formations and the clear, mild light. just barely escapes the storm front, entering Meanwhile, all the pilots have gotten ,:the acrobatics window too low, and can busy getting their gliders and gear ready to only perform a shortened version of his go. Dino DiNaso takes a mouthful of oxyroutine.

John Heiney is next. He manages to gain some altitude on his way to the window. All the other pilots arc waiting anxiously to see the routine of probably the best aero pilot in the world. But nothing happens. Leo Van Der Bosch, the Acrobatics Director, explains that pilots, once they have entered the window and are looking for the smoothest air, must not fly a 360, because that would mean zero points. From the distance we can see that John just glides out and has already flown some 360's: zero points. The pilots are surprised: John would never zero a round. Is something wrong with his glider? Js it the wind or his physical condition? After John's landing we learn that be couldn't do his routine because of turbulent conditions. After some consulting with the organization and the jury, the round is postponed until 9:00 AM the next day. The aero pilots have no choice but to pack up their gliders and put their enthusiasm on hold for the next 16 hours. A little later most of the pilots can be found in one of the numerous bars in town, like the Flora Dora, a saloon heavily frequented by pilots. On evenings such as this one it's the place where the festival is really happening. This is the place to meet old friends or to make new ones, to watch old hang gliding videos or to listen to tales told by old hang gliding heroes. If that isn't enough, one can always enjoy a live mixture of country-blues-rock with a touch of the 60's. The next morning the acrobatic pilots have to get up early, because the aero truck departs at 7:30 AM. Unfortunately, they find out at launch that the wind is blowing hard and from the wrong direction, from the southeast, dashing hopes of repeating the round. Competitors and organizers spend the rest of the day waiting for better conditions. HANG GLIDING

At 3:00 PM they get the okay from launch. The wind has switched and now the east launch is useable. Everything seems to work out fine this time. Ron Young launches first with a wild scream, the trademark of his club, the E-Team of Lake Elsinore, California. Over the middle of the valley he tries to force his glider into a flat spin, which doesn't work. So he demonstrates his abilities with loops and wingovers. Tony Barton is the only one in this round who manages to do a flat spin, but only for one revolution. With three consecutive loops Tony concludes his routine, securing a high placing. In the present conditions John Heiney resorts to his specialty. In his usual perfect manner he executes four perfect loops, with the exit of each loop always exactly in the smoke trail of the entry. Aaron Swepston from Washington, editor of the aerobatics newsletter Hard Core Hang Gliding, performs another exciting routine and demonstrates his desire to be among the top finishers. Dino DiNaso, Royce Anderson and Steve Alford draw some nice figures in the sky, but without really impressing the judges. Fast Freddie has already left the scene, heading to Costa Rica in search of warmer weather. What about Stephen Makrinos, the "new guy"? After a few wingovers Stephen attempts a loop starting with a feeble dive, and consequently stalls halfway through it. Several hundred people are staring at the sky. For a moment it seems as if time will stop. Stephen crashes into the sail, and his XS moves sideways and backwards as if in slow motion. Then a rapid move, and the glider tucks, and tucks again. Stephen is now quickly losing altitude, but is still about 1,200 feet above the ground. Someone yells, "Come on, throw your chute!" but nothing happens. The XS tucks a third time, and a fourth time. Now he is coming dangerously close to the ground. Stephen gets thrown over the trailing edge and wildly waves his arms. Then, finally, a chute appears in the smoke trail. The spectators recover. Luckily, Stephen comes down away from trees, buildings and power lines, uninjured. Even the glider is not badly damaged. Saturday, the last day. One glance out the window is enough to know that there won't be much happening today. Big heavy snow flakes are coming down on a snowcovered Telluride. However, the weather brings something peaceful with it that a lot of pilots appreciate this morning: sleeping JUNE 1994

in and enjoying the warmth of their sleeping bags while the weather turns cold and ugly over the Rocky Mountains. By noon, the sun breaks through the heavy cloud cover bringing the town back to life. I walk over to Town Park, grabbing some breakfast at the bakery. The wonderful blueberry muffins and the coffee on the sunny deck make the morning look a lot mcer. In the late afternoon another round is scheduled, although it really looks like most pilots would rather start partying than go back to the icy high altitudes. Some want to continue an old tradition of appeasing the weather gods: the sacrifice of an old glider by burning it. But, arriving at Gold Hill, the cold is too harsh even for the most adamant advocates of the idea. They conclude that in this weather they could not even set the glider on fire, and that they would be much better off going back to start partying early. The festival banquet for pilots and other participants is prepared at the Elks Club. With a bunch of hungry pilots around, the "all you can eat" buffet is finished in no time. The awards ceremony follows, with Chuck List, the Festival Director, as Master of Ceremonies. As every year, there is a "launch potato" prize and the "Golden Hammer Award" for the worst landing during the festival. Ron Young becomes the 1993 World Aerobatics Champion, with Tony Barton

close behind him. Third is John Heiney, followed by Royce Anderson, Steve Alford and Dino DiNaso. For his multiple-tuck performance Stephen Makrinos is awarded a T-shirt designed by the other pilots to remind him about hang gliding safety. It is not surprising that Telluride is so popular: nowhere else in America can you meet as many pilot friends and talk to the famous in the sport. Add the hilarious festival atmosphere, the beautiful mountains, the wonderful charm of Telluride, and even in bad weather people won't be in a bad mood. Everything is more casual and relaxed than anywhere else in the world. The festival is a great success even for the public. The special events, slide shows and movies, free introductory clinics and tandem flights allow everyone to participate. Even Telluride's radio station plays "cloud base music" during the festival week. !t's not s~rprising that everyone is ~ mterested m our sport. ~

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A fow years ago I got an idea. As a trained test pilot, I felt f could use classical flight test techniques to quantify the performance and flying qualities of a hang glider. Although this went against conventional wisdom, I felt that with modern instru·· mentation I would be able to successfully accomplish my goal. I approached Wills Wing with the project and they agreed to loan me an HP AT 1 for testing. 'The results of the test excited the Society of Experimental Test Pilots enough that Wills Wing and I were invited to pro· vide a presentation of our results at their annual symposium in Beverly Hills. The briefing was very well received and we were awarded first runner-up, losing out to a joint NASA/USAF paper dealing with controlling the boundary layer of the forwardswept-wing X-29 at beyond stall angles of attack. I hoped that Wills Wing would view the test results as a baseline for future testing. They did, and recently invited me to repeat these tests on their new RamAir 146, this time for publication in Hang

Gliding: 24

Replacing the venerable line of HP gliders., the RamAir, as the name suggests, makes use of a major innovation in thar it uses ram air pressure to variably define the entire airfoil as a function of speed and angle of attack. The RamAir is the culmination of the longest product development project in the history of Wills Wing. lmproving upon the highly successful FlP A'.T was not an easy task, and Wills Wing explored several different avenues before deciding that the RamAir concept offered the greatest promise. Air enters the double surface via a single plastic scoop velcroed to the bottom surface to the right of the keel. There are no other openings on the glider and all tube protuberances are sealed with a thin layer of neoprene. Airfoil shape is controlled with internal fabric ribs joining the upper and lower surfaces (like those used in paragliders). Unlike a paraglider, the fabric: ribs do not extend the full length of the chord, but are limited in length by the cross bar and breakdown considerations. The RamAi r features a very defined airfoil

with increasing undercamber toward the tips. The inflated sail eliminates the requirement for all but a single undersur·· face batten per side. The size, shape and placement of the inlet scoop as well as the shape of the internal fabric ribs required many iterations. An airfoil that works well at minimum sink speed may not be optimum for high speed cruise. ·rhe double surface inflates according to speed and angle of attack; there is more undercamber at low speeds and a thicker airfoil at higher speeds. Prototype afrer prototype was built and tested as the design team lead by Steve Pearson strove for a glider design that performed better than the !IP AT throughout the flight envelope, while not giving up anything in flying qualities. The Wills Wing team has learned through the years that improvements come through a gradual progression of building upon proven concepts. It is not surprising that the RamAir innovation was therefore applied to what appears to be simply a tweaked version of the I-IP AT. Until the RamAir, Wills Wing gliders used less dou· ble surface than many of their competitors. They felt that much of the rear of the dou-

Hi\NC GLIDINC

LEF'l: The author "hard at work"flight testing the Wills Wing RamAir. Photo by Bill Misiaszek.

ble surface was imprinting upon the upper layer, merely adding weight and not enhancing the airfoil section. The internal air pressure of the RamAir allows for more "working" double surface area. While the airfoil changes and amount of double surface are most obvious, careful inspection also reveals slight changes in the chord distribution. Another noticeable change in the sail is the unique leading edge mylar pocket. The laminate leading edge cloth does not wrap around the bottom of the leading edge tube, but joins the undersurface tangent to the front of the leading edge. Although manufacrnring such a complex sail was a design challenge, it eliminated an airflow disrupting cusp underneath the leading edge. Pearson mentioned that the computer-designed sail approximately 20 hours of airtime to "set" the stiff fabric to the compound curves. 1 performed my evaluation on a brand new 146 that had not been broken in. The frame is constructed of tuband weighs about six pounds more than the HP AT. The major differences are stiffer leading edges and a cross bar with )UNI '1994

greater sweep and range of motion. The battens are stronger and less prone to landing damage since the aft fiberglass reflex portions have been eliminated. One of my gripes with the HP AT was that the plastic wing tips had a sharp corner in the recessed lip which w,L~ prone to cracking. I've seen many used AT's (and similar gliders) that had the last couple of inches at the rear of the wing tip broken off. The RamAir tips are better engineered and will stay intact through normal use. Another obvious change is the elimination of the unique AT' two-position VG lever in favor of a conventional rope and pulley arrangement. Wills had mixed reactions regarding the AT-style VG. J liked the ease of using the lever, but it was a more complex system, made replacing a downtube more difficult, and would have been harder to make compatible with the new RamAir setup procedure. The new VG has twice the range of motion of the AT' system. It is easy to pull and the unique grooved locking plate makes setting or releasing the VG quick and easy.

The RamAir sports an entirely new array of hardware designed for case of setup and breakdown. Por several years Wills Wing had been studying ways to improve the process. What started as a European requirement for easy sctnp or lay--down with the wings spread evolved into a mechanization that is almost as easy as pushing a button to open an umbrella. Assembling the RamAir does not involve installing a single bolt, pip pin, nur or safety ring even all flying wires stay permanent·· ly attached! The folding control bar is assembled by simply aligning the basetube halves and sliding a sleeve into place. The track-mounted apex slides into position by pulling a fluslHnotmted cable on the keel and placing a swan lever into a springloaded catch that snaps shut automatically. The glider is then rotated onto the basetube and the wings are spread. All of the top-surface battens are now installed except for the last three per side (this keeps the wing tips off the ground). Moving to the rear of the keel, a single easy pull on another flushmounted rope and 1he keyhole rear king post tang is placed over its grooved restraining bolt. That single motion locks the cross bar into place and raises the king post:, passively activating the bridles, VG system and VG compensator without any further action! Next, the tip battens and the two undersurface battens (which pop into place without any rear holdback) are inserted. Rotating the swan lever to the second catch tensions the glider. Now press on the velcro-attached nose cone, air scoop and wing tips and you are ready to fly. ff it's windy you can quickly and easily fold the control bar up by releasing the swan catch and lowering the glider to the ground again without releasing any flying wires. Wills Wing estimates that the RamAir setup procedure is about 30% quicker than the HP AT How long it takes you to set up a glider is dependent upon your sense of urgency. If the thermals are cracking and you are on a mission from God, then with practice you will be able to assemble the

2.5

The control bar locks into place with a selflocking swan ccitch.

RamAir in less than 10 minutes. If you amble around absentmindedly it will take 15--20 minutes, which is about six minutes faster than l could assemble an KC Since stuffing battens takes the lion's share of the assembly time you could easily save another couple of minutes by taking the time to number the battens with a magic marker. I rnacle this simple modification to my last glider and it: helped tremendously.

IN If you already fly a Wills Wing glider all you have to do is clip your carabiner around the integral main and backup hang straps. (Wills Wing has maintained the same hang loop-to-basetube srnndard since the days of the SST.) Both straps arc attached to an adjustable CG strap which is bolred along the top of the keel. The hang straps themselves each consist of two webbing straps joined to make a loop by small locking rings (like those on paraglider risers). By mouming the straps in this fashion the hang point rotates around the top of the keel tube, not the bottom unlike a conventional loop that is routed around the keel and through itself. This in effect raises the suspension point, althougli not as rnuch as a king post suspension system. Not using a king post suspension system makes for a simpler, stronger frame design and undoubtedly helps facilitate the easy setup system. It also gives the designer more leeway in control bar placement and geometry, which pays dividends in static balance and flare authority.

The super-clean holdback locks the cross bar, king post; compensator and bridles into position.

and would rather trim my glider toward maximum glide speed. The RamAir is slightly tail heavy with even better static balance than the HP AT The control bar is the same size as the AT and the airfoil--shaped uprights are easy to grip. Due to the extended VG range, the side wires are looser than the I-IP and some pilots may want to launch with the VG partially on. Wills recommends setting the VG be1ween loose and one-third tight to provide adequate lateral control. l was not able to foot launch the 146 for this evaluation, but I have had one running launch on a Ram.Air 154 in light, switching winds and it was easy to control.

Exact pitch pressures are dependent upon CG position and VG setting but are significantly lighter (about half as much force) at higher speeds than those of the HP KC In a foll arm extension dive the 10-20 pound pressure is light enough that you can push an extra couple of inches by using your fingertips. The lightly increasing pitch pressures were rated excellent for this class of glider, since adequate speed feedback exists through the use of control bar position. The CG can be varied throughout a 3.75-inch range (twice that of the AT). Since the pitch forces are so light the factory sets the CG for minimum sink speed with the VG loose. Like the KC tightening the VG slows the glider a bit, so my demo glider would slow to below minimum control airspeed. T personally don't mind having to push a pound or two to get minimum sink

The RamAir has a Vne of 60 mph versus 55 for the Ff P AT With a hook-in weight of l 80 pounds I could pull the bar smoothly all the way in and the Ram.Air would accelerate beyond Vne for several seconds before stabilizing just under it. It is very easy to exceed Vne if you slip into it out of a wingover. The factory realizes the speed potential of the RamAir and includes an air-· speed indicator with each glider purchase. The miniature Hall indicator comes complete with colored white, green, yellow and red range bars just I ike commercial aircrafr airspeed indicators. The indicator fits 10 the control bar with a nifry little snap-on bracket.

At higher speeds the HP AT suffered from nose wandering with the VG tight and was directionally unstable, requiring constant pilor compensation with the VG loose. I was amazed the first time I pulled the bar in on the RamAir and accelerated out. "Stiletto," was the name that came to mind as I screamed along. The RamAir cuts through rhe air like a knifr through butter fast and clean. There is absolutely no tendency to inadvertently dutch roll. The RamAir simply goes where you poinr it and will easily go l O+ mph faster than an HP Kr regardless of VG setting.

HANC CUDINC

Integral hang straps are mounted to an adjustable CG loop.

Like the A]~ pitch control forces remain light during turns. Only a few pounds of push--out are required for coordinating mod-· cratcly banked turns. Stall angle of attack can be felt by an increase in required push forces.

Prom wings level, the RamAir has light roll control forces and initiating a turn is easy. Roll perfrmnance is a fonction of many factors, but sail and airframe stiffness play a major role. The RamAir has stiffer leading edges than the HP KI' and the effcxts of this arc evident during roll reversals. I evaluated roll rate from stabilized 30° turns. J:rom a coordinated tum I would move as quickly as possible to the high side while twisting my body to achieve as great a lateral CG shift as possible. Roll rate averages are shown in Table 1. The roll reversals showed the RamAir to have about two-thirds the roll performance of the HP A'l~ Any delay in roll rate also manifests itself as increased pilot effort, since you must hold your body displaced "uphill" for a longer period. l ,ike all gliders, there arc techniques which can be used to enhance the roll rate. Lowering the nose will double the roll rate during a roll reversal. The punch turn technique which worked well on the AT' also works with the RamAir but to a lesser extent. The low twist of the RamAir docs not tolerate excessive pitch inpur while turning. [n fact, the turn technique I've JUNE 1994

The unique grooved plate ma/us locking or releasing the VG tl snap.

written about in which the turn is completed by a quick high-siding of the bar while momentarily holding the pitch pushout just flat docs not work; the glider may stall and the wing drop further.

Spiral stability is not well understood by many recreational hang glider pilots. A spirally-stable aircraft will roll towards wing level when lateral control pressure is released in a gentle turn. A spirally-unstable aircraft will increase its angle of bank upon release of lateral controls. Conventional wisdom dictates a stable spiral as a good quality of a trainer aircraft or one cleared for instrument flying conditions. Thcrrnaling pilots, how·· ever, typically prefer neutral spiral stability so no extra effort is required to maintain a set angle of bank. Both the RamAir and the AT have neutral spiral stability with the VG loose. Tightening the VG increases the nose angle which in effect shortens the fixed-length side wires. This decreases the dihedral, thereby reducing the spiral stability. With the VG tight, the RamAir has twice the spiral stability of the AT A summary of the spiral stability ratings is contained in 'fable 2.

Wills Wing claims that the RamAir has performance equal to the HP Ar at low speeds and gets an increasing advantage at speeds above ;30 mph. 'fhey back up their claims by having performed a series of side-

by-side comparison flights in stable air. These flights arc structured in such a manner as to factor out pilot and wing loading differences. Wills has been using this method for years and they arc confident of the rcsul ts. How [ computed my polars is involved enough to warrant a separate article, bnt I'd be accused of tcchno-babble so I'll spare you the details. T derived polars with the VG full loose and full tight. I also gathered some low speed data with the VG onc--third tight. I decided not to directly compare the RamAir's polars with those of the HP A]~ nor to include the polars in this article. One reason for this decision was that the HP Ar data were taken several years ago at 5,000 feet density altitude, while the RamAir data were accumulated near sea level. Although I corrected the data to standard day conditions, a one or two mile-per-hour error will change a polar significantly. ln addition, the level of scatter exceeds the level of precision required to accurately compare competing products. The last reason is that at high speeds small differences in drag (such as differences in pilot prone body angle) can account for sink rate differences of a couple of hundred foet per minute. The low speed results surprised me. Below 25 mph indicated airspeed my data showed slightly better performance with the VG full loose. l would love to put this to the test with some side--by-side performance comparisons, but I have a real job and can't support that level of testing here in the flat-· lands of Texas. Only time and experience will tell whether these slight performance differences arc real or whether they fall within the statistical scatter of such a small-scale

flight test program. I think hang glider pilots deserve as much quantitative information as possible. Probably the only way we will be able to get data accurate enough to directly compare gliders will be through highly instrumented wind tunnel or vehicle testing of the gliders themselves (sans pilot). My results appear to validate Wills Wing's statement that VG loose is not performance degrading, and that VG tight is only required for a sink rate advantage at high cruise airspeeds or to attain maximum steady-state airspeed. Such good VG loose performance means you do not have to give up any handling performance (roll rate and spiral stability) while trying to maximize your soaring potential. It is probably reasonable to assume that the stiff leading edges of the RamAir will deform less under the loads of a tight bank, and therefore be more efficient than an AT when cranked up in a small thermal. Another point worth making is that I did not feel the HP AT VG loose position was very usable at speeds above 40 mph. Even though I could fly it in a straight line, the required side-to-side input detracted from the efficiency, and the sideslip variations caused highly erroneous instrumentation errors. You can easily fly the RamAir with the VG loose at speeds above those attainable on an HP AT with the VG tight while still retaining comparable performance.

GLIDER RamAir 146

VG Loose 18°/sec

VG Tight 8°/sec

HP AT 145

26°/sec

13°/sec

Table 1. Average Roll Rates During Reversals

RamAir 146 Planform Specifics • Wing Span

33' 3"

• Sail Area

147 sq ft

• Nose Angle

130°

• Double Surface

82%

• Aspect Ratio

7.5+

• Weight • Pilot weight

145-260 lbs

• Pilot skill level

Advanced

• Price

GLIDER

70-73 lbs

$4495

RamAir 146

VG Loose Excellent {neutral)

VG Tight Good (mildly unstable)

HP AT 145

Excellent (neutral)

Acceptable (moderately unstable)

STALLS AND DEPARTURES During a slow, wings-level deceleration the first indication noted is a loss of roll control authority. Like the AT, small lateral inputs are ineffective below 20 mph. Unlike the AT, a complete loss of turning authority occurs prior to stall with the VG tight. The glider was responsive to small pitch inputs all the way to stall at 16-17 mph indicated airspeed. Unlike the HP AT, the RamAir's pitch attitude could not be held in a fullmushing stall with the VG loose (it will slowly start a divergent pitch cycle). The stall progression was more rapid and the break more definite with the VG tight. The effects of the stiff wing and low twist are evident during turning stalls. Although not insidious, when stalled, the inside wing drops more readily than the AT. The sideslip and resulting dive are also more pronounced. Like the AT, I rated the RamAir to be extremely resistant to spinning, since the glider could be stalled with full roll and pitch control input for 15 sec-

onds without spin entry. I was able to get it to spin with the VG tight by deliberately applying the standard flex wing spin entry technique. The RamAir has honest departure characteristics and I raced them excellent. I should point out that the RamAir Owner's Manual warns against doing aggravated stalls or spins.

LANDING Although the manual cautions against doing slipping turns for landing approaches I think this is an unnecessary carryover from the less directionally stable HP AT. The excellent stability of the RamAir should allow for such approaches if you think the situation warrants. The HP AT 145 was known as a relatively easy-landing glider, but the RamAir is significantly easier to land consistently well. Flare authority is excellent and timing less critical. The majority of my flights were in

light to no-wind conditions, and all landings save one were clean flares without any running or dropping of the nose or control bar. I should mention that my one poor landing was on my first flight. In my rush to get performance data before the sun started heating up the ground, I ignored good judgment and did not do any turns or slow flight prior to my landing approach. The glider felt so stable I slowed it down to a slow mush to degrade my glide angle as I aimed for a landing on a narrow dirt road bounded on both sides by substantial ditches. Unfortunately, I slowed down below the minimum control speed while still several feet high, and a gradual turn started which I could not stop. I tried to flare in the turn and did a perfect one-point face-plant into the embankment on the far side of the ditch. I should also point out that the right turn that developed when I slowed below minimum control airspeed disappeared after a couple of hours of airtime, lending credence to Pearson's statement about the sail HANG GLIDING

would have been impossible without such sophisticated avionics. Last, I would like to thank Dave Ducker, Juan Garcia, and Bill Misiaszek of rhe Houston Hang Gliding Association for their help and patience in providing for all the early morning tows. continued from page 47

The RamAir has outstanding flare authority. Photo by Peter DeBdlis.

needing time to set. Wills Wing uses narrower control bars than some manufacturers, and I did note that in some instances J preferred staying semi--prone throughout: the landing approach with one band on the basetube. Being able to throw my legs underneath the Hying wires gave me quicker roll control when required.

The entire RamAir 146 evaluation was conducted using tow launches. T frmnd the RamAir to be an outstanding tow glider. It required only fingertip pitch pressure to control angle of arrack, as compared to a constant ten--pound pull-in required on the HP A'T. More significant was the lateral stability under tow. 'T'he RamAir feels solid and is devoid of any of the lateral looseness seen in the AT. Twice I had thermals pop a wing up shortly after beginning tow. Both times the RamAir responded well to my input and there was less tendency to overcontrol than J've seen on other gl idcrs. I consider the RamAir to he easier and safer to tow than many intermediate class gliders.

I When you plunk down over four grand f<)r a glider it's nice to get a little bit extra. JUNE 1994

Included with the RamAir is a very complete (well-written and illustrated) owner's manual, a glider bag with associated pads and tics, an airspeed indicator, a bag of spare parts, and of course, a decal and ball cap. It is well known that Wills Wing backs up their products with a long history of friendly factory service and professional dealer support.

1f your flying mainly involves hanging out at Tcirrcy Pines then you might not need to trade in your lfP A'T-class glider for a RamAir. If you want to outrace your opponents in an Owens Valley meet then the RamAir can help. Since the roll performance of the RamAir is not quite as good as that of the AT; I recommend that you fly a RamAir well suited to your weight. I am convinced that the better strength, speed range, yaw stability, spiral stability and landing case can make the RamAir safer in many situations. I ,ast, but certainly not least, is the trick hardware and case of setup. Wills Wing deserves a lot of credit: for their innovative design. At least one other manufacturer bas discovered that applying the RamAir concept to an existing glider is not an easy task. [ would like to thank Wills Wing for taking a major risk and allowing me to eval-· uate the RamAir. In addition, Hytec USA deserves special mention for providing a 3030 Professional vario and airspeed indicator for the test. Defining the glide polars

brings the presentation of several awards. This was carried out on Saturday morning at an awards breakfast. This year's awards included a USHGA Special Award, in appreciation of a kind and gentle spirit, given as a memorial to Rod Hauser. This award was to commemorate all that Rod did and meant to his friends in rhc US!-! GA. ft was accepted by Rod's wife, Karen, and his children, Jake and Holly. The Exceptional Service award was given to Jim Zeiset: and the Green Team, in honor of the role they played in the World Hang Gliding Meet in the Owens Valley. Jim Zeiset was on hand to accept: the award for the "'learn." The Presidential Citation was awarded to Pete Lehmann for his selfless and tireless leadership of the U.S. World Team. The Newsletter of the Year was presented to the Flatland Flyers newsletter of the North Texas I-fang Gliding Association. Brad Koji was honored with the 1994 Number One Ranked Pilot award. USil GA Commendations were given to Bill Bryden, Scott Lesnet, Beth Ann Miller, Bruce Hawk, Peter Burghardt, Barbara Flynn, Steve Flynn, Robbie Smith, jerry Sorenson and Dixon Wilmer fc.)r their volunteer efforts in I 99.3. Along with USHGA, An Greenfield of the NAA presented several awards at this breakfast. The NAA Safety Award was giv· en 10 Claudia Stockwell for her contribu-· tions to safety in the sport of paragliding. NAA Commendations were presented to Jim Lee, Mark Gibson and Chris Arai for their outstanding performances in the 199.3 Nationals and [993 World Hang Gliding Meet. And that wraps up yet another USHCA BOI) meeting. If any of you have issues you would like to discuss at a future meeting, or just: wonder what a BOD meeting is like, please feel free to join us, as Board meetings are always open to the gen-· era! pilot population. Remember that the next meeting will be held in Lake 'Tahoe, November 4-6. Hope to see you there!

I] Ask GeeDub It's important to note that just because a vario is not included in this report, does not mean that it's not a good instrument. I racked up at least five hours in a variety of conditions with each of the varios reported on here. Also, I asked other pilots to fly with the varios and report on their likes and dislikes. This report includes the good and the bad news on each vario.

c; I~ I~ I) IJ II The Hang Gliding Answer Man

Vario Roundup © 1994 by G. W Meadows Dear GeeDub, For months I've been wanting to buy a variometer but have hesitated because I don't feel that I know enough about the options to make an educated purchase. As a relatively new pilot, I am !ookingfor a fairly simple design that is affordable on a graduate student income. What are your recommendations. I am also curious if there are any hang gliding user groups on the Internet. Do you know ofany? -

Melissa Wenrich, Tempe AZ (wenrich@esther.la.asu.edu)

don't know beans about the internet, so if there are any of you out there who can help Melissa on the Internet question, please do so. ( Contact hang-

I 30

gliding-request@virginia.edu on the

Internet and ask to join the hang gliding forum. -Ed) As for the vario question, I can help with that. Melissa first asked this question back in March, and I've since been testing several "entry level" varios as to features and reliability with the following results. Basically, three units were selected to be tested. The criteria for my selection was as follows: • The unit must retail for less than $500. • The unit must have a vario and altimeter combined. • The company which makes or imports the vario must have a reasonably good track record.

FLYTEC 3005 • • • • • • • • • •

$495 retail Manufactured in Switzerland LCD analog vario display Digital vario display Two altimeters Vario averager three-level audio Adjustable descent (sink) alarm Four-flight peak value memory Mounting system which works great for paragliders and okay for hang gliders (optional hang glider mount available - see below)

The Flytec units have been extremely well received in the U.S. since Rob Kayes of FLYTEC USA started importing them in mid 1991. Rob has a tremendous service record, making sure at all cost that his customers in the U.S. are happy. One of the problems with imported varios in the past has been getting them serviced when something goes wrong. This is definitely not a problem with Flytec USA; Rob's turnaround on repairs is unbeaten in the industry. This vario is very easy to use after the initial training phase. One thing that I have noticed in all the new varios is that we seem to be doing away with knobs and switches in favor of push buttons. This makes operating the varios much like using all the functions on your digital watch. You must first enter a mode, and then make the adjustment within the mode. This isn't hard once you've learned the procedure. The operating instructions supplied with the vario are okay, and rank second among the three varios included in this report. The vario is very easy to read during HANG GLIDING

Ask GeeDub flight. With the large LCD analog vario display and very decent-sized numbers for the digital altimeter display, no one can complain that you can't read the face of this instrument. Tucked in nicely beside the vario display is a digital vario averager, which will tell you what your average climb rate has been over the last 1, 3, 10 or 30 seconds, depending on where you set it. This feature is good for those light thermals in which you're always wondering if you're wasting your time. The mode and adjustment buttons are about the size of a dime, so you've plenty of room for working with gloved fingers. The Flytec 3005 has a pleasantsounding audio alarm for climb. The volume button allows the vario sound to be turned off or utilized at two levels. If you mount the vario on the basetube in front of you, the low volume selection is sufficient. Mounting the vario on the downtube requires high volume for most users. This unit operates on two 1.5-volt batteries which are supplied with the unit. A sink alarm can be set to the pilot's liking or turned of altogether. The vario comes with a four-flight memory which lets you recall your highest altitude and best climb rate over the last four flights. Some of the more expensive Flytec models have 10 or more memories, but very few pilots will utilize more than one or two, so four flights is probably more than sufficient for most pilots. As mentioned earlier, the vario comes with a mounting system that is excellent for paraglider pilots and acceptable for hang glider pilots. The supplied mount uses a clip and elastic velcro for securing the instrument to the base or downtube. The optional clamp made for this unit is a $60 add-on, but is probably the best instrument mount in the business. With an articulating ball-lock system, the optional mount will make all who buy it very happy indeed. The vario does come with a backup safety cord as a precaution. Overall, I am very pleased with the 3005, and I'm sure anyone purchasing it would likewise be extremely happy with their decision.

JUNE 1994

BALLM19E • $450 retail • Manufactured in USA by Ball Varios • LCD analog vario display • Digital altimeter display • Two altimeters • Optional vario averager Three-level audio • Adjustable sink alarm • Optional seven-flight memory • Standard Ball clamp mounting system • Digital thermometer • Pilot-selectable English or metric units on all functions Ball Variometers has been making hang gliding instruments for ever. They are highly trusted and the largest American supplier of varios. Ball has always had an acceptable level of service and takes good care of their customers. This vario has only four buttons and two switches but does all kinds of things. Therefore, some functions are a bit difficult to learn to use, but with practice it's reasonable. As with the other two varios reviewed in this article, it would be a good idea to keep the instructions with you during your first couple of dozen flight preps. On that note, the M19e, without a doubt, includes the best instructions of the three. Well-written and illustrated, Ball didn't try to save paper or words when it came to supplying the customer with a guide on how to use the product. The vario on the M 19e uses the same type of LCD analog display as the other two varios, but the M19e's is a bit smaller and congested than the others. It is, however, well marked, so it is easy to read in that sense. The altimeter numbers are a little smaller than the other two units as well, but still easily readable in flight. The unit operates on one nine-volt battery (not supplied) and requires a screwdriver to replace. This vario will let you know what the temperature is, which I find a useful feature at times. Two altimeters are standard on this vario also, as is a three-level volume. The optional averager on the M19e has two increments: five or 10 seconds. The

optional seven-flight memory remembers a lot of things, including greatest rate of climb, highest sink rate, flight duration, highest absolute altitude, plus highest altitude above launch. This is an incredible feature which gives you lots of info for your logbook. One other neat feature of this unit is that it displays the total number of flights and airtime on the instrument. This Ball Ml9e offers a lot of customization. You can set your measurements in feet or meters and your temperature in Fahrenheit or Celsius. You can set the audio sound to a buzz alarm, a slow audio, a halftone audio or a reverse audio. It's hard to describe the differences, but suffice it to say that you should be able to find one you like. You can set response rate in lift to slow, medium or fast. The Ball M19e comes stock with the old, reliable Ball clamp. Proven over time and lightweight, it's a good solid clamp. I think you'll like the Ml 9e. It definitely has plenty of features and is made in the good ol' USA.

AIRCOTEC PICCOLO • • • • • • • • • •

$420 retail Manufactured in Switzerland, imported by NAS Distributing LCD analog vario display Digital vario display Digital altimeter display Three special altitude memories Two altimeters Three-level audio Adjustable sink alarm Selectable climb tone

Aircotec is the least known of the three companies featured here, but they've recently brought a big player to the entry level vario market. Although they may not have as long a service record as the other companies, NAS Distributing is a company in Colorado that's been in business for a number of years, and which takes its importing business quite seriously. The vario uses a nine-volt battery (supplied) and is easy to replace with no tools. The vario display is LCD analog

[I Ask GeeDub and is a bit confusing at first because it has no numbers on it. However, after a bit of use it becomes easier to understand. The display has no numbers because of the many variable scales and values (feet or meters) that can be assigned to it. The vario also has a digital vario readout in the center of the analog readout. I found myself using the digital readout most often, because of the confusing nature of the lack of numbers on the display. The altimeter has nice-sized numbers and is easy to read. Two altimeters are available, one for MSL and one for AGL. This unit also has three programmable altitudes so you can put your favorite sites in memory for quick adjustments when you fly those sites. You can also choose between a couple of different types of intermittent sounds you'd like your vario to emit. Learning to use this vario is very frustrating. The instructions help a bit, but

should be rewritten to make them easier to understand. Trying to use all the functions with only three buttons makes simplification a bit difficult. I personally didn't spend enough time with the instrument to get wired into using all its features, although a couple of friends say that you will soon get used to it. The vario comes with a nice mounting system that makes it easily adaptable to basetube or downtube. A safety line is also included to prevent losing it as a result of improper mounting. Overall, this is a very nice vario, and once you get dialed into its operation, I'm sure it's one you'll be happy with. All of these units are for sale through dealers and this magazine. If you want me to suggest one in particular, sorry, I can't do that. I might be wrong. I think you could be happy with any of them, and a call to your local dealer or a ~ friend who has one is in order. ~

PANORAMIC

AII of these units are for sale through dealers and this magazine. If you want me to suggest one in particula 0 sorr}I; I can t do that. I might be wrong. I think you could be happy with any of them and a call to your local dealer or a friend who has one is in order. 11

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Imaging having this much information at your fingertips: FLYTEC patented analog variometer display with optimum viewing angle. Integral, digital vario combined with sensitive flight acoustics (ASI) for audible signals of the slightest thermal changes. Onscreen data display, plus print-out capabilities for post flight analysis.

Next time you go hang gliding, go high tech with FLYTEC. Call 1-800-662-2449 for the dealer nearest you.

Swift LEFT: J4f Williarnson launches afier his opponent, Bob Ryan.

he annual Tcmey Pines Air Races, now named and sponsored by UP International, were scheduled for hang gliders and paragliders on April but windy conditions precluded safo racing for the soft paraglider wings on both days. The "hardest" wing, a Bright Star Gliders Swifr piloted by Brian Porter of Merced, won on the pure speed of the rigid wing, but two-1ime winner Jeff Williamson of Seattle was so close to beating Porter with his Airwave Klassic in the turns and on the spot that the outcome was in doubt to the end. Racing over a course that started with a gate just behind the launch, pilots made a total of five turns around two pylons (one north and one south of the launch area, with perhaps 300 yards between the two), and )UNE 1994

then had to fly behind the launch and through a gate again to stop the timer's clock. The seconds of differ· ence between pilots were counted as points, and points were figured into scores at the rate of one point per foot away from the spot. While racing, Porter flew the Swifr in an open hang cage and landed on bis feet. When he flew inside the craft's enclosure the next day in a 30-mile per hour wind, he appeared to pick up some speed and perhaps five points of LID. Spectators watched as Porter flew into the strong wind on a haH~mile glide at over 30 miles per hour groundspeed. He also landed on a single wheel. During the races Porter and other dominating pilots followed opponents through the paired timing gates, concentrating on closing the distance between them to gain a winning difference. Many races were decided by a few seconds, so the spot landing assumed some importance. Porter was at a disadvantage on the spot, but flew and landed well enough to win. The Swift's large advantage in speed and glide was somewhat negated in the tight pylon turns, and hang glider pilots used that advantage to get back some of the time lost in the straights.

Brian Porter rmd Swift with $3,000 check for .first place. During the Saturday meet a prefrontal wind blew from the southwest at I 4-22 mph. The next day was postfrontal, and cracking out of the west at 18-35. Full-scale sailplanes performed their landings into the wind, unusual at 'forrey, and the area behind the landing zone was gusty, causing a couple of visiting racers and at least two locals to be ignominiously dumped after being thrown off-course on final approach. Gliders were crunched, but no bones were broken. Both Porter and Williamson have now won the races twice each. For winning this year, Porter received $3,000 in prize money. Williamson got $2,000, and third-placing Canadian pilot Chris Muller got a check for $1,000. Orange County racing announcer John Smith called the meet. Meet directors were site director Monte Bell and Alan Chuculate. George Follman of UP provided sponsorship for prizes and site improvements, saying the event would be larger, with even more prize money next year. Pinal Results of the 1994 UP World Invitational Races At Tbrrey Pines: I) 2) 3) 4) 5) 6) 7) 8)

Brian Porter JeffWilliamson Chris Muller Bob Ryan Dave Sharp Chris Bolfing John Heiney Rob McKenzie

~ Competition Corner

Looking Back On Lakeview, Oregon '93 (And Ahead to aGreat 1994 Season) by Dave Baleria

hat follows are some highlights from last year's Lakeview, Oregon hang gliding events. The people ofLakeview have done a tremendous amount to promote our sport in their area, and they deserve our thanks and support again this year. See !dst month's magazine for details on some new events for 1994. For more information on these events contact: Catherine Cal!dghan, Recreation P!dnner, 1994 Hang Gliding Committee Chairperson, Lakeview Ranger District, HC64 Box 60, Lakeview, OR 97630 (503) 947-6357, fax (503) 947-6375. It is requested that pilots attending this year get an updated Lakeview-area site guide from the Chamber of Commerce or the "Welcome Center. There are a few prohibited /,anding areas, and we want to maintain a good re!dtionship with local !dndowners. - Ed.

1993 HANG GLIDING CAPITAL OF THE WEST FLY-IN Lakeview's fourth annual contest drew 136 USHGA pilots, and the June $100 X-C winner (sponsored by Lakeview Lodge) was Paul Douglas of Tiburon, CA. Flying a UP TRX 160, he launched from Black Cap on June 26 at 1:30 PM and flew north, getting to 13,000' MSL. Paul landed at 5:30 PM at Alkali Lake Station on Highway 395, for 63.4 miles in four hours. No other pilots turned in flights for the month of June.

JULY 4TH HOLIDAY LAKEVIEW FLY-IN (JULY 24)

(Sponsored by Mt. Sports & Hobbies): Terry Gardner, 23.0 miles. Best Female X-C Flight (Sponsored by Moss Distributing): Tammy Burcar, 16.3 miles. July 3 X-C - Best Male X-C Flight (Sponsored by Lakeview Chevron): Rick Altig, Sugar Hill, north to Hunter's LZ, 28.6 miles. Best Female X-C Flight: None submitted. Spot Landing Contest (sponsored by Hunter's Hot Springs Resort, Hunter's RV Park, Hunter's Restaurant & Lounge and Eagles Nest) - Jerry Estrin 1st, Paul Voight 2nd, Paul Beger 3rd, Ron Travali 4th. Golden Hammer Award (Sponsored by Lakeview Building Material) - Doug Hildreth (for landing early so no one could see him bonk). July 4 X-C (Sponsored by Jerry's Restaurant) - Male: Ken Muscio, 15.8 miles. Female: None received. Overall male winner (Sponsored by Lakeview Lodge) - Rick Altig, with his July 3 28.6-mile flight from Sugar Hill north to Hunter's LZ. Overall female winner (Sponsored by Lakes Midtown Gas) - Tammy Burcar, with her July 2 16.3-mile flight from Tague's Butte south to Hunter's LZ.

JULY $100 X-C WINNER Rick Altig of Idaho launched from Sugar Hill on July 3 at 3:00 PM and "worked his butt off," getting to only 10,320' MSL as his maximum altitude during the flight. Rick landed at 5:05 at Hunter's Hot Springs Resort LZ, for 28.6 miles. Rick reports he worked 10 thermals during his flight, gaining a total of

17,500'. (Sponsored by Eagles Nest Restaurant.)

AUGUST $100 X-C WINNER Rami Yanetz of Mountain View, CA, flying a Moyes XS 142, launched Buck Mtn. on Aug. 13 at 12:50 PM, got to 12,000' MSL, and headed east to Doherty Slide, north-northeast to Catlow Rim, to five miles south of Roaring Springs Ranch, landing at 5:30 for a new Buck Mtn. record of90.0 miles. Ramy got to 14,600' MSL on the way. He flew a total of225.5 miles between Aug. 8-14, the week after the Nationals. (Sponsored by Burger Queen.)

SEPTEMBER $100 X-C WINNER Jim Spiering of Forest Grove, OR, flying a UP Comet II 165, launched from Sugar Hill on Sept. 2 at 2:45 PM, topped out within 10 minutes and left heading north. Jim landed at 6:05 along Hogback Road, 14.2 miles north-northwest of Plush, by the start of Rabbit Hills, for 58.8 miles. (Sponsored by PTI Communications.)

$200 WINNER FOR TOTAL ACCUMULATIVE MILES FLOWN Puzce Pilot

Miles

1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15)

225.5 132.9 63.4 58.8 50.7 47.5 41.4 39.8 37.9 32.8 31.7 22.5 21.2 16.3 16.3

Ramy Yanetz Jim Lee Paul Douglas Jim Spiering Ray Berger Jim Yocom Mike Stevenson Lee Gardner Ric Lee Ken Muscio Terry Gardner Dave Wills Doug Hildreth Steve Brockman Tammy Burcar

(Sponsored by Arrow Realty.)

July 2 X-C - Best Male X-C Flight 38

HANG GLIDING

Competition Corner $200 WINNER FOR BEST X-C FLIGHT Rami Yanetz won this award for his Aug. 13 90-mile flight from Buck Mtn. - a new Buck Mtn. site record! (Sponsored by Thortons Drugs & Floral.)

JOE MILLER SPORTSMANSHIP AWARD (In Memory of Joe Miller, who died in a crash at Tague's Butte on July 3, sponsored by Wills Wing) - Wayne O'Sick, of Long Beach, CA, won this new award, by a vote of the registered pilots, in ~ honor of Joe. ~

1994 USHGA National Fly-1 n by Paul Voight

he pilots of the Ellenville, New York area, in conjunction with Sunset Mountain, Fly High Hang Gliding, Mountain Wings, and the Southern New York Hang Glider Pilots Association, are pleased to host the 1994 USHGA National Fly-In at Ellenville Mountain from Tuesday, August 30 through Friday, September 2, 1994 This event will coincide with a celebration of 20 years of flying at Ellenville and five years of fun competitions. Ellenville has hosted national championships, is open to pilots of all skill levels, can accommodate aerotow, ATOL and stationary winch systems, and is regularly shared by many forms of aviation, including hang gliders, paragliders, sailplanes, private planes and ultralights. Planned events include a chute packing clinic (Rob Kells), X-C clinic (Larry Tudor), aerobatic clinic (John Heiney), paragliding ground school (Edel), daily competitions, and demo days supported by Wills Wing, UP, Enterprise Wings, JUNE 1994

Ellenville is open to pilots of all skill levels, and can accommodate all types of flying.'' 11

Pac Air and Moyes. Mountain Wings has planned a repeat of the very successful Equipment Showcase. A ladies competition, Girls Just Wanna Go Flyin', will be held on Friday, September 2, with the top four pilots winning a place on a Fun Meet team. Arrangements can be made with local hotels, motels and resorts for reduced lodging rates. Camping will be available in the landing zone. National Fly-In participants are encouraged to extend their stay in the Ellenville Mountain area through the Labor Day weekend to participate in the Fifth Annual SNYHGPA Fun Meet,

which has become notorious in recent years for its high degree of camaraderie and significant fun factor which is shared by both pilots, their significant others, families and friends. Tasks include duration, spot landings, bomb drops, and the now-famous Team Song Competition. Given the fact that the Supreme Court has determined that song parodies are legal, this year's event should be particularly entertaining. Pilots with accents unique to the New York area are especially invited to attend. There is no cost for participation in the National Fly-In. However, pilots must purchase a pass to fly the mountain. The cost of the Fun Meet is $30. SNYHGPA will be holding a glider giveaway raffle, and Roger Baker original T-shirts will be available for sale. In addition, the U.S. Women's World Team has requested that Ellenville host their team fund raiser. Contact: Paul Voight, RD 2 Box 561, Pine Bush, NY 12566 (914) 744- ~ 3317. ~

FOR THE GREATEST ACHIEVEMENT A History of the Aero Club of America and the National Aeronautic Association Bill Robie

Foreword by Chuck Yeager For the Greatest Achievement chronicles the history of the Aero Club of America and the National Aeronautic Association-and thus the history of aviation in America - from the first balloon flights, the initial controversy over what transpired at Kitty Hawk, and the barnstorming of the "Gypsy" stunt fliers, to the buildup of America's air forces through the two world wars, the race into space, and the explosion of new aviation technologies on the eve of the 21st century. Includes almost I 0,000 names of early pilots never before published. Chuck Yeager writes, "This is a story that deserves to be told because it is the story of the development of American aviation.

As a member of

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

Published with Smithsonian Institution Press 39

by LJe,1ms t"'/fn;,,vi photos courtesy Moyes, The Xtralite p!driform is easi/,y visible in this shotfom a Dmgonfly rmotup;.

othing stirs the soul of,, dedicated hang glider pilot like the prospect ofgetting a shiny new glider. We have a treat in store for those with well-mixed soul,: a review of all the upper·./evel gliders new for 1994. W't: begin with the Moyes Xtralite jr,llowed next month by the Airborne Blctde then the Ainuave Klassic. Each of these gliders offi:rs 11 unique pacf~ttge of;mfrmnance and handling. lTach deserves your clttention. Anyone in our sport with a detectable heartbeat knows the name Moyes. Bill Moyes helped start hang gliding, and his gliders have always been at the forefront of competition. This year's model has certainly carried on the tradition as we shall sec. 1t is called 1he Xtralite. I got mine in March when t:he

Norrheast was buried under record snowfalls. We bad to import our own seals so the polar bears migrating down from Canada wouldn't starve. Needless to say, we weren't Hying much. However, a lucky break in the weather, a trip to Malcolm's flight farm in Florida, and comparisons with Xtralites in the Venezuelan competition garnered me about 10 hours of airtirne on two different gliders, and afforded me a chance to com· pare performance with several different gliders. In addition, my wife Claire flew the smaller size and offered her feedback.

The Xtrali1e is an offspring of the snc.. cessful XS series. The XS was noted for its

pleasant handling and easy landing charac.. teristics. It also won its share of meets, not the least of which was the World Meet in Brazil. But progress marches on, and as oth.. er gliders and rumors thereof appeared on the scene, it clearly became tin1e for a new design. Two former World Champions, Steve Moyes and 'fomas Suchanek, went to work altering the XS format to produce a winner. Tomas concentrated on the airfoil while Steve developed the unique leading edge structure along with Juan Corral, the main man at Moyes California. The result was a smaller glider with the same Moyes appearance and hetter performance. In gunslinger circles performance is measured by what happens after someone growls "draw, partner!" In hang gliding, proof of a glider's performance comes when

HANC GLIDING

it off in compet1t1on. On one of its very first outings the Xtralite won the 1993 World Meet in the Owens Valley with the assistance of the formidable Tomas Suchanek.

Let us begin our review of the Xtralite by cataloging what is new on the glider. The first thing those of us who are veteran bcm-tip pilots notice are the fully enclosed tip wand cams. Look at the XS and you'll see a rod, a plastic cap and some line dragalong in the breeze. The nitpickers among us start worrying about fractions of LID points when we see such a thing. On the Xtralite the tip is as clean as can be, for the entire tip attachment system is a cam that is hidden inside the sail and easily accessed through a zipper. Not only is the Xtralite tip clean, but the tip wand is very easy to install compared to the old system. After having struggled with tip wands for 15 years I wish to personally thank Bob Bailey (designer of the Moyes Dragonfly) for coming up with the cams. \X!e point out that the Xtralite tips may be the cleanest in tbe business with their elliptical planform and absence of air scoops. Another thing to notice is the extended wrap of the leading edge Mylar pocket. This change is intended to better define the airfoil, something that has received much attention on the Xtralite. The airfoil itself is unique. The reports we have received arc that 'fomas, an aero· space engineer, spent countless hours and numberless flights adjusting, tweaking, testing and evaluating airfoils. (ThatJs the beauty of our brand of aircraft as a research vehicle.) 'The result is a fairly thick airfoil with the furthest forward high point, at 17%> of the chord, of any used in advanced gliders. The thickness percentage also varies with span. Such an airfoil allows a very high angle of attack and is quite stable. 'The size of the glider has been cut down because of its greater efficiency. The larger size is l sqnare feet while the smaller is l 37 square feet. Again, rumor tells us th:1t a 121--square-loot size is in the works. These smaller sizes are not merely cut-down bur are redesigns which can be seen from the planfc)rm prints I have in rny possession. The smaller size helps with handling, speed and weight. In case you worry about loading it too heavily, we offer the evidence of Drew Cooper, a mountain of a man, JUNE 1994

frorn being the easiest glider to set up is the lower surface battens. They still must be attached with bungees, which can he ,l hassle if you are wearing gloves, especially if the bungees snap off and hide up in tbc sail. On the other hand, the one-step crossbar pullback is state-of-the-art with about the easiest one-hand pull of any glider. You will win a setup race with almost any glider except an Airwave if your choice is an Xtralite. Once you arc rigged and pre-flought, it's time to assume the position. Moving the Xtralite around is a good experience. The smaller size lets you maneuver easily, but the glider isn't particularly light ("lire" refers to handling). I prefer to cinch the VG about half way for ground handling and takeoff to remove some side wire slack. The glider is well balanced statically, and that's a big plus for ground h~ndling.

An Xtnilite over the Australian countryside.

who recently set an Australian distance record on the 147 Xtralite. Moyes claims that the Xrralite flies one mph slower than the 155 XS with an equal wing loading. The final important change is internal, so you won't detect it unless you have the structure plans. The leading edge is very well thought out. It uses quarter moon inserts to step down the 60 mm (2.36 inchfore leading edge to the 50 mm (J .97 inch) section by way of a 57.7 mm inch) mid section. While these inserts have been used before, the spacing (almost 3-1/2 feet apart) of them and the distribution of sleeves is unique. Apparently the prototypes used l 2 different leading edge combinations until settling on this one, which offers the right amount of stiffness and controlled flex at rhe lightest weight. Now let's sec how all this ingenuity and engineering prove our in practice.

'fhc Xtralite moves one scat forther to the front of rbe class in setupability. 'fhe cam tips make setup more pleasant than wirl1 the XS. One nice thing on the Moyes gliders is that the battens are well color coded and they slide into the pockets easier than on most other gliders. T'he only thing that keeps the Xtralite

As mentioned, I snug up the VG when taking off. The Moyes gliders have about the most crossbar travel in their gliders, so they are very loose when the VG is off. This aids in handling and landing. I prefer a bit more solid feel on launch so T pull the rope. With rhar point in mind, the Xtralite takeoff is as easy as anything going. I did find that my hands slipped on the wide uprights, which I fixed with a small piece of grip tape. 'fhis was not the case with the XS, so perhaps my gloves were the culprit. Landing an Xtralite is a charm. By virtue of the slack sail when the VG is loose, you essentially have a novice/intermediate glider in your grasp. Landing setup is easy as cake. Landing flare is a piece of pie. However, be aware that your high-strung, findy-runed senses may get you in trouble the first time you flare an Xtralite if you are used to performing a crisp, aggressive flare. ]'he Xtralitc (like the XS) responds best to a gentle, more casual push-out. Timing isn't particularly critical. If you have a honk record, try an Xtralitc.

There are many gliders that challenge the performance envelope. But what many of us want to feel is control authority. With tbe Xtralite you can dial in what you want thanks to the overachieving VG system. I prefer to thermal with the VG one-third to

CLOCKWISE FROM UPPER lEF'f': '/he XtraliteJ· tip cr;,m 1:I' easy to use and presents a clerm wing tip. f'he interior upper-to-lower surface attachments prevent sail blowdown at speed The extremely fimctiorwl rear pullback hardware. The Xtralite nose hardware is equally well designed

one-half on. There I find the best combina· tion of handling and performance. The response is right now if you want it to be. Roll pressures are light with a looser VG. There are a few tricks to flying the Xtralite. First, you must learn to slow it down to eke out every bit of lift. This doesn't mean that the glider wants to zoom around, but you may not be used to flying at such a high angle of attack on a high per· formancc glider. Once you slow down you learn to yaw the glider into turns. The Xtralite responds very well to yaw input (again, this is like rhe which makes for an efficient turn. With the VG on the glider is on rails. It can fall off on a wing if it gets bumped, but with speed there is no oscillation or wandering except in cannonball conditions. The Xtralite handling is indeed lite.

AN As we have stated before, hang glider performance is almost impossible to mca· sure in a controlled experimental manner. However, by comparison in many flights, especially in competition conditions where everyone is trying their darndest to out· climb, outglide, and outspeed the others, a good idea of a glider's ontpm. we can It is my careful consideration that tbe Xtralite climbs with the rest of the pack. In Venezuela the 1 were climbing with all the other gliders (K4's and HP AT's). ir is gliding at speed where the Xtralires excel. I have watched tbem come from behind a pack and end out in front without losing a millimeter in height com·· pared to the rest of the flock. If upper end performance is wh,it you seek, tbe Xtralite will provide it. It truly blazes, and tbe bar pressure at warp speed is most comfortable.

By now, the nature of hang gliding hardware is quite evolved. Almost every glider sets up with a simple rear pullback, a simple nose clip and a swinging baserube. The Moyes hardware isn't particularly slick, but it's very strong and functional. For example, the rear pullback and nose catches are sim· pie and reliable. My only complaint concerning the hardware is that the VC rope is too thin. My gloved hands would slip on it unless I took a wrap. 'I'his can be easily remedied by splicing in a thicker rope (or flying with stickier gloves). On a racing glider you can ger I x 19 side cables which are stronger than and produce drag than I /8" side cables. The Xtralite also incorporates the exclusive Moyes center cross bar loading hall at the root section. However, the best hardware trick in my estimation is the belly bar base-

HANG GLIDING

tube. Not only have they added a nice grip surface (I always griped about grip on the XS) but they have the best internal cable setup in the business. There are no extra bolts, just a roll pin that keeps the cable end loop in place to mate with the normal corner bolt. This is a lightweight system which I wish would be imitated by others.

GETTING AN XTRALITE Moyes California has been assembling gliders for three years. Your dealer will get gliders and parts directly from the U.S. factory. This organization helps solve any service or availability problems you may consider. The Xtralites are being touted by active dealers, so as with any glider, you should try one and make your own evaluation. This is always our advice with any new design. We are sure you'll like it, so ask your dealer for a jump. Moyes has long been a mainstay of the world hang gliding market as well as that in the U.S. They will be around for a long rime to come and their new glider will be in the spot!ite for a while. Now is your chance

Xtralite Specifications 147 sq. ft. 33' 8" 130° 7.5 72.5 lbs. 160-270 lbs. Advanced 53 mph $4,450 U.S. 46mph

Xtralite HGMA Certified

to share some of the glory of the glider that conquered the Owens Valley. Strap into an Xtralite, auger up in a thermal current, take aim, then get up and go.

jam-pa JG CUSTOM SPORT BAGS • GLIDER BAGS • EQUIPMENT BAGS • HELMET COVERS • CUSTOM PADS & TIP PROTECTORS • TIE DOWNS • "VELCRO" TIES •WIND SOCKS MANY COLORS IN STOCK PERSONALIZED EMBROIDERY

800-652-6725 1241 CLEVELAND AVE SANTA ROSA, CA 95401 ]UNE 1994

137 sq. ft. 32' 3" 130° 7.5 68 lbs. 130-240 lbs. Advanced 53 mph $4,450 U.S. 46mph

Area Span Nose angle Aspect ratio Glider weight Pilot weight range (hook-in) Pilot rating Vne (speed never to exceed) Price Va (maneuvering speed)

Many thanks to Malcolm Jones for the loan of gliders, tows and sleeping space, as well as providing guide service to some of Florida's attractions. His Wallaby ~ ranch is a great facility. Check it out! ~

NEWS FLASH NEWS FLASH NEWS FLASH *FLY OZ* EAST COAST!

AUSTRALIAN HANG GLIDING & PARAGLIDING ADVENTURE TOURS Ten pilots per tour, 18 seater bus. Fully escorted flying. Camping, lodging, breakfasts (dinners as per itinerruy ru·e included). You'll fly the best sites along 1.500 kms of East Coast Australia . We u·avel the coastline, Stanwell Park from Sydney NSW to Rainbow Beach Queensland and back. Visit Cape Byron and fly Australia's most easterly point. HOW DO I GET THERE? CALL JIM ALLEN, SYDNEY, AUSTRALIA, AREA CODE (02) 971-1715 FAX (02) (2) 9813728 OR WRITE TO US: AUSTRALIAN HANG GLIDING ADVENTURE TOURS, 3 DERWENT STREET, WHEELER HTS., NSW, AUSTRALIA 2097 WHAT rs THE COST? Package includes land content only $1,200 Aust. ($800$900 U.S.). WHAT ABOUT EQUIPMENT? Hang glider hire available. Test fly new gliders or bring your own or buy. WHAT DO I NEED TO BRING? Pods and instmmentation, sleeping bags and personal effects. To fly a hang glider legally in Ausu·alia you must be a member of the HGFA which offers a shmt-tem1 membership (3rd Pruty Insurance) which is NOT included in our tour cost.

1994 September 3rd - 17th October !st - 15th November 12th - 26th December 4th - 18th

1995 January 2nd- 16th Febrnruy 4th - 18th March 4th - 18th April 1st-15th

SEE YOU DOWN UNDER! 43

The duthor'., Jeep mounted with d gutter rack

r n the "Ask 'fhe Hang Gliding Answer Man" column in the March issue of H,ing Gliding magazine, G.W. Meadows reported on various methods of making roof racks for vans, pickup trucks and cars. I-iis criteria for "bulletproof and expensive" or "functional and cheap" racks arc valid, but like to mention one of the easiest-to-build and most protective, supportive racks for mmsport of one or two gliders. Granted, girder or iron racks, as

described by G.W, arc good and "socially within the gliding communi ty, because you can carry many gliders back up to launch. However, for the majority of pilots who just transport one or two gliders 011 a car that they use every day, a "bulletproof" glider rack may not be socially acceptable to other family members for " Ar least it is not popular at my house. A rack provides maximum glider support and can be easily made in less

than an hour. 'The gutter requires a strong and srurdy bicycle-type rack mmmtcd on the car or van, a 13-foot length of round plastic cu Ive rt pipe of 12-- 14 inch diameter (about $50), two lJ--bo!ts with nuts (squared rather than rounded U-bolts arc recommended), and two metal bars with holes to accommodate the lJ-bolt ($5). Sec Figure 1. The 13-foot length of plastic culvert pipe can be purchased at any industrial plumbing supply company (contact your city or county for their supplier) in either white or light green. Sometimes a length with damaged ends can be purchased for less than retail cost. Draw two lines along the length of the outside of the pipe opposite each other so that 1he pipe is divided into two equal 13-foot halves. (The 14inch--diametcr pipe can be subdivided into thirds if smaller racks arc desired to accommodate smaller hang gliders.) The pipe can be easily cut with a normal circular saw (wear eye protection). Once cut, sandpaper the cut surface to round off and smooth the edges along the length of the pipe. The front end can be rounded if desired. place the cut pipe upon the roof rack so that it is equally spaced and bal-

HANG GLIDING

anced in front of and behind both bicycle making sure rnilgates or hatch-backs bave sufficient clearance. Mark the underside of the pipe where it contacts the cartop rack. remove the pipe from the car, lay it on the ground and drill two holes for the U-bolt to fit through at each junc·· ture with the Return the pipe balf ro the roof rack and secure by the LJ. bolt from the inside of the pipe and over the roof rack. Now slip on the metal bar so that it will lit snugly on the bouom side of the roof rack. Tighten nuts on the U-bolt so that the bar is pressed firmly against the bottom side of the roof rack. A bagged hang glider can be placed in the gutter rack either by sliding it in from the back or the front if you are alone, or by lifting if you have help. The glider should be secured to the rack with three or four tightly tied straps cinched around the upper surface of the glider and the bottom of the plastic rack. lf you want two gutter racks mounted on the top of your vehicle, then leave about eight incbcs between them or place them on opposite sides of the car. The advantage of this type of carrier is that you can transport both a glider (that is well supported) and a bicycle for those extended weekend vacations. Hang gliders can be removed either from the from or b;ick of tbe vehicle by an individual with· ou1 help by simply sliding the glider along the tube until the middle pivot point is rc;iched and then carried to the setup area. This is especially helpful fix short, light-· weight pilots. The rack can be easily removed by simply unscrewing the fr)Ur nuts on the U-bolt and lifring off the plastic pipe. During rbc non··flying season (if there is such a time) the plastic mbe can be used to cradle and protect the glider in the garage or storage area. While on the car or van the hang glider is uniformly supported unlike

]LJNI 1994

Gutter racle showing squared U-bolt; bicycle rack and nuts.

mounted on car, meted plate with drilled holes

Gutter mde connected to the bicycle roofrach by a double steel bar and two nuts.

other roof racks where all the pressure is applied at two or three points a big advantage when gliders are carried for long distances or on bumpy, rough roads. Since a l 3-foot length of pipe yields two (or three) identical rncks, the racks and the expense can be shared with a fellow pilot, making this an easily made and inex-· pensive hang glider carrier.

The author's license pl.ate.

~ USHGA Reports

1994 Spring USHGA Board of Directors Meeting by Greg Huller and Claudia Stockwell

he USHGA BOD meeting was held in Dallas, Texas, March 2527. For those of you who have never attended one of these meetings, here's how they are usually conducted. It all begins with a general session on Friday morning which lasts from two to three hours. During this first general session, the Executive Committee reports on any actions they may have taken since the last Board meeting. The annual financial and membership report is presented by the Executive Director, any changes in positions on the Board are presented, and the schedule of committee meetings is set. Following the initial general session, committees are assigned time slots and meeting rooms. Directors and members of the USHGA may attend any committee meeting they wish. Committees which met at this gathering include: Publications, National Fly-In, Membership and Development, National Coordinating, Insurance, Tandem, Organization and Bylaws, Paragliding, Competition, Ethics, Elections and Allocations, Site Management, Finance, Towing, and Safety and Training. Each committee has its own agenda, which can take anywhere from an hour to two days to complete. The committee chair, who is chosen by the President, runs the meetings according Robert\ Rules of Order. Voting privileges are granted by the committee chair at the start of the meeting. Usually, anyone who is present is given a vote. Once a motion has been made, all who are present may discuss the issue. After discussion, a vote is taken. The committee then moves on to the next agenda item. Minutes of the meetings are taken in real time on lap-top computers. Once the committee meeting is concluded the min-

utes are finalized and printed out. Copies of the committee reports are then made to distribute to BOD members at the next general session, which meets twice daily. The committee chair usually reads the report, which then may be approved as submitted or modified while the entire BOD is present. During the general session, only Regional Directors and Directors at Large may vote on issues, however, virtually all members in attendance can comment on them. Although this procedure can be complicated and time consuming, it does appear to ensure and protect the rights of the membership and the Association. After you attend a few of these meetings, it seems much easier to deal with the proceedings in an orderly manner and to accomplish what you came for. It is quite important for members to discuss their needs with their Regional Directors, who represent them. Although the following is not a complete report on every item discussed or acted upon, it is a summary of items which should be most important to you, the member.

NATIONAL FLY-IN Ellenville, NY was chosen as the 1994 National Fly-In site. Tentative dates are Tuesday, August 30 through Friday, September 2, 1994.

MEMBERSHIP & DEVELOPMENT Due to increasing inquiries, USHGA headquarters will begin to track the activ-

ity of all instructors by keeping records of how many ratings each instructor issues.

NATIONAL COORDINATING Dennis Pagen reported on the results of the Aviation Rulemaking Advisory Committee (ARAC) meeting which is overseeing the rewrite of Part 103. The only changes currently being recommended are raising the weight limit of unpowered ultralights to 220 lbs. and incorporating the tandem exemption into Part 103. Dennis also reported on the latest CIVL meeting in which the CIVL more clearly defined Class I and Class II hang gliders.

SAFETY & TRAINING Dennis Pagen's Hang Gliding Instructor Manual should be finalized in May, while the Paragliding Manual should be finalized by the end of this year. A voluntary checkup for pilot skills and judgement (something we can always use more of- see accident reports), called the Annual Pilot Review, was presented for consideration by Dennis Pagen. It was decided that an instructor certified in both disciplines (hang gliding and paragliding) could recertify both instructor ratings by taking an ICP in the discipline ofleast currency every three years, under the condition that the instructor must have taught a minimum of five students in each discipline per year. Class I and Class II ratings were made launch specific (i.e., all C-1 's and C-2's must be designated as either TOW or FL). Paragliding apprenticeship time was defined as a minimum of 40 hours apprenticeship with at least two USHGA instructors who have each rated 10 or more Class I pilots. The office will begin distributing PLF requirement information. While the USHGA no longer requires nor certifies Advanced Maneuvers clinics, all future paragliding ICP's will require a safety segment which will be finalized this summer. A time requirement of six months was added between the Class I and Class II ratings. HANG GLIDING

USHGA Reports ~ Jack Hodges' USHGA Paragliding Pilot Training and Certification Record Book will be distributed to all new Class I pilots. A new Paragliding Instructor written exam was approved. Ridge Soaring (RS), Thermal (THRlvI), Cross Country (X-C), High Altitude (HA), Cliff Launch (CL), and Paraskiing (PS) were all adopted as paragliding special skills. Hang gliding apprenticeship time was defined as assisting with 10 lessons which include a total period not less than 40 hours, at least half of which must involve practical flight skills. The hang gliding Novice, Intermediate and Advanced written exams will be updated. Master rating airtime requirements were clarified as a minimum of 400 hours and 500 flights. Points begin to accumulate after the minimums have been met. A hang gliding Beginner Rating Tandem was created to allow a Beginner rating for those who are specifically trained via tandem towing and do not need to know how to set up or break down a glider.

pending his assistance in hosting a tandem clinic. G.W: Meadows will design practical test standards to be used for future Tandem Administrator review.

Ray Leonard will replace Sandy King as the primary contact for the National Site Guide which is near completion. Thanks to Sandy for all her hard work on this project.

PARAGLIDING

PUBLICATIONS

The paragliding committee exists to deal with issues that don't fie specifically into other committees. We have also found it useful to deal with paraglidingspecific issues as a committee before referring them to the parent committee, such as towing, tandem and competition. The Peer Review Board was discussed but tabled until the instructor contract is completed.

Discussion on paragliding information in Hang Gliding magazine and viceversa. It was decided to keep the magazine separate in actuality and content, except for the occasional article regarding the flying "mix" of the two disciplines. The Stockwells' reported on the Paragliding New Pilot Edition which was ready to go to press. The committee decided to increase USHGA's draw on this magazine from 1,000 to 2,000 at a lower cost per unit.

ELECTIONS & ALLOCATIONS The main discussion surrounded the recent removal of Region V and reasons for its restoration. It was decided that Region V will return on January l, 1996 as Wyoming, Idaho and Montana. Frank Gillette of Delco, Idaho was nominated to fill the vacant Director-at-Large position.

SITE MANAGEMENT

TANDEM Paragliding Tandem Administrators were named as Fred Stockwell (PL/FL), Marcus Salvemini (FL), and Ed Pitman (PL/FL). Greg Smith (PL/FL) will be added pending his assistance in hosting a tandem clinic. Hang Gliding Tandem Administrators were named as Tom Johns (FL/PL), Eric Beckman (FL), Rob McKenzie (FL/PL), John Ryan (FL), Ron Kenney (PL), Gregg DeWolf (FL/PL), G.W: Meadows (FL/PL), James Tindle (PL), Paul Voight (FL/PL), and Rick Jacob (FL/PL). Matt Taber will be added JUNE 1994

ETHICS The Ethics committee designed an official USHGA Integrity Statement as well as USHGA's Statement of Principles of Ethical Behavior and Conflict of Interest. These were created as guidelines to be used by USHGA representatives (i.e., directors, staff, team members, etc.). This is a completely honor-based system.

TOWING Ron Kenney will create general practical written test standards for hang gliding towing administrators. All ATP-rated pilots were added to the current list of Tow Administrators.

ORGANIZATION & BYLAWS After much debate throughout the weekend, Article 1 Section 2 of the USHGA Bylaws was changed in a vote of 18-3 to read: "The purpose of the Association is to promote hang gliding which is herein defined as low-speed, lightweight, unpowered human flight in devices which are capable of being foot launched and are capable of gliding and soaring flight. To this end, the BOD will establish a mission sratement which will serve to direct the manner in which the Board carries out the purpose of the Association." The Planning Committee had met earlier in the year and designed the above-mentioned mission statement which was revised somewhat at chis Board meeting.

GENERAL SESSION Doug Hildreth announced his resignation as chair of the Accident Subcommittee. Many thanks to Doug for his years of hard work in this capacity. Ray Leonard was named as the chair of the Site Management Committee. Marcus Salvemini was named as the chair of the Paragliding Committee. Glen Nicolet, Barbara Flynn and Marcus Salvemini were all named as co-chairs of the Safety and Training Committee. The Fall 1994 BOD meeting will be held November 4-6, 1994 in Lake Tahoe. The spring 1995 BOD meeting will be held in Colorado Springs, CO.

OTHER NEWS In addition to the regular Board meeting events, the spring BOD meeting continued on page 29

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MEMBERSHIP APPLICATION NAME

CITY

STATE

UNITED TATES HANG GLIDING AsSN.

ZIP_ _ _ _ _PHONE(_)_ __

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

TOTAL

$-~~~~

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

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Ill Ratings SAFE PILOT AWARDS BRONZE MICHAEL DEGTOFF KEVIN McCARTY

LILIENTHAL AWARDS BRONZE ROBERT FARLEY KEVIN McCARTY STEPHAN ZUKOWSKI SILVER KEVIN FROST TODD PERTEET STEPHAN ZUKOWSKI

BEGINNER RATINGS PILOT: City, State; Instructor/School Region 1 JOHNSON, JACK: Springfield, OR; T. Sapienza/Airtime Oregon SULLIVAN, SCOTT: Portland, OR; J. Asher/Endless Thermal THWEATT, RON: Portland, OR; R. Hagewood/Kitty Hawk Kites Region 2 BLANCHARD, C.S.: Santa Cruz, CA; P. Godwin/Western HG BYINGTON, LEWIS: Los Altos, CA; G. Pornaras/Mission Soaring CALENDA, GIFFORD: Santa Clara, CA; R. Engorn/Mission Soaring CHU, JIM: Stanford, CA; S. Bickford/Airtime of SF HACKBUSH, JIM: Winters, CA; S. Bickford/Airtime of SF JACOB, DAVE: Fremont, CA; R. Engorn/Mission Soaring KELLY, SHAWN: Concord, CA; R. Palmon/Sky's the Limit MACON, MIKE: Dorrington, CA; D. Quackenbush/True Flight HG MARK, ELEANOR: Elk Grove, CA; L. Taff/Sacramento HG SHAPONA, DAVID: San Carlos, CA; G. Whitehill/Mission Soaring THOMPSON, RICK: Palo Alto, CA; D. Senk/Mission Soaring WADSWORTH, TERRY: Monterey, CA; P. Godwin/Western HG WASSON, STEPHEN: Cupertino, CA; P. Godwin/Western HG Region 3 DERR, DEBBIE: Carlsbad, CA; S. Tomsic/Diver Riders EBINUMA, OSAMU: Los Angeles, CA; A. Beem/Windsports LOPEZ, JUAN: Panorama City, CA; A. Beem/Windsports MC INTYRE, TIM: Los Alamitos, CA; D. Skadal/Flight Systems NEPSUND, RONALD: Westlake Vig, CA; D. Quackenbush/True Flight Region 4 FARLEY, BO: Albuquerque, NM; C. Woods/Up over NM LEWIN, ARMANDO: Albuquerque, NM; M. Glantz MIYAMOTO, NAOMI: Tucson, AZ; R. DeStephens/Zonie HG STOUTJESDIJK, JEROEN: Tempe, AZ; D. Gordon/Adventure Spores Tours Region 6 ROGERS, MICHAEL: Dardanelle, AR; T. Middleton/Soaring Wings Region 7 HERMAN, STEVE: Greendale, WI; B. Kushner/Raven Sky Sports PRATT, DAVID: Milwaukee, WI; B. Kushner/Raven Sky Sports PROBST, E LINCOLN: Columbus, IN; S. Comer/Kitty Hawk Kites Region 9 COPE, GEOFF: Woodbridge, VA; B. Weaver/Kitty Hawk Kites DONNORA, DAVE: Pittston, PA; J. Tindle/Miami HG

PULKRABEK, ROSS: Lancaster, PA; S. Comer/Kitty Hawk Kites THOMPSON, BOB: Harrisburg, PA; R. Hays/MD School of HG Region 10 BERMAN, GREGG: Sunrise, FL; J. Tindle/Miami HG BISHOP, BRIAN: Miami, FL; J. Tindle/Miami HG CHADWICK, MARK: Orlando, FL; M. Jones/Florida HG DIESEL, BARRY: Orlando, FL; M. Jones/Florida HG DRIVER, DEAN: Apex, NC; B. Weaver/Kitty Hawk Kites FECCHIO, SACHA: Stone Mtn, GA; M. Jones/Florida HG HARRIS, ALEX: Huntsville, AL; R. Patterson/Rocket City Airsports JOHNSON, THOMAS: Pompano Beach, FL; J. Tindle/Miami HG McLEAN, JOHN: Nags Head, NC; D. Glover/Kitty Hawk Kites MEIBOS, JERRY: Kissammee, FL; M. Jones/Florida HG PARKER JR, CHRISTOPHER: Miami, FL; J. Tindle/Miami HG WOODSON, TODD: Fayetteville, NC; S. Comer/Kitty Hawk Kites Region 12 BECKENSTEIN, KEN: New York, NY; A. Beem/Windsports OVELLETTE, ALAN: Pulaski, NY; D. Quackenbush/True Flight NOVICE RATINGS PILOT: City, State; Instructor/School Region 2 CANANT, RICHARD: Boulder Creek, CA; P. Godwin/Western HG KOZACIK, AL: Lafayette, CA; D. Yount/Mission Soaring RUNYON, J REX: Palo Alto, CA; B. Ream/Mission Soaring SCHAFFER, FRANK: Burlingame, CA; A. Whitehill/Chandelle SF SHARMA, NAPOLEAN: Berkeley, CA; D. Larson/Berkeley HG SPAANS, DARREN: Sacramento, CA; G. Hamilton/Sacramento HG VANDEN \VYMELENBERG, JOSEPH: Men View, CA; P. Godwin/Western HG YOUNGBLOOD, JOHN: San Ramon, CA; B. Ream/Mission Soaring Region 3 BAVA, ENRIQUE: Long Beach, CA; D. Engel/Southland HG FISCHER, PAUL: Los Angelas, CA; D. Quackenbush/True Flight McINTYRE, TIM: Los Alamitos, CA; D. Skadal/Flight Systems ROWLAND, MARK: Sierra Madre, CA; D. Quackenbush/True Flight SCOTESE, LEE: San Diego, CA; R. Mitchell/Eagles Wings HG Region4 DITMORE, SCOTT: Woodland Park, CO; R. Kenney/Prairie HG FARLEY, BO: Albuquerque, NM; C. Woods/Up over NM HOIBY, JAMES: Tucson, AZ; R. DeStephens/Zonie HG LEWIN, ARMANDO: Albuquerque, NM; M. Glantz PROSSER, GARY: Divide, CO; B. Kushner/Raven Sky Spores SMITH, PAUL: Salt Lake City, UT; C. Baughman/Vulture Gliders Region 7 ALBERT, DAN: New Athens, IL; A. Bloodworth/Lookout Mtn Fp BOYNTON, BILL: Eden Prairie, MN; A. Bloodworth/Lookout Mtn FP MAUK, DAN: Aurora, IL; B. Kushner/Raven Sky Sports PAPP, THOMAS: Lincoln Park, Ml; A. Bloodworth/Lookout Mtn FP PERKINS, LANCE: Carbondale, IL; A. Bloodworth/Lookout Mtn FP VOIGT, PAUL: Middleton, WI; B. Kushner/Raven Sky Sports Region 9 BUGGS, GARY: Capitol Hgts, MD; A. Bloodworth/Lookout Mtn FP DONNORA, DAVE: Pittston, PA; J. Tindle/Miami HG HARDWICK, BRIAN: Rockville, MD; J. Middleton/Silver Wings HOOTON, ARTHUR: Riverton, WV; A. Bloodworth/Lookout Mtn FP MALONE, JON: Louisville, KY; A. Bloodworth/Lookout Mtn FP McCAY, MARK: Cleveland, OH; M. DelSignore/North Coast HG O'NEILL, TERRANCE: Moscow, OH; D. Gordon/Adventure SponsTours STANG, KURT: Meshoppen, PA; D. Jewell/Flight Works

HANG GLIDING

Ratings Region 10 BERMAN, GREGG: Sunrise, FL; J. Tindle/Miami HG BISHOP, BRIAN: Miami, FL; J. Tindle/Miami HG BLANTON, DENNIS: Liberty, SC; B. Burril/Ultralighc Flying CARDEN, ERIC: Huntsville, AL; R. Patterson/Rocket City CRUMPLER, TIM: Chattanooga, TN; C. Thoreson/Lookout Mm FP DIESEL, BARRY: Orlando, FL; M. Jones/Florida HG DUREL, LAURA: Miami, FL; 0. Lopez-Armas/Miami HG FITZPATRICK, PAUL: Fe Pierce, FL; R. Brown/Quescair GIRAULT, JEFF: Orlando, FL; M. Jones/Florida HG GOHLKE, KIRK: Fayetteville, NC; A. Bloodworch/Lookouc Mm FP HARRIS, ALEX: Huntsville, AL; R. Petterson/Rocket City Airsports ISRAELOV, JOE: Atlanta, GA; A. Bloodworth/Lookout Mm FP JOHNSON, THOMAS: Pompano Beach, FL; J. Tindle/Miami HG McMAHAN, ROBERT: Dunwoody, GA; R. Lisle/Lookout Mm FP McMAHON, MICHAEL: Atlanta, GA; R. Lisle/Lookout Men FP MEIBOS, JERRY: Kissammee, FL; M. Jones/Florida HG MEST, CRAIG: Portland, PA; T. Braden/Sky Hook HG PARKER JR, CHRISTOPHER: Miami, FL; J. Tindle/Miami HG VALENTINE, DENNIS: Canton, GA; A. Bloodworth/Lookout Mm FP Region 11 CROMAN, RUSSELL: Austin, TX; S. Burns/Austin Air Sports ULVICK, SYDNEY: Houston, TX; S. Burns/Austin Air Sports Region 12 CARMER, JAMES: Syracuse, NY; E. Monett/Land, Sea, & Air OVELLETTE, ALAN: Pulaski, NY; D. Quackenbush/True Flight SALIS, WALTER: Liverpool, NY; E. Monett/Land, Sea, & Air

Region 12 ESTES, KENNETH: New York, NY; G. Black/Men Wings SILVA. WILLIAM: Manhattan, NY; G. Black/Mm Wings ADVANCED RATINGS PILOT: City, State; Instructor/School Region 1 BRIDGES, DAVID: Ketchum, ID; R. Schick/Southwind HG THOMAS, LYNDON: Fairbanks, AK; J. Wallace Region 2 BOWEN, PAT: San Francisco, CA; R. Leonard/Adventure Sports PADDOCK, JIM: Sparks, NV; G. Jepsen/Adventure Sports Region 3 BABLITZ, MATTHEW: San Diego, CA; M. Jones/Florida HG DEVORAK, JAY: Sylmar, CA; D. Quackenbush/True Flight HURLESS, PAUL: El Cajon, CA; J. Newland/Wings ofRogallo WOLF, DEAN: Lake Elsinore, CA; P. Phillips/Lake Elsinore Sports Region 4 KERCHILL, RANDY: Tucson, AZ; J. Neff/S AZ HG Assn SMITH, ORRIN: Tucson, AZ; J. Neff/S AZ HG Assn STUBBENDICK, STEVE: Aurora, CO; C. Eatherton/Colo Wind Park VINCENT, DONALD: Layton, UT; M. Knowlden/Rebel Wings Region 9 STAMMERS, NICK: Columbia, MD; W. Bennett/Western MD HG

INTERMEDIATE RATIN GS PILOT: City, Scace; Instructor/School

Region 11 FRANK, ANDY: Austin, TX; K. Robinson/Cloudscreets LUECKENHOFF, DANNY: Fort Worth, TX; T. Doogs/Red River Aircraft

Region 1 HALLMAN, KARL: Missoula, MT; P. Swanson MASTER RATINGS Region 2 CARPENTER, LARRY: San Francisco, CA; J. Greenbaum/Airtime of SF FERGUSON, JOSH: Fairfax, CA; A. Whicehill/Chandelle SF HARR, ROBERT: Oakdale, CA; K. Wright/Wright Bros Wings HARRIS, PAUL: San Jose, CA; R. Palmon/Sky's the Limit ISAACSON, MATTHEW: San Francisco, CA; A. Whitehill/Chandelle SF LARSON, IRIK: Kensington, CA; A. Whicehill/Chandelle SF LAUER, MARK: Pacifica, CA; A. Whitehill/Chandelle SF RHODES, DAN: Santa Cruz, CA; A. Whicehill/Chandelle SF SILVA, MARK: Palo Alco, CA; R. Ormiston/Wings ofRogallo Region 3 DeJESUS YANEZ, JOSE: El Monce, CA; D. Quackenbush/True Flight WILLER, KENT: San Marcos, CA; R. Mitchell/Eagles Wings

CHRISTIAN TITONE FOREIGN RATINGS BEGINNER SULLIVAN, BARNEY: Saskatoon, SK; D. Quackenbush/True Flight HG NOVICE GOSLING, TED: Bermuda; A. Bloodworth/Lookout Men FP SULLIVAN, BARNEY: Saskatoon, SK; D. Quackenbush/True Flight HG TANDEM ONE RATINGS

Region 4 CADWELL, FLOYD: Albuquerque, NM; M. Glantz McINTIRE, GARY: Phoeniz, AZ; J. Reynolds/Phoenix Aerosports Region 8 OLSEN, GREGORY: Storrs, CT; J. Nicolay STOECKER, GARY: Greenwich, CT; G. Black/Mm Wings Region 10 FELDER, BEN: Greenville, SC; B. Burril/Ulcralighc Flying GRAYSON, GARY: Newnan, GA; B. Chalmers/Lookout Mm FP SMITH, RICHARD: Campobello, SC; B. Burril/Ultralighc Flying ZIDZIUNAS, MICHAEL: Miami, FL; J. Tindle/Miami HG

H. ROGER GREENWAY STEVE RODRIGUES JAMES TRUJILLO TANDEM TWO RATINGS MICHAEL LABADO TANDEM INSTRUCTOR RICK DeSTEPHENS

Region 11 RATCLIFF, BRAD: Pilot Point, TX; R. Kenney/Prairie HG

JUNE 1994

1994 USHGA MERCHANDISE ORDER FORM QD'.. 1994 USHGA Calendar- Better than ever, buy one for a friend. 12x12 full color ............................................................................ $6.00 OTHER USHGA CALENDARS SPECIFY YEAR: 1991 1990 1989 Excellent Photography-collect them all! ......................... @ $1.50 **NEW'* USHGA BARBARIAN RUGBY JERSEYS super heavyweight 100% cotton embroidered bold 4" ash/navy/purple/forest green striped, traditional collar or mock turtle neck. SIZES M L XL (XXL $45.95) ................................ $39.95 USHGA "OATMEAL" LONG SLEEVE 100% cotton. Natural color with fine-lined navy stripes and 3" screened logo. Available in MOCK NECK or HOODED SIZES: Med. Large XL ..................................................................................................... $19.95 COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL reg. $39.95 ................................................................................... $34.95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL ................................. $29.95 COLLEGIATE T-SHIRT ASH, 100% cotton, puffed lettering. Sizes: Med. Large XL ........................................................................ $13.95 COLLEGIATE SHORTS ASH, side pockets. Long 8" inseam or regular 5". Sizes: Small Med. Large XL .................................... $18.95 "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white. SIZE: M L XL ........ $24.95 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL ......................................................................................... $14.95 "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50150 heavyweight, red and white on navy. SIZE: M L XL ..................................... $19.95 USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) ..................................................................................................... $22.95 USHGA MTN. GLIDER T-SHIRT 100% cotton. Our most popular shirt. SPECIFY SIZE: M L XL COLOR white ash ............ $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: S(6-8) M (10-12) L(14-16) .................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED ..................................................... $9.95

TOTAL $ $

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

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

**NEW** USHGA STADIUM CUSHION Comfortably protects your assets ............................................................................................... $5.95 OFFICIAL USHGA WINDSOKr" Pink/yellow or pink/white ................................................................................................................... $39.95 USHGA DELUXE LOG BOOK COVER Gray colored and debossed with the Mtn. Glider design. Show off your flights ......................... $4.95 USHGA LAPEL PIN Beautiful multi-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome ...................... $3.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................... $3.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last! .......................................................................... $1.50 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Mtn. Glider shaped. Screened white on red .............................................................. $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem ............................................................... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker. .................................................................... $ .50 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" PLASTIC-white with blue lettering ........................................ $5.50 METAL-(zinc) with white on blue lettering ............................ $6.50 **NEW' BORN TO FLY Great flying action, meet Larry Tudor, The Green Team ... Fly Owens, Sandia ... you name it (50 min.) ......... $34.95 PARAGLIDE: The Movie Owen's Valley world competition. More action than you can probably handle. 40 min ................................. $39.95 FLAMENCO DUNE - Special Version Extreme paragliding in Namibia. Superb editing, original sound track. (20 min.) .................... $19.95 DAREDEVIL FLYERS Ill· THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ........................... $24.95 HAWAIIAN FL YIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.) ........................................................ $33.00 HANG GLIDING EXTREME video. Let's you see some of the most spectacular sites in the U.S., hot pilot profiles. (50 min.) .............. $34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Wire inserts to hold 12 issues of HG .................................... $9.00 *USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range ................................ $5.95 *USHGA AEROBATIC POSTER 23" X 31" Colorful keel shot of John Heiney looping skyward .............................................................. $6.95 'Posters are NOT AVAILABLE on International Orders-SORRY! SPECIAL - BOTH POSTERS FOR ......... $10.00

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

CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one) acct#_ _ _ _ _ _ _ _exp. _ __

Signature_ _ _ _ _ _ _ _ _ __

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

SUBTOTAL

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COLORADO RESIDENTS add 3% TAX

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SHIPPING (see chart)

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TOTAL ENCLOSED

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

FAX (719) 632-6417

Classifieds HANG GLIDING ADVISORY Used hang gliders should always be disassembled before flying for the first time and inspected carefully for fatigued, bent or dented downmbes, ruined bushings, bent bolts (especially the heart bolt), re-used Nyloc nms, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy to give an objective opinion on the condition of equipment you bring them to inspect. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction &om 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. tvferchandise, 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. \Y/\Y/ Harrier II 177, well maintained, can be seen at Crestline. Also \'(/\Y/ cocoon for pilot 5'8" (plus or minus) & chute $500. (714) 968-1775.

DREAM 145 - Neon colors, great condition Sl,200. Also wheels, harness, racks available. (615) 587-0877.

HANG GLIDING covers, Tom Sanders film "Over The Edge" and Spectacular \'(!arid Of Guinness Records TV show. Priced negotiable, call JOHN HEINEY, (SOI) 254-5285, Box 822, Riverton UT 84065.

DREAM 165 - Six years old, low air miles. Pink/white, plus knee hanger harness w/chute and Roberts alti/vario $1,000. (310) 372- 1775 nights, (619) 695-4451 days.

FORMULA 144 - Excellent condition, very low airtime, sec at LMFP $1,700. Call evenings (205) 9289360.

DREAi\•! 222 - New condition, 15 flights, colorful $1,750. (801) 254- 6141.

FORMULA 154 - Excellent shape, <80 hours $1,200 OBO. (303) 466- 7078.

DREAi\•! 240 - Excellent condition, blue w/specrrum. New trailing edge. Holds the San Diego county tandem record! $1,400 OBO. Dave at (619) 4485786.

FORMULA 154 - Excellent shape, blue/magenta $1,800. (805) 545-3144.

DREAiv!S IN STOCK (414) 473-2003.

FORMULA 154 - <10 hours, like new, custom sail $2,700. (408) 754- 0438 days.

All sizes, Raven Sky Spores FORMULA 154 - Excellent condition, call for details $1,500. or best offer. (619) 448-7983.

DUCK 130 - Older, intermediate, good flying condition $500 or trade for kayak! Utah (80 I) 392-9677. DUCK 1GO - Great condition, clean, blue/rainbow/white, $450 neg. Raymond harness 5'-5'7" $400 neg. (303) 871-6794.

FORMULA 154 -

$1,500. (208) 342-1350.

GEMINI 134 - Great condition, wheels incl. $700. (303) 349-6590. GEMINI 134 - Excellent condition, sail is like brand new. Owners Manual, batten patterns included. FLIES GREAT $800 OBO. Call Debra (813) 5952854.

CG 1000 HARNESS - Gray & black, BRS, parachute, swivel medium $900. (303) 259-3354.

GEMINI 134 473-2003.

COMBAT II 139 - Clean, strong $1,800 OBO. Sensor C $700. Need to sell! (510) 527-8728.

Excellent condition $800. (414)

GENISIS 144 - 45 hours, very good condition $1,100. (703) 255-1297.

COMET III 185 - Excellent condition, speedbar, with 6'2" harness, helmet, vario, parachute, orange/white $2,500 OBO. (708) 429-0127. FIFTY-TWO LOOP WORLD RECORD GLIDER - Mystic "Special" with unique custom sail, excellent condition, flies great. Featured in USHGA "Acrobatik" poster, October 1988 & November 1989

GLIDER BAGS - Custom made. "Glider-Hider" $55. XC $70. Standard $80. Sail Wings (501) 6633166 phone/fax. HPAT 145 - Excellent, 75 hours $1,800. 1-800528-1866 ext. 3415.

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

Number of words: Number of words:

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

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

@ .50 = _ _ _ _ _ __

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

JUNE 1994

E~ Classifieds HPAT 145 -- 200 hours, excellent condition, you pay shipping :\I,250. Don (415) 773-3081.

PULSE 9M - Brand new, <l hour $2,600 OBO. Harness $100, helmet $35. (717) 739-4911.

TRX 140 - New condition, low hours $2,100. (805) 388-5566.

HPAT 158 ·- Excellent condition, great colors $1,700 OBO. (303) 279-7770.

RETIRING PILOT - Selling little used gear. CG 1000 deluxe for 6'2" pilot $395, High Energy 22 gore repacked only once $245, Yaesu FT411E $225. (303) 728-5214 eves.

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

HPAT 158 -- Custom sail, <40 hours, absolutley like new $2,000 OBO. Mike (805) 238-3317. HPAT 158 -- Sharp glider! Red LE, rainbow, inland $1,500. (408) 395-1454. HPAT 158 -- Blue, purple, white. 1991, 75 hours, excellent condition $1,500. Two handheld FM radios $150 each. (719) 472-0294. HPAT 158 -- Orange/white, good condition, <80 hours $1,600. (919) 876-7642. K2 145 - Custom sail, not a scratch $2,250. (206) 293-3282. K2 145 - Magenta, flo. yellow, HTP trailing edge. Excellent condition w/excra's $2,300 OBO. (818) 353-1923. K2 145 - Good condition $1,500 OBO. Tammy (809) 378-0480, (608) 798-2275.

K2 155 - 100 hours $1,995 OBO. Also several entry level glic.ers available. (615) 933-9296. K5 - Like new, low time, great colors, also Ball M50. Make offer. (706) 398-0799. LITE DREAM 145 (814) 231-85W.

SENSOR 160 510B - Excellent condition, 30 hours $800 OBO. Call Craig (303) 935-1998. SENSOR 510C - Full race, good condition $700 OBO. (704) 298-4368 ask for Chris.

VISION MKIV 17 - <20 hours, excellent condition. Rainbow sail, comfort bar, spare down rubes $1,400. (307) 856-1730.

SENSOR 510E SS - E66 control bar, <10 hours airtime, is in excellent condition $1,600 OBO. (303) 530-1985.

VISION MKIV - Low hours $1,400. Pod harness $350. Helmet $75. Parachute $250. Vario $150. (408) 725-0608.

SPECTRUM - <20 hours, yellow LE, purple/yellow/blue undersurface $2,250. (505) 891-0078.

VISION PULSE !OM (617) 259-1737.

<10 hours, extras $2,800.

SPECTRUM 144 - Good condition, 80 hours $2,000. (310) 398-7987.

VISION PULSE I IM 278-9566.

Brand new $2,800. (303)

SPECTRUM 144 - Almost new. Harness, helmet, wheels $2,400. (408) 423-8857.

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

SPECTRUMS & VISIONS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003. SPORT AT 150 - Full race, unique custom sail, speedbar, <4 hours. Still crisp! Also, brand new CG1000 harness with BRS and chute. Best offer takes any or all. Photos available. (415) 282-8882, magott@path.net.

VISIONS & SPECTRUMS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003. WILLS WING 153 SUPER SPORT - 5 hours, immaculate condition. Harness w/chute, instrument deck, new gear bag. Package deal $2,500. (703) 5232900 SW Virginia.

Excellent condition $1,500. SPORT 167 - White/purple, good shape, 20h, speedbar $900. (213) 661-4022.

LITE DREAM 185 - Excellent condition, 2 harnesses, helmet, gloves, goggles, 26 gore tandem chute $1,650. (206) 659-0969. MAGIC IV 155 - Race, surfcoat, new wires (118" side cables). Excellent condition, excellent performer, good entry levd glider $900. (805) 648-1651. MAGIC IV FR 166 - Excellent condition, low hours $595 OBO. H(916) 452-4247 leave message, Pager (916) 5:,6-6396.

SPORT 167 AMERICAN - Good condition, proven XC glider, good handling $900. Ball 652 deck $300. (910) 983-4253 NC area. SPORT 167 AMERICAN - Good condition, 100 hours $1,200 OBO. Call Craig (303) 935-1998. SPORT 167 - Full race, speedbar, faired downtubes. Flies straight, no shims, good condition $1,150. High Energy: pod harness $225. Chute, 20 gore $200. Phone (619) 265-1874.

MOYES SP MAXI - With pod harness, all mint condition, perfect for beginner $750. (616) 3358593.

SPORT 167 EURO - Full race, good condition, speedbar, flies great, $950. (617) 471-6538.

MOYES WORLD BEATER 162 - With kingpost hang and XS t,ps $575. (909) 391-2812.

SUPER SPORT 163 - Good condition, 50 hours $2,300. Call Tom (303) 347-0618.

MOYES WORLD BEATER $800. (208) n6-7559.

SUPER SPORT 163 - 40 hours, excellent condition. Featured in USHGA Calendar-December 1994 $2,000. (703) 255-1297.

Great condition

MOYES XS 155 - Very nice, 200 hours. Bargain price $1,300. Bob (714) 960-4903. MOYES XS 155 - Recent sail inspection, new sidewires. Priced to sell, only $1,000. Call Marc (31 0) 429-8033.

VISION MKIV 17 - Excellent, 60 hours, pink trilam LE, black/flour. yellow undersurface. Speedbar, training wheels, $1,675. (512) 474-1149.

TRADE YOUR GLIDER! - We need clean used gliders! Immediate delivery new Ram Airs, Klassics, Super Sports, Pulses, Spectrums. Call Matt, Lookour Mountain Flight Park, (800) 688-LMFP, (706) 3983541.

WW HARRIER II 187 - Low hours, excellent condition, 1 owner. Rainbow LE, blue, gold TE $600/offer. (5 IO) 256-4628. WW SPECTRUM 144 - 1992, low hours, black/blue. Z3 harness, blue, 6'!''. Both for $2,000. (303) 530-9557. \Y/W SKYHA WK 188 -

Excellent condition, <20 hours, includes knee hanger harness, wheels & speedbar. Outstanding Novice package $1,250. (818) 8419239.

FAX your classified ad, membership renewal or merchandise order:

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

HANG GLIDING

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

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 VARIOS/ALT .............. (Used, All Brands) ..... $150+ NEW, USED PARAGLIDERS ..................... $500+ NEW D.O.T. HELMETS ............................. $49+ NEW PARASAILS ........... (Large size) ............ $ I, 175 VISION PULSE (I IM) ... NEW .................... $2,800 LT DREAM 220 .............. <I O HOURS ........ $1,950 VISION MK IV 19 .......... <3 HOURS .......... $ I ,GOO SPORT EURO 150 F.R .. <I 5 HOURS ........ $1,4.35 VISION MKIV 17 ........... <40 HOURS ........ $1,400 LT DREAL'vf 185 .............. <50 HOURS ........ $1,250 LT MYSTIC 155 ............. <50 HOURS ........ $950 HP II 170 ......................... <35 HOURS ........ $700 HARRIER I 147 .............. <30 HOURS ........ $700 DUCK !GO, 180 .............. <40 HOURS ........ $550ea. COJ'vlET !GS, 185 ........... <!GO HOURS ...... $450ea. PRODAWN, PROSTAR II !GO ......................................... <25 HOURS ........ $450ea. LANCER 180 .................. <40 HOURS ........ $425ea. Equipment 100% Guaranteed. Since 1972. (.303) 278-95GG. GOLDEN WINGS 1103 \Xlashington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE I-800-677-4449 or (303) 278-7181 lvlagic Formula 154 Exe. Cond ................ $1,900 lvlagic Formula 154 w/spare downmbes .... $1,700 Mystic 177 VG ...... Great for towing ......... $800 Euro Sparr 150's & 167's ................... $1,700-$1,900 Several Vision MK IV l 7's & l 9's ...... $1,300-$ l,700 Vision MK IV 19 ....... Brand New ............. $2,900 Several other good gliders, $400-$1,000. Call for a complete listing. "f/W SPECTRUlv! 165 ........................... $1,200. PACIFIC AIRWAVE .... 10 merer ............. $1,200. WW SPECTRUM 144 ........................... $1,GOO. FORiv!ULA 144 .... alrnosr new ................. $2,600. \Y/W SKYHA WK 168 .............................. $600. \Y/\V SKYHAWK 188 (2) ........................ $150. UP GEMINI 185 .................................... $300. Please call The Hang Gliding Center at (G 19) 5G ll009 for more info.

JUNE 1994

RED RIVER AIRCRAFT 48 I 1 Red River St. AUSTIN, TEXAS 78751 ph/fax (512) 467-2529

ULTRALIGHTS

SUPER SPORT (excellent) ....................... $2595 FORi'vfULA 144 ....................................... $2450 COMBA.T 152 ......................................... $1950 SPORT EURO 167 .................................. $1300 ivlAGIC IV 155 ........................................ $1200 K2 155 ...................................................... $110 VISION MK IV 17 (excellent) ................. $1750 VISION MKIV 17 .................................. $1500 VISION MK IV 17 .................................. $1200 VISION MK IV 17 .................................. $1000 VISION 18 ............................................... $600 GEMINI 164 (excellem) ........................... $800 DEtv!ON I 75 (excellent) .......................... $700 DREAlv! 185 (excellent) ........................... $1100 DREAM 185 ............................................ $500 DREAM 185 ............................................ $600 SPIRIT 220 .............................................. $400 C:OlvlET 2 165 (sail only) ........................ $150 EMERGENCY PARACHUTES A BEST BUY' - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes. Fully Guaranteed' Colorado Hang Gliding (303) 2789566.

"A BEGINNER'S GUIDE TO ULTRALIGHT FLYING" - 80 minutes of info, action, music & interviews. Learn how to become an ultralight aviator! VISA & MC call (31G) 634-1166. Send MO/checks to: fitzGerald Video, 2343 Stoneybrook, Wichira KS 67226. $29.95 S/H included! FLIGHT DESIGNS TRIKE - Demon wing, Kawasaki 440 $3,000. (GI 7) 889- 4937. JEFFERSON AERO SPORTS - Trikes and wings. Sales, accessories and training. Info pak $12. 15120 Skelton Rd, Jefferson OR 97352. (503) 327-1730. TRIKES - Offer great additional air rime for hang glider pilots. Original design American trikes, new from Ultralight Aviation, 1117 Cold Harbor Dr., N. Las Vegas NV 89030. (702) 399-4044. WANTED WANTED - Used hang gliding equipmem. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 \Vawona, San Francisco, CA 941 lG. (415) SKY-1177. SCHOOLS & DEALERS ALABAMA

ALL BRANDS - Bought, sold, and repacked. lnspecrion and repack $25.00 - Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 \Xlawona, San francisco, CA 9411 G. (415) SKY-1177. QUALITY A_MER!CAN 22g $340. (909) 654-8559.

New reserve 20g $320.

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

See

ROCKET CITY AIR.SPORTS - Instruction, sales & service at Keel Mm., Gurley, AL For information send S 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!

PARAGLIDERS ARIZONA ALL NE\Xl/USED - $500+. lnsrrucrion, tandems. California (909) 651i- 8559. APOLLOS, CORVETTES - "12A" rared, all sizes, with harnesses, like new SI ,250ca. (303) 278-9566. KATANA 27 - HE 20 gore PDA hand deploy reserve, UP harness. Less than 50 hours! A steal at SI ,500. Dave ar (GI 9) 448-5786. NE\'(/ AND USED - l'aragliders, most brands $500-$3,000. Colorado Paragliding (303) 278-9566.

ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sires which all face every wind direction. Dealer for Pacific Airwavc, Wills \Ving, Ball and High Energy, U27 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA certified instruction. Supine specialists. 4319 \V. Larkspur, Glendale, AZ 85304. (602) 938- 9550. ARKANSAS

NE\V DEALERS CONS!DERED ucts/Trekking pg's. (30.3) 278- 9566.

NAS prod-

NE\XI l'ARAGl.lDING RESERVES - Brand new 20ft PDA Skyangel PG reserves $385. (303) 2789566. SCHOOL EQUil'Iv!ENT SELLOUT - Advance 29, Apache 229, Apache 12G, Apollo 27, Corvette 23, Bicla 25, Ball varios, Firebird harnesses, reserves. Call for best prices you'll find. (912) 786-591 0.

OZARK MOUNTAIN HA>IG GLIDERS - Sales, service and instruction. !GO Johnston Rd, Searcy AR 72143. (501) 279-2480.

Sell your unused equipment here.

WILLS \'(IJNC AT l21 -~ Green, with low hours and harness 52,000 ODO. (818) 353-1923.

~~ Classifieds WRIGHT BROTHERS WINGS - Friendly USHGA certified instruction, using training sites in the Modesto area. Gliders and equipment from UP Inr'l, Pacific Airwave, Ball, BRS, High Energy, Raymond, Second Chantz and more. (209) 586-6012 Sonora

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

CA.

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

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

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

COLORADO HANG GLIDING/PARAGLIDING - Celebrating over 20 years of lessons and sales. !st USHGA certified school in the U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566.

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 ro Fort Funston. The only full service shop in San Francisco! 3620 Wawona, San Francisco CA 94116. (415) 7591177.

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.

EAGLE'S NEST SCHOOL OF HANG GLIDING/PARAGLIDING - USHGA certified instruction. Sales and service. P .0. Box 25985, Colorado Springs, CO 80936 (719) 594-0498.

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.

MISSION SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special attention to rake-off and landing skills. Custom superlite training gliders. Comfortable training harnesses! Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in stock! Best trade-in prices. Try all the new harnesses in our simularor. Large selection of specialized equipment, beginner to XC. 1116 Wrigley Way, Milpitas (near San Jose) CA 95035. (408) 262-1055.

COMPACT WINGS PARAGLIDING - Tandem, Class III certified instructor. All major brands. Yearround flying. Best Southern California site. (909) 654-8559. FLIGHT SYSTEMS - New location. Dealer for the BIG THREE, WILLS WING, PACIFIC AIRWAVE and MOYES. All kinds of accessories. I understand the existing pilots need to get a sweet deal! I need trade-ins. Call me last. ''I'll eat a bug." DAN SKADAL@ FLIGHT SYSTEMS, 1915B E. Karella, Orange CA 92667. 714-(new)639-7777. HANG GLIDER EMPORIUM - Best training hill in the west! Full service hang gliding/paragliding shop, established 1974. PO Box 41339, Santa Barbara CA 93140-1339, (805) 965-3733. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Airwave, High Energy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

LAKE ELSINORE WINDGYPSY - Airwave, Moyes. Call for site information. (909) 679-8994.

GOLDEN WINGS - Lessons, sales & service. USHGA certified instruction. 1103 Washington Avenue, Golden CO 80401. (303) 278- 7181. LID ENTERPRISES - Sail and harness repair Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440- 3579. TELLURIDE AIRSPORTS - Moyes, Pacific Airwave, Wills Wing, Flyrec & Ball. PO Box 2076, Telluride CO 81435. (303) 728-9525. CONNECTICUT MOUNTAIN WINGS-Look under New York. FLORJDA

TOP FLITE HANG GLIDING - USHGA certified instruction. Hang gliders & supplies. Servicing Merced, Modesto & Stockton areas. (209) 874- 1795. TRUE FLIGHT HANG GLIDING & SOARJNG SCHOOL - The only shop at world famous Kagel mountain in Los Angeles. \Y/e offer USHGA certified instruction and sales of most all major brands of hang gliding equipment. Our shop is fully stocked with parts and accessories, rental gear and all cross countty gear. \Y/e have a sewing shop in- house that makes the MANTIS harnesses. We are the most complete full service shop in the Los Angeles area and we have been training quality hang glider pilots for over fifteen years. We are located at 13525 Eldridge Avenue, Sylmar, California 91342. 1-800-894-5433, fax (818) 367-0419. WINDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 9880111, Fax (818) 988-1862.

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

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 tandem instruction. Demo all the latest Moyes flying machines. Re~tals, sales, storage, ratings, xc 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.

HANG GLIDING

Classifieds ~~ NO MORE BUNNY... THE HILL WITH IT!

\VE HAVE -

The most advanced training program known to hang gliding, teaching you in half the time it takes on the training- BUNNY HILL, and wirh more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun in rhe sun, call or write Miami Hang Gliding (305) 285-8978. 2640 S Bayshorc Drive, Coconut Grove, Florida 33133. GEORGIA LOOKOUT MOUNTAIN FLIGHT PARK America's #I hang gliding school, since 1978. Find out why four times as many pilots earn their mountain wings at Lookout! Complete certified rrainingfirst day to mountain soaring, best facilities in USA. \Ve wrote USHGA's Official Flight Training Manual! Our specialty: customer satisfacrion. 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. SEQUATCHIE VALLEY SOARING SUPPLY See our ad under Tennessee.

MICHIGAN NEW AEROTOWING CLUB - With Moyes Dragonfly tug. Location, mid- Michigan. Call Bill Cuddy (810) 798-2450. PRO HANG GLIDERS - Teaching 17 years, Michigan's oldest school. Beginner thru advanced lessons. Stationary winch step rowing. Tandem flights. Come fly the RamAir and Super Sport. Wills Wing specialists. Please let me serve you. Norm Lesnow, 569 \V. Annabelle, Hazel Park MI 48030. (313) 399-9433. TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - FULL-TIME shop. Certified instruction, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City MI 49684. Call Bill at (616) 922-2844. MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS Instruction, equipment dealers for Wills Wing, Pacific Airwave & Edel. (612) 557-0044. NEVADA ADVENTURE SPORTS - Sierra tours our specialty - 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 Ciry, NV 89706 (702) 883-7070. NEW JERSEY MOUNTAIN WINGS -

Look under New York.

IDAHO NEW MEXICO

FLY HIGH HANG GLIDING, INC - Serving S. New York, Connecticut, 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 instruction ... 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. !KAR.OS HANG GLIDING - NYC's only certified school. Exclusive MOYES dealer. (212) 567-2150. 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' N\V ridge. We have the best facilities in N. New York state to reach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153. NORTH CAROLINA COROLLA FLIGHT -America's most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Call or write for information Greg DeWolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166 KITTY HAWK KITES, INC - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessocies and parts.

TREASURE VALLEY HANG GLIDING Airwave, Moyes, UP. Derno'sJ ratings, tours, service.

(208) 376-7914.

UP OVER NE\V MEXICO - Instruction, sales, service. Sandia Mountain guides. \Vills, Pacific Airwave. Albuquerque, NM (505) 821-8544.

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

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

MARIO MANZO - Skyward Enterprises. Foor launched instruction, sail frame repairs, disassembly inspection, CG-1000, Seedwings. SW Ohio (513) 256-3888 weekday eves. NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144. OREGON

KANSAS

AIRTIME OREGON - Hang gliding sales, repairs & certified instruction. Emphasizing safery=progress. Dealer for W\Y/, PacAir, ]\,[ayes, UP, ASU, Airtek & Edel paragliders, Center of Gravity, BRS, HES, Second Chantz, Raymond, NAS & more. Call Tom (503) 998-1220.

PRAIRIE HANG GLIDERS - Bed & breakfast. Full service school & dealer. Great towing & XC packages. (316) 697-2577.

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

KENTUCKIANA SOARJNG -

See ad under parts.

AAA lv!OUNTAIN \'(IJNGS 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 Airwave, UP, Seedwings and Delta \Ving with demos in stock. We are rhe 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, Ulna 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. 1-800- 525- 7850.

OHIO

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

JUNE 1994

Sell your unused equipment here.

~~ Classifieds PARTS & ACCESSORIES

PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS- Look under New York. TENNESSEE AL.PINE LODGE - At Raccoon Mountain, formerly Crystal Air Sport Morel. 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.

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

Sec

SEQUATCHIE VALLEY SOARING SUPPLY Certified, two place flight instruction and first mountain flights are our specialties. Rentals, storage and ratings available. Dealers for all major brands. Located in the "Hang Gliding Capital of the East". For personal, professional service you can trust, call SVS, RT 2 Box 80, Dunlap, TN 37327. (615) 949-2301. TEXAS A.A.S. AUSTIN AIR SPORTS - Certified instruction, sales and service for most major manufacturers. Tandem instruction available. Tow- launched training programs for Hang I-Hang IV pilots. Mountain flying in Mexico year round. \'7rite to Steve Burns at 1712 Waterson, Austin TX 78703 or call Austin (512) 4741669, Houston (713) 471- 1488, or San Antonio (210) 824-1803. KITE ENTERPRISES - Instruction, sales, repairs, towing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwavc, Wills Wing. RED RIVER AIRCRAFT - AUSTIN (512) 4672529. FT. WORTH (817) 921- 6957. Quality instruction, tours/guides/rowing/glider service. Texas' leading PacAir and Wills dealer. 4811 Red River, Austin, TX 78751***3108 Frazier, Ft. Worth TX 76110.

UP SOARING CENTER - Full service hang gliding & paragliding school. USHGA certified instruction (year-round) at the nation's most consistently soarable site (minutes away). New/used gliders, equipment in stock. Buy/trade used gear. Airframe/sail repairs performed at factory. Mountain clinics, tandem, ratings, ICP's, rentals, seminars, pilots lounge/videos, near-by camping/motels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salt Lake City). (801) 576-6460, fax (801) 576-6482. MC/Visa accepted. VULTURE GLIDERS - Superior USHGA instruction at Point of Mountain. Sales, service shop 10 minutes from Point. Charles (801) 254-6141.

VIRGINIA BLUE SKY - Quality instruction, custom sewing, repairs, towing. PacAir, WW, HES, Ball. (703) 4326557. KITTY HAWK KITES -

See North Carolina.

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

August classifieds deadline: June 20 60

Business Week's Product of the Year

WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations at Point of the Mountain. Call Gordon (801) 277-1042.

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

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.

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aerotowing & tandems by Brad Kushner. Sales/service/accessories for all major brands. PO Box 101, Whitewater WI 53190 (414) 473-2003. WYOMING WHISKEY PEAK - Wyoming lodging at Lamont Inn. In sight of Whiskey Peak. Reservations required, reasonable rates. Call Sandy (307) 324-7602.

• Highly accurate temperature compensated altimeter to 60,000 feet in 10 foot increments. • Records your highest altitude and best climb. • Displays temperature, barometric pressure and trends. • Fully adjustable wristband can be worn over your flight suit for quick access and easy viewing. • The only light aviation instrument that can record total vertical feet. • All li.mctions in Imperial or metric. • Only $120 includes 24 hour U.S. continental shipping. • Visa/MC accepted. • SATISFACTION GUARANTEED! 30 DAY MONEY BACK, 2 YEAR REPLACEMENT WARRANTY. Call Owens Valley Soaring (619) 387-2673. HANG GLIDING

Classifieds

}..f II .,. .

r~r 93]]-

r ..

(

i J

ALTIMETER/VARIOMETER ghl8000 - Ultraquick response rate, accurate, small and lightweight, 100 hour battery life, 2-year warranty $319. Cloudbase lnsttuments, 2464 El Camino Real, Suite 220, Santa Clara CA 95051. (408) 243-6021.

EASY STACK BUMPER RACK - Provides sturdy, reliable frontal support when transporting your glider by car. Attaches in seconds with self locking nylon straps. \Xlelded steel tube construction. Adjusts to fit most cars. Folds flat for easy storage. Nylon covered pads protect glider and car. Only $109 complete plus $8.50 shipping. Contact Jim Greenwood, c/o Easy Stack, PO Box 1113, St Peters MO 633?6-8113.

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

i~-.:! I

~:._~ r:

~~---ii

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.

maxon· EDS-70 - 31b. competition system. Owen's, World Team proven. Complete with Al-70 cylinder (2"xl l") and TR-55 transfiller kit for refilling. ONLY $799.95. Mountain High E&S Co. 1-800-468-8185.

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) 688Uv!FP, (706) 398-3541. CUSTOM PRJNTED T SHIRTS AND SWEATS - Call for pricing. (412) 352- 3322.

JUNE 1994

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

sP-200) Series

10-CHANNEL PROGRAi'v!MABLE 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.

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

E~ Classifieds KENTUCKIANA SOARING NEW PRO MODEL Ill

$759

li~=~] NAS HANG GLIDING RESERVES - IOO's sold. Tested, deployed and proven. 20ft PDA's. Complete with 25ft. bridle and metered deployment bag. Don't let the smaller, lower priced canopy ads fool you. Brand new, full size $385. Dealers welcome. (303) 278-9566.

OXYGEN SYSTEMS

®t@ @) @ V

QUICK RELEASE CARABINER - $49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983. REFLEX FULL FACE HELMETS - $130. Small, Medium, Large, XLG. White or black. WILD THINGS FLIGHT SUITS-Custom colors, one piece, fully lined, insulated or non-insulated. Send SASE for catalog to: Skygod Ent., PO Box 8, Cabot PA 16023. ROBERTS VARIO - w/mount, works well $150. Call Pat (619) 934-4365 evenings.

SPECIALIZING IN ELECTRONICS, COMMUNICATION, GPS NAVIGATION AND FLIGHT DECKS - Allow a fellow pilot and licensed ham help you decide on a system that fits your needs. Radio prices fluctuate, call for the current price and specials. Yaesu FT411 $305., Yaesu FT416 $265., Yaesu FT! IR $289., learn P2 $339., Alinco DJ180t $225., Alinco DJ 180H $249., Kenwood TH28A $329.95, New Kenwood TH22 $289.95. Mobile radio's 50w from $329. All ham radio models available. MARS/CAP MODS available with warranty intact. Antennas: 5/8 wave gain ducks $17.95, 5/8 wave telescopic $20.95, 1/4 gain duck $14.95, 5/8 wave 6" mag-mount $38.95, special antenna mounts available. Tow rope 1/4" poly $35 per 1000', Mason releases $47. Special hook knives $ 14.95 the good ones! New Flightmate Pro GPS $759.95 includes accessory package. Avocet Flight Watch $120 w/$15 discount coupon on other products. V-Mitts $28.

$120

ELECTRONIC ON-DEMAND o 2 SYSTEM Only $799.95 with 180 liter 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. 1-800-468-8185, fax (801) 364- 6207.

Our advertising has a

two-month lead time plan ahead.

SKYBOX MAXX - If you take your fun seriously, get the best. Learn more by reviewing eveI)' second of evety flight. This vario/barogtaph has it all, at a great price. Get more information instantly by fax-see Polling in your fax manual. Imported by Above All, 3797 NW Wisteria Way, Corvallis OR 97330. (503) 752-6947, fax (503) 752-8449. SPECIAL PURCHASE: MAXON 5 WATT, HEAVY-DUTY, 3 USHGA CHANNELS, HI/LO POWER $299 Maxon 1w or Tekk 2w, I USHGA channel $150 Uvex aramid full-face helmet I lb 5 oz $300. Optional visor, headset. Smoke bombs, as low as $4. Signal mirror $8. Jack-The-Ripper cutaway knife $15. Silva compass with basetube mount $99. Camelbak $35. Oxygen systems $150-250. Electronic Pulse system $450. Inflatable Aerofloats & hardware to fit your glider $995. PENDULUM SPORTS, INC. 1-800-WE FLY XC

Flytec

A R

Ball

Aircotec I Davron O' Tangent S More

Vario's vario's and more vario's from most mfg's. Ball M-19 demo $394, Aircotec Piccolo demo $376, Flytec $call. New Davron $call. New Tangent Flight Computer $call. If you're in the market for a vario, give us a call. We are either the best price or we'll try to make it that way. We represent most manufacturers: Ball, Aircotec, Flytec, Brauniger, NAS products from helmets, parachutes, paragliders. High Energy harnesses, New Quantum parachutes, helmets from Panoramic and Reflex. Ballistic parachutes from BRS and Second Chanez.

HANG GLIDING

Classifieds GENESYS Model T-05 throat microphone w/earpiece $79. Works on all 2M ham and business band radios.

USHGA instructor Tom Sapienza, owner of Airtime Oregon says, "I've tested & recommend Wind Advisory to all New & Intermediate pilots!"

~~r, ~~.-1

-~{!

Our new motto: "YOU SHOW US YOURS AND WE'LL SHOW YOU OURS" best price. Kencuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129. Phone (812) 288-7111, fax (812) 2844115. Send SASE for current sale flyer.

~ 11 L- .<

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

~-IT-

.~ &-

DEPENDABLE Wind tunnel tested & calibrated. BUILT TO LAST Impact & corrosion resistant. WIND ADVISORY With Mounting Bracket .$24.50 (includes S/H-You Save $2.50) Sold separately WIND ADVISORY Indicator ....... $15 + $2 slh MOUNTING BRACKET.. ............ $8 + $2 s/h (Specify long or short bracket w/ your order.) Foreign orders add $2 per item purchased. Send check or MO to Pacific Resources USA, PO Box 9064, San Diego CA 92169. (619) 270- 9462. Satisfaction Guaranteed! THE NEW "SKY ROHR PARA-SWIVEL" Smaller, lighter and best of all, stronger. Don't leave the ground without one! $84 +$4 s/h. Dealer inquiries welcome. GOLDEN WINGS, 1103 \'lfashingcon Ave., Golden CO 80401. (303) 278-7181. High quality lvfaxon helmets, only $55 + $4 s/h. Grear for schools! STEREO VARIO $100! -

The best pilots fly with 2

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

WINDTALKER Ill *

variosi 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, 5441-0 Western Ave., Boulder CO 80301. THE WINDTALKER - is remote controlled by telephone, and can keep 200 access codes, with preset numbers of calls that can auto decrement. Also will call you if conditions exceed threshold. Price is only $895 complete. Free information. Litek (503) 4796633.

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

DON'T GET CAUGHT LANDING DOWNWIND! - 1.5 oz. ripstop nylon, UV treated, 5'4" long w/11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.00 S/H). Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (719) 632-8300, FAX (719) 632-6417. VISA/MC accepted.

XCR 240 OXYGEN - $500. V-Mitts $26. Mallettec vario $139. Ball M20 $175. New Yaesu with mod $329. (909) 654-8559. BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND PART TIME - USHGA certified instructors. Innovative equipment, the latest training methods. 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.

]UNE 1994

~~ Classifieds /''

I',. ;_":'_

FAX your classified ad, membership renewal or merchandise order:

(:; '·

(719) 632-6417. We

START YOUR OWN PROFITABLE BUSINESS - Sell sunglasses for hugh profits! Buy wholesale, direct from manufacturers, details $ I 0. Berndt International, 1248 Old Timber Lane, Hoffman Estates IL 60195, Dept. HG.

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. VISAfMC accepted.

gladly accept VISA and MasterCard.

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.

PUBLICATIONS & ORGANIZATIONS

TOWING ATOL TANDEM WINCH - Like new condition, less than 50 tows $1,950. Call Steve at (615) 5385091. ATOL TANDEM UNIT 882-7168.

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 the evolution of Wills Wing. $19.95 hardcover (+$4.00 S/H), see preceding classified for USHGA BOOKS ordering info. HANG GLIDING CARTOONS - Over a hundred pages of laffs. Buy one for your driver too. I wanna buy a new glider! First 1,000 receive bonus pages from next book (coming soon). Cheap $9.95 +$2 slh (CA add 82¢ tax). Bob Lafay, 11431 Caern Ave., Tujunga CA 91042. Dealer Inquiries.

Our advertisers appreciate your support and patronage. Tell them you saw their ad in hang gliding.

$2,500. Call Bill (616)

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

JFERFORMANCE )PLYING by DENNIS fAGEN

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).

LOOKING FOR A BETTER TOW RELEASE? Simplicity & reliability are the features of this design. The precision machined, high density polyethylene body and stainless steel pin insure every release is the same. Three color coded loops make setup very easy. Built in spring keeps pin secure until you pull the release line. Weighs only 1.5 oz. Individually tested. GW Meadows says, "Head & shoulders above any other tow release I've ever seen!" Send $47 to: Mark Mason, 1239 Corine, Idaho Falls ID 83402. Quantity discounts. (208) 529-2106.

HANG GLIDING

Classifieds ~~ This is the one I I

By Golden Wings

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.

Tow line recovery System 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. 1 year parts warranty. One person operation as shown in Jan. '94 HG magazine. Plans available. PARAFOIL RECOVERY 'CHUTE SYSTElv! won't accidenrly deploy when step towing. 100% deployment and drogue 'chute minimizes oscillations $59.95. Barry Steele, Appropriate Engineering, 971 Fisherman's Cove, Seneca SC 29678. (803) 8850949. TBT WINCH - On custom trailer, used 4 days $2,000. (206) 293-3282. TOW LAUNCH SYSTEMS - Over the past 5 years, TLS has delivered more row systems than any other manufacturer. TLS's commitment to quality and service shows with a proven system and a dedication to our present and future customers. FEATURES: • Quick Disconnect Hydraulics • Five Year Warranty • Digital Performance Monitoring • Silicon Brake Fluid • USHGA Certified Instruction • 3000 ft Tow Line So get off your butt and let us get you off the ground! For more information write to: TOW LAUNCH SYSTEMS, 7010 Mark, San Antonio TX 78218. (21 b) 824-1803. ULTRALINE - 3/16" 960# breaking strength, 7#/1000'. 3000' $90 + ship. The original Ultraline Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508. (318) 981-8372.

Your ad is read by more than 10,000 hang gliding enthusiasts. Advertise with us today. ]UNE 1994

Nothing attached to pilot or bridle.

MISCELLANEOUS

UNLIKE OTHER SYSTEMS - No deployment mechanism is required. Fully self actuating when tow line is released. Reduces wear on line & rewind n1otor. Reduces turn around time. Two sizes.

$85/$125 +$4 S/H. Check or money order. Golden Wings, 1103 Washington Ave., Golden CO. 1-800677-4449 TOWLINES SPECTRA-Hollow Braided 2000' or 3000' I Reel Part# ................................ Price ............. Weight SPCB-730 ......................... 14¢/ft ........... <2#/M SPCB-950 ......................... 16¢/ft ........... 2#/M SPCB-1500 ....................... l ?<t/ft. .......... <4#/M SPCB-2200 ....................... 17¢/ft ........... 5#/M DACRON-Hollow Braided 1500' I Reel DCCB-650 ....................... 8¢/ft ............. <5#/M DCCB-900 ....................... 9¢/ft ............. <8#/M DCCB-1500 ..................... 1O<t/ft ........... 12#/M DCCB-2000 ..................... 12¢/ft ........... 17#/M Please allow 2-3 weeks for delivery, fax orders to David F. Bradley, Braided Products Division, PO Box 95, Hilltown PA 18927. (215) 822-1968, fax (215) 822-5852. VIDEOS & FILMS

EAST COAST VIDEOS presents THE RAMP - Sequatchie Valley's famous. Hang glide & paraglide off ir. OTHER VIDEO'S AVAILABLE New York Finger Lakes Region, hg/pg. Henson's Gap & \Xlhitwell 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-bur you'll enjoy it. 20 min. $19.95 +$4 S/H. Available through USHGA Headquarters.

"AEROBATICS" - JUST IN! Full color 23"x 31" poster featuring John Heiney doing what he does bestLOOPING! Available rhrough USHGA HQ for just $6.95 (+$3.50 s/h). Fill that void on your wall! Send to USHGA Aerobatics Poster, PO Box 8300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) ASSET PROTECTION - With a NEW USHGA Stadium Cushion, $5.99 +$3 s/h. A great gift for your driver! Available from USHGA, PO Box 8300, Colorado Springs CO 80933. AVIATI ON ART CATALOG - 16 pages of fine art prints, posters, books, etc. $1.00. West Wings, 1510 Sixth St., Berkeley CA 94710. FLYING MUSIC - Fellow pilot Tom Palmer's new album includes-THE BIRDS WITH NO FEATHERS. Experience flying Big Sur CA in words & music. CD's $10, Cass. $6. (+$1 S/H). Send to: Palmer Enterprises, 4614 Greenvalley Rd, Suisun CA 94585. (707) 864-2611. FORD 1989 4X4 - 11 passenger vans. Deiscl and gas, excellent condition, starting at $6,000. Call Ed K. 1-800-255-1841. VIDEOS BOOKS POSTERS APPAREL - Call USHGA for your Merchandise order form (719) 6328300. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS.

E~ Classifieds Can't afford new equipment? Find great bargains in our classified ad department.

CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE, $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing I 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 or FAX (719) 632-6417. STOLEN WINGS & THINGS FOUND VARIOUS HANG GLIDING STUFF In YARNELL AZ. Call Dave to claim (602) 4451793. FLYTEC 3020 VARIO-Stolen from SYLMAR CA LZ, on March 16th, 1994. Serial #292183511. Call August Keefer (714) 535-7143. EURO SPORT 167 - Stolen along with "missile" shipping rube from CAMPBELL CA, during late 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. HANG GLIDING EQUIPMENT - Stolen along with car, WILLOW SPRING IL, on October 5th, 1993. Custom Airwear harness, black wired outside, flour. pink inside. Flight design parachute, Litek Hummingbird vario (blue/gold), orange Bell helmet, 40 channel radio, tow rope, bridle ... Call John Ruhulessin (708) 839-0441. VISION MK N 17 - Serial #VM6620. Taken from parking lot of Red Lion Hotel in MODESTO CA on Sept. 12/13, 1993. Glider was stolen without a nose cone. Blue LE, rainbow undersurface. One of the leading edges has a flat anodized finish. Three small glue patches on LE. Brand new blue bag wired ends. Please contact Jens Evling, PO Box 1187, Monterey CA 93942-1187. Phone (408) 649-3755, fax (408) 655-1538.

Z-3 BLUE HARNESS - Taken from SAN FRANCISCO CA area in late August 1993. Also 18 gore PDA parachute, Olympus camera, Norchface jacket (grey/black), Alinco 2 meter handheld radio. Call Tom Seeliger (415) 324-8233. 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. THANK YOU - Whoever stole my XTR in October, recently ditched it in a National Forest picnic area undamaged. I would like to thank Hang Gliding magazine, and all of the dealers and pilots responsible for the communication resulting in the recovery of my glider. George Boyden-Sandia Peak Tramway.

Recognized by HG experts as a "high quality canopy," the best performance of BRS's new HD275 may be its superb low price. (Also available in the HD360 size; numbers represent max weight). • • • Call BRS, or • • • See your local dealer, and start 1994 with a great deal on an essential safety item.

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

INDEX TO ADVERTISERS Adventure Video ............................... .49 Arai Design ........................................ 10 Airborne Windsports .......................... 33 Aircotec ............................................. .49 Australian Tours ................................ .43 Ball Varios .......................................... 49 Big Springs ......................................... 26 BRS .................................................... 66 Eggler ................................................... 7 Flytec ................................................. 36 Hall Bros ............................................ 48 High Energy Sporrs ............................ 18 Jam Pak .............................................. 43 Just Fly ................................................. 7 Lookout Mt. Flight Park .................... 17

NAA .................................................. 39 NAS Distributing .......................... 23,48 Pacific Airwave ..................... Back Cover PCC .................................................. .48 Pro Design ........................................... 4 Sport Aviation Publications ................ 15 TBT ..................................................... 4 Telluride ............................................ 23 Trekking USA .................................... 26 USHGA .................................. .48,50,54 Wills Wing ........................................... 2

HD275 and HD360 are non-PDA conical canopies built to exceptionally high standards. Engineered and each hand inspected by BAS.

: BR S • 1845-HG Henry Avenue I

I South St. Paul, MN 55075 • USA

1612/457-7491 • FAX: 612/457-8651

HANG GLIDING

~ Product Lines © 1994 by Dan Johnson ST. PAUL, MINN. -- The season is hot and the thermals are poppin' ! ••• Moyes has been having one· heckuva year. Says boss Bill, "Glider sales have never been so good and we are producing 30 a week" (an annualized rate of over 1,500 gliders) . Further, Moyes Microlights is "having a run on Dragonflys" thanks to good publicity and a very workable tug machine. On a roll, Moyes is enjoying good airpark activity with their financial and other interest in Malcolm Jones' Wallaby Ranch in central Florida. ,,, Recently Moyes California sent out their spring newsletter (late April) . Besides telling a short story of surviving the Northridge Quake -- only two miles away from their Canoga Park shop ... whew! -- they also identified the U.S. operation in more detail. "Almost every one of the Moyes gliders sold in America are built in Australia. Moyes California serves as a distributor for Moyes hang gliders in North America." That's a change. The bulletin continued, "Until this year, most of the gliders sold in America and Mexico were built here in California. However, we found that quality control was better and costs were actually lowered by having the gliders built in Australia." Moyes California test flies in the USA, and customers pay only for getting the gliders from California to the Moyes dealer. Delivery from Australia is about five weeks; add two weeks for the gliders to clear U.S. customs and be available in America. Spare parts are still made in California. The current Moyes glider line is composed of the XL entry level ship; the XT intermediate glider; XS3 intermediate/advanced glider, and the Xtralite, their top glider which they boast is "blazing a trail through the competitions." The Xtralite is currently available in 137 and 147 sizes (for pilots of 130-240 and 160-270 pounds respectively). Soon they'll release a 164 size. • • • Bill Moyes recently underwent surgery to have two Titanium knee joints installed. Complications arose slowing his recovery. Nonetheless he says, "I'll be traveling as soon as I can hobble!" Heal well, Bill! ,,, UP road guru, John Heiney, will leave on an ambitious demo schedule that will see him away from home for the next 4-5 months except for a couple one week periods when he' 11 get back home to Salt Lake City. News of his tour appears elsewhere in this issue. John told me about some interesting flying for an IMAX photo crew shooting material for the new curved-screen theater to open in Zion National Park (the movie will tour other IMAX screens as well). The cool part is the ten tows John took to make the footage... behind a helicopter. Yup! Towed by chopper. Sound scary? John actually said it went well, though he said he wasn't the first to do this type of towing.

JUNE 1994

Several years ago Ed Ceasar and Ken Bird did the flying for the award winning short film, "UP" (having nothing to do with UP, the company), mostly towing behind a helicopter. For those aerobuffs who are interested, John towed behind a Bell JetRanger. ••• Remember Dick Boone? You should. He was a most influential designer for years before plugging into the mainstream engineering world. According to reports posted on the Internet, Dick's been working on a new hang glider design concept for several years, and of course, it's got the expected innovations for which he's known. The on-line report describes a glider called the Climax that extends Boone's longtime goal of reducing tension on the sail. It goes far beyond his early effort with the Progressive Aircraft Dawn. Dick feels that current designs depend too heavily on making the sail flat by stretching it via the airframe. Such tension demands high strength frames and exotic sailcloths each of which are much more expensive. Gliders priced well over $4,000 may confirm the cost part of this theory. The Climax uses a spar (rather than a crossbar) with a compression strut and a sweep wire. Explained Boone, "This setup controls all twist for both performance and stability. It eliminates 85% of the sail loading onto the leading edge." The whole glider is made of small diameter tubing (1.75 in.) and requires only standard colored sail cloth. Dick continued, "A side wire going to the rear spar moves through the base tube as part of the control system." An earlier linkage hooked to the pilot's harness though the latest iteration features a five inch tall stick mounted on the base tube. Weight shift still controls pitch, and Boone indicates he launches with pure weight shift, then switches to the joystick for "effortless control." You might prefer to think of it as a rigid wing, rather than a flex wing, though with its sail, ribs, kingpost, and cable structure, it looks like a ragwing. Folds like one, too. Other U.S. manufacturers won't be surprised by the Climax ideas. One prototype was built at the old Bennett factory, another at Wills, and two are currently flying that were made at Pacific Airwave. While sink rate performance is said to be excellent, it's still too early for any production plans. I find this an intriguing development and hope to have more news in coming months. , , • At press time, attendance figures had just been announced for Sun 'n Fun 1994 where USHGA had a big presence in an excellent location. After exploding in size last year, this year took another large leap: 742,000 people attended the event. Lookout, Oshkosh! ,,, That's all. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or V-mail to 612/450-0930. THANKS!

photo by Michael Weingartner

KJassic high performance from

AIRWAVE

166 sq. ft. to accommodate a variety of pi1.P1.111

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