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

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NEWS FLASH NEWS FLASH NEWS FLASH

PANORAMIC

*FLY OZ* EAST COAST!

AUSTRALIAN HANG GLIDING & PARAGLIDING ADVENTURE TOURS Ten pilots per tour, 18 seater bus. Fully escmted flying. Camping, lodging, breakfasts (dinners as per itinerary are included). You'll fly the best sites along 1,500 kms of East Coast Australia We travel 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 WRlTETO US: AUSTRALIAN HANG GLIDING ADVENTURE TOURS, 3 DERWENT STREET, WHEELER HTS., NSW, AUSTRALIA 2097

THE# l HELMET SOLD IN THE USA JUST GOT BETTER ! The PANORAMIC meet< tough NAS distributing standards. It is the 1st helmet designed specifically for hang gliding and paragliding and unlike other helmets is built with all smooth trim to reduce drag and prevent wire and line snags. Don't settle for a copy, get the original PANORAMIC, high impact, light weight full face helmet today!

NEW DEALERS WELCOME

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For your nearest dealer or to order :

IIIP' (303) 278-9566 OR FAX: (303) 750-3226

WHAT IS THE COST? Package includes land content only $1,200 Aust. ($800$900 U.S.). WHAT ABOUT EQUIP~rENT? Hang glider hire available. Test fly new gliders or bring your own or buy. WHAT DO I NEED TO BRING? Pods and instrumentation, sleeping bags and personal effects. To fly a hang glider legally in Australia you must be a member of the HGFA which offers a short-te1m membership (3rd Party Insurance) which is NOT included in our tour cost.

1994 September 3rd - 17th October 1st - 15th November 12th- 26th December 4th - 18th

SEE YOU DOWN UNDERt

TREKKING USA, LTD, a d1V1s1on of NAS D1stnbutmg, Inc.

THE BEST WAY

1995 January 2nd - 16th Febrmuy 4th - 18th March 4th- 18th Apiil 1st - 15th

BE SURE TO CHECK THESE OTHER BOOKS

to get started ...

BY DENNIS PAGEN: ,/ Paragliding Flight- Learn to ~y from ground zero to thermal ~ying. ,/ Powered Ultralight Flying - A complete guide to the sport. ,/ Powered Ult. Training Course - 20 ground schools and lessons.

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to befriend the air...

UNDE!lSTAND!NG

THE SKY

A complete guide to sport aviation weather. The result of 20 years of study of conditions.

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IPBRFORMANCE FLYING

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and to use it most efficiently!

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All intermediate and advanced pilots ever wanted to know about hang gliding. Full of Pro Tips!

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send cash or check to: SPORT AVIATION PUBLICATIONS

PO Box 101, Mingoville, PA 16856 Please ,ush me the books listed below o Understanding the Sky . $ 19.95 o Hang Gliding Flying Skills . . . $ 9.95 o Pertormance Flying . . $ 29.95 o Powered Ultralight Flying . $ 12.95 o Powered UL Training Course $9.95 o Paragliding Flight . . . $ 19.95 Save 1O'/, order two or more booksl Save 20'/, order five or more books! Total amount for all books $ Postage and handling . . $ 1.95 Add $1 postage for Perf. Flying Overseas airmail if desired ($7.00/book - $12.00 for Perf. Flying) TOT AL ENCLOSED ..

SEND TO (Please print) NAME .. ADDRESS. CITY, STATE ..

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Staying out of trouble.

34 The Ballistic Controversy by Betty Pfeiffer The pros and cons of various emergency parachute systems.

40 The 1994 East Coast Championships by G. W Meadows - photos by Gerry Charlebois A look at the spore's most prestigious competition east of the Mississippi.

Columns

Departments

Competition Comer ............................... 16

Ainnail .......................................................5

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

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

USHGA Repons, by Russ Locke ...........20

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

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

Ratings .................................................... .12

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

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

JULY 1994

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 m~mbers 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

STATES WITHIN REGION

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

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

I hereby nominate_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ . I understand that his/her name will be placed as a candidate for Regional Director for Region# 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#_ __

Gil Dodgen, Editor/A11 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 Office Staff Phil Bachman, Executive Director Greg Huller, Ratings & ICP's Jeff Elgart, Advertising D. Dean Leyerle, Insurance & Membership Services Karen Simon, Member Services Marisa Hatton, Merchandise Services USHGA Officers and Executive Committee:

Gregg Lawless, President Jim Zeise!, Vice President Russ Locke, Secreta1y Bill Bryden, Treasurer REGION 1: Gene Matthews, George Sturtevant. REGION 2: Russ Locke, Ray Leonard, Paul Gazis. REGION 3: Joe Greblo, Sanely 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 10: 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 Sonderge\cl, 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 (FA!), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the spott, 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 resetves 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 spott 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.

JULY 1994

VOLUME 24, ISSUE No. 7

Air Mail~ MORE ON THE APRIL COVER PHOTO Dear Editor, I was extremely disappointed and disturbed by the "wing-walking" photo on the April cover. This sort of flying should not in any way be encouraged. It glorifies needless risk taking in a sport in which we must be constantly aware of the dangers, the impression we make, and the support we need from the public in order to remain unregulated. Lindsay Ryerson Vancouver, BC

Dear Editor, What critics of John Heiney's work do not realize is the talent and experience of the pilot they are having the honor of witnessing. Hang Gliding magazine does not pay for photos, and I think we should be grateful that he is willing to contribute his work. I used to do the same, but repeated accusations that my photos depicted unsafe activities convinced me not to bother submitting my aerobatic photos any longer. A photo published in 1979 taken while I was looping had some members so upset that they were calling for Gil Dodgen's removal. That picture was published inside the magazine. A cover photo published in 1984 taken while I was going straight up during a loop prompted one letter writer to conclude that since my smoke trails were straight (not arcing) that I went straight up, stalled and tumbled. He wanted photos of such botched maneuvers to be banned from the magazine. The fact that I was doing huge loops, maintaining 40-45 mph over the top was never brought up. By similar logic, mainstream magazines such as Outside should not publish photos depicting hang gliding, as they might be publicizing "unsafe" activity. Remember, hang gliding is considered unsafe by at least 90% of all people. Surfing magazines would not be able to show world-class surfers attempting radical moves on massive waves, if the editors were saddled with such censorship. About 15 years ago, Rich Pfeiffer and I

contemplated the possibility of docking hang gliders in flight, but our busy competition careers precluded any actual experiments. I am convinced to this day that hang gliders can be docked in flight and the formation held for long periods. Expert skydivers routinely perform aerial docking with their parachutes, called canopy relative work. I could describe various formations of as many as 50 parachutes, bur I will describe only one type, called a down-plane. It is the most radical type I have seen, and documents how far they have developed this type of flying. In it, one parachutist lands on top of another canopy, then slides down the front lines until he is standing on the lower pilot's shoulders, then down further until they are side by side, holding on to each other's harnesses, flying their canopies tip to tip. Then they steer the canopies away from each other until they are 180° opposed. At this point they have their legs wrapped around each other. This results in a straight down dive of 80 mph. This formation cannot be landed of course, but other stacks and biplanes, triplanes, etc., are often landed. Compared to these maneuvers, John Heiney's touch-and-go is very straightforward. I hope he is not dismayed by the critics, and I urge him to keep contributing to the state of the art. Eric Raymond Lake Elsinore, CA

Dear Editor, I had one hand on my chute and the other over my eyes. Tell your readers to quit whining. "RC Dave" Freund Rainbow, CA

Dear Editor, I feel that the photo of John Heiney with his foot on the glider flown by RC Dave is great and belongs on the cover. These two highly skilled pilots know exactly what they are doing, and I do not see where they are endangering anyone. If that photo upsets an FAA Inspector 5

~ Air Mail then he probably doesn't know much about the sport. You can see close formation flying, aerobatics and wing walking at most any air show, and it's usually performed near large crowds. So what's the big deal? What gets the FAA's attention is when a hang glider or paraglider pilot enters controlled airspace without clearance. I showed the video "E-Team Raw" to many flight and airworthiness inspectors, along with several supervisors here at the Los Angeles Flight Standards District Office. They all enjoyed it and several borrowed the tape to show their families and friends. So you guys, lighten up, relax and have fun flying. And Editor, please print any photo you feel shows what our great sport is all about. Dean Whisler Lake Elsinore, CA

Dean is an FAA Airworthiness Inspector; -Ed

SAIL ARTISTS Dear Editor, I agree wholeheartedly with Rich Collins' sentiment about flying (May HG), and I like his idea of a custom sail feature in the magazine. I am a great appreciator of custom sail work since a good looking hang glider tends to make a good looking hang gliding photograph. I have been fortunate to benefit in my work from some of the great custom sailmakers in the industry. Juan Corral is an incredibly talented and prolific custom sail man who made all the famous series of butterfly Dreams while working for Delta Wing, which I had the pleasure of photographing. Jaun is working for Moyes now and I am sure they are very happy with him and his abilities, but I would love to see some more custom sail creations from Juan again sometime. Juan's brother Jose made the Mystic Special sails which photographed very well for me, and I must not neglect to mention Santiago Corral's extraordinary flying paintings. What a talented family!

I feel lucky to be working with someone who understands my needs as a hang gliding photographer. The glider I fly now photographs better than any custom sail I have had to date. It came from the talented hands of Dick Cheney and his wife Diane, whose productive sail loft continually creates custom sail works of art. It might not be common knowledge, but Mitch McAleer is a gifted artist whose talent has spilled over into a custom hang glider sail or two. A man named Roger Hyde, who collaborated with Mitch on a number of custom sails while working at UP Elsinore, was an exemplary custom sailmaker. He was sail loft manager at the original UP in Temecula, and an avid hang glider pilot who has a thermal named after him at Elsinore. While working at UP Elsinore Roger created a masterpiece known as the "Pyramid" glider which I fortunately had the opportunity to photograph. It was unique in that it looked three dimensional if you stared at it for a while. I learned this morning that Roger is no longer with us. Last spring I saw the "Pyramid" glider flying in Georgia. When that glider flies, a part of Roger rides with it, and lives on in my photos of this marvelous custom sail. John Heiney Riverton UT

As you may have noticed, Hang Gliding is publishing more color photography. A feature I'd like to introduce is a four-color "Photo Gallery, "in which we would publish interesting photos not related to other editorial content. Maybe we could kick this offwith some photos ofcustom sails. Ifyou are planning to take photographs it is best to use low-speed color slide film. - Ed.

SITE RECOMMEND Dear Editor, Thanks for printing the site guide to Alligator Rock, North Carolina. I flew there at Tommy Thompson's on

Memorial Day, and hope that other paraglider pilots fly and discover the site. It's the first place in the East I've found where hang glider pilots welcome paraglider pilots to their site. Tommy flies both, and is eager to share his long experience with any pilot. I learned quite a bit just listening to Tommy and other pilots, and had great flights and launches from his concrete ramp. At one point there were paragliders launching, hang gliders soaring and a sailplane high above the ridge all the way to cloud base. The wide-open LZ and quick turnaround time give pilots as much airtime as they can handle. W.D. Broem Nashville, TN

HOOK~IN ALARM Dear Editor, This is in response to Dennis Pagen's comments, June '94 and previous issues. Okay Dennis, I reread my original letter. I stand corrected and I'm choking on my foot. In an effort to defend hookin buzzers, I produced a less-than-eloquent response (not to say this one's any better). Naturally, I feel my design is close to perfect. The second mistake I made was to state that it has a "zero fiddle quotient." I should have said that it has a near-zero fiddle quotient. I didn't miss the point: anything that can go wrong, will. I'm very aware of it, and no system is infallible. Because of this, a very intriguing argument has come to my attention. As Dennis states, " .. .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." Later Dennis says, "I think it's ingenious and hope that it is marketed." Should it be outlawed, or marketed? If the buzzer is sold only to pilots with practical common sense, then it is marketable. On the other hand, if ignorant, senseless pilots purchase these alarms, we have a potential hazard. It is much easier to side with Murphy's Law than it is to argue in favor of marketing the alarm system. HANG GLIDING

Air Mail~ Because of this, I refuse to market the device or pursue the issue any further. Also, I can see now just how important it is for pilots to develop their own strategy. In the past I felt that there would be a high-tech solution that could satis~, everyone. This just seems not to be the case. People only trust technology to a certain extent, some less, others more. However, Dennis makes a good point that I need to revisit. His accident report sums it up very nicely concerning proper procedure. All methods to prevent failure to hook in must be explored. In addition, I feel that a proper launch technique will outlast any safety gadget. (You still must remember to follow a procedure!) I applaud Dennis for his efforts in educating pilots. Indeed, the learning process never stops. (P.S. I'm willing to bet my '79 Manta Fledge 2A that Dennis has a near-zero chance of failing to hook in again.) Harry Martin Thousand Oaks, CA

TOWING CONCERNS Dear Editor, This letter is in response to the platform towing accident involving Jano Gharakhani (Hang Gliding, May '94). It is my understanding that Jano was a beginner pilot with a single flight off Packsaddle Mountain and two tandem tow flights. A sled ride off Packsaddle (420' AGL) lasts about three minutes. Jano was able to get additional airtime on the same order of magnitude on each of his tandem flights. Two things concern me about Jano's accident. First, it is my opinion that trying to teach a pilot with little airtime (and in Jano's case virtually none) to tow is not safe. I have been towing for a year and a half and have had some great flights. I had approximately 15 hours of airtime when I began to tow, and I can't imagine most pilots having the skills to handle a glider on tow with only 10 or 15 minutes of airtime. It can be done, but is it a safe or wise practice? The instructor who taught me to fly and later

JULY 1994

to tow will not teach a pilot to tow until he or she has at least five hours of soaring airtime. He initiated this policy after a pilot he was co-instructing to tow crashed. The instructors thought the student said he had eight hours of airtime, but he really only had eight sled rides off the mountain. Fortunately, only the glider was hurt. My second concern is that apparently there are no USHGA rules which dictate to instructors a minimum amount of airtime or skills a pilot must have to begin tow instruction. The USHGA rating system sets standards for rating pilots based on witnessed skills. It provides no guidance for what skills a pilot must have before beginning to solo tow. Surely there are some minimum skills or a minimum experience level that could be agreed upon. Perhaps different minimum requirements could be recommended for different tow methods (i.e., platform or dolly) if that is determined to be appropriate. I encourage others, including the relevant USHGA committees, to comment on this issue. James Isensee Austin, Texas

SOARING FORECASTING Dear Editor, This is in response to an article published in November, 1993 Hang Gliding entitled "Soaring Forecasting Made Easy." I applaud Edvin Ruud and the North Texas Hang Gliding Association for their attempt to simplify and make available soaring forecasting for interested clubs with a PC. However, I do have a couple of suggestions to make the forecast data a bit more accurate. First of all, under "Required Input Data" Edvin implies that the surface dew point for the local site at the time of the sounding is all that is necessary in terms of determining the proper mixing ratio value for the mixed layer at the time saturation occurs. This value is not valid for determining the CCL (Convective Condensation Level), however, because the air aloft of different mixing ratios will be mixed prior to saturation. This is

one of the reasons why there is a dew point spread given by the National Weather Service for each and every mandatory and significant level throughout the sounding. I have developed a certain rapport with the meteorologists at the National Weather Service at Palm Beach International Airport (the site of one of the RAOB stations), and they have offered several suggestions for determining the proper mixing ratio to use for the pseudo-adiabatic chart. It has been observed that when convective mixing takes place, the surface dew point tends to approach the mean value of the mixing ratio in the convective layer. One suggestion for the proper mixing ratio to use is to take the average dew point of the lowest 50 millibar layer. In the case of an inversion in the dew point curve, the profile may be extrapolated in the lower layers above the inversion down to the surface. Another suggestion is to use the mixing ratio that intersects the dew point at the 500-meter level. Yet another suggestion is to use the average of the first three dew points of the sounding, although at times it is necessary to take into account other significant points below the CCL. Any of these methods, if incorporated into the SOARCAST software should improve the accuracy of the results. Although this letter may be a bit on the esoteric side, I hope it will be considered and evaluated by the proper people, as I have seen the same inaccuracy evident in other weather data software programs as well. At present I am attempting to research a method of making NWS data available to the hang gliding and sailplane communities in an economical and straightforward manner. As Edvin eluded to in his article, it is becoming increasingly difficult to rely on calls to Flight Service or the National Weather Service to access soaring data, and it is time to seek out alternate methods. Any suggestions or comments can be referred to: Michael "Hollywood" Champlin 4807 Poseidon Place Lake Worth, Florida 33463-7265

II Update QUANTUM SERIES 550 INTRODUCED BY HIGH ENERGY SPORTS High Energy Sports has expanded HANG GLIDER EMERGENCY PARACHUTES their "new generaOLD GENERATION VERSES STATE-OF-THE-ART TECHNOLOGY tion" hang gliding parachute line to 38 include payloads up to 550 pounds. "' Tandem pilots, or pilots who are too large for the smaller parachutes, can now enjoy the benefits of the high-tech Quantum Series Launc.hWe;ghtinPourids design. "The Quantum Series parachutes are really unique in that they generate lift as they are descending", explains Betty PEeiffer of High Energy Sports. "This allows us to produce a parachute that is of similar size to the traditional styles, yet gives a far superior rate of descent." High Energy Sports feels that tandem pilots, especially those who do tandem flying for hire, cannot afford to be without a parachute designed specifically to handle the weight of two people. The traditional 22gore parachutes are not designed to be used with two people. The chart shows the performance of the QS 550. For more information contact a local dealer or: High Energy Sports, 1521 E. McFadden Unit H, Santa Ana, CA 92705 (714) 972-8186, FAX (714) 972-1430. Slaf\darclDayseaLevelCor.dtioos

by High Energy S{:.'<)(tt

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LAMBIE HELMET ACCESSORIES Jack Lambie, who introduced the Lambie Lid aerodynamic helmet, has added options and new-looking extended tail versions for maximum aerodynamic styling. So that the helmet can be made to complement your glider, he offers a lycra cover with various wild or tasteful colors. It stretches over the helmet tightly, is easy to put on, and sells for $12. For $18 there is another version of the lycra cover that has a soft, stretchy neck piece made of Polar Fleece, that completely seals around the neck for

warmth and lowered turbulence. A lexan windshield is also available for $7 that cuts turbulence and makes the helmet extremely quiet. It attaches easily with velcro. For no charge, pilots who use radios

can send their headset microphone with an order, and it will be installed with the helmet upholstery as it is being made. If the pilot does not have a headset, a brand new Yaesu YH-2 voice-activated system can be supplied for $35. Push-totalk switches are available for $15. The micro-switch velcros to the pilot's finger like a ring so it can be pushed without taking your hands off the control bar. If the pilot has a Kenwood or compatible headset it has the PTT switch built in. A new one is $65. Shipping time for these custom, made-to-order helmets has been reduced from a month to only 10 days. Contact: Jack Lambie, 8160 Woodboro, Anaheim, CA 92807 (714) 779-1877 (phone/fax).

SOUTHERN CALIFORNIA SITE NEWS - CRESTLINE & MARSHALL PEAK The Crestline Soaring Society, after many months of hard work, finally has a lease on property at the base of Marshall Peak. The new LZ is called the "Andy Jackson Airpark." This lease now ensures that pilots will be able to continue to fly from Crestline and Marshall Peak, without fear that the land will be developed into housing. Unfortunately, regulations are necessary to ensure its continued survival for years to come. A free-for-all with many accidents and perhaps fatalities would soon close down this historical site. The Crestline Soaring Society has put into place some rules and regulations which will hopefully not only keep the site open (by requiring safe, sensible flying), but also increase its value to the members by providing toilets, sun shelters and a far safer place to park your vehicle. While the regulations are necessary, the Crestline Soaring Society has tried, and will continue to try, to make flying here an enjoyable experience and not one overly burdened by unnecessary restrictions and requirements. We all enjoy flying here and we want visitors to as well. Instructors wishing to bring students HANG GLIDING

Update to fly at Marshall or Crestline must contact Safety Director Mark Wright at (909) 881-2334, FAX (909) 881-8794. Private pilots may contact any Southern California USHGA instructor, either paragliding or hang gliding. The Crestline Soaring Society wishes you well and hopes to see you here.

PC GROUND SCHOOL UPDATE Version 3.0 of Everard Cunion's hang gliding ground school demo program for IBM PC's and compatibles is now available. It is larger and is shipped only on high-density 1.44 mb floppies, although once received it can be transferred easily to other media. It requires a hard drive with 2.8 mb of free space, a VGA display and mouse. The disk contains a very comprehensive installation guide. The program is available for $5 .00 from: Fred Ungewitter, 1964 Forest Ave., Daytona Beach, FL 32119-1591. If you have version 2.1 of the program return the original disk in a suitable mailer and with suitable return postage, and Fred will update the program free of charge.

NEW HELMET DESIGN

The F2 is a one-piece, full-face helmet for pilots who want an integral helmet I chin guard, while the Fl is a fulllength helmet without a chin guard. All three designs feature hand-laid plies of carbon (60%), kevlar (20%) and fiberglass (20%) impregnated with epoxy resin. This results in the strongest possible 1.5-pound helmet. The helmets have no chopped fibers or injection-molded plastic, either of which cannot touch woven fiber in strength-to-weight ratio. A removable helmet liner provides for quick and easy fit adjustments and headset installation. Steel quick release buckles fasten the chin strap. In addition, a visor is available for all models. Helmets are currently in stock and available for immediate delivery. Dealer inquiries are invited. Contact: Jim Lee, P.O. Box 2078, Taos, NM 87571 (505) 758-0526.

Conservancy wildlife sighting program, the Sylmar HGA arson-crime watch program reports any unusual sightings. Deer, coyote and wild cats are common, but California condors, black bears and mountain lions are very rare, and the lions are potentially dangerous. Since the California ban on hunting mountain lions the population is exploding, and they pose a very definite threat to household pets, children and even adults. For further information contact: Sylmar HGA, Rome Dodson, Arson-Crime Watch Coordinator, 8520 Burnet Ave., North Hills, CA 91343 (818) 892-9890.

U.S. NATIONAL SITE GUIDE It's finally here, The Official U.S. National Site Guide, with more than 250

SYLMAR, CALIFORNIA HANG GLIDING CRIME WATCH PROGRAM UNVEILS UNUSUAL DANGER The Sylmar Hang Gliding Association arson-crime watch program (in which hang glider pilots report crimes witnessed from the air to authorities) is issuing a warning to northeast valley residents in Southern California that there have been two mountain lion sightings in the foothills above Sylmar, east of the Pacoima Dam area. In cooperation with the Santa Monica

pages and 150 sites. Find those hidden sites on the other side of the country or in Alaska and Hawaii. It includes sites from Mexico and Canada as well. It is the only complete site guide on the market, and the first 25 people ordering the guide will receive free updates for the first year. Guides may be purchased from John L. Byrne, P.O. Box 404, Morris, NY 13808-0404 for $41.50 plus $7.00 shipping and handling. Credit card orders can be placed by calling (607) 263-5263. Please allow two weeks for delivery, plus an additional week if paying by check. If the publisher has missed a site you would like to see in the guide please contact them and they will make sure it finds its way into one of the updates.

The Hall Airspeed Indicator™ A precision instrument for the serious pilot. Rugged, dependable and easy to read.

Wingover Composites is now in full production with their line of hang gliding helmets. Their best-selling Arc features a lockable swivel chin guard which locks automatically in the down position and unlocks with one hand to rotate above the helmet. This feature combines the safety of a full-face helmet with the ease of use and comfort of an open-face helmet. JULY 1994

Airspeed Indicator ... $23 .SO Long Bracket ............. $7.00 Short Bracket ............ $6.50

NEW! SMALL HALL Great for hand-held wind measurement or paraglidcr Airspeed Indicator using Bracket. Small Hall ................ $23.50 Paraglidcr Bracket ..... $6.50 PATENT PENDING!

Now available: Small Hall for hang gliders, 0 to 70 mph

S" Dia. ABS Plastic Wheels $20.00/pair

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

Ill! 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 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 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) 523-0863. Until Oct. 15: 1994 Montana Cross Countiy 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) 622-5677. 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: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. July 1-4: Lakeview Fly-In, OR, demos. Contact: Doug Lange (800) 635-2247 or (503) 256-0996. July 5-13: Chelan, WA, demos. 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. 2728: Little Rock, AR, demos. Contact: Wayne Hobbs (501) 327-4746. UP

International glider demos, and aerobatics, photography, and towing seminars. July 1-4: Wills Wing Demo Days. Come fly the latest Wills Wing gliders. July 2: Parachute Clinic. Learn to deploy/repack your chute. $49. July 9:

Assisted Windy CliffLaunch Clinic for AWCL 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 World Championships, Chelan, Washington. Contact: Lany Majchrzak (509) 682-3635. July 17-24: Canadian National Hang Gliding Championships, Mt. Seven, Golden, BC. Race-to-goal and outand-return tasks. Enuy fee $50. Nonresident 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; Calgaty, Alberta T3G 3H7 Canada (403) 239-7378.

pilots' meeting and final registration 8:00 Ai'vl Wednesday at Bairoil Town Hall, Bairoil, WY. Contact: Kevin Christopherson, Box 880, Casper, WY 82602 (307) 235-3367. July 30- August 1: Mount Harrison FlyIn, 20 miles south of Declo, ID. Contact: Frank Gillette (208) 6542615 or (208) 654-2026 (mobile). July 30-Aug. 1: Western Canadian Championships, Golden, BC. Hosted by the Rocky Mtn. 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. Aug. 1-7: UP Demo Days. Aug. 6-7: Aerobatic Seminar at Ellenville Airport with John Heiney. Contact: Mountain Wings (914) 647-3377. August 6: Parachute Clinic. Learn to deploy/ repack your chute. $49. August 13-14: 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). August20-21:

Aerobatics Clinic with john Heiney. July 18- 24: 21st Annual 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. July 21-23: 1994 World Aerobatic Championships, Telluride, CO. 15th annual event. All new pilots must prequalify before entry. Enuy 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

Instruction, video your flights, debriefing. Requirements: Hang III or above, backup parachute, HGMAcertified glider, aerotowing experience helpful. $150 (plus aerotows). August 27: Assisted Windy CliffLaunch Clinic for AWCL Special Skills checkoff. $15. Contact: Lookout Mountain Flight Park (near Chattanooga) (706) 398-3541. Aug. 13-20: US. Nationals, Mt. Princeton, Buena Vista, Colorado. Mm. flying at its 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. En tty 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 HANG GLIDING

Calendar of Events prizes. Contact: Jim Zeiset, Pendulum Sports (producer of the 1993 Owens Valley World Championships), 13154 County Rd. 140, Salida, CO 81201 phone/fax (719) 539-3900 or 1-800WE-FLY-XC in the U.S. Aug. 21-30: Indonesian Hang Gliding Open, Wonogiri, Central Java, Indonesia. X-C competition directed by Ian Jarman of Australia. Pilots or national team from the U.S. welcome. Sponsor says big discounts will be available for air travel with gliders flying free. Contact: Roy Sadewo, tel. 62-21-769-0624 I 750-8842, fax 6221-750-8843 I 725-0979. Aug. 26-28: Sun Valley Spectaculat~ Sun Valley, Idaho. No points, daily prizes, awards, award ceremonies, scores or retrievals. No film or special skills required. No special speaker except Zippy if you screw up. There might be T-shirts. There will be serious specking, X-C, sweet glass-offs and a great feed and party with friendly Idaho pilots. Entry $25. Contact: Skyman (208) 788-3891 or Zippy at (208) 788-2376. Aug. 26-28: 3rdAnnualMt. 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 Poustinchian (501) 967-7057 or Dave Dunning (501) 967-8813. For camp sites and cabins contact (501) 229-3655. Aug. 30-Sept. 2: USHGA National Fly-In at Ellenville Mountain, New York. Sponsored by the pilots of the Ellenville, NY area in conjunction with Sunset Mountain, Fly High Hang Gliding, Mountain Wings, and the Southern New York Hang Glider Pilots Association. Open to pilots of all skill levels. Events include chute packing, X-C and aerobatics clinics, paragliding ground school, daily competitions, and demo days by Wills Wing, UP, Enterprise Wings, Pac Air and Moyes. local hotels, motels, resorts and camping available. JULY 1994

[N!

Precedes the 5th Annual SNYHGPA Fun Meet. Contact: Paul Voight, RD 2 Box 561, Pine Bush, NY 12566 (914) 744-3317. Sept. 15-18: 21st Coupe !care and

International Hang Gliding Film Festival Sc. 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. Oct. 1-2: 8th Annual Caty Lagrone

Memorial Fly-In andfond raiserfor Save The Children, Point of the Mtn., 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 Gary Lagrone. Registration fee $30, includes long-sleeve shirt or sweatshirt. Contact: Valerie Carroll, 11982 S. 700 W, Draper, UT 84020 (801) 572-5869. Oct. 7-9: October's Best Fly-In, sponsored by Saurarown Mountain Hang Gliding Club, NC. Great autumn flying, cash prizes, trophies, and "June Bug's" famous barbecue dinner. Launches for every wind direction. Free LZ camping. Contact: Jeff Reynolds (910) 994-9575 or Joel Godin (910) 983-4253. Nov. 5-6: Tut's Mountain Hang Gliding Extravaganza, Clayton, GA. Bring the whole family to our 20th annual event. $1,000/day prize purse with no ently fees. Includes free barbecue lunch and limited deluxe accommodations, cooking facilities, pool table and pingpong. 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.

Special to U.SHGA Members Who ,m• USHGA Rated Pilots. ..

"The Air Crew Card. I carry one. Now, so can you." -Chuck Ymgl'r USHGA members are now eligible for the prestigious FAI Air Crew Card. It identifies you as a pi lot to airport attendants, police and security guards, and can open the door to crew discounts on hotel rooms, meals and other perks. Your FAI photo ID card is issued by the National Aeronautic Association (NM); the umbrella organization for all major air sports groups, including USHGA, and is sole U.S. representative of the Federation Aeronautique Internationale (FAI).

Support your sportand your sport will support you.

Oshkosh Special! Get your FAI photo ID while you wait at the Oshkosh Convention! Meet NAA at the AVEMCO Tent (on E. Aviation Alley between the Fly Market and the Flight Line); we'll take your picture and prepare your ID card on the spot. Or use the handy coupon below.

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I certify that I am a USHGA rated pilot. A photocopy of my membership card and a passport-size photo which I have signed on the reverse are enclosed. Please issue an FAI Air Crew Card, valid for the period indicated.

0 1 year $19

0 2 years O 3 years $29

$39

Please complete and return with a check or money order, or charge it to your credit card. Signature Name (print) Address State

City 0 Visa

Zip

O Mastercard

Credit Card #

Exp. Date

National Aeronautic Association

1815 N. Fort Myer Drive, Ste. 700 Arlington, VA 22209 (703) 527-0226

L-----------.J. 11

Ii Ratings SAFE PILOT AWARDS SILVER TOM SAPIENZA LYNDON THOMAS

LILIENTHAL AWARDS BRONZE GREG DOOSE GERALD MYERS CLAIRE VASSORT-PAGEN SILVER BERNARDO AGUAYO GOLD ROBERT OST

BEGINNER RATINGS PILOT: City, Stare; Insrruccor/School Region 1 ARMSTRONG, DAWNA: Searrle, WA; T. Johns/Cascade Soaring CAMP, RUSS: Grants Pass, OR; W. Roberts/So Oregon HG LUSHINA, JAMES: Cloverdale, OR; D. Raybourn/HG PG School Oregon MICHELON, RICHARD: Grants Pass, OR; W. Roberts/So Oregon HG SCOTT, DAVID: Lake Oswego, OR; D. Raybourn/HG PG School Oregon SHELMAN, JEFF: Bellingham, WA; J. Fieser/Wasarch Wings STEVENS, CORY: Cashmere, WA; D. Broyles/Kite Ent STEVENS, CORY: Cashmere, WA; D. Broyles/Kite Ent WESTERGAARD, KURT: EAFB, AK; J. Egger WORKMAN, FRANK: Tacoma, WA; C. Blackwell/Payallup HG Region 2 CARR, JEFF: Diablo, CA; D. Senk/Mission Soaring DUNCAN, DONALD: San Jose, CA; D. Senk/Mission Soaring DWYER, FRED: Larkspur, CA; A. Whitehill/Chandelle GAYNOR, TERRY: Daly, CA; P. Sussman/Skyline Soaring MORRIS, MARK: San Jose, CA; A. Whitehill/Chandelle NICHOLAS, MICHAEL: Walnut Creek, CA; C. Blackwell/Payalup HG PRATT, CLAYTON: Minden, NV; M. Haley/Adventure Sports TOURDO, STEVE: Corre Madera, CA; R. Palmon/Sky's rhe Limit Region 3 BISCHOF, DAVE: Van Nuys, CA; E. Beckman/Mission Soaring BIVENS, MARTY: Chino Hills, CA; P. Phillips/Lake Elsinore Sports DELP, ERIC: Laguna Niguel, CA; D. Skadal/Flight Systems FINGERSON, ROB: San Luis Obispo, CA; S. Kurth/Airnautico HARRIS, SCOTT: Sylmar, CA; D. Quackenbush/True Flight KELLY, MICHAEL: Santa Barbara, CA; R. Brown/Foot Launched Flight KUHLIN, BRAD: Glendale, CA; M. Spinelli MYRTLE, TIM: Manhattan Beach, CA; A. Beem/Windsporrs Int'! SEXTON, THOMAS: Redlands, CA; K. Howells/Wing Ways Flight School SWISSA, ASHER: Lake Forest, CA; P. Phillips/Lake Elsinore Sports Region 4 CLARK, TRAVIS: Scottsdale, AZ; R. deStephens/Zonie HG CLARK, TRAVIS: Scottsdale, AZ; R. deStephens/Zonie HG FOREMAN, WILLIAM: Green River, UT; G. Pollock/Wasatch Wings GURIN, NICHOLAS: Monument, CO; S. Dewey/Quiet Flight HG JOSEPHSON, MIKE: Broomfield, CO; M. Windsheimer/Golden Wings

LAME, JOE: Mayer, AZ; R. deStephens/Zonie HG McEWEN, JIM: Layton, UT; M. Knowlden/Rebel Wings Region 7 BEARD, ROBERT: Porrland, IN; C. Thoreson/Lookout Mtn Fp CAHILL, STEVE: Palatine, IL; A. Mantas/Spectrum DE GRAYES, TEX: Rapid River, MI; B. Kushner/Raven Sky Sports FISHER, JOHN: Edina, MN; A. Bloodworth/Lookout Mtn FP JANKOWSKI, DAVID: Washington, MI; R. Lisle/Lookout Mtn FP KESSENICH, MICHAEL: Verona, MI; M. Jones/Florida HG MINKWIC, CHAD: Grosse Pr, Ml; P. Godwin/Western HG WINDSOR, STEVE; Roselle, IL; A. Mantas/Spectrum HG Region 8 KANAAN, RANDY: Brarrleboro, VT; A. Bloodworth/Lookout Mtn FP MORIN, ANN: Berlin, NH;]. Nicolay/Morningside FP SMITH, ADAM: Winsted, CT; A. Davidson/Tek Flight Region 9 CHRISTINE, BRIAN: Kill Devil Hills, NC; B. Weaver/Kitty Hawk Kites DAVIES, DONALD: Pittsburg, PA; J. Hostler/Mm Top Rec FARABAUGH, THOMAS: Fr Ashby, WV; D. Jones/Lookout Mtn FP FORNSHELL, JOHN: Alexandria, VA; M. Fink/Silver Wings JONES, ROBERT: Reisrersrown, MD; R. Hays/Maryland School HG McGUIRE, JAMIE: East Smithfield, PA; D. Jewell/Flight Works PIERSON, BILL: Dayton, OH; M. Manzo PRICE, GEORGE: Vienna, VA; J. Middleton/Silver Wings SIMPSON, CHARLES: Chesapeak, VA; B. Hagewood/Kirry Hawk Kites SPENCER, RICK: Morgantown, WV; J. Rowan/Mountaineer HG Region 10 BESSA, CARLOS: Pinellas Park, FL; M. Jones/Florida HG CARTAS, IDALBERTO: Miami, FL; J. Tindle/Miami HG DAVISON, RUSTY: Kill Devil Hills, NC; B. Weaver/Kitty Hawk Kites DeLaMARE, CHAD: Nags Head, NC; B. Hagewood/Kitty Hawk Kites FIEDLER, JOHN: Miami, FL; J. Tindle/Miami HG FUTCH, WILLIAM: Surf City, NC; S. Comer/Kitty Hawk Kites GARCIA, MANUEL: Miami, FL; 0. Lopez-Armas/Miami HG GARZA, LENORA: Fayetteville, NC; R. Hagewood/Kitty Hawk Kites GETER, NICHOLAS: Newman, GA; J. Eckhardt/Kitty Hawk Kites HARPER, WILLIAM: Tampa, FL; R. Brown/Quest Air HENDERSON, JAMES: Decatur, GA; M. Jones/Florida HG HOLCOMB, JOHN: Fayetteville, NC; R. Hagewood/Kitty Hawk Kites NIEUWENDIJK, NAN_S: Madeira Beach, FL;]. Tindle/Miami HG RHOADES, BARTLETT: Fredericksburg, VA; S. Comer/Kitty Hawk Kites SIMON, BENJAMIN: Manteo, NC; B. Weaver/Kitty Hawk Kites SPERRY, DAVID: Ft.Bragg, NC; B. Hagewood/Kitty Hawk Kites SPRAUER, WENDY: Nags Head, NC; J. Eckhardt/Kitty Hawk Kites VENESKY, PAUL: Elmora, PA; B. Weaver/Kitty Hawk Kites YUEN, DAVID: Miami, FL; J. Tindle/Miami HG Region 11 BLEDSOE, BRETT: Arlington, TX; D. Broyles/Kite Ent MASON, JONAS: Houston, TX; F. Burns/Austin Airsporrs PROCHAZKA, KENT: Alvin, TX; F. Burns/Austin Airsporrs PRUDHOMME, DAVID: Austin, TX; D. Magerstadt Region 12 EDWARDS, URSULA: Hillsdale, NY; A. Bloodworth/Lookout Mrn FP FAULHABER, TOM: Cliffside Park, NJ; P. Voighr/Fly High HG FAULHABER, TOM: Cliffside Park, NJ; P. Voiglu/Fly High HG GEADA, JOAO: Peekskill, NY; D. Meyers/Mountain Wings KIRSCHNER, GARY: Maple Shade, NJ; B. Weaver/Kitty Hawk Kites KNOLL, MARC: Riverside, NJ; J. Hooks/Lookout Men FP MERRILL, TIM: Allendale, NJ; K. Goodspeed/Fly High HG PENA, JAVIER: Ithaca, NY; D. Jewell/Flight Works HANG GLIDING

Ratings PIAZZI, RAY: Smithville, NJ; S. Comer/Kitty Hawk Kites SARGENT, WILLIAM: Basking Ridge, NJ; S. Comer/Kitty Hawk Kites SORRELS, SCOTT: Rochester, NY; R. Clark/Susquehanna Flight Pk VREUGDE, CHARLES: Northport, NY; P. Voight/Fly High HG WESNOFSKE, BRIAN: Greenlawn, NY; P. Vight/Fly High HG

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 ANDREWS, MARK: Sandpoint, ID; L Strom/Spokane Air Craft CAMP, RUSS: Grants Pass, OR; W. Roberts/So Oregon HG LUSHINA, JAMES: Cloverdale, OR; D. Raybourn/HG PG School Oregon SCOTT, DAYID: Lake Oswego, OR; D. Raybourn/HG PG School Oregon SHELL, JAMES: Burley, ID; F. Gillette/Magic Valley Gliders STEVENS, CORY: Cashmer, WA; D. Broyles/Kite Ent Region 2 BATES, CORY: Sparks, NV; R. Leonard/Adventure Sports BLAKE, CHRIS: Sacramento, CA; G. Hamilton/Sacramento HG BORCK, ROBERT: Redwood City, CA; A. Whitehill/Chandelle CHU, JIM: Stanford, CA; A. Whitehill/Chandelle DENMAN, DONN: Los Gatos, CA; P. Godwin/Western HG EDWARDS, BRUCE: San Francisco, CA; A. Whitehill/Chandelle LOWELL, JIM: Oakley, CA; B. Ream/Mission Soaring MACON, MIKE: Torrington, CA; D. Quackenbush/True Flight NICHOLAS, MICHAEL: Walnut Creek, CA; C. Blackwell/Payallup HG RODRIGUEZ, NELSON: Union City, CA; A. Whitehill/Chandelle WADSWORTH, TERRY: Monterey, CA; P. Godwin/Western HG Region 3 COOK, JEFF: Sta Marg, CA; P. Phillips/Lake Elsinore Sports ELLIS, KIRBY: Mission Viejo, CA; D. Skadal/Flight Systems FEREBEE, CURTIS: Ventura, CA; R. Brown/Foot Launched Flight LOPEZ, JUAN: Panorama City, CA; A. Beem/Windsporcs Int'l Region 4 BEEKS, DAVID: Sale Lake City, UT; D. Sharp/UP Soaring CARLSON, MARK: Golden, CO; M. Windsheimer/Golden Wings CLARK, TRAVIS: Scottsdale, AZ; R. deStephens/Zonie HG HERBERT, GARY: Ogden, UT; M. Knowlden/Rebel Wings JAMES, JIM: Tooele, UT; M. Knowlden/Rebel Wings LOVE, JAMES: Glenwood Springs, CO; G. Pollock/Wasatch Wings McCAY, BRYAN: Phoenix, AZ; R. deStephens/Zonie HG MIYAMOTO, NAOMI: Tucson, AZ; R. deStephens/Zonie HG MULLIN, TOM: Boulder, CO; D. Sharp/UP Soaring SHUM, JASON: Sale Lake City, UT; D. Sharp/UP Soaring SNOWBALL, IAN: Sandy, UT; D. Sharp/UP Soaring WILSON, CHRIS: Paonia, CO; D. Sharp/UP Soaring Region 6 HANKS, SHANNON: St Peters, MO; D. Jones/Lookout Mm FP JAHNS, PETER: Enid, OK; A. Bloodworth/Lookout Mtn FP Region 7 BATES, ANNE: Lake Villa, IL; G. McNamee/Graybird Airsporcs CONRAD, JIM: Peoria, IL; A Bloodworth/Lookout Mm FP DELAY, JP: Minocqua, WI; A. Bloodworrh/Lookom Mm FP ENGSTROM, JOHN: Flint, MI; A Mantas/Spectrum HG HERMAN, STEVE: Greendale, WI; G. McNamee/Graybird Airsports MOREHOUSE, STEPHEN: Pinckney, MI; J. Hooks/Lookout Men FP PRATT, DAVID: Milwaukee, WI; B. Kushner/Raven Sky Spans SAWALLISH, RUSSELL: Minocqua, WI; A Bloodworth/Lookout Mtn FP TJELLE, KEVIN: DeKalb, IL; B. Kushner/Raven Sky Sports

JULY 1994

Region 8 MILLS, STANLEY: Lowell, MA; J. Nicolay/Morningside FP STEFANOV, MARK: Winsted, CT; B. Davidson/Tek Flight Region 9 FARABAUGH, THOMAS: Ft Ashby, WV; C. Thoreson/Lookout Men FP RANDOLPH, REBECCA: Richmond, VA; A. Bloodworth/Lookout Mm FP RANDOLPH, GARIEL: Morgantown, WV; C. Thoreson/Lookout Mm FP RYMER, BILL: Dunbar, WV; S. Comer/Kitty Hawk Kites SPENCER, RICK: Morgantown, WV; J. Rowan/Mountaineer HG Region 10 BANE, RONALD: Stone Men, GA; J. Tindle/Miami HG CARTAS, IDALBERTO: Miami, FL; J. Tindle/Miami HG CIMINNISI, FRANKLIN: Riverdale, GA; B. Chalmers/Lookout Mtn FP COX, RANDY: Signal Mm, TN; C. Thoreson/Lookout Mtn FP CRAIG, ROGER: Orlando, FL; A. Bloodworth/Lookout Mtn FP DIMCOCK, JONATHAN: Knoxville, TN; C. Thoreson/Lookout Mtn FP FIEDLER, JOHN: Miami, FL; J. Tindle/Miami HG HENDERSON, JAMES: Decatur, GA; M. Jones/Florida HG ISRAELOV, RONI: Atlanta, GA; A. Bloodworth/Lookout Mm FP KLOES, RUSSELL: Hopkinsville, KY; A. Bloodworth/Lookout Mm FP McLELLAND, MATIHEW: Lookout Mm, GA; C. Thoreson/Lookout Mtn FP NIEUWENDIJK, NANS: Madeira Beach, FL;]. Tindle/Miami HG STEWARD, STEVEN: Tampa, FL; A. Bloodworth/Lookout Mm FP TRIMMER, PHILIP: Tallahassee, FL; A Bloodworth/Lookout Mm FP YUEN, DAVID: Miami, FL; J. Tindle/Miami HG Region 11 CHILES, JIM: Garland, TX; D. Broyles/Kite Enc HAYDEN, HAL: Austin, TX; J. Hunt/Red River Aircraft LUDWOCK, WILLIAM: Colleyville, TX; C. Thoreson/Lookout Mm FP Region 12 EDWARDS, URSULA: Hillsdale, NY; A. Bloodworth/Lookout Mm Fp FAULHABER, TOM: Cliffside Park, NJ; P. Voight/Fly High HG NUNN, CRAIG: New York, NY; A. Bloodworth/Lookout Mtn FP VREUGDE, CHARLES: Northport, NY; P. Voight/Fly High HG WESNOFSKE, BRIAN: Greenlawn, NY; P. Vighr/Fly High HG

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School Region 1 ADLER, GREG: Renton, WA; A. Swepson HAUGEN, ORU: Richland, WA; B. Morgan PEARSON, BRAD: Seattle, WA; D. Fox/CBCC Region 2 AMY, SCOTT: Salinas, CA; P. Phillips/Lake Elsinore Spores FORSBERG, GREG: San Rafael, CA; A. Whirehill/Chandelle GAULDEN, JAMES: Sama Rosa, CA; A Whitehill/Chandelle GILBERTSON, JAMES: Moss Landing, CA; J. Woodward/Natural Flying GREATBATCH, ANDREW: Milpitas, CA; P. Denevan/Mission Soaring HILL, JOHN: San Carlos, CA; F. Peel JONES, DONALD: Newark, CA; D. YoLmg/Mission Soaring PICCHI, ALLEN: Gilroy, CA;]. Damrel/Mission Soaring RAPP, JAMES: Los Gatos, CA; K. deRussy/HG PG Emporium SLOAN, GREG: Vallejo, CA; R. Zimmerman WISE, GREGORGY: Henderson, NV; K. Klinefelter/Owens Valley Soaring

Ill Ratings Region 3 CHAMBERS, JAMES: Encinitas, CA; R. Mitchell/Eagle's Wings HG LOPEZ, JOE: South Gate, CA; J. Greblo/Windsports Int'! Region 4 BROWNING, GARY: Salt Lake City, UT; M. Knowlden/Rebel Wings FLECHER, ED: Mesa, AZ;]. Reynolds/Phoenix Aero Sports JONES, DAVID: Park City, UT; C. Baughman/Vulture Gliders Region 6 BIEKER, THOMAS: Springfield, MO; W. Finn/Ozark Soar Heads Region 7 THOMAS, JOHN: Lisle, IL; J. Mitchell/JJ Mitchell HG Region 8 FUREY, RODGER: Taunton, MA; J. Nicolay/Morningside FP SYLVIA, MICHAEL: No Kingstown, RI; R. Hastings/Morningside FP

Region 4 JARRELL, GALEN: Phoenix, AZ; B. Holmes/Sky Masters Region 7 CUDDY, BILL: Almont, MI; J. Darling/Great Lakes HG JWEDA, KAMAL: Detroit, MI; N. Lesnow/Pro HG Region 8 CHANDLER, CHARLES: Simsbury, CT; D. Williams ATWOOD, ROBERT: Claremont, NH;]. Nicolay/Morningside FP LEONARD, SCOTT: Porrsmouth, NH; M. Jones/Florida HG Region 10 ELLIS, PHIL: Fountain Inn, SC; B. Burril/Ultralight Flying GREKOWICZ, GERALD: Signal Men, GA; B. Chalmers/Lookout Mtn PP KRATINA, KEVIN: West Palm Beach, FL; M. Jones/Florida HG KRIPS JR, JACK: Winter Park, FL; B. Flynn/Central FL Flyers PRESLEY, LINDA: Rising Fawn, GA; B. Chalmers/Lookout Mtn FP SANDIDGE, TONY: Lookout Men, TN; C. Thoreson/Lookout Mtn FP

Region 9 THORNTON, GREG: Cheswick, PA; B. Weaver/Kitty Hawk Kites MASTER RATINGS Region 10 ABU-HAIDAR, SUMAYA: Huntsville, AL; R. Patterson/Rocket Ciry CLOR, MARY: Signal Mtn, TN; B. Chalmers/Lookout Mm FP DOWDLE, JOHN: Lookout Mtn, GA; C. Thoreson/Lookout Mtn FP ELCHIN, CHAD: Nags Head, NC; B. Weaver/Kitty Hawk Kites FREEMAN, DWIGHT: Troy, NC; J. Nicolay/Mornignside FP GLOVER, RYAN: Nags Head, NC; B. Weaver/Kitty Hawk Kites GURR, ERIC: Miami, FL; J. Tindle/Miami HG HANNAH, JEFFREY: Rising Fawn, GA; C. Thoreson/Lookout Mtn FP HIGHTOWER, BRIAN: Kill Devil Hills, NC; B. Weaver/Kitty Hawk Kites WHITTLE, JAMIE: Nags Head, NC; B. Weaver/Kitty Hawk Kites Region 12 BLACKWOOD, PHILIP: Aberdeen, NJ; M. Jones/Florida HG WILSON, RICHARD: Binghamton, NY; D. Jewell/Flight Works WITT, CHRIS: Convent Station, NJ; B. Chalmers/Lookout Mtn FP

MIKE DEGTOFF CHRISTIAN THORESON CLAIRE VASSORT-PAGEN

FOREIGN RATINGS BEGINNER SMITH, TRAVIS: Cranford, UK; C. Thoreson/Lookout Mm FP NOVICE SMITH, TRAVIS: Cranford, UK; C. Thoreson/Lookout Mtn FP INTERMEDIATE ROBB, EDDIE: Ashburton, New Zeland; J. Greblo/Windsports Int'! ADVANCED BUDZINSKI, MIROSLAW: Scotland, Ontario; M. Gaces/OHPA

ADVANCED RATINGS PILOT: City, Stare; Instructor/School Region 1 DOMING, CHRIS: Seattle, WA; R. Gelfan/Dreamflights HENDRIX, ROBERT: Redmond, OR; R. Berger/Oregon HG Assoc MATTIAS, ZIPPY: Hailey, ID; C. Kastner SPECTOR, WAYNE: Ketchum, ID; C. Kastner Region 2 GILL, GORDON: San Jose, CA; R. Fischer/Wings Rogallo KELLENBERGER, URS: Burlingame, CA; A. Whitehill/Chandelle LALOUETTE, MARC: Fremont, CA; B. Brady MOFFAT, PHILLIP: Morro Bay, CA;]. Hesch/SLOSA URA, DOUG: San Jose, CA; A. Whitehill/Chandelle VORHIS, MICHAEL: Fremont, CA; B. Brady Region 3 BALLARD, FRED: Canyon Country, CA; A. Beem/Windsporcs Inr'l CARLSON, SCOTT: El Segundo, CA; J. Greblo/Windsports Int'! DAILEY, MICHAEL: Costa Mesa, CA; J. Pitt/Lake Elsinore Spores FILSINGER, WILLIAM: Honolulu, HI; M. Benson/Tradewinds HG

TANDEM ONE RATINGS CHARLES BEAUDOIN BILL BUCHWALD WALT HARRISON TREVOR KURTH TIM MASSEY TODD ROBINSON BEN STEPHENS GREG SUGG

TANDEM TWO RATINGS JODY LAZARO BERRY STEELE

TANDEM INSTRUCTOR STAN MISH STEVE STACKABLE THOMAS WEBSTER

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Winds finally permit first attempts at the 21-milc Great Race course, from LMFP to Chattanooga and back. Strong wcs1erly conditions prove very challcng-ing. 'T'hc pilots who fly include Mark Gibson, lcmy Barton, Casey Deering and T.cs Nicholas. Pilots who make the turnpoinr and then land out trying to come back include Mark Gibson, Tcmy Barton, Casey Deering and J.cs Nicholas.

An unidentified pilot climbs out at IJ,e Gn:rtt !?dee. Photo by Mary C/or.

9 duration contest is held at Menlo (south-facing, 800-foot launch). The first round gets three, four minutes for duration, and the second round gets one hour 27 minutes, 42 minutes, and eight minutes for top places by Great Race entrants. Meet Head gets over two hours! Winners: first, Gerry Grekowicz; second, Mike Loga; third, Jean Ca nni chacl-T'horeson.

dough. Mark Gibson makes a mess of his glider.

11 I\ n aerotowing event is held in the morning for acrobatics on and off tow, and an X-C: contest for $50 from Menlo to LMTP (approximately 30 miles) is included. Mark Gibson wins the X-C, but the Meet I-lead flies the task too. volleyball tournament cancelled.

12 An X-C contest is held from Rising Fawn (southwcs1--facing, 800-foot site) to I .ookout Mountain Flight Park 1.Z for $50. ·r<rny Barton makes it and gers the

The Day! The race course opens with Mark Gibson getting a start at 1:00 PM. Next on course arc David Smith, then Terry Presley. Mark is first to complete a rime (one hour 50 minutes), and Dave Smith crosses the finish line with whoops of enthusiasm (time: 1:4G:OO). 'Icrry Presley finishes with a conservative 1,500 feet over launch (time: 1:21 :21 ), and Mark Gibson does an aero--start and makes a second run (time: 52:39), but 'fony Barton is right after him moving into first place (rime: Tony then runs the course a second time, bar stuffing in convergence over the mountain, to flnish with a winning time of 3G:4 I. He says later that what slowed him down was the time spent ini1ially climbing. He got to a level where he could scream along when a little sink was encountered, and slow in lift to maintain heading and an altitude of about 7,000 feet to the Point and back, then to his final blazing glide 10 finish. Southwesterly wind conditions make racing 21 miles a challenge! I\ concurrent spot landing cornpctition is held in the Flight Park's LZ: first, 'Jcrny Barton, 1 second, 'Jerry Presley, 9' third, Jean Carmichael-Thoreson, 18' Cl"; fonnli, Les Nicholas, 18'

Spot landing competition at Menlo. 'fop placers arc: first, Mark Gibson; second, Dave Smirh; third, ·rony Barton. HANC CIIDINC

A wasb. The Big Party in the LZ is moved to Juan Garcia's cabin of pleasure ne;ir Rising Fawn launch, due to rain.

Six days out of seven Great Rt1ce '94 winner limy Barton e!.iininates the competition with saw flying, and all launcl1es (including hir )1m1to shooter" in the Lookout L7 Photo kY Mary Cl.or. aerotow) in the area were used with the exception of High duration and spot landing contests, a Point. There were no tree landings, three super race, and lots of gift: certificates downtubes were taken out, and two (every entrant got at least one). pilots suffered scratches. There was Another Great Race!

Place Pilot

Glider

1st

Tony Barton

Airbomc Blade 151

Tirne

2nd

Mark Gibson

Pac Air Klassic 15 5

52:39

3rd

Presley

Pac Air

1:21:21

4th

David Smith

Pac.Air

148

1:46:10

Prize(.,) Awarded $500 + $50 daily winner, 2 dinners for Lwo $200 + $200 from Pac Air, $50 daily winner, 1 dinner for two $100 + $100 from Pac Air, l dinner for two 3 dinners for two

No official time: Michael Loga, Jean Carmich:1eVfhoreson, Dyess, Rick Gattone, Tabe1~ Deering, Les Nicholas, Rex Lisle, Tip Knight. Meet Director: Jeff Hunt. Race Offlcials: Mary Clor, John Little, Mike King. T'hanks to everyone!

hip

1 by he 1994 Region Nine Regional Championship was again flown as an open distance cross--country meet that encompassed the best months of the cross-country flying se;ison. Pilors could fly on weekends from any site within 1he Region between midMarch and mi(f-May. They could fly as often as they liked, and their three JULY 1994

Lehmann longest flights were rhcn totalled to determine the winner. In an attempt to emphasize consistency, individual flights were limited to a maximum scored distance of60 miles. This meant that the contest could not be won by a single exceptionally long flight. A contestant would therefore most likely need to rnbmit three good flights to win.

'fhc Regionals had 38 contestants this year, including l O Rookies who had never flown more than 25 miles within the Region. Last year quite a number of Rookies snbmitt('.d flights in tbe contest, but this year only one achieved a crosscountry flight. That Rookie, Susan Pierce of the Washingron, DC area, drns wins the 1994 Region Nine Rookie Championship with her first--"evcr crosscountry flight of 1 miles from the Woodstock site in Virginia. Congratularions! Tc) cap ofl her first cross--country flight, she even got a ride back to the main I .Z by the local sheriff For the second year in a row Mike Neuman of Pittsburgh's Daedalus Hang Gliding Club wins the overall contest with a dominating total of 160 miles. While he didn't break the 135-mile Pennsylvania state record he set last year in the comest, Mike registered three excellent flights. The longest one was a site record 62 miles (60 contest rnilcs), getting ro 6,200 feet AGL off an .ArOL tow at Ashtabula airport in northeast Ohio. I have long maintained that tow flights in Ohio should be a factor in tbis contest, and am glad to sec that prcdict:ion finally come true. His other long flight of 59 miles was a pioneering route ftom Avonmore, Pennsylvania that went much further to the north than had ever been done before. What is noteworthy is di;it afrcr he had csrablishcd the route, two otbers suddenly duplicated it. It points out that much of what we do in hang gliding is a m~tter of established custom. We too rarely do something new because we think we "know" about what it is possible to do from a given site. Only when sornconc like Mike pioneers a route do we discover how misrakcn we were in what we "knew." Mike's third flight of 41 miles, from Avonmore, took place on Good Friday. He cut the flight short to ease the retrieve. Unfortunately he hadn't read the contest rules, rims not realizing that flights on the holiday did in fact count. Second place was taken by Nelson Lewis with three solid, similar-length flights for a total of 120 miles. His flights came from three difforent Virginia sites continued on page 18

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Accident Reports by USHGA Accident Review Chainnan Doug Hikireth Pilot: Age: Rating: Experience: Glider: Location: Injuries:

Andrew MULLIN 29 None Eight tandem instruction flights Moyes Mega Lake Keystone, Florida Drowned

Event: Pilot had received eight tandem instruction lessons over the previous three months. This was his first solo flight, on boat tow, static line (pay-out winch) with floats. Flight plan was to have 100 feet of line with glider 20 feet off the water, tracking in a straight line behind the boat. Tow went well initially, then pilot drifted off line. Boat driver stopped and free-wheeled the winch. A wing tip dragged in the water and the glider "water looped." One side float broke off, the other cracked. Tail float was intact. Upon reaching the pilot, who was submerged, the observer was unable to extricate him from the harness. The pilot apparently had his eyes open but was totally relaxed, not moving, and not talking. The observer then swam back to the boat and got a knife, and returned within 10 seconds, but had to dive down to get the pilot, cut the harness, and pull the pilot back to the boat. Resuscitation was unsuccessful. The pilot was apparently an epileptic. He had little sleep the night before, rode his bike 70 miles in the morning and water skied all afternoon. There is apparently a question as to whether he had a seizure or was dazed by the impact. He was unable to assist during rescue attempts. He was not a USHGA member. Comments: Hang gliding near the water, be it surf, lake or river, always poses the added risk of drowning, as is obviously exemplified here. Presumably if the floats had remained intact, this would have assisted in rescue and resuscitation. I do not know how often floats break in a JULY 1994

carrwheel or other high-impact accident. I do know that when people hit the water hard, they are frequently dazed or knocked unconscious. Without a flotation device, people sink quickly. When swimmers are drowning, the first rule is to keep the head above water, giving mouth-to-mouth resuscitation if needed. Could the knife have been brought to the pilot by the boat driver? Perhaps the pilot had not informed his team that he was an epileptic. There are arguments as to whether they should drive or fly, but usually if seizures are controlled, they are allowed to do so. But with water sports and a seizure disorder, a personal flotation device is an even more important requirement. I wonder if he wore one water skiing? It is not clear how well he had done during his eight tandem instructional flights. How about some comments from the boat towing groups? Unfortunately this is our second fatality for 1994. Event: "I arrived at the training hill and drove to the rop, noting that the property owner had apparently moved his cattle

into the field, as evidenced by the piles of manure. Undaunted by this, I located a clear area to set up. I untied my glider and slid it over ro the edge of the rack. I then stepped down from the tire I was standing on, and onto (you guessed it) a very slippery accumulation of bovine excrement. My leg folded under me and I sat on it, breaking it near the ankle. ''As I lay there I began to wonder how I could fabricate a more believable, heroic story to tell my co-workers. Hundreds of thoughts passed through my mind on the way to the hospital. Nurses and doctors cracked smiles when I told them how it happened and then apologized for giggling. After reading the exclusions in my accident insurance policy, in particular the ones dealing with flying, I decided honesty was going to be the cheapest policy, although not the least embarrassing one." Comment: There have been many reports of landing on slippery cow pies, resulting in sprained ankles and rwisted knees. There are also similar stories from stepping in cow prints (sun-hardened imprints in the mud). Some have set their gliders down in them after a good landing. A couple of really unfortunate pilots have done face plants in cow pies at the end of a good whack. Where ~ was Paul Voight? ~

WIN A BRAND NEW HANG GLIDER (OF YOUR CHOICE)

SNYHGPA FUND RAISER Fund Raiser Raffle by the Southern New York Hang Gliding Pilots Association, host of the 1994 National Fly-In. $25.00 per ticket. Number of tickets sold limited to 500. Check or money orders to SNYHGPA no later than the day prior to drawing during the National Fly-In. Send checks to: Dave Slodki, SNYHGPA Treasurer 1 Bay Club Drive, Apt. 18W, Bayside, NY 11360

~ USHGA Reports

USHGA Planning Committee Report by Russ Locke, USHGA Secretary

he USHGA Planning Committee met at the Association's Colorado Springs office in January. Members of the Committee who attended were: Gregg Lawless Bill B1yden Mike Meier Joe Greblo Gene Matthews Fred Stockwell Claudia Stockwell Jim Zeiset Cindy Gall Ken Brown Randy Adams Dennis Pagen Russ Locke, Chairperson

The first order of business was a discussion of the failure of the last Planning Committee's report to become any set of marching orders for the Association. There were several contributors to that failure. First, we don't have a strong enough philosophical base within the Board of Directors and the general membership. There are a number of issues on which we have enough disagreement that our committee process is essentially stagnated. Some of those issues include: Should the USHGA certify instructors? Should we actively recruit new members? How active should the National Association be in site acquisition, etc.? Second, we (I) didn't do a good enough job of documenting the reasons behind the positions taken in the last Planning Committee report. A lot of discussion went into creating that report, and had more of that discussion been documented, the decisions reached would have been better understood. Third, we followed a typical business format in creating a five-year plan which initially was the charter of the Committee. In retrospect, that approach probably isn't totally viable. While we certainly need to be

financially stable, hang gliding is more than a business, and for comparison's sake may be closer to a religion. It's something most people do because they want to, as opposed to a job that is generally required in order to earn a living. Taking all this into consideration, the Committee's main thrust this time was to focus on creating a philosophical base for the Board of Directors. In this time of rapid changes, having this understood base would be more helpful in dealing with unexpected issues as they occur. The format for this base is clearly a Mission Statement. Further, that Mission Statement needs to tie into the backbone of the Association which is our Bylaws. Article 1, Section 2 of our Bylaws reads:

The primary pmposes ofthe Association are to engage in the development, study and use ofhang gliders and the sport ofhang gliding; to make available and disseminate knowledge about hang gliders and hang gliding; to promote the organization ofmeets and competition for the flying ofhang gliders; to select pilots for national and international competition; to promote the training and rating ofstudents interested in learning the art ofhang gliding; and to promote safety and safe flying practices. It's fairly obvious that certain portions of this statement don't reflect the organization we have grown into, and further, point us in a direction that over the years we have chosen not to go in. After the last Planning Committee meeting, the Bylaws Committee rejected the proposed Bylaws change because there was no compelling reason to change. However, the overall

problem with our Bylaws is that it doesn't define a hang glider. Forget the debate over whether or not paragliders are hang gliders, under our current Bylaws, Base Jumping is hang gliding. In any case, the Planning Committee feels it's critical for the Bylaws to be changed in this area. The following statement, in our opinion, defines hang gliding in general enough terms that future changes to the Bylaws will likely be unnecessary (which is a goal of a Bylaws Statement) as well as referencing a document that we can change in the future if required by the laws of the land, technical development and/or other paradigm shifts. Article 1, Section 2 of our Bylaws should read:

The pmpose ofthe Association is to promote hang gliding which is herein defined as lowspeed lightweight, unpowered human flight in devices which are capable ofbeing foot launched and are capable ofgliding and soaring flight. To this end, the BOD will establish a mission statement which will serve to direct the manner in which the Board carries out the purpose ofthe Association. In creating an Association Mission Statement, the Committee reviewed our last committee report, the working group session from the New Hampshire Board meeting as well as several political and technological developments over the last few years. First of all, the Mission Statement needs a home. My suggestion is that it should be placed in the front of the first section of our policy manual directly behind the Bylaws. That would make the Statement SOP 2-1. Currently, an unwritten SOP entitled "Meeting of the Board" occupies this spot. I submit that if or when we get around to writing a Board meeting SOP, it can go elsewhere in Section 2 of the Policy Manual. The proposed Mission Statement (SOP 2-1) is at the end of this report. (Note: At the most recent Board meeting, it was decided to postpone SOP designation until the next Board meeting.) Following is the Committee's reasoning for the points in the Mission Statement. For the purposes of organization, the Committee looked HANG GLIDING

USHGA Reports for common ground within Association and sport issues and came up with the following groupings: Member Services, National Liaison, Chapter Services, Administration and Operations. Under Member Services, the issues were pretty straightfotward. Each member should be supplied with a magazine, insurance and have access to the pilot rating program. Additionally, since we manage a pilot rating program, the Association has an obligation to administer a process that certifies instructors who operate within established guidelines. To be sure, there are liability issues for the Association. However, it is the obligation of the Association to provide students of the sport some sort of standard to use in selecting those who will teach them how to safely participate in hang gliding. The Association has liaison responsibilities with local, national and international organizations as well as the news media and the rest of the aviation community. In the case of the Federal Aviation Administration (FAA), we felt it was important to get in writing a goal that has been talked about since the beginning of the sport. That is, to be able to participate in hang gliding without mandatory FAA pilot licenses. It was also felt chat to promote safe flying practices, the USHGA should build a stronger communication link with the Hang Glider Manufacturers Association (HGMA) and disseminate the information carried by this group to the pilot population. There is general agreement that our connection with the Air Sports Council is beneficial, but beyond that no specifics as to how we proceed. The Planning Committee recommends that, short term, we should increase the communication links with them so that we appear united to the general public in our response to Sport Aviation situations. Further, long term, we should reach agreement on how best to handle those situations that are developing between our groups, such as: foot launched sailplanes, aircraft launched (free fall) paragliders, balloon-launched hang gliders, hang gliders towed by powered ultralights, etc. Chapter services is an area that needs general clarification. The USHGA is not in a position to manage flying sites, but has the responsibility to provide local JULY 1994

pilots with the tools to manage their own flying sites. While the National Association has overall clout for the sport, the strength of the sport is at the chapter level. Local pilots must accept responsibility for managing local flying situations by establishing USHGA Chapters and utilizing the tools given them by the Association. The Association should administrate its processes in a way that maintains services to its existing membership base. That implies we should manage our structure in a way that minimizes unexpected expenses such as insurance claims and lawsuits. Further, some level of growth is necessary to maintain the cost structure relative to inflation. Operations is a catch-all area. The whole subject of safety belongs here, and the Mission Statement describes some specific areas that the Association should be focusing on. In implementing the Mission Statement, the Planning Committee recommends that the USHGA Committee structure work on the following issues.

INSTRUCTOR LIABILITY 1) Finish the Instructor Contract and Waiver - Safety & Training Committee. 2) Pursue Instructor liability insurance Insurance Committee. 3) Create a Code of Ethics for Instructors - Safety & Training Committee. 4) Update ICP, Instructors trained to standards - Safety & Training Committee. 5) Create Instructor Standards setting process by polling active Instructors Safety & Training Committee.

PILOT SAFE OPERATING STANDARDS I) Create closer communication links with the HGMA and communicate their knowledge of glider airworthiness standards and hang glider operation parameters - Safety & Training Committee.

2) Bring together local success stories and tools used to improve/increase flying - Safety & Training Committee.

MEMBERSHIP DEVELOPMENT 1) Actively support a Young Eagles Program or something like it by leveraging off other aviation organizations -Membership & Development Committee. 2) Focus on recruiting young people into the sport - Membership & Development Committee. 3) Identify and target demographic groups that are underrepresented in the sport - Membership & Development Committee.

AIR SPORTS COUNCIL The Air Sports Council is a critical tool for this Association to use in achieving our goals. The Executive Director and the President or his designate are standing members of the Council, and have an obligation to request resources needed to appropriately utilize rhe Council. I) TheASC committee members will provide a written report of recent activities at each Board meeting. 2) Work with the ASC to find a way to respond to sport disasters I accidents I incidents in a way that does not implicate one form of aviation in order to defend another.

ARBITRATING SITE DISPUTES I) Develop tools for conflict resolution to be provided by the national headquarters to the local level. Those tools should help the local level resolve internal site issues and should not dilute control and responsibility of the local pilots over their flying sites. Site Procurement Committee.

~ USHGA Reports PEER REVIEW 1) Create tools to resolve Instructional problems/issues utilizing a peer review process - Safety & Training Committee.

INSURANCE The Board recognizes that member and site insurance is a top priority of the Association. All reasonable efforts will be made to maintain our coverage. 1) Continue to investigate forms of self insurance - Insurance Committee. 2) Educate our members about the existence of laws that absolve landowner liability. The office should maintain a list of those states that have such laws on their books. - Insurance Committee. 3) Check with other industty organizations (AVEMCO, Air Sports Organization) that may be willing to provide us insurance and/or combining with them - Insurance Committee.

MEMBER SERVICES 1) The Planning Committee recommends that the current situation of separate magazines should continue for at least two years past the expiration of the current contract (12/94 - 12/96) - Publications Committee. 2) Any local issue(s) that has national implications or relevancy should be aggressively and immediately dealt with in a predetermined and consistent manner by the Association headquarters. - Office/Executive Director. 3) The ability of the USHGA office to collect, prioritize and disseminate issues of general concern is a top priority, and is an area where significant and immediate improvement is needed. Office I Executive Director. Additionally, there were two issues that needed to be dealt with prior to the next Board meeting in March. Since the entire Executive Committee was in attendance,

the Planning Committee dealt with those issues under the authority of the Executive Committee. Those issues were: 1) a request at the international level to support a proposal to abolish the separate Women's World Championship series, and 2) a position from the USHGA on the rewrite or FAR Part 103 by the FAA. The request to support a European countty's desire to abolish the separate Women's Championship structure contained a series of fairly complex issues that ranged all the way from financial to political. After much discussion, the Committee decided that the most reasonable thing to do was support the current structure of allowing women to compete under two separate systems until such time as a significant number of women have moved into the international ranking system. The feeling was that since there is no real proof that women possess or do not possess different capabilities than men with regard to hang gliding, that we continue to support increased opportunity for them to compete until such time that it's obvious there is no reason for a separate championship series. With regard to the FAA's decision to take input from us relative to requested changes in FAR Part 103, the Planning committee reached the following decis10ns: With regard to many people's desire to separate power from unpowered ultralights, the Committee decided this was a non-issue for us since, by definition, we are already separated in FAR 103. Relative to the current right-of-way rules, the Committee found the FAA's reasoning on ultralight right-of-way to be essentially sound and no change is being requested. Regarding our current need for an exemption to fly tandem, the Committee felt it was appropriate to insert some wording in FAR 103 to make our exemption permanent, especially since the FAA, initially, did not seem opposed to this. Dennis was instructed to work with the ARAC Committee on the wording. Relative to ground-based towing, our initial effort is to get some formal commitment from the FAA that FAR 91 doesn't apply to us. In some parts of the

country, FAA Administrators are treating a hang glider on a tow rig the same as a "moored balloon." Relative to aero towing, the USHGA is supporting the United States Ultralight Association's (USUA) petition to increase the weight range for powered ultralights. If they are successful, we will get access to better tugs for towing. However, on a related issue, we see no current reason to request chat the unpowered weight limit of 15 5 lbs. be changed. However, there also is no reason to oppose any attempt by the ultralight sailplane community to raise the 155-lb. limit. We are not requesting any change in the wording of flying over congested areas, since the wording is similar for all forms of aircraft which operate without formal FAA certification, and since the FAA has already said that they will not change it. The powered community is requesting that the FAA require some sort of ai1worthiness certificate, but we see no need for that on the unpowered side of the fence. We already have our own sport standard (HGMA) which the FAA has approved in principal, and it's working fine. We are suggesting that some language be added to acknowledge the waiver we're designing for operation of a commercial hang gliding demonstration (air shows). This is an area of significant liability, and having some reference to waivers put in FAR 103 could limit our !ability as well as give us some better definition of how to proceed officially with air show demonstrations. As I mentioned at the beginning of this report, the first Planning Committee effort failed to become a set of marching orders for our Association. Since, by definition, that is the goal of the Committee, a lot of effort went into t1ying to make this report something the Association and its members could use to maintain and improve our existing flying opportunities. To summarize, a majority of our efforts were aimed at establishing a philosophical consensus (not necessarily unanimous agreement). The Board must have this to avoid the flip-flopping and paralysis we have been going through. We also feel chat it's critical to mal<e the appropriate adjustment to our Bylaws to better HANG GLIDING

USHGA Reports ~ define hang gliding. The Bylaws must reference a Mission statement in which we can make strategic adjustments within our overall mission to keep our pilots in the air. Where everything goes from here will depend upon overall acceptance of this report by our Board of Directors including the action items set forth for our Committee structure. However, the most important responsibility lies with the individual members of our Association. All of us have a responsibility to at least understand the information in this report. This base will serve as a central operating point, and any needed changes in the future will be easier to facilitate since we'll all be starting from the same point. Standard Operating Procedure 2-1 (Proposed Mission Statement):

This Mission Statement is intended to define the manner in which Article 1, Section 2 of the Bylaws are implemented The USHGA Mission is to promote hang gliding (including paragliding) to both current and potential enthusiasts. The Association will take steps which the Board ofDirectors deems appropriate to preserve and expand pilots' opportunities to fly A primary pmpose ofthe Mission Statement is to specify those fundamental aspects which define the ente1prise in which we are engaged, as a means providing

JULY 1994

a philosophical base fiwn which the Board can take guidance for specific action. Member Services to include; • Access to a pilot rating program. • A periodic magazine for members for the duration of their membership. • Access to an Instructor Certification Program. • Insurance for all full members and other additional services as deemed desirable. Chapter Services to include: • The support tools for establishment and operation of Chapters and their sites. • Site insurance for Chapters responsibly managing their sites. • Dissemination of information. Association Administration to include: • The administration of the Association's finances co ensure long-term existence. • The active pursuit of a level of growth necessary to ensure the Association's continued ability to provide member serv1Ces. • Risk management through prudent management practices. Operations will be managed to include: • Administering programs and disseminating information that will develop, foster and promote practices for safe flying.

• Promoting the acquisition of skills, techniques and knowledge for the continued development of the sport of hang gliding. Recognition and awards for those who make outstanding contributions to the Association and/ or the sport of hang gliding. • Promoting the development and standardization of methods for pilot training, including airmanship and the appropriate FAR's. • Promoting national and international competition. • Promoting the development of safe practices for surface-based towing, aero towing and two-place flight operations. National Liaison with: • The Federal Aviation Administration (FAA) and other governmental organizations to minimize their regulation of hang gliding activities. • The National Aeronautic Association (NAA), the Federation Aeronautique Internationale (FAI) and associated organizations (CIVL). Hang gliding manufacturers, commercial operations and professional associations (HGMA). • The Air Sports Council. • The aviation community. • The news media.

WARNING: The USHGA and Hang Glider Manufacturers Association strongly discourage flying hang gliders outside H GMA-placarded operating limits. Aerobatic hang gliding is extremely dangerous, and pilots participate in this form of flying at their own risk. This article is presented because of the important safety issues addressed. ,\ most import:ant con·

''I enjoy speed '' - Jonathan LiviJ1gsro11 Seagull

have a grca1 cnthusias1n for

aerobatic hang gliding.

However. no responsible person \\'OuJd encourage all participants in our ,,vondcrfu1 sport of fooc- lau nch aviation to .idvance to radica1 aerobatics as

n nol'1naJ progression. On Lhe

c:ootrary. ic is an acciviLy chat

fe,v pilots ,viii pursue, due in part ro the considerable h1:z.ards involved in learni ng. Ir proba-

bly will never be a special skills sign-off on your rating card . The bottom line is that acrobacic.s sl1nply is not necessary fOr

cept co understand is that radi•

cal acrobatics involves flying upside down on a \Ying from which you are hanging by a flexible link. It all worl<s fine if you ahv-Jys carry enough energy through the maneuver so the ccnrrifugru force keeps your harness straps tighr. However.

people make mistakes, especially while leaming. If you intend to pu.rsue radical freesryle hang gliding be advised char you arc opening yourself up w rhe potential of a drastic situation. You can n,inimi1...e che chances of disaster if you proceed ar a cautious rnie, and gradua lly increase your knowledge and ab il ity over ,he years. This

takes a responsible attirode. the full enjoyment of hang glid[ know people who ing. It is not for everyone. allowed their ego 10 hurry AND IS OFFIC IALLY D ISthem into radical aerobarics COURAGED BY THE USHGA with cragic results . A p ilot AND THE HANG GLIDER asked me, "Ho,,• much rurbuMANUFACTURERS lence is safe for looping!" Each ASSOCIATION, BECAUSE experienced pilot has hjs O\YI\ OF THE DANGER feelings on wha, level of mrbuINVOLVED AND THE lence is coo n,uch, and ic is FACT THAT GLIDERS ARE nearly il'npos...,ible ,o articulate. NOT DESIGNED FOR THIS The best ans,ver is, ' Srick co KIND OF FLY IN G. BANK dead-smoorh air. Then if you ANGLES OF MOR£ THAJ\I get hurt you will kno,v it ,vas 60° AND PITCH ANGLES OF MORE THAN .30" ARE OPPOSITE: The m,1/wr enter, 11 'max dive·· in preparario11 form, nerobaric your fauh and noc some inop-OUTSIDE THE PLACARD- 11,aneuwr. ABOVE: A spin at Te//11ridr. Colorado. Nor, smoke curling for- porrune curbuJcncc you drove into.* \Vceks lacer chis pilot ED LIMITS OF AU. HANC; tv11rd around mzillng edgt. indicating 1ralled righr wing. blew up a glider bec.u:t<: he was G L.l DERS. IN ADDITION, li.·1y intent i.s co com1nttoicare in1ponanc looping in too curbuleuc condilions. f ic EACH HANG GLIDER DESIGN HAS A PLACARDED SPEED NEVER TO safety infonnacion co chose fC\v aa1ong you got his chute oul but it was 100 snlall for who will engage in free$cyle despire an rl,e his,wcigh,. He hi, hard, badly dislocating EXCEED (\/ ne). his shoulder. That was a year ago and he logical reasons against it. 1

)ULY 1994

still cannot fly a hang glider. pilot in San Diego, California TEN REASONS FOR NOT DOING RADICAL Radical aerobatics can radically named Eric (The Lifeguard) AEROBATICS IN AHANG GLIDER affect your life. Smith. Eric is a big man. He is There are however, some tall with long arms. He hooks in benefits derived from learning at about 240 pounds (109 kilo1) Low margin for error. Flex wing hang gliders can convert how to do mild aerobatic grams). His great strength, long little more energy than necessary for one loop. maneuvers. The benefits are a arms and high hook-in weight 2) Tailless wings can tumble when stalled, especially at more in-depth knowledge of make him a hang glider's worst unusual attitudes. your glider's control capabilities, nightmare. Eric can essentially 3) "Hanging pilot" configuration does not allow for negaand greater awareness of, and load test a glider while flying it, tive situation. confidence in, the strength of which he demonstrated at The necessary pitch stability designed into a flex wing 4) your wing. High-speed handling Telluride in 1987. In Eric's zeal hang glider makes diving difficult. is an aspect of flight that some to win the World Aerobatics 5) Trailing edge flutter can occur at looping speed, causing Championship, he pushed out a hang glider pilots never explore. I feel that it is important if only little too hard during a rolling sail degradation. maneuver and broke his cross to allow a more relaxed attitude 6) Danger of diving into unnoticed pilots flying below. He got his chute out very spar. during the necessary high-speed 7) Excessive G loading by heavier pilots might stretch sail. quickly and survived the highapproach to landing in a turbu8) Considerable practice time required curtails cross-counlent LZ. It is better to familiarize elevation landing with some try flying. yourself with high-speed control injuries. A bigger chute would 9) Mistakes are often life threatening (for comparison, mishave helped. when you are high and comforttakes in sailplane aerobatics are seldom life threatening). able than to learn it in a difficult Back then Eric was flying 10) Your mother will sleep better. situation when you have serious a metal airframe glider, of decisions to make. course. Today he flies a 160 Modern hang gliders are very TRX RACE carbon fiber glider. take in aerobatics is to pull the bar in all strong aircraft. Many pilots never get a perRecently, Eric decided he wanted to get sonal feel for how much load they can hanback into looping. He had not looped since the way and hang from it if necessary (in dle. Of course it is NOT a good idea to certain cases perhaps moving to one side in his accident in 1987. He got himself very test your glider's strength by pulling exceshigh in smooth Santa Ana conditions at addition). The reaction to turbulenceElsinore, California and went into his max sive G's. Some pilots have found the load induced stalls/upsets is the same. dive. He was determined to find out if he limit of their glider in this way. It is difficult to do because it requires a steep, highcould trust this glider. To the best of his speed dive with an abrupt pull-up, but EQUIPMENT ability he duplicated the control inputs once accomplished it always becomes a that had broken his other glider six years earlier, bur instead of breaking, the glider very interesting and pivotal point in one's Any glider you fly should be airworthy, life. In an instant your existence comes of course, but if you plan to go out and pulled up into a graceful near-180° intentionally "load it up" it makes sense to rollover. Eric is back, and the carbon fiber down to just you and your parachute, and age has arrived. you have the rest of your life to figure out select a worthy wing, adhere to the manuhow to save yourself (which might be only facturer's maintenance schedule and preFor any aerobatics the glider should be of unquestioned airworthiness, meaning no seconds). flight it attentively before launching. All Mild wingovers will not overstress an modern hang gliders can handle mild damaged tubes or wires, virgin downtubes, maneuvers. Most are capable of steep and a sail without excessive UV exposure. airworthy glider. It might put two or three G's on your wing. However, a stall at 90 Be confident of your main and backup maneuvers, but for radical aerobatics hang loops. There is nothing worse than degrees can be very dangerous. It is best to choose wisely. The characteristics I like in a glider are precipitating out of your glider just when start at 45 degrees and work up gradually good dive-ability, reasonably light pitch everything is going great. Always use a steel only after you have developed smooth pressure, excellent energy conversion and carabiner, and be sure your harness is habits. Remember, smoothness is more important than steepness. This initial periquick roll response at high G's. Of course, strong and of reasonably recent manufacture. UV exposure degrades harness od of learning about your glider's reaction superior strength is a valuable quality. to control input at various speeds and G Those who live where there are no expert strength. Check your harness for frayed ropes or straps and strained stitching. Also aerobatics pilots to talk to are at a considerloadings before you start getting steep is check the construction of your harness by able disadvantage. You might know that essential in developing a smooth style with its long-lasting rewards. your glider model has been looped, but if feel. There should be webbing on the botAn additional benefit of practicing mild you cannot hear from someone that the tom, not just fabric. There are new parachute designs on the aerobatics is that you will have experience glider converts extra energy rather than just market with smaller pack volumes for a enough to loop when technique is precise, in unusual attitudes. To become comfortable with unusual attitudes means you will given descent rate, but the old rule still your alternative is to experiment yourself. be less likely to panic when you get upset Obviously this is not a safe situation if you applies: bigger is better. Flying with two by turbulence while flying in strong therare inexperienced. Be sensible. chutes is a good idea if the extra chute does mal conditions. The reaction to any misThere is an experienced radical freestyle not interfere with your ability to ball-up

HANG GLIDING

analyzed as mechanical physics, becomes a tent loss of ground reference. One of the for a dive. If you are making a custom harfinest, massively experienced aerobatic matter of energy conversion, conservation ness for aerobatics, place the chute all the and efficiency. You build potential energy hang glider pilots in the world, who perway forward for knee clearance. A rocket forms incredible and beautiful 180° rolling (from the height of a mass) by gaining altichute is a good idea. If you have a handmaneuvers, cannot do loops because he tude. You convert this stored energy into deploy chute, be sure it has pins so it does cannot take his eyes off the ground. Do not kinetic energy (the speed of a mass) by divnot come out during high G's. underestimate the effect of this aspect of Although, good fortune comes in many ing. Once you have converted an adequate the aerobatics mentality. It might be amount of potential energy into kinetic forms. I know of a pilot whose life was responsible for many of the mishaps that energy (by attaining a certain speed) you saved because his chute popped during have to efficiently reconvert a portion of occur on first loop attempts. It is imporexcessive G's when he broke both leading your kinetic energy back into potential tant to know your own limitations. edges off an Axis 15 by pulling up too energy as you climb to the apex of your abruptly for a maneuver at 300 feet (90 maneuver. At the same time you must conmeters)! This is a pilot whom I had PRACTICING BASIC serve enough kinetic energy to carry you observed doing 120° wingovers, which MANEUVERS past the apex and into your next dive. looked fairly clean until he got just past As a matter of physics it is fairly simple, apex when he would push out hard, pitchAdvanced pilots who are interested in but in reality the complexity is great ing the glider around quickly which ruined expanding their knowledge of the control the smoothness of the maneuver, and left enough that people have been killed trying of their gliders should begin by getting to do it. The process involves two key elehim with little airspeed for the next accustomed to speed and how the glider ments: the efficiency of the wing at high G maneuver. The last word on parachutes is loading and the knowledge and ability of responds to roll input at high speeds and to get familiar with the deployment process G's. If you are in doubt as to your level of the pilot. The problem of the glider is simof your backup system. Practice some proficiency for this, always consult a senior ple. You choose one that someone else has deployment throws while hanging in your pilot who is familiar with your level of proven good for aerobatics. The problem harness. experience. Of course, be high and away of lmowledge is more difficult. It is a trial The type of harness is a consideration. and error situation since you cannot have a from the hill in smooth air for this period The trend in the general hang gliding comof feeling out your glider, so any overcondual instructor. Trial and error is a harsh munity is toward pods, of course, but the trol will not put you into the hill. Be sure top aerobatics pilots in the USA still prefer way to acquire a life or death skill. Even if you can accumulate the knowlto be well away from ocher flyers. the cocoon. A cocoon with chin foam is the edge there is yet another factor to consider. best for turning your body into a centralized mass (balling up) for the purpose of It is some intangible facet of the mental getting a maximum forward position for a makeup of the aerobatics pilot that allows SMOOTHNESS dive. Some aerobatics pilots do well with a him to operate upside down with intermitThe most important flexible pod. You can gee into habit to develop at this early max dive by doing an initial TEN IDEAL CONDITIONS FOR LEARNING AEROBATICS SAFELY stage is smoothness. When I was steeply banked maneuver and first learning to fly 15 years ago dive out of it. However, I am I happened to choose the home not willing to give up the ability 1) Home flying site with smooth "glass-off" type conditions site of some excellent early pilots to pull straight in from normal at which you can soar at least 2,000 feet AGL (920 whose behavior I observed. I flight with little or no mush to meters). learned much of what I know achieve max dive for loops. This 2) A schedule/weather situation that allows you to fly at about hang gliding from David is what the cocoon provides, least four times per week. Beardslee. The most outstanding and that extra confidence in 3) A local hang gliding aerobatics expert who can observe quality of David's flying is his your dive is valuable. and coach you frequently. smoothness. He launches High Energy Sports makes a 4) A recently manufactured high performance glider of a smoothly, soars smoothly and great cocoon for aerobatics. It is model that has been proven by an expert to be aerobatilands smoothly. He flies like a thin for better balling up and soaring bird, with maximum cally worthy. surrounds you with two-inch efficiency. If you have occasion seat belt webbing, all seven class 5) A strong, very flexible harness (preferably thin-foam to watch him fly, notice his stitched. Always have a hook cocoon with back strap). technique. From the moment he knife on your harness. When 6) A large-capacity, rocket-extracted parachute with hand starts his launch run, through the time comes you will know deploy option. his landing flare, every move he why. 7) A hook-in weight of less than 200 pounds (90 kilomakes is smooth. grams). Smooth maneuvers look 8) Good physical condition and muscular coordination. better; moreover, you are less DYNAMICS OF A 9) A responsible attitude with cautious enthusiasm and likely to overstress your glider if MANEUVER good spatial orientation ability. you are smooth. Smoothness 10) Trust fund income. means efficiency; therefore, to Gliding aerobatics, or be smooth is to conserve energy. freestyle as some call it, when JULY 1994

Remember, energy management is what freestyle hang gliding is all about. Because of the limitations of our current wings there is little extra energy to squander. Concentrate your smoothness attention on pitch control. While it is important to be smooth in all aspects of control, it is actually difficult to look jerky in roll. Due to something referred to as apparent mass, a hang glider responds to roll input slowly, but to pitch input quite quickly. There are only two times when it is okay to be abrupt with pitch control during aerobatics: when trying to get aimed toward the ground for a max dive and if you should stop inverted. Note that both of these cases are pull-in. Never be abrupt on the push-out. I see people getting away with abrupt pitch control, but they are walking a thin line. If you are too abrupt with pitch control one of three things might happen: 1) overstress the glider and break a leading edge or cross spar (a worldrenowned hang glider designer once did this); 2) twist out the wing causing rapid loss of energy, possibly resulting in an inverted stall/tumble; 3) get away with it, but the maneuver looks jerky.

to it. Each glider design has its own natural frequency or rhythm that it "likes" during these reversals from left bank to right bank, etc. Some are slow, some are quick. Now is the time to learn your glider's rhythm before you get into steep-bank angles. Start with 40° to 60° bank without excessive dive between maneuvers, and remember smoothness. It is impossible to practice too long. The more you practice the smoother you will become.

STEEP WINGOVERS There should not be a point at which you decide to stop doing mild wingovers and start doing steep ones. The proper and safe way to proceed is to first get very, very comfortable at mild bank angles. Then the 'transition to steeper bank angles should be automatic. As you gain confidence you will find yourself diving longer between maneuvers. The additional energy (speed) will allow a more steeply banked maneuver. If you pay your dues through long practice of the basics without progressing too quickly, you will be rewarded with a smooth, appealing style.

MILD WINGOVERS THE DIVE Visualize a figure 8 lying on its back with the ends curved up. Your mild wingovers should describe this pattern approximately, but do not confine yourself

As you progress, your main focus will become the dive. Your ability to get the glider diving steeply is of great importance,

because the glider's pitch stability is intended to prevent it from doing so. This restricted dive characteristic is a result of the designer's efforts to prevent inadvertent inversion. Consequently, you can pull in all the way as abruptly as you wish (from any speed above stall) and you will not tumble, provided you are flying a certified pitch stable glider. In a sailplane you ease the stick forward and you are diving. Most hang gliders take some technique to achieve a max dive. I hear some people say they whipstall to get into a dive. I am sure they are just misinformed on terminology. NEVER do any kind of aggravated stall in a tailless wing except when you flare to land. To whipstall is to push out rapidly from a higher speed with the resulting potential of getting the glider much more nose high than if you ease out slowly from minimum sink speed. A nose high stall spells tumble. In the case of most gliders, in order to get the nose aimed at the earth for a max dive, you need to ease out to mush (NOT FULL STALL!). Once into the mush range near stall you will feel some back pressure and the nose will start to drop. Immediately go with this nose down motion and pull the bar in all the way as you ball up and get as much of yourself as possible in front of the bar. If you are nearly dead-in-the-air, it stands to reason that if you should push out again right away you could tumble, so hold this position for at least tvvo or three seconds.

HANG GLIDING

Some gliders will start to pull out after four or five seconds as a result of their pitch stability. Others will continue to dive as long as you hold your dive position. If your glider starts to pull out of the dive it is time to pull up because you are losing efficiency, and you no longer have the energy you had. The term "pull up" means to exit the dive and start to convert your kinetic energy back to potential as you pass through pitch level and begin to climb. There is nothing more important to the safety of a freestyle pilot than competence and confidence in the dive. If you are to become a safe and competent radical freestyle pilot, you must learn to love the dive. Each time you practice a dive you end up with an amount of kinetic energy converted, and you will want to do something with it. Resist the urge to try turning it into a radical wingover or loop. The only way to develop accurate judgement as to how much energy you convert (or speed you build) is through long practice. If you try to loop before you possess the judgement, you cannot be sure if you have enough energy to make it through the maneuver. There is also the matter of "spending" your energy wisely (proper pullup rate) throughout the maneuver. Since there is little tolerance for wasted energy, it is essential to be sure through judgement. There are two things you can do safely with your dive energy. You can do a 90° wingover by starting your pull-up and then initiate hard roll input before you reach pitch level. This is not the best way to convert your dive energy into a steep bank angle, but at this point you are not trying to do steep· maneuvers. You are trying to perfect the dive and stay alive long enough to turn it into more advanced maneuvers. For later, the way to convert maxiinum dive energy into climb energy is to initiate roll input just after pitch level. Do NOT try this until you have perfected the dive! If you try this technique without enough dive energy, or without spending your dive energy properly on a glider that does not roll easily at high G's, you might find yourself stalled going straight up. If you stall at or near this attitude you WILL tumble. Obviously this is to be avoided at all cost, so be wise and play it conservatively for now. Start your roll before pitch level. Be ready for excessive pitch pressure. Some gliders develop fairly heavy pitch pressure on the pull-up, but if you experience excessive pitch pressure you are pulling up too rapidly. The other thing you can do with your JULY 1994

DEFINITIONS 90° bank angle or less Mild Maneuvers 90° -120° bank angle Steep Maneuvers Radical Maneuvers 120°-180° bank angle and spin Colloquial hang gliding aerobatics term, meaning a nonWingover stalled maneuver in which increased airspeed is traded for momentarily higher than normal bank angle with an approximately 180° heading change Apex Highest point in the maneuver Pitch Level Lowest point in maneuver when cord line (or keel) is parallel to horizon G's Force due to change in speed or direction causing loading on glider and pilot Sudden and violent nose down rotation about the pitch axis Tumble initiated by aggravated stall, rotation can continue indefinitely if pilot weight remains behind hang point Relative orientation of glider using the earth's surface as a Attitude frame of reference Condition in which part or all of the inside wing is stalled Spin and radius of rapid yaw rotation is much less than that of a normal coordinated turn (usually less than half span)

dive energy is something Eric Raymond told me about when I was preparing myself for loops. He suggested I do straight-ahead 45° climb-outs as I pull up from the dive. This allows you to experiment with a range of pull-up rates and find the rate that gives you the best regain of altitude. The pull-up rate that leaves you the highest as measured from the bottom of your pull-up is right for maximum energy conversion. Remember that this all-out dive practice is an advanced stage of your training, and should be reserved until after you become very comfortable with mild wingovers. A glider with loose side wires even when the VG is tight can display a phenomenon known as wing lurch. While diving at a certain angle the wings oscillate between the limits of the top and bottom side wires. This is not a structural or efficiency problem; however, for me it detracts from the exhilarating purity of the all-om dive experience.

REALITY CHECK I have been conducting aerobatics seminars for the last four years. My motivation is not financial since a psychological analysis of an aspiring aerobatics pilot would probably show that if he had money he

would not have that special need to do loops. I try to impress upon my students that they cannot expect to make great advancements during a two-day seminar. They can only hope to pick up a few gems of information to take away and infuse into their learning. One notable student completely ignored my advice, apparently thinking he was living in a separate reality. On the second day of the seminar he quietly decided he was ready for his first loop. He towed up to 3000 feet, did some wingovers and went for a loop. He might have had enough energy to make it over, but at some point he lost his orientation (did not know his attitude). He pulled in to abort the maneuver when he was past vertical and stopped, going straight up! He tumbled a few times and then the glider broke as he became pare of the worst mass of rapidly rotating wreckage I have ever seen. He was at about 1,500 feet (450 meters) when he tumbled. Once the glider broke he was rotating so fast that I feared he might not have the strength to overcome the G force on his arms and get to his chute. At about 300 feet (90 meters) he got his chute out and landed uninjured except for wire burns. He says he has given up the idea of looping a hang glider. This is a man who wanted to loop in the worst way, and he 29

did. It has been rny observation that part of the incentive to loop is to gain the respect of your peers. 'Think about this. ff you try it before you have prepared yourself with long practice at the basics, and you blow it, you accomplish l'.xacdy the opposi tl'. effect. f know another experienced pilot who wanted to show his friends how well he could 11y. His friends werl'. visiting from abroad and he would not see them for a long time. He towed up and tried a radiu1l maneuver without sufflcient experience (or airspeed). As he tumbled he threw his chute with the glider still intact. The 'Type 18 parachute bridle happened to route past the right leading edge rear section as the canopy opened. T'he motion of the glider and the great tension on the bridle caused the leading edge to break. At the same time the bridle melted from friction on the lower side wire. 'fhe pilot had removed the coating from the cables to increase performance, altliough it is unclear whether that makes a signiflcanr difference. Suddenly; he was in a much worse situation than a tumble. Ile had a broken glider and his parachute bridle had been cut. He must have bit the ground on a fonunatc up-oscillation since he w;1s not killed. He suffered severe and lasting injuries.

There are many 1norc stories like this one. 'fhis is my motivation for wriring ,his article and doing freestyle seminars. f appeal to all pilots to use this information Do not make the mistake of nying to enjoy the fon and freedom of acrobatic: fl without paying your dues during a

serious learning period. Nothing is free. ( )nc of the earliest lessons in life is: If yon try to take something that you have not

earned there is a penalty. I know of several dead pilots who apparently thought this rule did no1 apply to freestyle h,rng gliding.

*3 code *3 to 20 second time

Judge for yourself. The table reflects your expected rate of descent on a standard day at sea level conditions. These calculations are without the extra drag of a hang glider. Your rate of descent will vary according to density altitude and mode of hang glider failure. The landing impact of a 20 foot per second rate of descent is like standing on a six-foothigh platform and having a trap door open below your feet. HANG GLIDER EMERGENCY P/\Fl:/\CIHJTES OU) GENERATION VERSES STATE-Or--THE-ART TECHNOLOGY

*Wallet size. Other

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always Launch Weight in Pounds

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RTG!Il: BRS Recovery Systems) in-air deployment. 8ruee pilot and photogrr1phe1:

\Ul<CH,>HC

nee upon a purchasing a parachute system for your hang glider was easy. You called your local dealer and said, "I need a parachute." The dealer said okay and you bough I a parachute. 'foday, the hang glider pilot is required to make decisions not only about the shape and performance of his or her hang glider parachute, but also about the method of' deployment. The purpose of this article is to help pilots make more informed decisions when considering bal-lisrically-deployed or hand-thrown hang glider parachute systems. 'f'his article will

address the deployment method regardless of parachute style or type. Remember, rhcrc arc tradeoffs in everything you do. As a pilot it is your job to decide which system best suits your flying style and environmcnr. For the purpose of this article the term "ballistic" refers to pyrotechnic and air rockets Pyrotechnic rockets arc those which burn a fuel while air rockets use pressurized air to produce thrust. Some of the early problems with ballistic systems revolved around the manufacturers' choice of the ballistic device itsclL

Rockets stored energy with great efficiency, but getting proper thrust duration was a problem. "foo much thrust at the end of full canopy extension could cause the burn .. ing rocket to change direction and become unpredictable. With too little thrust, the rocket would not pull the parachute from the container properly and reach fu[[ canopy extension. Tc)o much thrust could pull the parachute out of the container roo fast and cause burning of the lines or canopy through the friction of nylon rubbing against nylon. ln addition, there was always the risk of burning the parachute

HANC GLIDING

material. Manufocrurers warned just enough thrust to get die parachute to full extension without bmning the canopy. The thrust produced the solid fuel rockets seems to balance both the mass of the parachute as well as die amount oflrnrn time. Other early design issues included how the rocket would be carried by the pilot, how it would he mounrcd on the hang glider frame or the harness, how the rocket was 10 be launched, whether or not to use a loaded with a firing pin or some other arrangement, how the rocket should be a ttachcd to the pa how the parachute should be pulled from its container, where to momn the 1x11·aclrn1,e and the launch rube, where rhc handle should he mounted, and a host of other considerations. I .atcr problems included how to best mount rhe launch rube so it would not get cmgl11 up 011 side how to build a safety that is easy to open ii' the pilot forgets to undo the before launch, and how to minimize the proba- A1odern in.rta//,ttion container. bility of pilot error. With many of these menr method. Since the rocker on a questions have been answered. Continued analysis of how hang gliders break and how pyrorcchnic system provides the parachute the wreckage behaves fon,1 a basis for conwith a constant state of rension throughout ri 1111ed research and development in the rhe deployment, an orderly sequence of flcld of parachutes. (Jr is i11teresting to note deployment is mainiained while the par:1-that IO years ago hang gliders seemed more chute is inflating. T'be chance of an asymmetrical deployment is much less with con-prone to rumble to the ground, while more recently broken hang gliders seem to spin stant tension. You get the same advantages with the air system, al rhougb the thrust to the ground. Some broken hang gliders decreases as rhe parachute reaches full have been known to come down more extension. slowly than the parachute packed in its The less time it takes For parachute dcploymem bag.) inflation the less likely it is that your bridle The pros of' ballistically-deploycd parachute systems arc obvious. Foremost, or lines will wrap up in a spinning or tumassun1mr~ an uneventful deployrncnt, the bling hang glider. If your hang glider is brokcn, a ballistic system needs only a narhallisric system will give you a very fast deploymem. The pyrotechnic rockets give row channel of clear space for the rocket and parachute to get through the wreckage. a continuous thrust of about 50 ponnds for a duration of abour one second. 'fhe air A conventional hand-thrown deploymenl system initially accelerates the rocket with hag needs a wider opening. Just prior to 60 to 75 pounds of thrust, which then deployment the hang glider pilot needs to think of only two things when using a baldrops off as the parachute travels to full stretch with its own momentum. Since listically-deployed system: point and pull. 'f'he cons of the ballistically-deploycd speed is directly related to altitude, you can parachute system deserve more anc1Hion. succcssfr1lly deploy your ballistic parachute First is the increased complexity of the sysat a much lower altirnde than if you were using a conventional hand-thrown deploytem. As with any mechanical device, the

]U!Y '1994

more complex it is the greater the chance that something can go wrong. The cost of a ballisric system ($599-$750) may be another consideration. Maintaining the system is definitely more reasonable. A currenr BRS rocket on a maintenance schedule costs about $175 to overhaul. That translates into $1.22 a month cumulative maintenance, plus the regular repack ,,1,"n"'" that occur with all common parach u t c systems (non-vacuum packed). If you travel on airlines with your harness and pyrotcch-nic rocket, you may have d i/Eculry bringing a "Class-C l',xpl()SPvc· aboard. The air rocker can be dcpressurized before your flight, then refilled with a scuha tank when you reach your destination. The extra weight ( 1. '.i lbs. to lhs.) of a ballistic system may not he as big a concern as it once was. Today's hang gliders seem to be able to carry "weight" much better. fn addition, the newest "high-tech" paraclnne designs arc bringing more weight down at a much lower rate of descent than those of tbe previous generation. If; however, you have a tendency to land away from roads and retrieval, f1y off a sballow launch, or need to hike into your flying site, you may want ro argue this point. Mounting location of the ballistic rocket is critical, both in terms of locating the deployment handle in a easy-to-reach spot and directing the launch tube to fire the rocket in the desired direction (preferably not ar your own body). You should be able to reach your deployment handle wirh either hand. As of last year, BRS has decided that mounting is so important that they want to factory install all of their systems. Once you have your ballistic system mounted, you must then consider how you plan to aim it in the event of an emergency. Moving your body to aim your rocket rn:iy be cliffkult, especially if your glider is broken and you cannot find anything on which to hold. If you do not get a clear shot and your rocket or parachute gets hung up on the wreckage, a ballisticallydeployed system can be very difficult if not irnpossiblc LO reel back in ,md hand throw. If your system docs not fire your only

option, short of having a second parachute or a ballistic system that can be hand thrown, is to eut the rocket connector line and pull the parachute out of the container in an attempt to deploy it by hand. 'This would be very difficult at best. In addition, a system that shoots a raw canopy through the wreckage, or stores the parachute in close proximity to vclcro hook, offers a greater probability of parachute damage d1an that which uses a deploymenf bag or other protective sleeve arrangement. If you accidentally fire your rocket in the same direction you are falling the extra thrust could pull you closer to the ground, and it would take even more time for you and your hang glider to fall below your parachute in order for it to inflate. Finally, ballistic systems require much more care by the pilot than hand-deployed ones. First, the pilot must remember to undo the safety just before launch and immediately attach the safety right after landing. The consequences of a wuffo helping you and grabbing the wrong handle, or a child who just wams to see what happens when he pulls the handle could be disastrous. 'The chance of an accidental deployment dming a bad landing or crash is greater with ballistic systems. Pyrotechnic rockers can give off enough heat to cause injury. All ballistic systems should be treated like a loaded gun. They need to be kept locked away from children and handled with care. Launch tubes made from aluminum tubing arc not impervious. Careless handling can dent the launch tube

glider parachute Remembe,; are lradeoffs in everything you do. As a pilot it is your job aec:1ae which system best flying style and environment. 11

and interfere with a proper deployment. The In tern al AIR system by Second Chantz has addressed many of the potential problems associated with sornc sidemounted ballistic systems. You can ballistically deploy or hand deploy the same parachute. Both deployment handles are in easy--to-reach, visible locations. The launch tube is embedded in the parachute contain-er on the chest, exposing only about four inches of launch tube from the front: bot.. tom corner of the parachute container, making it very cl ifficult to get caught on the side wires. The problem inherent with

this arrangement is that you have a hard cylinder diagonally across your chest in the event of a hard belly landing. Despite all the things that can go wrong, ballistically-dcploycd parachute sys· tems remain superior in doing the one thing that can save your life getting your parachute out fast! The pros of a hand .. deployed parachute system packed in a deployment bag include the pilot's ability to throw the parachute in the best direction given his or her panicu-lar situation. 'The pilot is not dependent on positioning the launch tube by rotating his body, but can use his natural instincts to throw the parachute in any number of dif. ferent directions. In addition, there is no extra weight of a rocket, and you have a protective "pillow" on your chest in the event of a hard belly landing on jagged rocks. (At least six pilots have attributed lack of injury during crash landings to parachutes protecting their chests.) 'The parachute and lines arc protected by the deployment bag from sharp edges as it is thrown through the wreckage. If the parachute hits the sail or other objects it may be able to bounce off without disrupting the deployment sequence. If it gets caught in the wreckage the pilot may be able to reel the parachute back in and throw it again. On the down side, the pilot must have the presence of mind and physical ability to hand throw into clear air (11sually the harder the better). This means that the pilot must make more decisions about when and where to throw. If you wait too

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long, a spin may gain too much momentum to allow you a clear throw. The amount of time it takes for full bridle, line and canopy extension is dependent on the amount of force with which the deployment bag is thrown, as well as the direction of throw relative to the specific situation of the pilot. You must be able to forcefully throw the deployment bag, and a hand-thrown system needs a wider channel of clear air through the wreckage than the ballistic systems require. The biggest negative associated with the hand-deployed system is the amount of time and energy it takes to throw the parachute to full canopy extension. As with any life-saving device, the importance of following manufacturers' guidelines cannot be overemphasized. Although rockets enjoy a 99.9% reliability rating (when using current NASA testing procedures), that statistic does not reflect problems with the rigging, trigger mechanism, mounting of the system, launch tube or improper use of the ballistic device. The importance of following rigid packing guidelines is best illustrated by one pilot who needed to use his ballistic system the day after he had repacked his parachute. The pilot, Ken, had S-folded his parachute and stacked his lines in an unconventional manner in a parachute container mounted on the side of his harness. During the incident he was easily able to locate and pull his deployment handle. His legs were out of his harness and he was in a balled-up position when he fired his system. The projectile glanced off his leg (it

did not leave a mark!), then continued to get caught in the wreckage. (The nose of the rocket hit a slack cable. As the rocket wobbled so did the cable.) The pilot attributes part of this failure to an improperly packed parachute that may have hampered the ability of the rocket to pull it out. Fortunately, Ken was able to ride the glider to the ground. He suffered whiplash. The importance of not "improving" the system without consulting the manufacturer can be illustrated by George's experience. George felt that he really wanted easy access to his ballistic deployment handle. He mounted his side ballistic cannister further toward his head than normal, then redirected his deployment handle from the top of the canister in a straight line toward his shoulder and secured it with velcro. In this way he could easily grasp the handle with either hand. What he did not consider was that, in the event of a bad landing, the brush could also grab the handle and fire the rocket. That is exactly what happened. George reports that he was very surprised at how quiet the rocket was when it fired. The projectile left a one-inch hole in his harness and burned another five or six inches of harness. The rocket buried itself six to eight inches in the soft sand. It pulled the parachute out of his container and through the hole in his harness. Remarkably, the parachute was not damaged. Had George talked to the manufacturer about cable routing he may have avoided this problem with other precautions.

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The importance of remembering to unlock the system was demonstrated when Eric was unable to find his deployment handle after tumbling from a blown loop attempt. It seems that he had not adequately released the handle cover before launch. Anyone could just as easily forget to unclip the safety handle restraint. Luckily, Erik's leading edge took the brunt of the impact with the ground. Proper installation of any system, be it hand deployed or ballistically deployed, is imperative. The pilot who deployed his system with his side pocket unzipped was very surprised to find the projectile getting snagged on the open zipper. We will never know if the deployment would have been normal had his pocket been zipped. What we do know is that it is wise to send a picture of the installed system directly to the manufacturer, so they can do a final inspection regardless of who does the actual installation. The importance of careful inspection and maintenance of any ballistic system was demonstrated by a New York pilot who blew an aerobatics maneuver in Telluride, Colorado. Apparently he did not notice that the nut attaching the handle to his firing mechanism had loosened. When he grabbed his handle he pulled it right out of the launch rube without firing the rocket. Fortunately, he had a backup handthrown parachute that saved him. Then there was Jacque, who fired his pyrotechnic rocket to find that the rocket somehow wound up sizzling on his back. It burned through his down jacket, sweater

and shirt, and left second-degree burns on the back of his shoulder. The parachute never left the container, although reports indicate that, when pulled, it did easily snake out of the container. These are just a few illustrations of problems experienced as a result of improper use or maintenance of ballistic systems. However, hand-deployed parachute users have not been without their own horror stories. Consider the pilot who was spinning with such centrifugal force that he could not reach the handle, or the pilot whose parachute fell below him and ultimately opened, pinning him to the sail, or the pilot without safety locks on his parachute system who deployed when he didn't want to. Most recent as of this writing was Orin's experience. After tumbling his glider, Orin remembers that he could not move his right arm. He does not remember throwing his chute, but he does remember watching the parachute still in the deployment bag falling below him as he was spinning to the ground with tremendous force. In conclusion, there are many factors to consider when choosing the method of parachute deployment chat is best for you. Weight, bulk and cost are minor considerations when you consider how much time you spend close to the ground, your aerobatic desires, and usual flying environment. In researching this article I found that each method of deployment was superior in differen t situations. If the pilot had an uneventful deployment, ballisticallydeployed chutes were far better in getting the parachute out as quickly as possible. The number and types of things that can go wrong, however, are far greater with a ballistic system than with the traditional hand-deployed parachute. To complicate the "ballistic controversy" even further, the pilot must now recognize that hang glider failures resulting in severe spins greatly affect the performance of the parachute even once it is out. The bottom line is that no matter what kind of parachute deployment system you have, you must treat it with care. You must treat it as though your life depends ~ on it, because it very well may. ~

Special thanks to Dan Johnson, Paul Thompson, Rob Kells, Ga1y Douris and john Dunham for their help in researching this article.

BRS Commentary

etty rfeiffer has done a service to the hang gliding community by airing 'BRS does not wish to issues regarding emergency paraadd any more negatives chutes. Her focus on the ballistic side of the equation appears deserved, with a quarto the article by pointing ter to a third of all pilots using these devices. Betty worked hard on this story, out weaknesses of the airputting eight months of effort behind it. powered devices. We She spoke to many knowledgeable experts in assembling her facts. wish to support the However, BRS feels the article has some concept that all these inaccuracies on which we feel compelled to comment. devices can and do save Betty divides the field into three segments: hand deploy, pyrotechnic (solid lives. 11 fuel) rockets, and compressed air rockets. For the most part, Betty shows both positives and negatives, segment by segment. Though she mentions minuses for all ballistic systems, her section on air rockets leads the reader to conclude that they have solved "many of the potential problems" associated with ballistic systems. BRS does not wish to add any more negatives to the article by pointing out weaknesses of the air-powered devices. We wish to support the concept that all these devices can and do save lives. As glider manufacturers have correctly observed, however, any device - glider, harness, instrument, helmet, parachute, or rocket - has clear limitations. All are mechanical devices designed and built by ordinaty humans. The better suppliers are rigorous about correcting any problems. The top manufacturers do so openly, honestly and quickly. That doesn't change the fact that even the best products by the top manufacturers can have problems. BRS prefers to discuss why we feel solid fuel rockets are superior choices for the task Betty discusses. Solid fuel rockets maintain their energy potential over long periods of time. They do not require great attention to maintenance by the pilot. They have the greatest amount of stored energy and deploy parachutes faster than any alternative. They are small and light. They are virtually unaffected by moisture, altitude or temperature. They are ultimately simple devices which contributes to their extremely high reliability ratings. All emergency parachute options require correct installation. Even simple handdeployed 'chute systems have failed for the most basic of installation reasons, most notably the lack of frequent repacks. While it is true that adding rocket deployment - solid fuel or air power - complicates the emergency system, this is no different than the complexity of high performance versus beginner gliders (compare the RamAir to the Falcon). Advanced hardware capability (in gliders or rockets) usually brings with it the requirement of greater knowledge on the part of the operator. We also wish to question a few items of lesser concern. Betty writes that, "the extra thrust [of a rocket) could pull you closer to the ground [if fired in a downward trajectory]. BRS doubts that the relatively low thrust and short duration of a rocket could add significantly to your descent rate. BRS also believes that the act of "aiming" your ballistic system is a worthy effort, but one beyond the ability of most pilots in emergency situations. More often than not, pilots who throw hand deploys or fire rockets are unaware of what is happening to them. Being able to find the desirable "clear channel" has proved to be more fantasy than reality in the majority of incidents which BRS has reviewed. Lastly, while BRS has no problem with Betty's authorship of the article, we feel she should remind her readers that she is a leading supplier of hand-deployed canopies to the U.S. market. BRS does not mean to challenge the underlying concepts of Betty's writing. More accurately, we want to add to the story, bringing additional balance where we felt some was lacking. BRS appreciates Betty's effort to further educate the pilot population about emergency safety equipment; this has also been a goal in several items BRS has submitted to Hang Gliding magazine. Fly safely!

- Ballistic Recove1y Systems

HANG GLIDING

1994 USHGA MERCHANDISE ORDER FORM QTY.

TOTAL

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 - 50/50 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

$ $

"NEW" PERFORMANCE FLYING by Dennis Pagen. Covers just about everything for the Intermediate & Advanced pilot ............... $29.95 Hang Gliding magazine "SPECIAL NEW PILOT EDITION" launching, landing, buying a used glider, etc............................................ $4.50 Higher Than Eagles by Maralys & Chris Wills. The story of early hang gliding and Bob Wills. Hardcover. ............................................ $19.95 UNDERSTANDING THE SKY by Dennis Pagen Micrometeorology for pilots. Almost 300 pages, 260 photos & illustrations ............... $19.95 THE ART OF SKYSAILING by Michael Robertson. Covers material used in ICPs, including Charts of Reliability ................................... $9.95 PARAGLIDING· A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding ......... $19.95 HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney The Official USHGA Training Manual. Over 200 pages ........................ $29.95 PARAGLIDING FLIGHT - Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FLYING 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

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"NEW" USHGA STADIUM CUSHION Comfortably protects your assets ............................................................................................... $5.95 OFFICIAL USHGA WINDSOKrn 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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Con1petition

The 1994

East Coast • • C amp,ons 1ps bJ G. W. Meadows photos by Gerry Charlebois 1

im Eckhardt, Ken Brown and I had been down in cenrraJ FJorida for some "Sun 'n' Fun," both at the famous

Lakeland fly- In ,ind rhe soon-,o-bc famous Wallaby (hang gliding acrotowing) Ranch when we headed norch around 9:00 PM on Thursday nighr 10, an all -nighrer (0 Chattanooga. Tennessee. We'd had near perfect wearher all week down in che Sunshine Srace, and with lors of new ink in our logbook.,; ,vc ,vere lookjng (orward co lots more flyi..ng at che Sixrh Annual East Coasr Championships. The sky \\las beginn ing co sho,v .sjgns of li ght as Vera brought us our o rder at one of the many Waffle I-louses in Ch:ur;u;ooga. By the cin1.e v.·c: ,vcrc dof'!e ,.:;,..,iggin' our cc..1ffee, there was oo doubt char ,-..·e ,vc:re no longer in the Sunshine State. T he sky was con1plecely overcasc, and v,,ith flying at

Lookout Mounrain Flight Park during the lasr scheduled day 01 the Grear Race looking doubrful , our mood rurned as

gloomy as our surroundings. We pulled into rhe Lookour LZ around 6:30 am. deployed our ground pads under the shchcr and comn1c-nccd ro acte:mpt shut-eye as the sky began to prccipitaLe. T,vo hours and 97 slan1n1ed doors l;ircr (it seen1ed everyone else c:tmping in the LZ ,va.ntcd to get up ;ind leave about this cin1e), Jim and I gave up on t he shur,eye idea •nd went 10 ,he Golden Gallon for some rnore coffee. Jolted by our laresr 20 ounces of java, \VC

decided to drive up to launch to see ,vhat rain looked like from the top. Oh wdl, ii was beginning ro look like we should have Sll1•cd in Florida. ·The ,vcarher forecast sounded promising for Sa1urday 1he first day of rhe Els, Coast Championships - so we headed

H ANG GLIDING

LEFT: Jim lee lat111chi11g from thr famous Henson's Gt1p radial nunp.

ABOVE: Semp on launch at Hmso11i

over ,o ,he Scquacchic V•lley (on che ocher side of Chatt:tnoog:,) to sec up our cem and get sicuaced for rhe meet. Ncichcr Ji1n nor I ,vere oornpetirors in this one: ,ve just came co see friends and do some ,vind probing ,vhen che meet director so desired. The front blew rhrough during the night and Saturday dawned with blue skies )ULY 1994

arld scrong northv.,est winds. Great direc· tion. bur a little stiff. so wirh gliders sec up we aU waiccd for it to die off some. \Vcll. it died off, bur only slightly. and a rask was called along the ridge to rhe southwest, m a rurnpoim and back to rhe Henson's Gap LZ. The msk was approximately 30 miles and was won by Jim Lee on a RamAir. The meet was off and running in good sryle.

The meet was being run for rhe first time by Cliff Whitney of Sequaccbie Valley Soaring, and both meet direcrors from past East Coast Championships were on hand for some flying. Rick Jacob had just

returned from Cosrn Rica and decided to ht a contestant in rhis year's mecc. I, as already nlentioned, \,•as just hanging out for good fellowsh ip with friends and to do a little wind probing. Over the course of the week chc flying \1/3.5 pretcy- much spcccacular. A row1d \.\':~ run up the north end of ,he valley pasr f>ikcvillc and back that pu, ,~I pilots on the ground before goal excepr Ken Brown, Mark Gibson. Sieve Lee and rhc oldest member (and captain) of rhc Green Team, J im Zeiset. One rask was run from Hc:n:,on's launch co a rurnpoint at rhe

Whitwell LZ (on the other side of the valley) and hack to Henson's LZ. On this particular day all the pilots had to launch in a tailwind from two to Ave miles per hour. One competitor described the sight (as seen from the Henson's as looking like "a river of dacron flowing off the ramp." On this particular day no one made bur T<my Barton did make tumpoint. Another interesting task had the competitors flying south on Henson's ro Powell's cross·· roads and then back to Henson's LZ. With a north crosswind on the mountain no one made the task that day, but some fun flying was had by all. A task was held to the Marion county airport from Henson's launch. This task was enjoyed thoroughly by most and was won hy Jim Lee. Another task from J-Ienson's launch to the racerrack in Jasper was also and was finished by only three pilots: Eric Kaye, Rick Jacob and winner Wojonowski. The first seven days of the contest were all held from Henson's launch, and with strong cast winds forecast for the eighth and flnal day of the contest, the whole show was moved to the launch at Whitwell. The winds at Whitwell launch turned out to be light and variable with good thermal and after much debate by the task committee, the flrst ever ECC "out-of.valley encc" (as described by Pete Lehmann, dammit) was called. This gutsy task called for the pilots to launch at Whitwell (on the northwest side of the valley), travel northeast about 15 to cross the valley to Henson's launch, travel another l miles or so up that side of the then head east, finally land at Mark cross the plateau Anton in the Tennessee Valley approximately five miles east of Dayton a total distance of 40 miles. This was going to be some task. Like many days of the meet, getting up at launch was no and some pilots sank out. For those pilots who did get up, the flight to Dunlap was fairly easy. The crossing to Henson's launch, however, separated the field a bit and put more than a on the deck. Those pilots who were fortunate enough to make the crossing were by a marvelous cloud street

Gerry Charlebois climbs out over launch. that perfectly marked the comse up the ridge to the point of the plateau crossing. From this point on the lifr was sketchy to nonexistent. Everyone except Jim Lee and Kari landed short of the designated goal afrer crossing the plateau. With Jim edging out Kari for his third victory of the meet, he pretty much sealed his fate as champion of 1he Sixth Annual East Coast Championships. The l 994 meet was run well and the weather cooperated like never before. Eight out of Ayable days during a meet on the East Coast is practically unheard of. 'f'hc contest started with too few goal options (three) diminished to two, and then ended with Ave after a bit of scrambling. It is vowed that this problem will be remedied for the l 995 meet to make task selection a bit more flexible. As stated, the flying was remarkable, hut the parties, dinners and breakfast meetings were outstanding. The Tennessee 'free Tcippers held a free foed for the pilots and club members at launch one evening, and the Lewis Chapel community center I vo!.unteer fire department held three southernstyle breakfasts for the pilots that left all who attended quite full and closer to coronary arrest. Perhaps the greatest bang glid-ing party in the history of the sport was held on the west ridge of the valley at Hank and Vicki Hughes new "mansion" perched on a rock overlooking downtown

Dunlap. Hank ,rnd Vicki have created an unbelievable living environme111, complete with glass walls on the valley side of the house and an unbelievably large dual-level deck (complete wi1h Are pit), on which a live band performed for the pilots. Nestled quaintly in the woods among large boulders, the Hugh's home was rhe site of a completely catered barbecue and beer affair like none you'll ever attend outside the Sequatchie Valley. This ECC attracted 47 participants and as many as 30 free fliers on some days. A total of 5 5.51 official meet miles were flown, which is a record for the East Coast Championships. 'The top eight placers in the meet arc as fi:Jl!ows:

1) JIM LEE 2) MARK GIBSON 3) KENBROWN 4) STEVE LEE

5) KARI CASTLE 6) GREG WOJONOWSKI 7) BRAD KOJI 8) PETE LEHMANN As a postscript, since this meet Jim Lee's wife Kathy gave birth to a healthy baby girl, and Tony Barton has proposed marriage to his lovely Australian girlfriend, Megan. They plan to exchange vows in October. Congrats to all.

HANG GLIDINC

The !lirborne Blade p/lllifrmn.

Ii by " " ·~ his is the second in our series of new glider reviews. Lmt rnonth we looked at the Moyes rmd ne.x:t rnonth we cover the Airwave Kl,usic. 7J1esl' rl'views rm: intended to introduce new prod ucts to prospective huyers. We do not review we do not lilu, but since every pilot slightly need, or idettl,, we have alwttys urged you to f01 heftm: you

To become airborne is w enter a realm where fi.:w venture, yet those who do find a JULY l 994

freedom of spirit that cannot be conveyed.

Thus, any company calling itself Airborne garners our instant attention. This company may not be familiar to most of our readers, so let's find out a bit about them before we look at their glider. Somewhere south of the equator is a island masquerading as a continent, known as Australia. There the deer jump on their hind legs, the bears smell like eucalyptus cough drops, the clocks spin the opposi tc way, all the women arc blonde, all

the men swill beer and hang gliding is a passion. Witness the fact that Australia has J 115 the U.S. population yet maintains three major hang gliding manufacturers. The latest company to come out of the land of Oz is Airborne. Three of the princi pies arc brothers: Ricky, Russel and Scan. Russel has been a member of the Australian World 'lt:am at various times since the flrst American Cup meet in 1978. Ricky won rhe World Championships in Australia in l 988. 'The friurth principle, Paul Mollison,

of nature's artillery. Besides these flights of mine, I let others fly the Blade. Their feedback along with the observations I made at the East Coast Championships helped me formu late my ideas about the glider.

The .most notable thing about the Blade that distinit from other gliders is its biding edge construction. 'fhc fore part is convcn·· tional aluminum, but rhc outboard section is a fiberglass tube (even though it looks like graphite, it is in actuality black fiberglass). Docs this make sense? ft docs ro whomever de·· signed trees, for observe how limbs and trunks taper from the attachment poim to the tip. (Do you really want to argue with the designer of Ideally, tubes or any strucrure should be stronger, and therefore larger, in the areas where they rake the most load and smaller elsewhere to save weight. In fact, all the tubes should be tapered in various places on a hang glider to provide desirable flex patterns and save weight. Unfortunately, it's difficult to taper aluminum tub111g not so with composite tubes such as graphite or fiberglass. The Blade takes advantage of com-·

The Blade slick control bar fittings. Note the pip pin with acorn leeepei: is wclJ.-known on the international circuit, for he was meet director of the '88 World Meet as well as many other meets in Australia, is a vice-president of the CIVL and devised the competition scoring system used in most competitions today. The company started producing ultralight trikes quite some time ago. About three years ago they brought our the Blitz high-pcrfrnmancc hang glider and refined it into today's Blade. Their mutual extensive background has served them well. To see how well, we present the Blade. I brought a stock Blade home from the East Coast Championships in April. On my first flight I floated around for three hours. Very nice. On my second night l again flew for three hours but I went on a 60-milc cruise. Hmrn ... what fun! On my third flight I had a 50-milc out-and-back ridge run. 'T'h is was getting too easy. Subsequent flights were made in rain, gusts and strong thermals. I felt at home in the Blade by then and was ready to handle all

The Bl11de tip uses a neoprene attachment of'the lower hcmdling:

posite technology and uses a mm to 30 mm (2.12 to 1.18 inches) taper on the out· board leading edge. 'fhc result is a very tight sail through the root and midspan region with controlled flexibility at the tip. The payoff is in handling and weight savmgs. Another Blade innovation is tlie combined main and backup hang strap. The main comes off the kingpost and the back-· up comes from the keel They are sewn together below the keel and form a neat package. The bonuses are that you will never frirget to hook into your secondary, there is less drag from the extra strap (often aligned poorly to the breeze) and there is less to foul the nprights when you fold them down during pack-up procedures. 'fhc other item we'll mention in passing is the airfoil. Cornparing it to my master of all the high performance gliders of the past several years, I find that it is very dose to

The Blade rear hmdback

the TRX airfoil except that it has more carnbcr in the forward l 5%. In fact, the Blade's airfoil has a high point that is sec ond only to the Xtralite in forward posi-· !'ion. However, the most noticeable thing about this airfoil is that it appears to change about two-·tl1irds out on the scmispan. This makes sense if executed proper.. ly, for different parts of the wing fly at a different angle of attack range.

The Blade looks sharp. It has very nice uprights, and hardware. Various pans, such as rhe VG jam cleat and die pulleys, come from sailboat technology, but others arc derived from the hang gliding realm.

HANC CIIDINC

Every year there is a well-organized hang gliding and paragliding trade show known as Induga at Augsburg, Germany. This show takes place in March and most of the latest hang gliding-related products are on display. Glider manufacturers are beginning to make great use of their access to materials through such a show, and Airborne is no exception. The control bar uprights and corner fittings on the Blade are an example of this. They are the best available (and shared with the I<lassic and other European designs) from Germany where they engineer chat Mercedes you bought for your girlfriend. The uprights pop our with a detent button for quick removal, and the corner fittings are clean, simple and strong. We repeat: you'll find no more elegant solution to the corner I cable I tubing combination problem on a control bar. Other parts of the Blade demonstrate an equal interest in finish. Everything seems to work, everything seems to shine, and everything seems to suggest flight.

THE BLADE SYSTEMS Perhaps the most important design feature of a glider other than its pure performance is its setup system. Nowadays almost all gliders opt for the simple, sensible rear pull-back umbrella-type opening. The only differences appear in control bar setup, number of battens to stuff and tip hassles. The Blade shines in all bur one respect. The crossbar rear pull-back

The point is1 Nefson s Blade was keeping him near the top of the pack when the pack included 1 some of the nation s best pilots (as measured by competition performance). 11

requires lots of force. In fact, it is on a pulley to give you a mechanical advantage. Even so, it requires a stronger arm than most. However, the rear attachment device is cleverly designed so you just have to pull back and down and the shackle clips itself m. One very sensible Blade feature is the pip pin used to attach the base tube to the corner bracket. This pip pin comes with an acorn keeper that protects the balls from dirt. Such a pin is very reliable and lets the control bar triangle assemble as fast as with a break-down base tube without the added complexity or weight. The Blade battens go in easily. They are color coded red and green for lefr and right respectively, with big plastic tips that look like they come from Mattel. There are four lower surface battens per side and they stay in place after being merely slipped in all the way - a setup curmudgeon's dream. The reflex bridle compensator is auto-

matically attached and internal so the fore and aft cables are tight. Tons of VG travel results in loose side cables, but as usual I take out some of the slack on launch by applying some VG takeup. The VG is very workable, although it takes three big helpings of pull to run it all the way tight. I like the jam cleat design and placement. This is no small item, for when you're in a virulent thermal on a wing with other gliders slashing by, you don't want to have to look at your VG in order to find it. The one less-than-perfect matter on the Blade is the tip attachment. To tune a turn out of the glider, you must drill out a pop rivet, twist the tip and put a new one in. In truth, this is a simple and functional system, and it is rare that you ever have to adjust a tip in this manner, but unless you bring a portable drill and a pop rivet gun with you, don't expect to tune the glider.

HANDLING A BLADE When we speak about Blade handling we must mention the glider sizes. It comes in 153, 141 and 132 square foot formats. The one I flew with my 165-pound naked body was the 141. I know a 190-pound pilot competing on one. These types of wing loadings almost always lead to good handling. I have had reports from other pilots as light as 110 pounds about how they like the handling of this very size. However, I would advise pilots to fly the glider they intend to buy if possible, since it has been found that heavier wing load-

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JULY 1994

The instrument features a logarithmically proportioned variometer with 5 clamping 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 vadometer prices!

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ings on some smaller gliders actually make handling worse, as the inner leading edge bows up and introduces more overall anhedral. At any rate, I found that the 141 carried my weight well and handled fine. Its response to roll input can be enhanced with a slight fo1ward prod on the bar. This is a feature it shares with a few other gliders (the TRX and Desire for example) and should be well understood by prospective buyers. Essentially, when you make a roll control you apply a little quick forward punch with the basetube and the glider responds instantly. This method also works very well when you're correcting for a lifted wing. The handling is very sensitive to the amount of VG applied, as with most gliders. With VG full on you'd better make an appointment well in advance if you want to turn anytime this week. This is good in the sense that the purpose of a VG is to tighten the glider for fast, straight flight. The only problem arises when a wing gets lifted in the tight mode, which I found would only happen if I was going moderately slowly. One nice handling feature is pitch bar pressure. With the VG loose the glider has a healthy desire to fly at trim with progressive bar pressure as you pull in more. With the VG strung full-tight the bar pressure is greatly reduced. This feature prevents fatigue during those long fast glides that often occur in desert flying. I tried spin entries on the Blade. (This will be a regular feature in our glider reports, since as gliders evolve inadvertent spins will be a greater concern.) These were performed on the basetube as if I were ham-handling a turn. The glider showed no interest in spinning by surprise and only dropped the inside stalling wing. Recovery was quick and uneventful. Finally, we mention takeoff and landing in a word: easy. This word is relative, of course, to what you are used to, but the Blade requires flare timing similar to most other gliders (only the Moyes high performance gliders seem to have an expanded flare window).

BLADE 153

BLADE 141

BLADE 132 Metric

Imperial

Metric

Imperial

Metric

Imperial

SAIL AREA

12.28 sq meter

132 sq feet

13.12 sq meter

141 sq feet

14.25 sq meter

153 sq feet

WINGSPAN

9.36 m

30.70 ft

9.71 m

31.86 ft

10.12 m

33.20 ft

ASPECT RATIO

7.20

NOSE ANGLE

128 degrees

DOUBLE SURFACE %

8"'0/ L,/0

82%

0')0/ OL-/U

BATTENS

GLIDER WEIGHT

28 kg

62lbs

33 kg

73 lbs

35 kg

77 lbs

PACK UP LENGTH

5.3 m

17.39ft

5.5m

18.05 ft

5.7m

18.70 ft

SHORT PACK LENGTH

3.7m

12.14 ft

3.9m

12.80 ft

4.0m

13.12 ft

RECOMMENDED PILOT HOOK IN WEIGHT RANGE (includes equipment)

50-85 kg

110-187 pounds

65-105 kg

143-231 pounds

80-120 kg

176-264 pounds

All Blade models sell for $4,355 the East Coast Championships. On the first day of the meet we had a windy ridge race. Tony was right near the top with speed. On the last day of the meet the front gaggle was heading north when we all caught up in the same thermal vying for altitude to cross the valley. We ended up with seven gliders in a daisy chain, nose to tail, at the same level. I recall Nelson Howe breaking away and getting a jump up on the rest of us in a nearby pop of lift. We all joined him in another merry-go-round going the other direction. The point is, Nelson's Blade was keeping him near the top of the pack when the pack included some of the nation's best pilots (as measured by competition performance). Be that as it may, I would choose a 153 for Eastern-type conditions and a 141 for Western racing given my weight. Wing loading is still a factor in the performance equation. With the smaller one my speed and glide at speed was comparable to the better wings in the sky. Performance and competition results depend on many things, including luck, so we again urge you to fly and compare before you start shuffling shekels.

quite some time, partially because they produce some very small entry-level and intermediate gliders for very small people. The small Blade also fits this format. They are likely to make inroads into the American scene if they continue their marketing. Their U.S. distributor, Kevin Kernohan, intends to do just that. So, whether you like to hover or hustle through the sky, get yourself a flight on Airborne's new Blade and ride the ~ cutting edge. ~

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fl Competition Corner continued from page 17

(Woodstock, Daniels and Ravens Roost). They included a 39.5-mile site record flight from Daniels during which he was closely accompanied for quite some time by five migrating broad winged hawks. I took third place with 106.8 miles (GPS precision measurement) in three flights. The one noteworthy flight was 48.5 miles riding the unstable leading edge of an oncoming cold front. It began to rain as I finished breaking down. Claire Pagen finished in fourth place with three solid flights to total 96.5 miles and produced the highest ever finish for a female pilot in the contest. Her most

interesting flight came from the Fairgrounds in Cumberland, Maryland. It is a west-facing site, yet after she and Jim Rowan had gained 8,000 feet over takeoff they headed downwind in an unprecedented northerly direction toward Bedford, Pennsylvania where she landed. Two other worthy flights entered in the contest were John Fenner's 49-miler from Avonmore, and Larry Wright's 41-miler from Richmondale in southern Ohio. John has been flying very well this spring, totalling nearly 300 miles so far. Unfortunately, much of his good fortune (such as a 69-miler) has been on ~ days that didn't count in the contest. ~

Final Results Place Pilot I) MIKE NEUMAN 2) NELSON LEWIS 3) PETE LEHMANN 4) CLAIRE PAGEN 5) JOHN FENNER 6) JIMROWAN 7) RANDY NEWBERRY 8) LARRYWRIGHT 9) RONDNELY 10) DOUG AFFOLTER 11} SUSAN PIERCE 12) LARRY HUFFMAN

60 (62) 42.5 48.5 34 49 25 29.7 41 19 32 14.5 9

Miles 41 59 38 39.5 31 27.3 34 28.5 12 15

160 120 106.8 96.5 49 46 44.7 41 40 32 14.5 R 9

Glider WILLS WING HP AT 158 PACAIRK4 ENTERPRISE DESIRE 151 PACAIR K5 PACAIRK4 HPAT 158 UPTRX HPAT 158 MOYES XS 155 HPAT 158 PACAIRK5 MOYES XS 142

The Santa Barbara Challenge by Frederick Vachss

ver since last summer's Pine Mountain Air Races, pilots in the Ventura and Santa Barbara, California area had been hoping to hold a complementary wintertime competition. Luckily, this area provides good cross-country opportunities year round, so an X-C-oriented meet, the Santa Barbara Challenge, was scheduled for the last weekend in February, 1994. As fate would have it, however, the third week of February began with a series of strong storms predicted to last all week and

clear just in time for the weekend. Recognizing a good opportunity when they saw it, several local pilots suggested that the meet be moved forward to take advantage of the potential for excellent post-frontal soaring conditions. The meet organizers agreed that the chance was too good to pass up, made a bunch of hasty midweek phone calls, and rescheduled the competition for Saturday the 19th. This would turn out to be a good call.

The storms lasted until Friday, but the day of the meet dawned clear and cold with five degree per 1,000 foot lapse rates, a predicted cloudbase of 5,000 feet and 15-knot west winds at altitude. Conditions like this demanded an open distance task, and one was called from Santa Barbara's Eliminatot launch, a west-facing slope at 3,000 feet MSL overlooking the city. Twenty pilots were on launch by 9:30 AM, cu's started to crack around 10:00, and the first pilots were airborne shortly thereafter. Though the task was open distance, the conditions dictated a fairly welldefined course for the competitors. Santa Barbara lies at the foot of a coastal mountain range that runs east with sporadic gaps for 60 miles out to Interstate 5 at the Magic Mountain theme park, and in westerly post-frontal conditions this is the route to take. Typically, however, each of these gaps will present a barrier that will weed out some fraction of the pilots on course. The first of these gaps, Casitas Pass between Carpinteria and Ojai 15 miles east of launch, is about five miles of back-country without easily retrievable LZ's, and usually requires an altitude of about 5,000 feet MSL to cross comfortably. Despite the relatively low cloud base of 4,700 feet, 17 pilots entered the pass within a hour or so of launching and 16 made it through to Ojai. Conditions were strong in the Topa Topa Mountains above Ojai and fast cruising at cloudbase (or above) became the norm for most pilots over the next 20 miles. At this point the Topa Topa Range ends at Santa Paula Peak. Here pilots heading east must climb up over the 5,000-foot peak to rejoin the mountains above the town of Fillmore, again without the benefit of readily retrievable LZ's for several miles. Here also the day started to overdevelop, pilots started to land and the competition among those remaining aloft began in earnest. While 13 pilots made it past Santa Paula Peak to Fillmore, about 48 miles from launch, seven landed within the next five miles. The remaining pilots got back up in the Fillmore/Pim area and headed off toward I-5. Of these, two landed just short of the freeway at around the 60-mile mark

HANG GLIDING

Competition Corner and four continued on into the lower terrain to the east. Unfortunately, a strong southerly wind component greeted the lead pilots as they reached I-5 and pushed them northwest toward Castaic Lake and away from the greatest possible straight line distance. Fading conditions and increasingly remote terrain finished off the leaders near the shore of Castaic a short while later. One pilot, however, Steve "Rotor" Smith, managed to catch a last thermal near the lake and rode it to the mouth of San Fracisquito Canyon for the winning flight at 68 miles. The next finisher, "Little" John Greynald, flew equally far in course distance but angled off to land at the north shore of Lake Castaic, ending up with a distance from launch just a mile less than Steve's. The two remaining lead pilots were in a virtual dead heat nearing the 65-mile mark at the south end of the lake. At this point, though, experience showed its value and Tom Truax, who holds most of the site records

Dennis

if')ERFORMANCE JlLYING l;,ylJ[:S.NJSl'At.;rN

The combined distance flown on this daymore than 800 miles for the 20-pilot field- is among the best the site has ever seen. A combination of good luck anticipation of conditions, and an aggressive and talented field of pilots ended up giving us a very successful meet. 1

in this area, turned back to land at a convenient liquor store, allowing Guy Roetcisoender to fly on to the lake and take third place. While the winning flights stopped a

few miles short of the 75-mile Santa Barbara record, the combined distance flown on this day - more than 800 miles for the 20-pilot field - is among the best the site has ever seen. Regardless, a combination of good luck, anticipation of conditions, and an aggressive and talented field of pilots ended up giving us a very successful meet - one you can bet we'll be holding again next year. The final results for the top 10 contestants were:

Place

Pilot

Glider

Miles

1) Steve Smith XS 155 2) John Greynald Xtralite 137 3) Guy Roetcisoender Sensor C 4) Tom Truax Sensor E 5) Dane Jacobson Sensor 610 6) Robert Markert HPAT 158 7) John Scott Sensor C 7) Charles Cole Sensor 610 7) Robert Millington Sensor TRX 140 10) Tim Riley GTR 162 1O) Todd Quayle

68 67 65 63 60 58 53 53 53 50 50

Pagen

Just wlien you tfwuglit you !(new it a[{. .. 0(pw tliere 's Petformance :}lying covering su6jects from aeromerfica[ to XC anti more.

lt.\N{i GU!llNG1[UIN!QUl"i ro1t l('[I EIIMEDIATf AND AU\',\N(W I'll u rs

$29.95 +$4 s/h US, $5 Can Call for lnt'I s/h

SEND TO: USHGA Books PO Box 8300 Colorado Springs CO 80933-8300 (719) 632-8300 fax (719) 632-64 I 7

REFLEX HELMET Lightweight, strong, comfortable. Designed specifically for paragliding and hang gliding, this helmet offers comf011 and full-face protection without restricting peripheral vision. Constructed 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 inqui1ies welcome.)

AIRTEK, 4206 Suite C, Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-0437

MC/VISA accepted

John Yates/Pro Design 2608 Hartnell Ave. #6, Redding, CA 96002 "TOLL FREE" phone/fax (800) YATES-16

)ULY 1994

dSBG.11

·" ~~

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JiS>fueutslrirt Supar ~ g t , t F l e e c c .$3•l.95 ~ fueatpunis Si<:l<> f<x:ke•s .$2 \l. \l 5

or ~o±lf Jffo r $6 0. 0 0 'fil ~fri:rt $ 13. 9 5 10 0 %Cotton

.J§qo-rts .$'l8.93 REGULAR: 5·• INl<x.>m

Sidowk<>ts

Lc::>f'JG: 8" ins-e,c,m slclo ,:;oc1<01t

fleece lined

PO Box 8300 Colorado Springs CO 80933-8300 (719) 632-8300 fax: (719) 632-64 17 Pleose odd S& sµ to )00' order <USAl

....er y c:c>r'r)f<:>r fnhlAI

<C-~l!irt/.Sf11trf .Set .lrur '$28 ..00

, 5,H cost mcy ,av.J MCMso l'cceptect

• Colorfu Uy

• Vented Long

Embroidered

Rugby Tai l

Available in: Black. Jade. Wh ite, Yellow, Navy, Red

KinCJLou{e SIZES :

Med ium

Large

X-Large

$22.95 (+$3.50 S/H) XXL (white & navy only)

l 'Sl!(i.\ (inl1 Shut • I' 0. Bo, ~3!Ml • Culo1,,d,, Sp, 11,~, • C'O xo<n,

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

DREAM LITE 165 - Great condition, rainbow, will ship. $1,200 OBO. (916) 283-0659.

GLIDER BAGS- Custom made. UV $70, XC $75, standard $85. Sail Wings (501) 663-3166 phone/fax.

DREAlvl 165 - Orange with spectrum, like new $1,200 OBO. BALL MSO, loaded $550. Chute, 18 gore PDA $250. Paul (615) 698-2693.

HPAT 145 - Like new, great colors $2,500. (407) 894-5715 evenings. HPAT 145 - Excellent, 75 hours $1,800. 1-800528-1866 ext. 3415.

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

HPAT 158 - Reinforced airframe, fast, low hours $1,500. (818) 841-8834.

DREAlvl 222 - New condition, 15 flights, colorful $1,750. (801) 254-6141.

HPAT l 58 - Excellent condition, great colors $1,700 OBO. (303) 279-7770.

All sizes, Raven Sky Sports

HPAT 158 - Custom sail, <40 hours, absolutely like new $2,000 OBO. Mike (805) 238-3317.

AAA MOYES GLIDERS - New. All brands used. Harnesses, parachutes, helmets. Brauniger Basis $435. Flytec 3005 $455. GPS, radios, Yaesu FT416 $325. Merchandise, more. (212) 567-2150.

DUCK 160 - Great condition, blue/white $500. US Moyes harness w/chttte $300. Roberts vario $200. (614) 529-8319.

HPAT 158 - Sharp glider! Red LE, rainbow, inland $1,500. (408) 395-1454.

AIRBORNE BLADE 153 - Under 20 hours, Kevlar leading/trailing edge, 4 oz. cloth, brand new condition. Lost job, must sell $2,700. (702) 359-7943.

FO!Uv!ULA 144 - Excellent condition, very low airtime, see at LMFP $ l ,700. Call evenings (205) 9289360.

AIRWAVE GENESIS 134 - Gold/pink, faired downtubes, comfort bar, low hours $950 OBO. Dream 145, black/gold, comfort bar $800 OBO. Aileen (408) 438-8507 eves, (408) 296-8080 weekdays.

FORMULA 145 - Red/blue, new wires, spare basembc, 6" wheels, great condition $1,900. Cloudbase spaghetti harness w/chute and hook knife $300. Ball 652 vario w/options $325. (216) 631-2085.

INSTANT UP-TO-DATE listing of gliders and equipment. List your used items for $5 monthly or get an up-to-date categorized print-out by fax or mail for only $10. (Dealers get quantity discount.) JUST FLY hang gliding clearinghouse 1-800-546-3596.

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

KLASSIC 155 2856.

FOR!v!ULA 154 - d 5 hours, like new, custom sail $2,200. (408) 754-0438 days.

K2 155 - 100 hours $1,995 OBO. Also several entry level gliders available. (615) 933-9296.

FRANK'S FORMULA 154 - Fine flyin' for $1,500. (505) 856-6183 Albuquerque.

KS - Like new, low time, great colors, also Ball M50. Make offer. (706) 398-0799.

GEMINI 134 - Great condition, wheels incl. $700. (303) 349-6590.

LITE DREAM 145 ~ Excellent condition $1,500. (814) 231-8520.

ROGALLOS

COMBAT II 139 - Clean, strong $1,800 OBO. Sensor C $700. Need to sell! (510) 527-8728. COMET III 185 - Excellent condition, speedbar, with 6'2" harness, helmet, vario, parachute, orange/white $2,500 OBO. (708) 429-0127. DOUBLE VISION 479-5538.

DREAMS IN STOCK (414) 473-2003.

HPAT 158 - Blue, purple, white. 1991, 75 hours, excellent condition $1,500. Two handheld FM radios $150 each. (719) 472-0294.

Low hours $3,600. (219) 845-

New $2,400 will ship. (907)

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

I 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) J 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 1 the August issue). I 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 J card. J J

I I

I J

Please enter my classified ad as follows:

I I Number of words:

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

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

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

I J

I J J J

NAME:

-----------------

ADDRESS:

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

JULY 1994

E~ Classifieds MAGIC IV 155 - Race, surfcoat, new wires (1/8" side cables). Excellent condition, excellent performer, good entry level glider $900. (805) 648-1651. MOYES GTR W/B 151 - New Tracer harness, both $1,300 OBO. (305) 892-6797 Miami FL. MOYES SP MAXI - With pod harness, all mint condition, perfect for beginner $750. (616) 3358593. MOYES WORLD BEATER 162 - With kingposr hang and XS tips $575. (909) 391-2812. MOYES WORLD BEATER $800. (208) 726-7559.

SPORT AMERICAN 167 - Full race, heavy cloth, 200 hours, very good condition, Litek vario and altimeter included $800. New Air Kevlar large helmet $250. (803) 552-9431. SPORT 167 - White/purple, good shape, 20h, speedbar $900. (213) 661-4022. SPORT 167 AMERICAN - Good-condition, proven XC glider, good handling $900. Ball 652 deck $300. (910) 983-4253 NC area.

Great condition

PULSE 9M - Brand new, <1 hour $2,600 OBO. Harness $100, helmet $35. (717) 739-4911. 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. SENSOR 510C FR - White, magenta LE. Crisp, handles nicely $950. (510) 530-4860. SENSOR 510C - Full race, good condition $700 OBO. (704) 298-4368 ask for Chris. SENSOR 510E 881-8479.

SPORT EURO 167 - Very good condition, <50 hours, crisp sail $900. (714) 528-0260.

Very nice condition $900. (505)

SPORT 180 - Very clean, ~30 hours, perfect for tandem or large pilot. Will deliver to Lakeview OR $1,100. (503) 593-5512. SUPER SPORT 143 - Orange LE, lime green. Brand new 2 years ago $2,000. (914) 896-7497. SUPER SPORT 163 - 1992, 50 hours. Flies great, crisp sail $1,950. Steve (303) 690-0366. SUPER SPORT 167 - 80 hours, folding control bar. Red LE, gray/blue/violet undersurface, violet top surface $2,200. (505) 820-1855. TRADE YOUR GLIDER! - We need clean used gliders! Immediate delivery new Ram Airs, Klassics, Super Sports, Pulses, Speccrums. Call Matt, Lookout Mountain Flight Park, (800) 688-LMFP (706) 398-3541.

SENSOR 510E - Beautiful sail, awesome colors, great shape, sell quick $1,200. (406) 721-6056.

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

SENSOR 5 lOE SS - E66 control bar, <10 hours airtime, is in excellent condition $1,600 OBO. (303) 530-1985.

VISION ECLIPSE 17 - 1 hour airtime, perfect $1,250. High Energy harness w/chure $225. (3 IO) 827-5075.

SKYHAWK 168 - Rainbow, sail crisp, new wires, recent inspection $600. (805) 298-2662 LA Calif.

VISION MKIV 17 - Excellent $1,400. Raymond pod $300. Ball 652 vario $450. Parachute $200. (904) 241-1464.

SPECTRUM - <20 hours, yellow LE, purple/yellow/blue undersurface $2,250. (505) 891-0078. Brand new $2,600. (612) 631-

VISION MKIV 17 - Grear condition, great price! $995 including speedbar, spare downtubes, shipping. (808) 575-9439.

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

VISION MKIV - Low hours $1,400. Pod hari1ess $350. Helmer $75. Parachute $250. Vario $150. (408) 725-0608.

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

VISION PULSE lOM (617) 259-1737.

<10 hours, extras $2,800.

SPORT 150 - Race, great condition $1,200. Sport 167 $1,200. High Energy cocoon harness $200. (415) 661-7795.

VISION PULSE l lM 278-9566.

Brand new $2,800. (303)

SPECTRUM 144 1347.

SPORT AT 150 - Full race, unique custom sail, speedbar, <4 hours. Still crisp! Also, brand new CG! 000 harness with BRS and chute. Best offer takes any or all. Photos available. (415) 282-8882, magott@path.net. SPORT 167 - '87, very good condition $725. Andrew (808) 254-1507 Honolulu HI.

VISION V-20 - Good condition, speedbar, spare downrubes, training wheels & harness, plus shipping cube $1,500. (617) 547-2775. VISIONS & SPECTRUMS - Bought-Sold-Traded. Raven Sky Spans (414) 473-2003.

WW SPECTRUM 144 - 1992, low hours, black/blue. Z3 harness, blue, 6'1''. Both for $2,000. (303) 530-9557. WW SKYHAWK 188 - Excellent condition, <20 hours, includes knee hanger harness, wheels & speedbar. Oursranding Novice package $1,250. (818) 8419239. 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) .......... $1,175 LT DREAM 220 ................ <10 HOURS ...... $1,950 VISION MK IV 19 ............ <3 HOURS ........ $1,600 SPORT EURO 150 F.R..... <15 HOURS ...... $1,435 VISION MKIV 17 ............. <40 HOURS ...... $1,400 LT DREAM 185 ................ <50 HOURS ...... $1,250 LT MYSTIC 155 ............... <50 HOURS ...... $950 HP II 170 ........................... <35 HOURS ...... $700 DUCK 160 ........................ <40 HOURS ...... $550 COMET 165, 185 ............. <160 HOURS .... $450ea. PRODAWN, PROSTAR lI 160 ........................................... <25 HOURS ...... $450ea. Equipment 100% Guaranteed. Since 1972. (303) 278-9566. GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE 1-800-677-4449 or (303) 278-7181 Magic Formula 154 Exe. Cond ................... $1,900 Magic Formula 154 w/spare downtubes ...... $1,700 Mystic 177 VG ... Great for rowing .............. $800 Euro Sport 150's & 167's ................. $1,700-$1,900 Several Vision MK IV 17's & 19's .... $l,300-$1,700 Vision MK IV 19 ............. Brand New ......... $2,900 Several other good gliders, $400-$1,000. Call for a complete listing. WW SPECTRUM 165 ............................... $1,200. PACIFICAIRWAVE IO meter ................ $1,200. WW SPECTRrnv! 144 ............................... $1,600. FORMULA 144 almost new .................... $2,600. WW SKYHA\'v'K 168 ................................. $600. W\Y/ SKYHAWK 188 (2) ........................... $150. UP GEMINI 185 ....................................... $300. Please call The Hang Gliding Center at (619) 5611009 for more info. 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.

WW HARRIER II 187 - Low hours, excellent condition, 1 owner. Rainbow LE, blue, gold TE $600/offer. (510) 256-4628. HANG GLIDING

Classifieds ALL BRANDS - Bought, sold, and repacked. Inspection and repack $25.00 -Parachutes, bridles, inspected and replaced. AIRTIME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 94116. (415)SKY-1177. QUALITY Afv!ERICAN 22g $340. (909) 654-8559.

New reserve 20g $320.

PARAGLIDERS ALL NE\'17/USED - $500+. Instruction, tandems. California (909) 654-8559.

ARIZONA ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills Wing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. DESERT HANG GLIDERS - USHGA certified instruction. Supine specialists. 4319 \'17. Larkspur, Glendale, AZ 85304. (602) 938-9550.

HANG GLIDER EMPORIUM - Best training hill in the west! F,dl 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 /lying tours. Spend your winter vacation flying with us. We proudly offer Wills Wing, Pacific Ainvave, High Energy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

ARKANSAS APOLLOS, CORVETTES - "12A" rated, all sizes, with harnesses, like new$ l,250ea. (303) 278-9566. NEW AND USED - Paragliders, most brands $500-$3,000. Colorado Paragliding (303) 278-9566.

OZARK MOUNTAIN HANG GLIDERS - Sales, service and instruction. 160 Johnston Rd, Searcy AR 72143. (501) 279-2480. CALIFORNIA

NEW DEALERS CONSIDERED urn/Trekking pg's. (303) 278-9566.

NAS prod-

NEW PARAGLIDING RESERVES - Brand new 20ft PDA Skyangel PG reserves $385. (303) 2789566. ULTRALIGHTS "A BEGINNER'S GUIDE TO ULTRALIGHT FLYING" - 80 minutes of info, action, music & interviews. learn how to become an ultralight aviator! VISA & MC call (316) 634-1166. Send MO/checks to: FitzGerald Video, 2343 Sroneybrook, Wichita KS 67226. $29.95 S/H included! JEFFERSON AERO SPORTS - Trikes and wings. Sales, accessories and training. Info pak $12. 15120 Skelton Rd, Jefferson OR 97352. (503) 327-1730. SERIES 3 LAZAIR - Enclosed pod, instruments, low engine time, new white mylar covering, <100 hours, many extras $3,000. (714) 528-0260.

A BEAUTIFUL SOARING EXPERIENCE Awaits you at Torrey Pines Glider Pore, a full service USHGA certified hang gliding & paragliding school located on the most soarable coastal cliffs in the nation. On-site training hill and tandem instruction using the new dual purpose, lightweight carbon fiber XTC 205 for both (fly tandem on the same glider you use on the training hill). New/used gliders, equipment in stock. Buy/trade used gliders/gear, rentals, glider repair. Get UP. 2800 Torrey Pines Scenic Drive, La Jolla CA 92037. (619) 452-3202. ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instrnction, sales and service. Emphasis on special skills, techniques, launching & landing. Demo's. Ask about tow clinic. (209) 368-9665. AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair

WANTED

technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Renrals available. Next to Fort

USED Z3 - Or compatible harness for short 5'0" pilot. Lisa (602) 926-4159.

Funston. The only full service shop in San Francisco! 3620 Wawona, San Francisco CA 94116 (415) 759-1177.

WANTED: BALL 652 4900.

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.

$300? Rick (206) 794-

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

COMPACT WINGS PARAGLIDING -

Tandem,

Class Ill cenified instructor. All major brands. Year-

ALABA!v[A LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia. (800) 688-LMFP.

round flying. Best Southern California site. (909) 654-8559.

'.'.j :L HIGH ADVENTURE - Hang gliding, paragliding school. Equipment sales, service, rentals at Southern California's mile high site, Crestline. USHGA Instructor Rob McKenzie. By appointment year round. (909) 883-8488. LAKE ELSINORE SPORTS - Certified flight school. Tandem instruction. The area's only HIGH ENERGY SPORTS SHOP. Located at the base of the mountain on Highway 74 in lake Elsinore. RENTALS Mountain bikes, jet skies, etc. Area maps available. Open 7 days a week 9-6. Contact Paul or Fawn at (909) 674-2453. LAKE ELSINORE WINDGYPSY - Airwave, Moyes. Call for site information. (909) 679-8994. MISSION SOARING CENTER - Sen>ing rhe flying community since 1973. Complete pilot training program with special attention to take-off and landing skills. Custom superlire training gliders. Comfortable training harnesses! Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in stock! Best trade-in prices. Try all rhe new harnesses in our simulator. Large selection of specialized equipment, beginner to XC. 1116 Wrigley Way, Milpitas (near San Jose) CA 95035. (408)262-1055. SANTA BARBARA HANG GLIDING/PARAGLIDING CENTER - 29 A State Street, Santa Barbara CA 93101. Phone 1-800-424-1983. Brauniger from $399. Flytec from $399. Large selection in new and used hang gliders and paragliders, best prices since 1979.

See

ROCKET CITY AIRSPORTS - Instruction, sales & service at Keel Mm., Gurley, AL. For information send $1 to PO Box 422 or call (205) 776-9995 or (205) 880-8512. Alabama has 8 sites, year-round flying and great XC, so check us out!

JULY 1994

./·l~a-, .•~

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

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

~~ Classifieds TRUE FLIGHT HANG GLIDING & SOARING SCHOOL - The only shop at world famous Kagel mountain in Los Angeles. We offer USHGA certified instruction and sales of most all major brands of hang gliding equipment. Our shop is fully stocked with pates and accessories, rental gear and all cross country gear. We 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 fot 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) 988-0111, Fax (818) 988-1862. WRIGHT BROTHERS WINGS - Friendly USHGA certified instruction, using training sites in the Modesto area. Gliders and equipment from UP Inc'!, Pacific Airwave, Ball, BRS, High Energy, Raymond, Second Chant,, and more. (209) 586-6012 Sonora CA. COLORADO COLORADO CLOUDBASE - Guided tours, drivers, videos, accessories. (719) 630-7042, FAX (719) 630-8126. PO Box 16934, Colorado Springs CO 80935. COLORADO HANG GLIDING/PARAGLIDING - Celebrating over 20 years of lessons and sales. !st USHGA certified school in the U.S.A. Region's largest and oldest. Operating full time since 1972. (303) 278-9566. 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 Airwavc, Wills Wing, Flytec & Ball. PO Box 2076, Telluride CO 81435. (303) 728-9525.

FLORIDA HANG GLIDING INC. FLYING FLORIDA SINCE 1974

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

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. Rentals, sales, storage, ratings, xc retrieval. Camping, swimming pool, picnic, family scene. Call (813) 424-0070 ranch phone/fax, (407) 896-7311 evenings.

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

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

PRO HANG GLIDERS - Teaching 17 years, Michigan's oldest school. Beginner thru advanced lessons. Stationary winch step towing. Tandem flights. Come fly the RamAir and Super Spore. Wills Wing specialists. Please let me serve you. Norm Lesnow, 569 W. Annabelle, Hazel Park MI 48030. (3 l3) 399-9433.

NO MORE BUNNY... THE HILL WITH IT!

WE HAVE - The most advanced training program known to hang gliding, teaching you in half the time it takes on the training-BUNNY HILL, and with more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun iu the sun, call or write Miami Hang Gliding (305) 285-8978. 2640 S Bayshore 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 trainingfirst day to mountain soaring, best facilities in USA. We wrote USHGA's Official Flight Training Manual! Our specialty: customer satisfaction. Lesson packages, ratings, glider rentals. Largest inventory new/used hang gliders, equipment. Complete sail/airframe repairs. Camping, swimming pool. Send $2 for information. Route 2, Box 215-H, Rising Fawn GA 30738 (20 minutes from Chattanooga, Tennessee) (800) 688-LMFP, (706) 398-3541.

ILLINOIS

CENTRAL FLORIDA FLYERS - Teaching hang gliding in Florida for 14 years. Complete hang gliding training, offering certified tandem boat tow and aerotow instruction. Sales and service for all major glider and equipment manufacturers. Call (407) 894-5715 evenings.

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

JJ MITCHELL -

TANDEM. UP, PacAir dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856. KENTUCKIANA SOARING -

NEW AEROTOWING CLUB - With Moyes Dragonfly tug. Location, mid-Michigan. Call Bill Cuddy (810) 798-2450.

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 City, NV 89706 (702) 883-7070. NEW JERSEY MOUNTAIN WINGS - Look under New York. NEW MEXICO UP OVER NEW MEXlCO - Instruction, sales, service. Sandia Mountain guides. \'('ills, Pacific Airwave. Albuquerque, NM (505) 821-8544.

SEQUATCHIE VALLEY SOARING SUPPLY See our ad under Tennessee.

Look under New York.

FLORIDA

MICHIGAN

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 Ml 49684. Call Bill at (616) 922-2844.

CONNECTICUT MOUNTAIN WINGS -

KANSAS

Your ad is read by more than I 0,000 hang gliding enthusiasts. Advertise with us today.

See ad under parts.

HANG GLIDING

Classifieds NEW YORK

OHIO

AAA SOARING CENTER MOUNTAIN WINGS INC. at the base of the ELLENVILLE MOUNTAIN. Full rime professional, certified hang gliding and paragliding instruction. We have been the largest, most complete hang gliding center in the NE for the past 14 years. Dealer for Pacific Airwave, UP, Seedwings, Enterprise \Xlings. \Xie are the only dealer in the east for Bright Stars "Swift". \Xie also offer Edel, High Energy, CG, Second Chantz, Ball, l'lyrec, Cloudbase, Licek, Alinco, i-,,[axon, Brauniger, Kenwood, !com, Yaesll, GPS systems, \Xlheels, Uvex, Reflex, Trek, Air. \Xie stock full face helmets, books, varios, hand fairings, tubing, speed bars, parachutes, camelbaks, liqllipacs, clothing, gloves and more. We

MARIO MANZO - SW Ohio foot launched instruction and glider repair. (513) 848-3520 week-

offer expert repairs, inspections, sewing, harness modifications, repacks) towing, tandcn1s, sc1ninars and

ICP clinics. \V/e specialize in first mountain flights with three way radios. Info on ilying Ellenville Mountain and other nearby sites. Demos in stock. YOUR ONE STOP HANG GLIDER SHOP. 150 CANAL STREET, ELLENVILLE NY 12428. (914) 647-3377 OR 1-800-525-7850. Visa, ivfC, Discover. Catalog available. Same day UPS on mail orders. Give us a chance to beat any legit price. FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville iv[rn.). Area's EXCLUSIVE \'I/ills Wing dealer/specialist. Also all ocher 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. IKAROS 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' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153. NORTH CAROLINA COROLLA FLIGHT - America's most experienced tandem flight instructor, reaches utilizing ATOL and Double Vision. Call or write for information Greg DeWolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166

day eves.

NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Spcciali1.ing in Pacific Airwave gliders. Mike Del Signore, 1916 \XI. 75th Sr., Cleveland, OH. 44102 (216) 631-1144. OREGON AIRTIME OREGON - Hang gliding sales, repairs & certified instruction. Emphasizing safet:y=progress. Dealer for \Y/W, PacAir, Moyes, UP, ASU, Airrek & Edel paragliders, Center of Gravity, BRS, HES, Second Chanrz, Raymond, NAS & more. Call Tom (503) 998-1220. SOUTHERN OREGON HANG GLIDING Certified instrllction, ATV retrieval. Pacific Airwave, \Vills Wing, UP. (503) 479-5823. PENNSYLVANIA J\,[OU.'JTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON 0 UT AND PLAY! MOUNTAIN WINGS-Look under New York.

JULY 1994

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. 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. (801) 882-7042. SOUTHWIND HANG GLIDING INC. - USHGA certified, tandem instruction. Beginner-advanced, yearound soaring, XC clinics. Dealer for: UP, PacAir, Airborne, High Energy, Ball, Brain Bucket. Call Bob Schick at (801) 359-6036. UP SOARING CENTER - Full service hang gliding & paragliding school. USHGA certified insuucrion (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.

TENNESSEE ALPINE LODGE - At Raccoon Mountain, formerly Crystal Air Sport Morel. Private rooms, bunkhouse, jacuzzi, pool. Work program. (615) 821-2546 Chattanooga, Chuck or Shari. HA WK AIR.SPORTS INC - P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. Hang Gliding and Windsoks.

VULTURE GLIDERS - Superior USHGA instruction at Point of Mountain. Sales, sen,ice shop l O minures from Point. Charles (801) 254-6141. WASATCH WINGS - USHGA certified hang gliding school, dealers for Wills \'1/ing, Moyes and Pacific Ainvave. Flight operations at Point of the Mountain. Call Gordon (801) 277-1042. VIRGINIA

LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia.

See

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) 949-230!.

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

See North Carolina.

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

TEXAS WISCONSIN A.A.S. AUSTIN AIR SPORTS -

Certified instruc-

tion, sales and service for 1nost 1najor manufacturers.

KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn ro hang glide on Jockey's Ridge, the largest sand dune on the ease coast, just south of where the \XI right Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem row instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and l!Scd gliders, accessories ,111d pares.

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

RA VEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aerorowing & tandems by Brad Kushner. Sales/service/accessories for all major brands. PO Box IOI, Whitewater WI 53190 (414) 473-2003.

KITE ENTERPRJSES - Instruction, sales, repairs, rowing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

E~ Classifieds WYOMING WHISKEY PEAK - Wyoming lodging at Lamont Inn. In sight of \'(!hiskey Peak. Reservations required, reasonable rates. Call Sandy (307) 324-7602. PARTS & ACCESSORIES

Business Week's Product of the Year

'/f!!IIC:,l

/,HHRS fLIME[I·

AUTO llffR',\/,L COU/Jlf~

(UR!,!~I I!. ,','.r,~ ,\ VG Ul.'.',f; f/Alt

,',l IITUOE

ALL NEW ULTRA-LIGHT LAMBIE LID - The lightest, most comfortable hang glider helmet. Aerodynamic, low turbulence, low drag shape. 'Hightech look. Finish is dear 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.

ALTIMETER/VARIOMETER gh18000 - Ultraquick response rate, accurate, small and lightweight, I 00 hour battery life, 2-year warranty $319. Cloudbase Instruments, 2464 El Camino Real, Suite 220, Santa Clara CA 95051. (408) 243-6021.

~'.'fATHH.

NEW! Pilot version now available. 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 char can record total vertical feet. All functions 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.

CLOUDBASE HARNESSES - Grear harnesses at a great price. Factory direct saves you money. Pods, spaghetti's, cocoons, knee-hangers, training harnesses, custom designs and repairs. Quality harnesses since 1972. Cloudbase/Chris Smith, RR I Box 660, Rising Fawn GA 30738. (706) 398-3964. CUSTOM PRINTED T SHIRTS AND SWEATS - Call for pricing. (412) 352-3322.

BALL 652 VARIO -Altimeter, airspeed, TE probe, damp $275. (415) 964-8326.

Our advertisers appreciate your support and patronage. Tell them you saw their ad in hang gliding. BEST 12" \'v'HEELS 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.

BOLT-ON \'v'HEELS - 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 basctube. Removable wheel halves screw together using thumb screws. $99/set, quantity discounts. Immediate delivety. Lookout Mountain Flight Park, (800) 688LMFP, (706) 398-3541.

EASY STACK BUMPER RACK- Provides sturdy, reliable frontal support when transporting your glider by car. Attaches in seconds with self locking nylon straps. Welded 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 63376-8113.

HANG GLIDING

Classifieds ~~

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

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

MINI VARIO - \'v'orld's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 ft., fast response and 2 year warranty. Grear for paragliding too. ONLY $169. Mallerrec, PO Box 15756, Santa Ana CA, 92705. (714) 966- I 240.

.r--'"._,, • .0Yi·Nn''tli'iy:v~ ~--''/ II IS /10 (jlll'\lifm.'

Fi)(}ler'~ !fradsN.' OTHERS MAY BE CHEAPER-BUT \VILL THEY LAST! - \'v'e guarantee each headset. New pricing, Eggler's headsets from Switzerland. Fullface and jcthelmet designs. Push-to-talk button, quick connect plug, security straps for headset plug, excellent R,'( & TX. Compatible with Maxon, !com, Yaesu, Alinco and Kenwood. Fullface $115, jet-helmet $125, antenna $35. Peter DeBellis, 8880 Bellaire Ave #B-2238, Houston TX 77036. (713) 271-2829.

JUST FLY DINGLEBALLS 3596.

$9.95. 1-800-546-

ffi~ ~

~~~:! I

---::-:: ,:

J~-~-

maxon· HANG GLIDER CAMERA MOUNT - Shown on 2-112" tube, $37 includes shipping. TEK FLIGHT PRODUCTS, Colebrook Stage, Winsted CT 06098. (203) 379-1668 (camera nor included).

JULY 1994

NAS RADIO AIRMICS - System eliminates all need for microphone. Virtual hands free operation allows you to talk and hear through a special patented ear plug. Transmission and reception is cqstal clear because there is no wind noise. Satisfaction guaranteed. Complete with custom ear fir system. Mountable in ANY helmet. $ l 70ea. (303) 278-9566.

sr-2CXXJ Series

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

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

E~ Classifieds KENTUCKIANASOARING

OXYGEN SYSTEMS

NEW PRO MODEL Iii

$759

RAi\1 AIR T-SHIRTS - Logo on back of white cotton short sleeve. Send $15 +$3 s/h +size to: Ram Air, 10909 Rollins Cc., Alta Loma CA 91701.

[-:-~~]

®I@ @ @ V

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.

ELECTRONIC ON-DEMAND 02 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 regularor & 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.

SKYBOX MAXX -- If you take your fun seriously, get the best. Learn more by reviewing eve1y second of every flight. This vario/barograph 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.

SPECIALIZING IN ELECTRONICS, COMMUNICATION, GPS NAVIGATION AND FLIGHT DECKS - Allow a fellow pilot and licensed ham help you decide on a system chat fits your needs. Radio prices fluctuate, call for the current price and specials. Yaesu FT411 $305., Yaesu FT416 $265., Yaesu FT!lR $289., Icom P2 $339., Alinco DJ180t $225., Alinco DJ180H $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 $129.95, VMitts $28.

$129.95

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.

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

Flxtec

I 0 S

Aircotec Davron Tangent More

A R

"301 miles ... no tendinitis!" -Larry Tudor, World XC Champion Conquer turbulence in comfort and confidence wearing SkyLife XC gloves featuring soft-drying deerskin and textured neoprene grip scrips for safer launches and more relaxed handling. S,M,L,XL $49.95, XXL $52.95, XXXL $54.95. NJ residents add 6% tax. Shipping $2.50. SkyLife, 331 Park Ave., Suite 31, Nutley NJ 07110. Tel: (201) 667-0390.

Ball

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 Tangenr 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 cry 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 Chantz.

HANG GLIDING

Classifieds ~~ GENESYS Model T-05 throat microphone w/earpiecc $79. \Xlorks on all 2M ham and business band radios.

'ti -

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

Our new motto: "YOU SHOW US YOURS AND WE'LL SHOW YOU OURS" best price. Kentuckiana Soaring, 425 Taggarr Ave., Clarksville IN 47129. Phone (812) 288-7111, fax (812) 2844115. Send SASE for Cllrrent sale flyer. SPECIAL PURCHASE: MAXON 5 WATT, HEAVY-DUTY, 3 USHGA CHANNELS, HI/LO POWER $299 Maxon lw or Tekk 2w, 1 USHGA channel $150 Uvcx aramid full-face helmet llb 5 oz $300. Optional visor, headset. Smoke bombs, as low as $4. Signal mirror $8. Jack-The-Ripper curawa)' knife $15. Silva compass with basecube mount $99. Camelbak $35. O:,.')'gen systems $150-$250. Electronic Pulse system $450. Inflatable Aerofloats & hardware to fir your glider $995. PENDULUM SPORTS, INC. 1-800-WE FLY XC

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

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

]ULY 1994

DON'T GET CAUGHT LANDING DOWN\XIIND! - 1.5 oz. ripstop nylon, UV created, 5'4" long w/1 l" 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. USHGA inscructot Tom Sapienza, owner of A_ircime Oregon says, ''I've tested & recommend \Vind Advisory to all New & Intermediate pilots!" TEK 6" \v'HEELS - $25 per pair, plus $3 S/H. Tek Flighr Products, Colebrook Stage, \Xlinsted CT 06098. (203) 379-1668.

UGLY! - What's ugly? The Litek E model variomeccr? Yeah, it is probably the ugliest thing you'd wane on )'Olli' glider, but it is the fastest responding, most indestructible, faithful, longest living friend in the air. 16 year old Licek varios are still flying. Includes free speed meter and mount while supplies lase $239. Licek (503) 479-6633.

DEPENDABLE Wind tunnel reseed & calibrated. BUILT TO LAST Impact & corrosion resistant. WIND ADVISORYWich Mounting Bracket .$24.50 (includes S/H-You Save $2.50) Sold separately WIND ADVISORY lndicator .......... $15 + $2 s/h MOUNTING BRACKET.. .............. $8 + $2 s/h (Specify long or shore bracket w/ )'OUr order.) foreign orders add $2 per item purchased. Send check or lv10 to Pacific Resoltrces USA, PO Box 9064, San Diego CA 92169. (619) 270-9462. Satisfaction Guaranteed! XCR 240 OXYGEN - $500. V-lvlitts $26. Malleccec vario $139. Ball M20 $175. New Yaesu with mod $329. (909) 654-8559. BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND PART THvfE -

USHGA certified

instructors. Innovative equipment, the latest training

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

methods. Soaring Safaris. Send resume Mission Soaring Center, 1116 \'{frigley Way, 1v1ilpiras CA 950.'\5. (408) 262-1055.

E~ Classifieds HANG GLIDING SCHOOL FOR SALE - Well established year round hang gliding school in world class California resort town/beach location, excellent growth potential. 1-800-424-1983. PARAGLIDING ADVANCED CERTIFIED INSTRUCTOR WANTED - High pay, benefits. Colorado Paragliding (303) 278-9566.

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V..'119 (:7C)

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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. -

• I

I/IC;:.'

TOWING ATOL TANDEM \XIINCH - Like new condition, less than 50 rows $1,950. Call Steve at (615) 5385091.

HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney. The Official USHGA Training Manual, NOW IN ITS SECOND EDITION. Over 260 pages, with more than 160 easy-to-understand illustrations and photos. Your library starts with this book! $29.95 (plus $4.00 s/h) Colorado residents add 3% tax. SEND/FAX/PHONE TO USHGA BOOKS, P.O. Box 8300, Colorado Springs, CO 80933-8300, FAX (719) 632-6417, PHONE (719) 632-8300. VISA/MC accepted.

THE "MASON" TO\'(I RELEASE - Send $47 to Mark Mason, 1239 Corrine, Idaho Falls ID 83402. (208) 529-2106.

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

~~~,011£

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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 \'Ving. $19.95 hardcover (+$4.00 S/H), see preceding classified for USHGA BOOKS ordering info. PARAGLIDING MAGAZINE'S - Special New Pilot Edition is now available through USHGA Headquarters. $4.95 +$1.50 s/h. Informative articles and lot's of color throughout.

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 SYSTEM won't accidenrly deploy when step rowing. 100% deployment and drogue 'chute minimizes oscillations $59.95. Barry Steele, Appropriate Engineering, 971 Fisherman's Cove, Seneca SC 29678. (803) 8850949.

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

IFLYING by DENNIS l'AGfN

Sept. classifieds deadline:

July 20 60

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).

TOW LAUNCH SYSTEMS - Over the past 5 years, TLS has delivered more tow systems than any other manufacturer. TLS's commitment to quality and service shows with a proven system and a dedicati,on ro our present and future customers. FEATURES: Quick Disconnect Hydraulics • Five Year Warranty Digital Performance Monitoring • Silicon Brake Fluid • USHGA Certified Instruction 3000 fr. Tow Line So get off your butt and let us get you off the ground! For more information write to: TO\'(! LAUNCH SYSTEMS, 7010 Mark, San Antonio TX 78218. (210) 824-1803. HANG GLIDING

Classifieds ~~ ULTRALINE - 3/ 16" 960# breaking strength, 7#/1000'. 3000' $90 + ship. The original Ulualine Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafayette LA 70508. (318) 981-8372.

MISCELLANEOUS

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, Licek Hummingbird vario (blue/gold), orange Bell helmet, 40 channel radio, row rope, bridle ... Call John Ruhulessin (708) 839-0441.

This is the one I I

By Golden Wings

Tow line recovery System Nothing attached to pilot or bridle. UNLIKE OTHER SYSTEMS - No deploymenr mechanism is required. Fully self actuating when tow line is released. Reduces wear on line & rewind motor. Reduces turn around time. Two sizes. $85/$125 +$4 S/H. Check or money order. Golden Wings, 1103 Washington Ave., Golden CO. 1-800677-4449

"AEROBATICS" - JUST IN! Full color 23"x 31" poster featuring John Heiney doing what he does best-LOOPING! Available through USHGA HQ for just $6.95 (+$3.50 s/h). Fill that void on your wall! Send to USHGA Aerobatics Poster, PO Box 8300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) ASSET PROTECTION - With a NEW USHGA Stadium Cushion, $5.99 +$3 s/h. A great gift for your driver! Available from USHGA, PO Box 8300, Colorado Springs CO 80933.

TOWLINES SPECTRA-Hollow Braided 2000' ot 3000' I Reel Part # ............................. Price .................. Weight .. ... 14¢/ft ................ <2#/M SPCB-730 ..... SPCB-950 ..................... 16¢/ft ................ 2#/'/v! SPCB-1500 ................... 17¢/ft ................ <4#/M SPCB-2200 ................... 17¢/ft ................ 5#/lv! DACRON-Hollow Braided 1500' I Reel DCCB-650 .................... 8<t/ft ................. <5#/M DCCB-900 .................... 9<t/ft ................. <8#/M DCCB-1500 .................. I O<t/ft ................ 12#/lv! DCCB-2000 .................. 12<1:/ft ............... 17#/M Please allow 2-3 weeks for delivery, fax orders to David F. Bradley, Braided Products Division, PO Box 95, Hillrown PA 18927. (215) 822-1968, fax (215) 822-5852. VIDEOS & FILMS HANG GLIDING EXTREME & BORN TO FLY - By Adventure Video and available through USHGA Headquarters, $34.95 each +$4 s/h. Great to impress your friends or for chose socked-in days. Perfect gift for the launch potato turned couch potato.

PARAGLIDE The Movie \l?orld class paragliding at the famous Owens Valley. Probably more paragliding action than you can handle in chis 40 minute video. Send $39.95 (+$4 s&h) to USHGA Videos, PO Box 8300, Colorado Springs co 80933. (719) 632-8300.

JULY 1994

TRX 160 - Stolen from NAGS HEAD NC, during Sept. 1993. Purple LE, purple/black/purple colors. Dayglow "UP" on right wing. Contacr Bruce \v'eaver, (919) 441-4124 Kitty Hawk Kites.

VIDEOS BOOKS POSTERS APPAREL - Call USHGA for your Merchandise order form (719) 6328300. DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS. CLASSIFIED ADVERTISING RATES The 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 muse be received in writing 1 1/2 months preceding the cover dace, 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 cube from CAMPBELL CA, during late December 1993. Blue & white, missing two omer leading edges. Call Dan Harris, (408) 377-8809.

VISION MK IV 17 - Serial #VM6620. Taken from parking lot of Red Lion Hotel in MODESTO CA on Sept. 12/13, 1993. Glider was stolen without a nose cone. Blue LE, rainbow undersurface. One of the leading edges has a flat anodized finish. Three small glue patches on LE. Brand new blue bag wired ends. Please contact Jens Evling, PO Box 1187, Momerey 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 Torn Seeliger (415) 324-8233. 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 ro cancel the listing when gliders are recovered. Periodically, chis listing will be purged.

INDEX TO ADVERTISERS Adventure Video ................................ 47 Air Security ........................................ 30 Arai Design ....................................... .45 Aircotec. ............................................. 47 Australian Tours ................................... 2 Flytec ................................................. 15 Hall Bros .............................................. 9 High Energy Sports ............................ 30 Just Fly ............................................... 28 Lookout Mt. Flight Park .................... 23 Moyes ........................................... 36,37 NAA .................................................. 11 NAS Distributing .......................... 30,46 Pacific Airwave ..................... Back Cover PCC .................................................. .47 Pro Design ......................................... 49 SNYHGPA ........................................ 19 Sport Aviation Publications .................. 2 Trekking USA ...................................... 2 USHGA .............................. 31,39,49,50 Wills Wing ......................................... 18

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~ Product Lines© 1994byDanjohnson ST. PAUL, MINN. -- On the Political Front: ARAC Committeeperson, Dennis Pagen reports some improved news from the May 23 meeting. He cautions that FAA is squirrely to pin down -you're surprised!? -- but that it appears the · agency will not certify pilots under Part 103 (great!), or issue aircraft airworthiness (we' re doin' fine already), or mandate training (we have this pretty well in hand also) [comments mine]. Even better than the above, FAA has apparently decided that separating unpowered ultralights (us) from powered ultralights is reasonable. FAA may also give the U.S. Ultralight Association a weight increase for single-seat ultralights. This will allow the Dragonfly ultralight L1g to legally aerotow, assuming it has a ballistic 'chute installed ... (24 pounds of extra weight is allowed when such devices are permanently mounted). Several trike tugs should also benefit. Pagen also indicated that the tandem exemption may be written into Part 103. All three -- separation, tugs, and tandem -- are "plums" that we hoped to get. We' 11 see. Stuff happens. ,,, Before we get into some accessory product news this month, I want to say thanks for the effort and goodbye to the Rigid Wing Reader. Tireless publisher and writer, Chuck McGill, has chosen to cease publishing. McGill reached his 12th issue -- a prearranged decision point -- and was still "hoping for a larger response than that which materialized." Ironically McGill had just announced the formation of the U.S. Ultralight Sailplane Association (USUSA) for which RWR might have become the association newsletter, ... not that McGill was angling for such duty, though. With the Swift out and selling reasonably well, with Danny Howell's Apex coming on the market for sale, and with Bobby Bailey's Tempest available for sale now, those seeking "alternative soaring" have a few choices. More projects, like a modernized version of Klaus Hill's Super Floater, are also coming. However, enthusiasts will have to obtain their info from sources other than RWR. I'll be watching the field as I have for years and will report here and in my Kitplanes magazine column called "The Light Stuff. 11 See ya, Chuck. Thanks! • • • FlyStuff Time: Mike Klettke sent a sample of his MDK Prolite Sports Shield eyewear. You wouldn't call them sunglasses, but they work where sunglasses suffer... in windy environments such as flying hang gliders. The polarized wrap-around lens is i shatterproof and scratch resistant. MOK claims it blocks 100% of UVa and UVb light. Prolites truly are very light ( just over 1 oz.), colorful, have a stretchy, adjustable band, and they float. I found them comfortable and my wife thought they were cool looking. Get more info by calling 503/ 653-3778. ··, Believe it or not, the ballistic 'chute field for hang gliders is getting crowded. In addition to mainstays BRS and Second Chantz, 1

jULY1994

another company is selling air-powered rockets, and a fourth is selling solid fuel rockets. A second air-rocket from Air Thrust turned up in the just-released Paragliding The Magazine New Pilot Special Edition. And Gunnison Gliders of Colorado sent a testamonial emphasizing satisfaction with Recovery Concepts Int' l (RCI) who makes a solid fuel rocket like the one BRS sells. Neither company has a presence in HG mag, but Gunnison' s Rusty Whitley gave me RCI' s number: 916/661-7243. I have no info for Air Thrust. • , • Gunnison, by the way, is a shop offering lessons and sales for HG and PG. Plus they make various sewn goods (harnesses and bags). In view of summertime water towing and efforts like the Zeiset/Combs tow boat project, Gunnison' s Flotation Harness may find a market. "Built similar to a type 5 life jacket," says Whitley, the harness comes with back and head flotation plus a rescue handle. The stirrup style harness comes in three sizes from $135165. Dealer pricing is available. Call 303/6419315. ,,, Sail Wings has a new material for use in making glider bags. The Mylar UV material "will show creases with use but is very tough stuff," says proprietor Larry Haney. The sample he sent was indeed nearly impossible to tear even after starting with a scissors. Sail Wings says they make all bags on a custom basis, with "no generic bags to flap in the wind." Call 501/6633166. ,, , HG Writer GW Meadows has a new aspect of his Just Fly catalog operation: a Glider Clearinghouse. For $5, GeeDub will list any of your hang gliding gear, and send a printout to those who call his 800-number. He can computer organize the info so buyers can focus on specific stuff they want to buy. "Subscribers" pay $10 which covers fax or mailing of the list. It's a neat idea to move stuff with much more timeliness than the classified ads in HG and if enough people participate, the service could become quite useful. Call 800/546-3596. Think you've seen it all? Bet you missed "Cliff Notes," a funky little booklet for those of you too burned out to answer one more wuffo question. You can either, (A) record your own voice on a tape recorder and play it to the wuffs or, (B) buy a stack of David Miller's books to hand out before you "jump." The artwork is stick figures and the text is hard to read but for $4.70 ppd, it may keep some blabbermouth from driving you nuts. Write 3121 Skyland Dr., Chamblee GA 30341. , , , For those who cannot soar another thermal till their HG video collection is 100% complete, better not leave out the aptly-named "E-Team Raw" video, dedicated to those who popularized the derisive landing call that Paul Voight ; attempted to immortalize in his Whack tapes. To order for $18, call 909/678-2437. • • • So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or V-mail: 612/450-0930. THANKS! 1

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;