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

T FLIGHT COMPUTER - SPECIAL INTRODUCTORY OFFER! If you have always wanted to use speedto-fly, now is the time! .· . The Tangent Flight Computer is a sensitive total energy vario/altimeter that fully implements the S2F theory, 'ving the pilot easy-to-use audio feed back. The clear and consistent user interface will have new users going faster and staying higher right out of the box! Until August 31, 1994, Arai Design is offering the Tangent Basic with the upgrade to the Tangent Baro model at the Tangent Basic list price of $1100.00. The Baro model will be available this fall and will include Flight Analyzer software capable of GLIDE POLAR measurement!

GPS OFFER: For the first 50 orders placed we will offer a free upgrade to the Tangent Full Tilt, with GPS interface for headwind and precise final glide, available this fall. Our incentive program offers cash for Competition and NON-COMPETITION cross countty flying! Not only for Sky Gods but regular folks too! For complete information about the the Tangent Flight Computer contact: Arai Design 1101 Glendora Avenue Oakland, California 94602 510-531-2261 or ask your dealer.

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

18 The 1994 Sandia Classic by Mark Mocho A prestigious meec ac a demanding site that attracts lots of media attention. Includes a sidebar on the Sandia X-C Challenge.

22 Florida's Wallaby Ranch

38 X-C Flying: Landing In Unfamiliar Territory Part I - Assessing W md Conditions by Roger L. Ritenour First in a three-part series on landing ouc.

Columns

Departments

Accident Reports, by Luen Miller .......... 14

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

Safety Forum ........................................... 15

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

Competition Comer .............................. .34

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

Hawker & Vario, by Har1y Martin ........62

Racings .................................................... .48

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

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

AUGUST 1994

MEMBERSHIP APPLICATION NAME

UNITED TATES HANO GLIDING AsSN.

ZIP_ _ _ _PHONE(_)_ __

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

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INSURANCE INFORMATION

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

USHGA, PO BOX 8300, COLORADO SPRINGS, CO 80933 (719) 632-8300 FAX (719) 632-6417

{l l/93)

Gil Dodgen, Editor/Art Director John Heiney, Gerry Charlebois, 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 leyerfe, Insurance & Membership Services Karen Simon, Member Services Marisa Hatton, Merchandise Services USHCA Officers and Executive Committee:

Gregg lawless, President Jim Zeise!, Vice President Russ Locke, Secretary Bill Bryden, Treasurer REGION 1: Gene Matthews, George Sturtevant. REGION 2: Russ Locke, Ray Leonard, Paul Gazis. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Glen Nicolet., Jim Zeise!. 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 Sondergeld, Ken Baier, Marcus Salvemini, Fred Moy, Barbara Flynn, Greg DeWolf. EXOFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NM, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photo,, 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 GUDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (ISSN 0895-433x) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, CO 80933-8300. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its memberhip. Membership is open to anyone interested in this realm of flight. Dues for full membership are $54.00 per year (of which $15 goes to the publication oi 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.

AUGUST 1994

VOLUME 24, ISSUE No. 8

Air Mail~ THANKS FOR THE MEMORIES!

through my doors and left so many memories behind!

Dear Editor, Since Pine Crest Air Park near Crestline (San Bernardino, California) started in 1979, a lot of people have come and gone. I want to thank those who came out when there was nothing more than rocks and Andy Jackson's dream, and those who came to call Pine Crest Air Park their home and labored in its beginnings. Andy and I overcame many difficulties in the first years of the park: having to haul our own water and keep an old generator running, with no road in or out when it rained. But one thing we could not overcome was terminal cancer. We survived the Panorama fire and the tract housing that in the end lined the landing area. My memories include everything from rattlesnakes to Saturday night bonfires, from the construction of the creek bridge to all the wild and notso-perfect landings. There was the 90foot flag pole, the October tarantula migration, the loss of "Windy" the windmill, and the early days of tandem flying. I remember the Regionals, Nationals, the Annual Crestline-Sylmar Challenge and other things to numerous to mention. While Andy was ill it was difficult for me to watch him work so feverishly to make his dream a realicv until his death in 1985. I continued w'ith the park until the Department of Water Resources decided it needed my land. I would not give up and settle for mere monetary compensation for my land until the DWR agreed to provide the pilots with a newLZ! That new LZ's Grand Opening was held on July 2, 1994, and it will be officially called "The Andy Jackson Memorial Air Park," or unofficially, "Andy's Landing." There is no way I can express how much I appreciate all the love and support that everyone gave me. But a special "thank you" goes to the United States Hang Gliding Association, to the Crestline Soaring Society for their continuing efforts to keep the landing area secure, and to all those who passed

Juanita Jackson, San Bernardino, CA

SPRING LOADED Dear Editor, After reading everyone's view of the tumbling problems, I felt a need to cloud the issue even more. Why should anyone act surprised that conventional gliders tumble? They are designed as big loaded springs, ready to throw glider and passenger upside down. Think about it. A weight-shift glider is designed to be in its ideal flying configuration when loaded to one 'G'. These loads are transferred to airframe and sail. One can measure their deflection, and with the total loading we can measure the stored energy within the system. This is exactly how one measures the force of a spring. Approximately 65-70 percent of the sail area (spring) is located behind the hang point. When one flies into a situation in which the flight load is reduced, the glider will respond by springing down the rear of the sail, pitching the glider negatively. Pitch stability devices like bridles and washout struts are mainly effective when the glider is seeing normal airflow. This is what is tested when manufacturers pitch test to HGMA standards. Their degree of stabilizing effect in a situation in which the sail is off-loading or at zero airspeed is in question. In some toy stores you can still buy little frogs that are equipped withs springs. To play with them, you press the rear down, then let go. The frog leaps forward, not always without flipping or tumbling. It is rime to admit that chis effect is inherent in current glider design. The only real solution is to explore new designs that eliminate trailing edge loading. The near-term solution is one of pilot training. All flying aircraft have design limits. If there is a limiting factor in any aircraft design, it is explored during testing, then documented. With all produc-

~ Air Mail tion units this information should be transmitted to the pilots. I would suggest an additional HGMA certification test. This test would involve holding a fully loaded glider horizontally, then dropping it with a set rotational force. This rotational force can easily be created with a static line loosely tied around the keel a set distance back from the hang point. The total rotation would then be recorded and plotted as a function of time. This number could to be used in future design efforts. Richard Boone Bellingham, WA

Dick Boone was a hang glider designer for Bill Bennett's Delta Wing company for many years. - Ed.

I had done about 30 aerotows. I really missed my "usual" point of reference during my short platform tow. Some mental preparation in advance would have helped. Finally, although it is not helpful to get paranoid about lockouts, it is a real possibility. I think Dennis Pagen's illustration and explanation of a "beginning lockout" is probably about right. You just don't want to get very far off line or you may find it difficult to correct your course. And if you ever have to release in a hurry, you will want to be prepared. Practice finding your release without looking at it; it's no fun flailing about for it when you need it most. Phil Blackwood Aberdeen, NJ

TOWING SAFETY

THANKS WILLS WING

Dear Editor, I recently experienced a lockout and crash while platform towing (with only minor injuries), and I would like to share some thoughts on the subject of towing safely. Dennis Pagen's book Performance F(yingcontains a wealth of information on safe towing. Two things I would add are using a checklist (thank you, G.W.) and having a spotter with direct control of line tension (a "Golden Rule" from Michael Robertson). If the glider does not respond to a course correction and you think you might be flying too slowly, pull in the bar and try again (pulling in the bar should reduce the line tension and make control easier). Flying at the right speed is important; never mind the angle of the line, glider attitude, or rate of climb. If you hit some sink while towing, just keep the glider flying at a good speed (e.g., best glide bar position) and wait it out. Whenever you switch from one form of flying to another, remember to get "resynched"; nose angle, bar feel, and point of reference may differ. For example, I like aerotowing because the tug serves as a simple point of reference. A few weeks before I went platform towing

Dear Editor, A thanks to Wills Wing! The folks there once again have come out with an excellent glider. The RamAir is the next step in high performance. Unlike others, they are willing to take a risk and move hang gliding into the future. When they had a problem, they had the guts to admit it, in the name of safety. My modification is installed and has been through the nastiest that Colorado has to offer and it shines. Erik Kaye Crested Butte, CO

BRS COMMENTARY REPLY Dear Editor, The BRS commentary accompanying my "Ballistic Controversy" article implied that as a "leading supplier of hand-deployed canopies" I am biased toward hand-deployed parachute systems. Although it is true that I am a leading supplier of emergency parachutes, my canopies are used with handdeployed, pyrotechnic and air rocket systems.

My concern with deployment devices stems from the fact that our canopy is being used with many different deployment devices. The only way our parachute has a chance to work is if it is deployed properly. I feel strongly that pilots recognize the pros and cons of each method of deployment, and choose that which best suits his or her situation. The method of deployment the pilot chooses does not have any impact on my total parachute sales. Betty Pfeiffer Santa Ana, CA

BALLISTIC VS. HAND DEPLOY Dear Editor, I have had extensive discussions over the phone and in person with Betty Neiffer about the appropriate safety equipment to use for hang gliding and the rational behind its use. Betty's comments and her willingness to explain the reasons behind them have always seemed to me to be very objective and honest. Because of this, I fly with a High Energy Sports hang gliding harness and parachute. I have discussed the pros and cons of various types of ballistically-deployed and hand-deployed systems with Betty, and in my opinion she has never shown any particular prejudice against any given mode of deployment. In fact, she offers a ballistically-deployed system as an option on her harnesses or will install any type of ballistically-deployed system supplied by a customer. It seems to me that her article offers valuable advice to the pilot who is in a quandary about whether to go hand deploy or ballistic. As a member of an exclusive group of hang glider pilots who has ridden a broken glider down under a reserve that failed to open, I am planning to have two reserves, one ballistic and one hand deployed. That way, if my hand-deployed chute doesn't work, I can go ballistic. Dave Broyles HANG GLIDING

Air Mail~ BUDDY SYSTEM Dear Editor, I have been in the sport for the last five years but have never been able to reach a Hang II rating. The reason is not lack of interest, but simply that in between lessons I get sidetracked. If the USHGA could institute a program in which new pilots would be assigned a buddy for support and an occasional push, we would see a lot more members added to our ranks and reaching their goals.

Unfortunately, I crashed into a spectator's new car, and USHGA took care of it. The car owner is completely satisfied and it all went quickly and in a pleasant manner. I would also like to thank the staff of Torrey Pines Glider Port, Monty and Marianne, for their help and concern. Monty went out of his way to make sure the whole matter was settled properly. Bill Marmaduke

HARMONIC CONVERGENCE James Danetra Huntington, NY

TOW ROPE WARNING Dear Editor, Many of your members purchase our tow ropes. They should be aware that these braided products are made for a specific application requiring unique characteristics which allow them to be safely used as a tow rope. The standard off-the-shelf rope made from certain materials do not have the same characteristics as our stock product. For the safety of your towing operation, please be care-

ful. Requirements for a safe tow rope include: dacron yarn should be heat-set and stretched; spectra yarn should be cold stretched; pie counts should be 5-11 depending on diameter; the rope should have a synthetic finish or at least a wax finish. David Bradley Braided Products Division Hilltown, PA

THANKS USHGA Dear Editor, I am writing to thank the staff of USHGA, Dean Leyerle in particular, for the prompt, courteous way an insurance claim was handled.

AUGUST 1994

Dear Editor, I want to publicly express my personal thanks to all of the hang glider pilots of the Vermont Hang Gliding Association for their consideration and cooperation in allowing me to make tandem paraglider flights during their regional competition when I was there in May. I was very impressed with the acceptance and camaraderie exhibited by the hang glider pilots when they unexpectedly encountered a large group of paraglider pilots and spectators at Jake's site in West Rutland. The hang glider pilots willingly allowed me access, knowing I wasn't even a local paraglider pilot, let alone a fellow h,1pg glider pilot, or a USHGA Director. This warm openness provided me the freedom to concentrate on creating a good impression of safe paragliding with a clean launch and a successful soaring flight at a challenging site in strong conditions. One of their own pilots, Keith Murray, realized his dream of having both his brother and his father share the air with him as two of my tandem passengers, while he flew along with us and captured the memory with in-flight photography. It was unforeseen by either group that the dynamic New England weather would draw so many pilots to converge at the same site for two distinct events: the hang gliding regional meet and relocation of the Cobble Hill Paragliding Spectacular. Such a positive atmosphere is a commendable example of harmony among aviators, and how the two differ-

ent groups of soaring pilots can share a flying site for mutual airtime. Alan Chuculate USHGA Director At Large La Jolla, CA

FLYING DOG CONTROVERSY Dear Edi tor, I have received numerous comments concerning a dog that flies in a paraglider in my new "Cloudbase IV, Born to Fly" video. This was an event in Europe. My wife was just there and we did not send the dog off ourselves. You should see some of the other weird things that will be in the upcoming "Cloudbase Paragliding" video. I should point out that I am a dog lover, and have a dog which is my child. Her name is Bridget. The dog flying the paraglider was under remote control and had a good landing. The dog did not crash into a cliff as some have imagined. Paul Hamilton Reno, NV

SERIOUS PILOTS

l¥v,A~.fEQ,I To Represent:

T A!RCOTEC

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Variometers I Aflimeters

Reserves J Accessories

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Join the team: (303) 278-9566

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ParasJiders I Helrne!s

II Update LARRY TUDOR FLIES 308 MILES!!! Launching from Larry Strom's ATOL system on a road north of Rock Springs, Wyoming Larry Tudor flew to his declared turn point of Table Rock, Wyoming and then on to land at Cheney Ranch north of Stoneham, Colorado. The Great Circle distance of the flight was 307.696 miles (495.166 km) and 307.773 miles (495.289 km) for the dogleg distance. The flight lasted seven hours and 57 minutes. He is expected to file for the Dogleg Distance and Straight Distance record categories. Also, on the same day, Larry Strom of Spokane, Washington flew to 2.37 miles west of Pine Bluffs, Nebraska for a distance of 278 miles or 445 kilometers. This doubled his personal-best distance. Both pilots were flying RamAir 154 hang gliders.

We'll have an in-depth story in the next issue. - Ed.

AIRTIME OF SAN FRANCISCO INTRODUCES THE SLIPSTREAM POD HARNESS The team of Jeff Greenbaum and Jill Nishimura (20 years experience as a seamstress and a fashion design graduate) have created the Slipstream Pod Harness. The Slipstream was designed with low drag, a single suspension, comfort and good "sit-up-ability" as primary goals. Airtime has remodeled their building and created a harness loft area in the rear area of the store. Custom work on harnesses and gear is available now. The basic design of the Slipstream is a semi-dorsal fin, single suspension pod harness. Each Slipstream includes: a lightweight and customizable backframe, a backpack I carry bag, true continuous webbing, side entry and a large storage area. A new feature is a plastic sleeve and pulley for the zipper doors. This eliminates almost all of the line drag and makes opening and closing the zipper

doors very easy. According to the manufacturer, what sets the Slipstream apart is the fact that it achieves low drag without sacrificing either weight or landing friendliness, that is, "sit-up-ability." The backframe is nonweight bearing, can be customized very easily, and is short enough so that it will not hinder a pilot's ability to "ball up" for aerobatics, etc. The zipper doors overlap a flap from the chest area and keep your privates from receiving a chill at altitudes. When it's time to land, the Slipstream zipper doors will open more easily than those on any other pod, because of the friction-eliminating plastic sleeve and pulley. Airtime will also be distributing Sectionals and VFR Terminal Area Charts to the hang gliding and paragliding communities. Their intent is to provide better access to our primary source of airspace information. For more information on the Slipstream or aeronautical maps contact:

Airtime of San Francisco, 3620 Wawona St., San Francisco, CA 94116 (415) 7591177, Fax (415) 759-1182.

NEW TIE-DOWN ROPE RATCHET Fab-Net Company offers a low-cost Rope Ratchet™ with quick locking and release features. Unlike time-consuming knots or elastic cords that stretch, Rope Ratchet is fast, easy to use and will not slip. Users simply link the ratchet and cord hook in place then pull the cord to tightly secure. An easy-release thumb lever loosens the cord. Priced from $4.95, the Rope Ratchet may be used in a wide variety of applications including transporting hang gliders. Several sizes are available to handle ropes up to 3/8-inch diameter. A value pack bundles six Rope Ratchets. Contact: Fab-Net, 575 Menlo Drive, Suite 1, Rocldin, CA 95765 (916) 6323811, Fax (916) 632-0208.

MAGNETIC HEADING ALTIMETER WATCH

This watch not only tells time but gives your relative altitude, barometric pressure, temperature, and for the first time on any watch, magnetic heading through a digital compass. The magnetic heading is displayed both as a cardinal direction (WNW) and in degrees. Although the watch displays magnetic HANG GLIDING

north it is possible to calibrate it for true north. The Casio 'friple Sensor watch is available from 'failwinds $199.99. Features include:: digital compass (16 directions), graphical compass with cardinal digital compass readout to nearest degree, altimeter (0--4,000 rn or 0- U, 120 ft.), reference aliitudc graph, altitude alarm with graph, barometer (610 to 1,100 hPa/mb or 18.00 to in Hg), barometric pressure: graph, tl1ermometer (-- l 0° C to 60° C or 14° F to 140° F), five daily hourly time signal, l I I 00-sccond stopwatch, rnicrolight, 12/24 hour format, auto-calendar, l 8-month banery life. The watch is available for $199.99 plus S/J I from: 42 Digital Novato, CA 94949 (800) Fax (415) 883--7599.

S-1 O) and 1973-1994 Fords and or eighr--foot beds). Available accessories include a low mount bike rack, special cros.~bar pads for added protection of delicate loads, and 10--foot metal buckle tic--down straps. <:omact: 'Technic 'fool Corporation, 1'.0. Box 1406, Lewiston, Idaho 83501 (800)

TRX Race and the XI'C 205 "Double UP" tandem glider. The aerobatics seminar will be avail-able to pilots with a minimum ofa I-fang III rating and who fly unmodified HGMA-certified gliders. Even pilots who are not interested in acrobatics can sometimes find themselves in awkward situations due to unexpected turbulence. If you fly in unstable air, then you could benefit greatly from John's seminar. If you have an interest in learning how to perform advanced maneuvers, this is a very rare occasion to have a pilot ofJohn Hciney's skill and experience instruel you. There will also he fun flying all week-end at the area's many mountain sites, and a blowout will be held Saturday night: with a demonstration of the com-bustibility of a large pile of wood. The cost is $1 50. Contact: Scott Jewell, The Flight Works (607) 729-5405 (Mon.--Sat., 9:00 AM 9:00 PM).

Someone has finally done it. John has produced a national site: guide. Sec this month's "Ptoduct Lines" for more information. lt is currently avail-able l<)r $41.50 plus $7.00 S/H from: John Byrne, l~O. Box 404, Morris, NY 13808--0404 (607)

'This product functions as a decorative siderail and overhead carry rack while providing full length bedcap protection and secure tie--down capability. Constructed of high qua Ii ty steel, the Rail--n--Rack provides a reliable way lo transport heavy items (weight limit 500 lbs.), or items too long or wide ro fir inside a six- or cight--foot truck bed. Made with ;m innovative latch and hinge system, the rack can be raised or lowered wii-l101!t disassembly in 60 seconds or less. 'The Rail-n-Rack has a hardy chipresistant black powdcrcoat finish, and is now available for most popular importsize pickup truck applications including mid-size and S-1 O's, (except the

AucLJST 1994

Vic Powell, President of the: Rogallo Foundation, served as a representative and spokesman for the sport of hang gliding at exhibits associated with the the American Recreation Coalition's annual awards dinner, June l 4, 1994 in Washington, DC. The Coalition brings together participants and manufacturers in issues affecting their sports to Federal and State governments.

The Flight Works, upstate New York's newest hang gliding school and retailer in the Binghamton--Elmira area, wel-comcs John Heiney on August 13, with a rain of August 14, for an aerobatics seminar for qualified pilots. They have plenty of demos from UI~ including the

The hang gliding and paragliding community are invited to participate in the world's only International Parachute Symposium and 'lradc: Show sponsored by the Parachute Industry Association. The cvem will take place March 1995 in Kissimmee, Florida (olltside Orlando). 'J'his opportunity is particularly valuable for hang gliding and paraglid-ing manufacturers, dealers and instruc-· tors, since representatives from fabric mills, forging plants, webbing mills and rese:uch facilities will be exhibiting and giving seminars and workshops on a host of products and new developments. Among the relevant issues to be

addressed arc risk management, sports marketing, materials, manufacmring guidelines and canopy repair. 'fbc last symposium in 1993 attracted more than 800 parachute manufacturers and interested parties from 2'.1 different countries. Why should we participate? We share many concerns and issues with the parachute world. Exchange of information, ('"''"''''"''"''''' and ideas can help us all. With an increasing number of towing flatlanders, rubbing elbows with drop zone operators could become a mutually beneficial relationship. The parachute industry has learned many valuable lessons that we don't want to repeat. It is a great party. The Parachute Industry Association is soliciting qualified speakers from the hang gliding and paragliding communi. tics to participate in the symposium. Por more infcmm1tion contact: Betry Pfeiffer, 1Tigh Sports, l 62 l East McFadden Unit l l, Santa Ana, CA

92705 (714) 972·81 fax 4) 972J/i30 or Zimmermann, Parachute Industry Association, 208 East Rosel1ill Avenue, DcLand, r:L 32724 (904) 7386899 (phone/fax).

has broken many previous hang gliding records for altitude and duration a1 Currituck Airport, North Carolina. Clover and randcm student, nincvctr-·(1/<1 Nathaniel Huie, were towed up to 1,000 rcct with a special winch system on the back oC a 4WD truck. Afrer r01,,1c,nn from the tow line, Clover found 1-111,r-nn,11 and flew to O foet. The 40-

minute flight was an exhilarating cxpcri· cncc, Clover said. "Nathaniel was smiling and laughing the whole time," Clover said. "We could sec the entire Outer Banks." The flight was a cold one, as well as a long one, with temperatures ar that altitude near freezing. The success of the flight was unexpected, Glover commented. "J thought conditions might be good and we might get in a little extra flight time," he said. Nathaniel is the son or John Huie, Executive Diree1or of North Carolina Outward Bound. Pictured in back of Glover is his brother Ryan, driver of the tow vehicle.

At the March CIVL (Commission Internationale de Vol Libre, the international hang gliding organization) mecrin Marbclla, Spain, it: was decided to review the definition of bang glider class· cs. "J'hcre were several reasons for doing this. First, a world record attempt made it clear that a Class T (weight shifi:) glider could be altered to make it qualiry as a Class IT glider by simply adding lines to the trailing edge. Second, the appearance of flaps and other cambering devices need to be dearly classified before meet directors see them and are forced to make a judgement with no guidance. Finally, the development of new designs that arc part hang glider and part sailplane have required us to look a1 the problem closely to determine exactly what type or aircrafr we wish to consider as hang gliders. The question is complicated and could not be resolved at one meeting. However, in the interim the following definitions have been adopted to address the first and second problems mentioned above. 'The words in italics arc the csscn·· tial addirions. C:I ASS I I Tang gliders having a rigid primary srn1crurc with pilot weight

shilt as

We have several different magazines from around the world Zealand, Japan, Cermany, ltaly, etc.) here at USHGA, dated 1990. J 993, that we're looking to pass on to interested readers. (We just can't bear to throw 'cm away.) lf you'd like to sec how the rest of the world reports on hang gliding and paragliding, drop us a line and we'll be glad to send you ;i copy of Japan's Skysports, Australia's Sfqsailor, Cermany's Drachenfleigcror France's Vol Libre. Wi-itc to USHGA, Atrn: Jeff Elgart, E'.O. Box 8300, Colorado CO 80933, and be sure to include a street address.

method of'contro/.

CLASS ll gliders having a primary structure with movable aerodynamic surfaces tJS the primary

method of'crmtrol in at least two axes. CLASS III

rigid primary structure (paraglidcrs). The definition is unchanged. For pilots and meet directors ponder-ing what all rhis means, let us offer some examples. Flap systems, slats and spoilers that are operated symmetrically so that no turn results are allowed in Class I under the new definitions. Ailerons, dragdons, clcvons, rudders, ruddcrvators and most other control systems arc not allowed in Class T. Adding Jines w the trailing edge of a Class I glider no longer qualifies it as a Class If glider since it is not the primary means of control. A good test to sec if an add-on is a primary means of control is to sec ff the glider can be controlled without the addition. We expect and promote the continued development of both hang gliders and paraglidcrs. Such progress will most likely require a continued examination of rhc artificial limits we place on our sports, so as to assure safety, minimal cost and maximum fim. Any pilot wishing to add his or her cardidly considered ideas to this discussion shou Id send them to his or her country's CIVL delegate (Dennis Pagen in the U.S.).

'The $100 Lakeview X-C winner for June was Terry 'faggart (prize donated hy Arrow Realty). June flights included:

]·-Tang gliders having no HAl~C C LI !)INC

Update Terry Taggart, 106 and 58 miles; James Spiering, 75 miles; David Biser, 27.8 miles; Mark Whisman, 26.5 miles; Terry Gardner, 11 miles; and Darrin Clay, 9 miles. In addition, Marc Whisman won the $50 randomly-drawn flight award donated by Homestead Restaurant. Seasonlong Lakeview sponsors include Lakeview Chevron, Stringer's Winery, Pacific Power and Light and Moss Distributing.

NATIONAL FLY-IN SPONSOR Ikaros Sport Aviation (Stephen Makrinos) of Astoria, New York has notified us that they are a sponsor of this year's National Fly-In in Ellenville. Thanks for the support!

NATIONAL FLY-IN AND RAFFLE UPDATE The pilots of the Ellenville, New York area are hosting the 1994 USHGA National Fly- In at Ellenville. The dates of the Fly-In are Tuesday, August 30 through Friday, September 2, 1994. In conjunction with the Fly-In the Southern New York Hang Glider Pilots Association is holding a fund-raiser raffle for a new hang glider of your choice. A check or money order of $25 per entry, made out to "SNYHGPA," should be mailed to: David Slodki, SNYHGPA Treasurer, 1 Bay Club Drive, Apt. 1SW, Bayside, NY 11360. The drawing will be held on Sept. 2 and entries should be received no later than Aug. 31. A maximum of 500 tickets will be sold. The Fly-In will be immediately followed by SNYHGPA's Fifth Annual Labor Day Weekend Fun Meet. For Fly-

In and Fun Meet information contact Paul Voight at (914) 744-3317.

PAC AIR SEMINARS Pacific Airwave announces its next set in a series of highly successful advanced instructional seminars. Run by G.W Meadows at the Salinas, California factory, the seminars will include an Instructor Certification Program on Sept. 20-23, a Platform Launch Towing Seminar on Sept. 24-27, and a Tandem Certification Clinic on Sept. 28-0ct. 1. As in the past, Pac Air will supply all the gliders needed for the seminars; pilots need only bring their harnesses, helmets, etc. History has shown that these clinics fill relatively quickly so call and inquire soon. Contact Sue at Pacific Airwave (408) 422-2299.

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THE SKY

111

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Im 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 County Chamber of Commerce, 513 Center St., Lal<eview, 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 Countty 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. Aug. 1-7: UP Demo Days. Aug. 6-7: Aerobatic Seminar at Ellenville Airport with John Heiney. Contact: Mountain Wings (914) 647-3377. 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) 7295405. Aug. 20-21: Lookout Mountain Flight Park, GA, aerobatics seminar. Contact: Buzz Chalmers (706) 3983541. Aug. 27-28: Little Rock, AR, demos. Contact: Wayne Hobbs (501) 327-4746. UP International glider

demos, and aerobatics, photography, and towing seminars. 12

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). August 20-21: Aerobatics Clinic with john Heiney. Instruction, video your flights, debriefing. Requirements: Hang III or above, backup parachute, HGMA-certified glider, aerotowing experience helpful. $150 (plus aerotows). August 27: Assisted Windy Cliff Launch Clinic for AWCL Special Skills checkoff. $15. Contact: Lookout Mountain Flight Park (near Chattanooga) (706) 3983541.

Aug. 26-28: 3rd Annual Mt. Nebo End-of Summer Fly-In, Mt. Nebo State Park, Dardanelle, AR. Camp sites, cabins and swimming pool available on top. John Heiney will be present with UP demo gliders. USHGA Intermediate and Advanced pilots only. Contact: Mark Poustinchian (501) 967-7057 or Dave Dunning (501) 967-8813. For camp sites and cabins contact (501) 229-3655.

Aug. 13-20: US. Nationals, Mt. Princeton, Buena Vista, Colorado. Mtn. 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 Advanced-rated pilots with FSL, TUR and X-C special skills. Entry fee of $325 includes transport to launch, T-shirt, flight verification film, electronic pin in and instant scoring. X-C format with short retrievals. Daily awards and prizes. Contact: Jim Zeiser, Pendulum 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. 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. Precedes the 5th Annual SNYHGPA Fun Meet. Contact: Paul Voight, RD 2 Box 561, Pine Bush, NY 12566 (914) 7443317.

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. 6221-769-0624 I 750-8842, fax 62-21750-8843 I 725-0979.

Sept. 3: Parachute Clinic. Learn to deploy and repack your chute. $49. Sept. 10: Assisted Windy CliffLaunch Clinic for AWCL Special Skills checkoff. $15. Sept. 17: Glider Tuning& Maintenance Clinic. $25. Sept. 24-25: Aerotowing Clinic for AT Special Skills checkoff. Three tows to 3,000 feet (tow release and tow bridle provided). $79 (aero tow club members $49). Contact: Lookout Mountain Flight Park (near Chattanooga) (706) 3983541.

Aug. 26-28: Sun Valley Spectacular; 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.

Sept. 15-18: 21st Coupe Jean: and

International Hang Gliding Film Festival St. Hilaire du Touvet, France. HANG GLIDING

Calendar of Events Oct. 1-2: 8th Annual Ga~y Lagrone

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.

Mem01ial Fly-In andfund 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 first 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 (80 I) 572-5869.

Sept. 17-18: Pine Mountain Air Races. '94 hang gliding and paragliding competition. Join us for the 2nd annual X-C competition at Pine Mountain, California, site of some of Southern California's longest flights. It is a twohour drive from Los Angeles, with camping on site. Two newly improved hang gliding launches and a separate paragliding launch are available. Closed course tasks are planned, with an open distance day if conditions permit. Turnpoint cameras not necessary. Minimum rating: Intermediate with TUR sign-off (HG), or Class 2 (PG). $30 entry fee includes maps and Tshirt. Sponsored by the Topa Flyers. Contact Ventura County Hang Gliding at (805) 492-6342 for info.

Dennis

IP)ERFORMANCE

Jf?LYING by Of.NNIS PAG[N

Oct. 7-9: October's Best Fly-In, sponsored by Sauratown Mountain Hang Gliding Club in North Carolina. This site was featured in the May '94 site report article. Entry fee is $35 which includes a T-shirt and dinner Friday night. First place cash prizes of $50 in open distance X-C, duration and spot landing competition. Don't miss "June

Ir!!

Bug's" Famous Barbecue dinner Saturday night. Contact: Joel Godin (910) 983-4253, Jeff Reynolds (910) 994-9575 or Ken Frampton (919) 220-1273.

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 entry 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) 8850949 or Tut's Mountain (800) 6211768.

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AUGUST 1994

AIRTEK, 4206 Suite C, Sorrento Valley Blvd., San Diego, CA 92121 (619) 450-0437 John Yates/Pro Design 2608 Hartnell Ave. #6, Redding, CA 96002 "TOLL FREE" phone/fax (800) YATES-16 13

fl Accident Reports YOUR NEW CHAIRMAN reetings from your new Accident Review Committee Chairman. I am taking over for the inestimable Doug Hildreth, who is retiring from the magazine after contributing for 14 (count 'em, 14!) years to our Association in the interest of safety. A massive "Thank You" and "Job Well Done" to Doug. He made ''Accident Reports" one of the most popular columns in the magazine, and I hope I can do as good a job. I thought the membership might like to know a little about me, so I asked a fellow pilot to provide a description: "Luen is an average-rated pilot of average flying skills with average airtime. He flies an average glider, and has an average to above average whack. He was doing okay until his daughter was born, but since then he's no good at all. He does write really; really nice accident reports." The last sentence tells you how I got volunteered for the job. I do admit to an above average interest in the process of how accidents occur. I view these incidents as involving a network of branching choices. I call it a "decision tree." As I see it, the problem in accident analysis is deciding where in the decision-making process the wrong choices were made. Often an accident is the result of several poor choices. There are very, very few accident scenarios in which the pilot did everything right and still paid a price. Most of us are not going to do everything right even as much as half the time, so we always have to fly with as many options open as possible.

SAFETY ADVICE I may as well start off with some advice. On my second altitude trip, at Kagel Mountain near Sylmar, California, I rode up to launch with a pilot by the name of Jim Lynn. Jim is a long-time pilot who years ago had what I believe was a bad experience with a misbehaving nail gun. Now he has to fly with only one good eye. In spite of this (maybe because of this) he is an outstanding pilot. I was in a heightened state of awareness, brought on by repeated surges of adrenaline.

by Luen Miller

The flights on my first altitude trip had been kind of like jumping out of an airplane, since my flying until then had been an up close and personal experience at Marina Beach, California. Maybe because of this excitement I was able to retain almost everything he said. The best advice concerning safety I can give you is the best advice I ever heard about hang gliding, and it was the first thing he said: "Hang out with the best pilots you can." "Not hot pilots," he explained, "good pilots - people with good attitudes about why they fly and why they don't fly. You will pick up their attitudes and good habits. There are a lot of pilots with questionable habits. You have to be careful if you fly with them, or you will tend to start doing things like they do. "Fly with people who are always trying to improve their skills and take their flying seriously. All the people I fly with - Jim Johns, Max Peterson, Mike Helms - we always hold each other to a high standard of safety. We have all been flying for a long time, and we intend to keep flying even longer. It doesn't mean much for us to pass up a flying day, because we see it as only one day in a 20-, 30- or 40-year flying career. "We are always calling each other on bad habits or potential problems. If Mike notices that I had a poor launch, he will call me on it, and say, 'Hey, your nose was real high on takeoff. It looked sloppy.' I won't resent him for it, or argue; I'll just say, 'Oh yeah? I'll watch that next time.' You can't take your skills for granted. You should always be asking for criticism from your flying buddies on your launches, landings and flying. "Flying is all about mal<ing decisions. You won't impress good pilots by making poor decisions or taking risks. They will just think you are being stupid. All the pilots I respect are impressed by good decision making, safe flying, and a desire to become a better pilot." Hang out with the best pilots you can.

FOREIGN ACCIDENTS FROM THE INTERNET

foreign accidents involving fatalities have occurred which should be mentioned. In the first, two pilots in England were apparently thermaling together, the only gliders in the sky. They collided. Both deployed chutes. Both died. The first was ejected from his harness because the shoulder straps were loose enough for his body to pass through once his shoulder lines broke (presumably from the force of canopy opening). The second reportedly suffered a broken neck upon landing, possibly due to oscillation during descent. Watch out for yourself and the other pilot. Check your harness, and make modifications if necessary. Remember, parachutes will save lives, but they won't solve all our problems. In the second incident a light plane apparently hit a tandem glider in Germany. The occupants of the plane and the tandem glider passenger were killed. The glider pilot reportedly survived. An accident of this sort in the U.S. would have extremely detrimental consequences for all of us in this country. Watch for planes! There is an attitude among glider pilots that their aircraft are readily visible to pilots flying powered craft. Everything I have seen in my limited experience in light planes, as well as conversations with private pilots, strongly indicates otherwise. Be aware of flight routes near your flying sites. Assume that airplane pilots don't see you.

Betty Pfeijferfrom High Energy Sports sent us a note in which she admonishes pilots to check their harnesses carefully. She commented, "1iy to wiggle out ofit in all directions. Ifyou can, make appropriate modifications or consult the manufacturer. After parachute deployment, ifat all possible, get yourselfin an upright position to prepare for impact. Your legs are the strongest part ofyour body and can absorb a ha,d impact much better than yourface. If you are in a head-down position the chances oflanding face first are increased, as evidenced by two recent parachute deployments in which the pilots remained prone during impact. Fortunately they both had excellent full-face helmets. " - Ed

Although this column is almost always dedicated to accidents in this country, two HANG GLIDING

On June 29. 1994 Larry Tudor broke his ovm world open distance record and also set a nc,v record ror distance via turopoiDt on a RamAir 154 ""th an incredible 308 mile Uight across the state of Wyoming and into northeast Colorado. On the same day, :from the same launch site, Larry Strom of Spokane. Washington. flew 278 miles on his Ra1n.L\.i.r, more than doubling his previous

personal XC record. On June 12. 1994, John Johnson of PhoenL,. Arizona set a new Arizona State Distance Record witl, a seven and a half hour 219 mile flight from Mt Elden on his RamAir 146. On the same day Steve Rathbun of Sandy,

Utah. flew his 154 Ram.Air 159 miles from Frisco Peak ia Utah. And in the East, John Szarek flew 106 miles on his RamAir 146. launching from Asculncy, Vermont. and crossing the entire state of New Hampshire. After four and a half hours, and with over 6000 feet of altitude remaining, John was finally stopped by the Atlantic Ocean. 1l1ese impressive flights follow 1993 U.S. National Champion Jim Lee's first place finish in the East Coast Championships, the first major U.S. competition of the '94 season. While the RamAir has been proving itself in the field in competition and cross country. it has also been establishiog itself

as the most thoroughly tested glider on the market Updated in design to enhance stability both "ithin and outside the normal flight envelope, the RamAir 154 and 146 have been newly tested and re-certified both to the U.S. HGMA standards, and to the German DHV standards. The RamAirs w~re the first gliders tested by the DHV to its new testing protocol. which require the glider Lo meet stringent stability standards at six different VG settings at each of the four prescribed testiog speeds. If you're looking for World Class Performance in a proven design. take a look at the new RamAirs from Wills Wing.

~LLS~Nti

500 West BlueridgeAve Orange, CA 92665 Phone (714) 998-6359 FAX (714) 998-0647

(I Safety Forum

Bal Iistic Controversy Continuing Saga by Betty Pfeiffer fter writing the ballistic controversy article Quly Hang Glidin~ several new related incidents came to my attention. These incidents definitely deserve considerable thought from all pilots. The first has to do with an accident that happened on Father's Day. The pilot was thermaling at 10,100' when she felt her wing want to go under. Her foot hit the keel and it snapped, followed by the leading edge. All she could see was blue, brown, blue, brown. When she realized that she was holding onto the king post she pulled the ballistic handle that was located conveniently on her chest. It fired easily. She could smell the rocket burn but still saw only blue, brown, blue, brown. She woke up on a bloody, wet rock at an altitude of 8,800'. Fortunately she had presence of mind to radio for help and today is recovering nicely. Upon inspection of the glider, the parachute was found to be knotted tightly around the flying wires. Two of the parachute lines had wrapped around the pilot's neck. The pilot reports that she could not see where the glider was relative to the direction her ballistic rocket was pointed. There was no way for her to position her body. The best she could do was just pull the handle. In this situation having a ballistic unit with a hand-thrown option would not have helped. Once the ballisticallydeployed parachute became tangled, short of having a second parachute, there were no more options to consider. Would a hand-deployed system have been better in this situation? It would have given her a better opportunity to control the direction of deployment, and if the deploy-

ment bag had become tangled she may have been able to yank it clear. But would it have worked? We will never know. (It is interesting to note that this pilot gave up flying with two parachutes when she found the extra weight and bulk made launching more difficult and possibly dangerous.) Another pilot reported an accidental deployment of his ballistic I hand-deploy option system. It seems that he had not preflighted his safety pins. He launched, and ultimately his parachute container fell off his chest and deployed his parachute as if he had hand thrown it. He came down uneventfully under canopy but destroyed his glider on impact.

Then there was the pilot who got trapped in a monster rotor. After several episodes of violent shaking and partial tucks, his glider tumbled 1-1/2 rotations and the pilot found himself wedged into the control bar junction at 300+ feet , unable to locate his ballistic deployment handle. He had a side-mounted parachute container with the ballistic canister handle mounted under the parachute container about hip level. Although he practiced reaching the handle on every flight, due to his position he could not find it when he needed it. This is another example of the importance of being able to see your parachute deployment handle and reach it with either hand. So often in our sport pilots brush off accidents as "pilot error." It is in our best interest to consider not only how the pilot came to be in that particular situation, but how you would handle it if you found yourself in the same situation. By considering the advantages and limitations of your equipment, being mentally prepared for all possible and impossible situations, you can help to reduce the ~ amount of risk you take while hang gliding. ~

The Importance Of Hook Knives by Alan Chuculate

here are many pilots out there who are not flying with hook knives. Perhaps you feel that since you don't tow launch you don't need one. It may be obvious that every tow launch pilot should have a hook knife sewn onto his harness. It may not be so obvious that every pilot who flies with a parachute should also have one, because if you ever land under a reserve and the wind is blowing, you may survive the impact but end up being dragged into a worse situation. The real problem with hook knives is that pilots use them for other than emer-

gency cutting, which dulls them, and they don't inspect them often enough. Recently Dave Broyles and I conducted an actual test and attempted to cut a reserve bridle under tension with my hook knife. The knife failed to cut the bridle the first time, which is not good enough. Upon inspection, the razor blades had obviously dulled from rust. After changing the blades we repeated the test with success on the first attempt. Most hook lmives come with a pair of replacement blades stored in the handle. Note that some hook knives use bolts and nuts, or screws, to hold the two HANG GLIDING

Safety Forum halves of the handle together. If these loosen and fall out, and the handles separate when you need it, you lose!

SUMMARY 1) Fly with a hook knife. Be sure the knife sheath is sewn onto your harness where you can reach the knife, and be sure that you can extract it from the sheath when lying in your harness. When located in the first place I tried, I couldn't withdraw it from the sheath when my weight was hanging in the harness. 2) Preflight your hook knife. Inspect the blades to ensure that they are not rusted and replace them if necessary. Also, inspect the handle to see that the

fasteners are present and secure. Apply Loctite if your nuts are loose! 3) Do not use your hook knife to cut anything, unless it is a flying emergency. Treat it as you would your parachute or your rocket, that is, only use it when your life depends on it. It is a specialized piece of emergency equipment that has only one purpose, so be sure it's there and ready if you need it. 4) For towing, keep a hook knife with the tow device and do not use it for cutting anything such as safety links. Have a utility knife available for that purpose.

Alan Chuculate is a USHGA Director At Large, Hang Gliding Towing Supervis01; and Paragliding Towing Supervisor ~ from La Jolla, California. - Ed. ~

Water Safety Comments by Dave Broyles oug Hildreth requested comments from the water towing community about the fatal water tow accident he related in "Accident Repons," July 1994. I believe that tow training over water should only be done with the pilot wearing an AWSA- or USCG-approved competition water ski vest. Further, I would suggest that the pilot use a simple knee hanger or stirrup harness rather than a more complex one such as a cocoon or a pod. For water tow, adequate flotation is even more important than a parachute is over land. I, personally, have been knocked out twice from impact with the water, both times water ski jumping. This was due to a blow to the solar plexus which, because I was submerged in wate1; triggered a momentary blackout due to the vagus reflex. Because I had adequate flotation in both instances, I came to, unharmed. This points our the need for flotation which will keep a pilot's face up while unconscious. An unconscious pilot wearing a competition vest, an old style harness and

AUGUST 1994

1/n my opinion failure of the flotation of the glider only contributed to the fatalitt because the pilot was not flying with adequate personal floatation. 11

a helmet tends to float face up. Cocoon and pod harnesses may provide some floatation, but they are not designed ro float an unconscious person face up. Further, a pilot entangled in a cocoon or pod harness isn't going to be able ro tread water worth a damn even if COllSClOUS.

Further, a competition water ski vest provides a great deal of protection to the pilot should he hit the water really hard. In my stupid days (circa 1976), while towing over a lake, I entered a lockout

and broke a leading edge. I augured in from about 150 feet. I impacted the water vertically and violently at probably 50 to 60 mph. Afterwards I coughed up some blood which the ER doctor attributed to some ruptured capillaries in my lungs, bur was otherwise unharmed. (Well, I did have sore ribs for four weeks.) I attribute this entirely to the protection provided me by a competition water ski vest. Glider flotation should also be used. Glider flotation is usually not professionally designed, but instead is often made from materials available to the pilot locally. This means that there is wide variance in flotation systems. Flotation systems available commercially are not designed to any standard, thus the purchaser must decide for himself whether the flotation is adequate. At the least, glider floatation should be designed so that under no circumstances does the glider sail trap the pilot under water. With adequate flotation on the pilot, no other calm water scenario is particularly dangerous. In my opinion, failure of the flotation of the glider in the accident Doug Reported only contributed to the fatality, because the pilot was not flying with adequate personal floatation. Admittedly, without being there and without conducting my own personal accident investigation, I have no way of being sure this is true, but flotation on one side of the control bar should have turned the glider over without trapping the pilot underneath. A sinking glider in calm water poses no particular hazard to a pilot with adequate personal flotation as long as the pilot is above the glider. I would like to add, however, that no glider flotation system or personal flotation will protect a pilot adequately should he land in surf or ve1y turbulent water.

Dave Broyles learned to fly hang gliders from water skis in 1972, and over the next 10 years taught hang gliding primarily over watei: He competed at Cypress Gardens and other water tow tournaments and acted as judge at several. He manufactured equipment to convert hang gliders for water tow for about 10 years but ceased manufacturing in 1982. He has approximately ~ 1,500 water tow flights. ~ 17

HANG GLIDING

by Mark Mocho

ixty-three pilots flew in the fourth annual "Sandia Classic" at Albuquerque, New Mexico this year. The meet drew 17 of the top 20 USHGA-ranked pilots and attracted a substantial number of spectators each day. In conjunction with the "Classic," the Aerobatic Hang Gliding Association held a three-round event designated the U.S. National Hang Gliding Aerobatic Championship. Also, the local club, the Sandia Soaring Association, hosted an informal cross-country contest that drew more than 30 pilots to the Sandia Crest Launch, 1.5 miles north of Sandia Peak, the "Classic" site. Believe me, there was no shortage of hang gliding in the area! Each day, the competitors met at the Sandia Peak Tramway and loaded their gliders on a large truck for transport to launch. While

OPPOSITE: Top - Claire Pagen launches her Klassic from the peak, Photo by Gerry Charlebois. Left- A pilot prepares to launch while a gaggle climbs out overhead. Photo by Jay Blackwood. THIS PAGE: Top - Jim Lee launches in his custom pod harness. Photo by Jay Blackwood. Right - Over the back at 19, 000 feet MSL. Pilots were cleared by the FM to 23,000 feet for this event. Photo by Gerry Charlebois. AUGUST 1994

!,efl to r~~ht: larry 'Ji1dor, Kari Castle Photo by}ay Rlrukwood. the tru rnok a one-hour trip up the paved road to Sandia Peak, the pilots rode the 2.7-milc-long Tramway to the top. Once there, they just relaxed and waited for their gliders and then set up direcrly behind the launch ramp. Lunch was available from the High Finance lZestaurant and spectators were everywhere. T'hey weren't much of a distraction for the pilots, as U.S. Forest Service Volunteers and Rangers with crowd control, most questions from the visitors and giving om comest information. On the last weekend, Phil Bachman, USHGA's Executive Director, was on hand to hawk USHGA 1nerchandise and cater to the wuffos. The competition day, June 5, was hot and cloudless. The Task Committee, Tony Barton, Kari Castle, Chris Arai and Meet Director J.C. Btown settled on a task with two turnpoints on the west side of launch and ,l 50-mile X-C over the back to Clines Corners. 'l'otal distance was 6 l.3 miles. The launch window opened at noon, and by the time the "start tarp" came out at I PM the sky was with over I 00 gliders. Sandia is a big mountain, but that everybody was in one of two The free-flyers from the Sandia Crest launch were taking off at the same time as the competitors, and things got pretty hectic. Once the race was the thinned out quickly as racers for the turnpoints and the free···

flyers

bigb and went over the back. Officials Steve Hill and Bob Ford were ready when the thundering herd arrived. Ttmy Barton won the day with an elapsed time of 2: 1 closely beating out the crowd snapping at his keel. Larry 1\idor was next across the line at 2: J wirh Mark Bcnnea, Ken Brown, Dave Sharp, Nelson Howe and Glen Volk all within two minutes. Fortunately, the timewas automated and computerized, ident:iflcation was the only concern. Gliders were coming in so fast and low that the goal crew couldn't sec the sail numbers until the glider had crossed the finish line. pilots completed the task. 'J'hat night at Spectators Sports Grill, the Meet Headquarters, pilots handed in turnpoim film, got free oxygen refills and located their landing positions on a huge, wall-sized map. Afrcr placing a colored marker and writing down the latitude and tuclc, they came over to me at the computer and placed a marker on rhe compu tcrized mapping program. Some pilots were able to the position recorded by their Global Positioning System receivers. Flight distances were measured (to three decimal places) and stored in a darn fllc. When the Goal Staff returned with the finishers' rimes, all I had to do was hand Steve a disk with the non-finishers' mileage. Steve imported the data into his laptop computer and the scoring was complete. All that was lefr was 10 the results.

Very quick, very easy. Day Two was a near copy of the first day, with the same two turnpoints in front of Sandia and a 51.33-mile X-C flight north to a private airstrip near San ta Fe. The crowded conditions were substantially reduced on this flight. Apparently the freeflyers from the Crest weren't so cager to get out there and mix it up with the big dogs anymore. Most waited until after the start tarp went out at 1:30 PM before launching. The task was ;is challenging as the day before, with some pilots bombing out in front of Sandia between the first two turn-points, but the majority got both photos and headed north along Interstate 25 to Santa Fe. Jack Gallcttc, tbe owner of rhc airstrip, is a dedicated airsports enthusiast who even made up a map for the crews so they could find his place more easily. When the Meet Organizers asked frn permission to use his runways as a goal, he infrmned us that he only allowed "taildrag· to land there. The Meet Director warned pilots to keep their noseplates out of the dirt as request-ed. Chris Arai and Mark Bennett blazed across the finish line with less than a keellength between rhem at 1:55:12. It was so close that Steve Uill's scoring program awarded them both l ,000 points. 'fony Barton was 20 seconds back ,rncl got 997 points. The task was completed by pilots, separated by only 35 minutes. I Iigh winds on 'Ti.1csday and Wednesday forced the competitors to take both off Some felt that the conditions weren't that bad, but after watching the wind dummies (local pilots Brian Kurowski and John Nagyvary) get their bmts kicked in the strong rotor behind the large ridge in front of launch, all complaints cecised. John and Brian probably didn't need to buy their own beers fell' die rest of rhe week eirher. Competition resumed on Thursday, Day 5 with an ambitious task: one turnpoint at Clines Corners and then south 10 Encino Total distance: 72.9 miles. Everybody got up and away pretty well, hut out on the eastern plains, the dry line had moved in closer than and pilots ran into a stiff cast wind. Flying inro the headwind killed forward progress and the field spread our, trying to flnd a way around it. No such luck, as everybody shot down short of the Clines Corners turnpoinr. Bill Hartke was landing only 1 miles from the turnpoint for a ranee of miles. that evening was a zoo, since

HJ\NC Ci JDINC

the short retrieve had nearly everybody back at Headquarters 6:00 I'M. Some comedy relief w,1s provided the Photo Judge (Doug Knowlton) and the Meet Director evaluating rnrnpoint filrn. Instead of squinting at each photo throngh a magnifier, the had borrowed ,1 neat phorn reverser that electronically changed the into images and dis· them on a color television. Pilots hung around to sec the results, langb-at some of rhe more landing photos. lt was such a gas that J.C:. speci!kally asked the pilots to use up their excess fllm each stuff After that, there were some interesting compositions which probably can't be in this rnagazine. The staff would like to thank those responsible (especially Charlebois and friend), and promises not to release any except for big bucks. That day, an unFortunate incident occurred when Tcrny Barton blew out his on what was basically a land· ing. 'fony radioed that he had been injured and Al Whi1esell rnrncd back and flew to Tcrny's position to assisrnncc. Definitely a class act on the part of Dr. Al. Unfortunately, injury will keep him out of flying for a while. ·rhe threat of more cast wind fc)rccd the Task Committee (with Nelson Howe filling in for 'Tcmy) to call a task north again to the Santa Fe Coal on 6. One turnpoint was included to keep the pilots in front of the Sandias and elimimte any temptation to go over the back. 'The first part of the direct route to Santa J:c is over lots of trees and no LZ's. If the cast wind moved up to the mountain, nobody could bet on getting out safely, so the end-mn was justified. A potentially serious accident occurred when Neff from Arizona intentio11ally flew into a dust devil at 300 feet. His glider tumbled and he went for his ballistic recovery system. The rocket ignited, but failed to fi.1lly extract the parachute. Instead, ii- burned through Jacq11c's harness and T shirt and started to Imm Jacque. He hit the ground and was knocked unconscious. Fortunately, the incidcm was witnessed and were called. Jacque was released with a nasty cm on his forehead and some burns on his back. I le received ;1 fr:w stitches and was at la1111ch the next day, stiff and sore, but pretty happy nevertheless. Ken Brown won Day 6 with a time of minutes ahead of teammate Mark Bennett. Thirty-four pilots

made One hour separated the ftrst wi1b the last pilot in over an hour later. At the morning pilots' meeting each day, J.C. Brown recounted the previous day's events and prcsemed prizes to the winners, along with a random selection of drivers, pilots with unusual stories and assorted oth· ers. The winner of' the task was invited to an accoum of how his !1ighr went, often making the 01her pilots wonder if they were flying in the same air on the same day. 7 bad a big improvement in the soaring forecast, so USH GA Region TV Director and FAA representative Clcn Nicolet opened Sandia's famous "PCA Box" that allows the pilots to climb past the normal 17,999-foot limit and explore the universe, a1 least up to 22,999 feet. The task called for the day was a 73.6-rnilc straight line flight cast to goal at Milagro. Mark Bennett blew everybody away on flight, arriving seven minutes ahead of second Bmch Peachy. Mark's time of 2:07:27 included the time spent spiraling down 500 foct to cross rhc finish line at a 1,000 feet AG I,. Apparently, he got a little lost and confused on final glide. pilots made goal, and everybody had a few stories about the intense lift over the Sandias. Mark described the gag-· over the mountain as "a graceft1l display of aerial ballet combined with pitch stability tests." A number of pilots reported alti· rncles over 20,000 MSL The last of competition, Day 8, had

thunderstorm potential, but the lift w:is predicted to be great. The PCA Box: was opened again and two tasks were tentatively decided upon. After ovcrdevclopmcnt blocked the primary task route, the alternate was signaled by 1he start tarps: a race to goal at Clines Corners. 'The 1ask was probably too shon for the day, hut we had to get everybody hack in time to tabulate the final results and have the awards parry. Chris Arai led the pack of Ii 2 fin is hers across the line with a time of I :24:39. Ken Brown, Mark Bennett and John Creynald followed within two minutes. Everybody finished wi1hin minutes, keeping rl1c goal crew pretty busy. Scoring was completed at Meet Headquarters hy 7:30 I'M, with the party and barbecue well underway at the Elena Gallegos picnic area at the foot of the Sandia Mounrains. Meet Director J.C. Brown gave out awards to the highest placing rookie, David Gerdes (seventh place) and the highest placing woman, last Sandia Classic Champion Kari Castle ( 14th place). A Flytec 3005 flight deck went to rhc handsdown winner of the Ot1tstanding Sportsmanship Award, Dr. Al Whitesell, who mt one of his flights short to render assistance to Trmy Barton. Al !tad also gra-ciously assisted Jacque Neff with his injuries. Pilots banded together to take up a collection for "Tony, raising a substantial pot to help out with his upcoming medical bills. continued on page 30

AUGUST 1994

Flying Sites

LEFI: A Ro111:h hang glider piwt being towed up behi11d the Dragor,fly. BELOW: The l?,,nch has all the amenities. After flying. piwts can rt/ax 011 the deck qr take a ,wim. Photos byJim Henderso11

Florida's Wallaby Ranch The All-American Family Flight Park © 1994 by G. W Meadows was first inrroduced to modern aerorowing in the !are winrer of 1992 by rhe Draggin' Flyers Hang Gliding Club of Nonh/0:ntral Florida. Being fortunare enough co be in rhe righr place ar che right

time, I was able co enjoy flying camaraderie near Ocala in a la rge lush field chat belonged to a local farmer. At that poinr, I remember thinking how "portable" the whole concept of a flight park had just become. Noc being tied to a mountain seemed co ha\•c: its advanlagcs with aero-

rowing. jusc as it did with other methods of

towing hang gliders aloft. Howt'Ver, the difference in a¢10towing is the much ,vidcr range of possibilities when it comes to leaving the cow line. Malcolm Jones was a major player in the Oraggin' Flyers club. and he treated us like relacives during the time my wife and 1 spent in the Sunshine Scace cha r year. I HANG GuDJNC

A pilot readiesfr1r aerotow on the trihc. Photo by Jim r1Pna,,r(f) BELOW; Tug pilot]ohn Wiley on uMuu.,w approach. Photo ~y Phil Blttdwood

knew Malcolm from

two while he'd visited the San area when T lived in Southern Califrirnia. (Later l was reminded of extreme success with gliding sponsorship b;tck in the rnid l with the E-Z Wider f1ying team. Most of us have seen the classic E-Z Wider T-shirts that were distributed by Malcolm.) J was quite taken aback by the hospitality we were shown during our shorr visit, and eventually resigned myself to the that someone had recognized what a great guy l was and just wanted to treat me well. Two years my wifo Jan and l settled (sort of) in our bome state of North and my new business interests required that I a trade show in 'Tampa Florida. We'd put in a hard year without a vacation so we decided to tack five days onto the business trip and spend some time where the weather was much more Looking at the map of Plorida, we made plans to stop at Malcolm's new aerotowing tanch which I'd heard was in the Orlando area, head down to sec friends in Fort Meyers and then on to Key West where a number of our budwere holed up for the winter, On our drive homeward we would then swing by the trade show for a pleasant albeit working end to our "business" I had promised myself not to spend 1:00 much time at the hang gliding park, since l didn't want to appear self-indulgent on a "family''

AUGUST J 994

vacation. All pilots who really care for their "significant others" understand the ongoing internal struggle which this involves. T looked up Malcolm's phone number in my spiral-bound brain and gave him a call to find out what days the flight park was open, and to be sure that we could be accommodated. Malcolm's wife answered the phone and explained that he was at "the ranch." "He's always at the ranch," she said, gave me the phone number. Linda made a call, and Malcolm confirmed that the flight park would indeed be open when we showed up, commenting, "It's open seven days a year round, and every weekend is a fly--in." I remember hanging up the phone and thinking how incredibly nice Malcolm was to me. I still couldn't figure out why. We put in om 12 hours on the 1-95 time warp, and as we approached tbe Orlando area on I-4 I got ont the directions to the flying ranch and got a little worried. The directions seemed awfully short. Maybe I had lefr out some of the directions no hang gliding site could be that accessible. Oh well, at least I had the

phone number. J figured I'd at least dose and then call for clarification on directions. We passed the exit for the Disney smff; and just two exits later we were theoretically there. It was so close ro everything, and there was still so much civilization that I figured we had to be lost. We followed the road for 1 .5 miles to sec if there was a paved road on the left. Yep, and it still looked pretty civilized, We took this road the prescribed l miles to sec if there was indeed a black mailbox with a Moyes sticker on it. Yes, indeed we were there! We drove down the well-packed driveway and around some palmettos, and there was a glider just beginning a tow near a man who was shagging golf balls between flights, Getting there couldn't have been easier. We pulled up under some shade trees and parked the van. Malcolm was fetching someone a row release and talking on his portable phone at the smne time. He hung up the phone and walked out to welcome us to the ranch. Instantly, you could tell tbat Malcolm was proud of the place, and

no tin1e in ng us the full tour. We were shown the office and pro shop, for the tugs, the glider folks can fi)r a reasonable and th camping area. As we left the

near ne1 bor Disney and plenty of room for expansion if neces sary. There is one house on the property where Bobby Bailey (famed aero·· master designer extraordinai and his wife Connie reside. This resident mad p of designed the famous Dragonfly offers plenty of' line entertainment. Bobby is always designing or working on some air toy, and if you spend any time at all at the ranch you're likely to some of rhe show. On my trip to the ranch I was introduced to th t, an ultra· but that's a whole story in

rest even the boudoir with shampoo, soap lots Aerial view ofthe Ranch facilities. Photo by]im Henderson. lots of toiler paper. Malcolm that the women are well taken ate a flight park where the family would light sailplane care of at flight want to come and enjoy the day. itself. We walked over to the Families on perfectly I had driven down to Plorida with only near someone rnp on a just out and not even my harness, but that proved to be no prob,, close to the location of a fl y. lem whatsoever. Malcolm has many gliders in. We volleyball court that is to rent for pilots of all skill levels, as well as took our seats on the nice deck to-corner" tour on varios, harnesses, tow releases and helmets. (complete with The ranch is very large, Practically anything a pilot might need to and has taken a hint from his fly is available at the ranch. Nor only arc

X63 r,urfaee

XL, and the HGMA Certified double surface XT. [?oth available in 14[:i and 16t5.

ie, the choice for the intermediate to advanced Excellent; Performance.

11>

Faired rubber b,,ck downtubes. and fun to The most and streamlined harness available the New

XTREME.

gliders available, but they even have a glider setup and breakdown service! Malcolm tells about a local physician who keeps his glider at one of the ranch's condos, steals away from his duties during (deserved) breaks, calls the ranch from his car phone, and has his glider set up and waiting when he arrives. He gets towed up right away (flying with his beeper, of course), racks up an hour or so of airtime, lands, has his glider put away for the night, and heads back to work with no hassles, only airtime. I was towed aloft several times on my trip to the ranch, and I have to say that I honestly believe the world's best aerotow pilot must reside at this ranch "Wiley," as he's known to all, is an incredibly talented aviator who I believe could (and does) fly just about anything. This mild-mannered pilot will put you right in a thermal every time and make sure you leave his tow line going up. He's also very intuitive about flying, and makes you think you're the world's best pilot on a rope. Wiley knows the mistakes tow pilots are likely to make and compensates for them wonderfully. It's been said many times that to have a successful business you must surround yourself with the right people. This is one nugget of wisdom that hasn't escaped Malcolm. You would never know that the crew he has working for him (and you, the customer) are at work at all. With pleasant demeanor these guys give the impression that they really want to be right where they are, and most of the "ranch hands" are aviators in multiple disciplines. They are competent and reliable. I really felt I was in

"One of the most impressive things about Malcolm's ranch is the family atmosphere. If we are to survive as a sport we must reestablish a family emphasis1 and Malcolm's ranch is doing that very thing."

very capable hands the whole time I was there. After the first day of towing we decided to find a place to spend the night. Since it was our vacation we decided not to camp, but it wasn't because of lack of facilities. The ranch has complete camping available, including your choice of primitive or full hook-up. A washer and dryer are available on site, as well as picnic cables, grills and a fully screen-enclosed family room for insect-free fun. I asked Malcolm for a hotel recommendation, and after apologizing that his guest house was full (what a host this guy is) we were directed to the exit we had taken off Interstate 4. A short fiveminute drive away we found a good number of hotels to choose from, and we stayed at the Holiday Inn for $25 per night. (We used a coupon out of one of those travel pamphlets you get at gas stations, and the

A World Champion Moyes X'TRALIT ;top of the line performance for the advanced pilot. • Best glide ratio. • Awesome sink rate. • Lighter weight. • Faster easier setup. • New enclosed fiberglass tip levers. • Available in 2 sizes; the HGMA Certified 137, 147 and soon to be released 164.

prices change with the season. Nevertheless, that was what we paid for a great room just 3.5 miles from Wallaby Ranch.) Restaurants are easy to find; we walked to one from the hotel for dinner and did the same for breakfast the next morning. Our "vacation plans" afforded us (me) one more day of flying before becoming real vacationers farther south in the peninsula state. I got a couple of more flights in at a very leisurely pace on our planned final day. I swear, airtime is so easy to get here that motivation may become a problem. Unlike many a mountain site, where much of your day is taken up driving, this site creates absolutely no sense of urgency. It's something you can get used to really quickly. After hanging out both in the air and on the ground for the rest of the day, Jan and I said our goodbyes late that evening as the sun was setting and drove out on the hard packed sand to the main road, got on I-4 and headed southwest toward Fort Meyers. Somewhere on I-75, about two hours into our drive, I couldn't hold back anymore and said, "Do you feel like we should have just stayed at the ranch for the rest of our trip." Jan replied, "Yeah, I just thought you wanted to go see Tab and Karen in Fort Meyers." I told her that I just didn't want to ruin her vacation by being an air hog. To make a long story short, we took the next exit and headed back to the ranch. We stayed at "our" Holiday Inn again that night and surprised Malcolm when we showed up the next morning for more "ranch fun." We stayed

there for the remainder of our vacation and experienced one of the most memorable flying trips that a couple or family could have. The airtime and cross-country miles come fairly easily at the ranch due to the fact that the "Florida Ridge" runs right over Malcolm's property. If you look at any map of Florida you will see that it's a peninsula that has large bodies of water on three sides (the Atlantic to the east, the Gulf to the west and the Caribbean to the south). During the day, two on-shore breezes can sec up, one from the east and one from the west. The convergence of these two air masses is known as the Florida Ridge, and the sailplane community has been familiar with it for years. Like any convergence it can move around on a daily basis, and gives pilots in the central Florida area the opportunity for some really long flights. Flights over 100 miles have already been made from Malcolm's ranch, and I'll make a prediction chat the first 200-mile flight on the east coast will be made from here. One of the most impressive things about Malcolm's ranch is the family atmosphere, as mentioned earlier. If we are to survive as a sport we must reestablish a family emphasis, and Malcolm's ranch (like a couple of other flight parks in the U.S.) is doing that very thing. You can fly from anywhere in the world with your family (airfare to Orlando is cheap), buy your family a three-day pass to Disney World, Epcot Center and Disney MGM Grand Studios, and let them have the tourist vacation of their lives while you have the flying vacation of your life. The hotel we stayed in is 10 minutes from the Disney stuff and only five minutes from the flying. Get in touch with Malcolm to help arrange your next family vacation. You'll be glad you did.

For more information contact: Malcolm Jones, Florida Hang Gliding Incorporated, P.O. Box 2410, Davenport, FL 33837 (813) 424-0010, evenings (407) 896-7311 (preferred phone number). Directions to the Wallaby Ranch: Take Exit #23 off Interstate 4 on the south side of Orlando and head north from the exit for 1.5 miles. Turn left onto Dean Still Rd which is the first paved road. Follow this road 1.1 miles (it will turn to dirt after the first mile) to a big black mailbox on the left (with a Moyes sticker on it). Turn at the driveway beside the mailbox and you're there.

Top Ten Reasons To Visit Florida's Wallaby Ranch by Phil Blackwood 10) GREAT LOCATION - The ranch is located on the "ridge" in central Florida, well known to sailplane pilots as a great soaring area. It is 15 minutes from all the Orlando attractions such as Disney World, Epcot, Sea World, etc. 9) EXCELLENT SITE - The 52-acre LZ is easy to land in from any direction. The power lines are underground and the land is level and well groomed. Wind streamers and flags abound and are easily visible from 2,000 feet up. 8) NEAT WILDLIFE - Soar with the eagles! Birds of prey find this area a fine place to hang out and they provide pilots with guidance as to where to find thermals. Bird watchers will find tons of other Florida bird species such as turkeys, whippoorwills and hawks. A trip to the ranch is not complete without an encounter with one of the slow-moving, docile, prehistoric-looking armadillos. No wallabies. 7) GOOD CAMPING - Pitch a tent and enjoy the wilderness 24 hours a day. Lie in a hammock under the Florida oaks. Take a shower whenever you like. 6) INTERESTING PEOPLE - Wallaby Ranch draws people from everywhere. During the week I spent at the ranch I met people from England, Australia, Norway and Argentina. Take the "ranch hands" out for lunch sometime for some great fun. 5) LOTS OF ACTIVITIES - When you aren't flying, you can take it easy on the deck by the pool. Kids love the ranch. In addition to the pool there's a trampol!ne, mini-bikes, ATV's and many other activities. Good restaurants are located JUSt minutes away. You'll never be bored at the ranch. 4) TANDEM FLIGHTS - Don't have your aerotow rating? Malcolm will take you up for tandem flights morning or evening until you are adept at following the tug. This is definitely the easiest way to learn towing. 3) GLIDER RENTALS - You can rent the latest Moyes gliders. Typically your first solo flight will be on a single-surface XL. It's easy to fly and I managed a 3,°minute flight with it on the first day. Then step up to the XT, and when you re ready, the XS or Xtralite. The rental gliders are in excellent shape. 2) YOUR FIRST THERMAL ON EACH FLIGHT IS A FREEBIE Aerotowing has the great advantage of releasing you right in a the_rmal. Wiley, the tug pilot, consistently towed me right to big, fat thermals and signaled when to release.

1) EASY AIRTIME - Towing makes it convenient to get in a lot of flights without breaking down your glider. Just toss it on the dolly and roll it to the launch point. Conditions at the ranch are soarable most days of the year.

Phil was a Novice pilot upon his arrival at the ranch in April, and he increased his airtime by 1200% in the one week he was there. (Phil likes the ranch!)

HANG GLIDING

1994 USHGA MERCHANDISE ORDER FORM QD'.,

TOTAL

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continued from page 21

Final results were extremely close, with only 50 points separating first place Mark Bennett (5,786 out of a possible 6,000) from second place Ken Brown (5,736). Dave Sharp took third with 5,389 points. They received trophies and the congratulations of their fellow pilots. Mike Gregg and Mark Mocho, Meet Organizers, thanked all the pilots for coming and acknowledged the staff personnel and the many volunteers who helped out. George Boyden and Jay Blackwood from Sandia Peak Tramway congratulated the pilots and invited everybody back for next year's contest. Glen Nicolet and Phil Bachman presented Jim Lee with a plaque from the NAA recognizing his outstanding performance in competition over the last several years. Jim was pleased, but even more pleased with the prize his wife Kathy had presented him: a baby daughter, Rachel, born on Monday, June 6. Jim wasn't competing at the Classic (for obvious reasons), but showed up for the last two days as the wind dummy emeritus. The 1994 Sandia Classic was an unqualified success. The pilots flew a total of 13,882 miles in competition, and by all accounts had a pretty good time doing it. Special thanks go out to our major sponsors, Fuji Film and Smith's Food & Drug Center, who provided the turnpoint film and processing, Dean Witter Inc. for general organization assistance, Bell Atlantic Mobile, cellular communications, and TriGas Industries, oxygen refills.

1994 SANDIA CLASSIC SPONSORS Fuji Film Dean Witter Inc. Smith's Food & Drug Center Flytec USA Bell Atlantic Mobile High Finance Restaurant Tri-Gas Industries U.S. Forest Service, Cibola Ranger District Sandia Peak Tramway Spectators Sports Grill Camera & Darkroom B K's Health Pantry Adventure Video Mountain High Equipment Arai Design Moyes USA Pacific Airwave UP International Wills Wing USHGA

t·~l ~

SANDIA CLASSIC RESULTS Place 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Points 5,786 5,736 5,389 5,353 5,094 5,061 5,039 5,004 4,938 4,900 4,871 4,770 4,715 4,669 4,650 4,648 4,632 4,482 4,403 4,318 4,253 4,221 4,190 4,115 4,113 4,100 4,000 3,949 3,920 3,900

Pilot Mark Bennett Ken Brown Dave Sharp Nelson Howe Glen Volk Larry Tudor David Gerdes Dennis Pagen Joe Szalai Bill Hartke Bruce Barmakian John Greynald Chris Arai Kari Castle Wayne Sayer Reta Schaerli Len Paton Davis Straub Mark Gibson Tim Arai Butch Peachy Brad Koji Charles Baughman Kevin Gendron Dave Seaberg Russ Gelfan Denny Mallett Don Glass Jim Zeiset Ted Hasenfus

Glider Klassic 144 Klassic 144 TRX 140 Blade 141 Klassic 144 RamAir 154 RamAir 154 Klassic 144 Xtralite 137 Xtralite HP AT 145 Xtralite 137 RamAir154 RamAir146 XtraLite Klassic 144 Blade 141 RamAir 154 Klassic 155 Desire 141 TRX 160 RamAir146 Desire 151 RamAir146 RamAir 154 HP AT 158 RamAir 154 TRX 160 RamAirl54 HP AT 145

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 August 31. Send checks to: Dave Slodki, SNYHGPA Treasurer 1 Bay Club Drive, Apt. 18W, Bayside, NY 11360

HANG GLIDING

TOP: Nick Kennedy, Winner ~fthe Challenge, launches ftom Sandia ABOVB: Meet Directors Bill Lemon and Mel Glantz hold the dttil:ypilots meeting ru launch. Photos by Mark Sawyer.

AUGUST 1994

:r1

R!GHT Boh Busir:le launching tlt with

BE!DW: "Boulder Boh" Brodemf/11 with two o/his phies. Photos by

was beantifuL 'J'he sun shined brightly against the high cirrus and cumulus as the got their arrangements for the ride to top of the hill in order. A number of new people showed up the aerial festival, including a TV crew from KVTA in El Paso and reporters from local radio stations. 'I'hc meet was in part sponsored by the City of Alamogordo, which not only provided

the land for the flight park and tables and chairs for the spectators, but graded the road into rhe park to insure that the prc:vH)US week's rainstorm damage wouldn't put damper on traffic into and out of the LZ, As far as our sport the cooperation between the City Alamogordo and the Rio Grande Soaring Association is virtually unrnatched. Local support was not lacking from the community either. Herring Distributors of Alamogordo fornished free for the pilots and their people! Some of the interesting folks who attended this year were Bill Harkey of

Moyes, Jeff Hunt of Red River,,,,,,,,.,,,-,and 'lcrny Barton of Airborne, all of whom brought demo wings for the participating pilots to try. This opportunity was met with great enthusiasm by the attending pilots. The RGSA put on an organized, wellrun event. A tradition of pilot accommodation, that has been a trademark of the

club fc)r over a decade, was

carried

on without a flaw, thanks to such people as "fom and Cindy West, who, along with Denise Hobson and Claudia Taylor, took on the responsibility the event. Nobody wanted for a ride to the top. If you were that lonely firsttimer to Alamogordo all you had to do HANG GLIDINC

to fetch a ride with your

was up, and one of the club members would make sure you got to the top. That by the way, was not as stressful this year, smcc club had over with a dozer recently. was a of heaven. Setup space was :Ha but cooperation among the was but. It was not unusual to see pilots drop to help another pilot maze m order w him or her to The process involved RGS/\'s usual "make sure" The line to rhe ramp was imerlaccd with pilots who would check to

ramp a breeze. site and quickly oncoming pilots as to and air trafllc. Aldwugh the launch site looked like the deck of the rhe U.S. would have to all those pilots more safety-minded was evcryrhing you could expect and more. Thermals were all over At one crowd at

Aucusr 1994

glider drop slowly to the canyon brush below in an apparent sinkhole, only to see him suddenly grab a thermal at about 300 feet and ride it almost to cloud base! The cheer that went up might have made you think that taxes had been repealed. flights were personal records pilots; some: were as long as into a headwind! 'fony Ranon of Airborne actually took his ship up over Cloudcroft to a bird'H:ye view of the art festival He could have east to Artesia from there for a hundred-miler, but decided to save wear and tear on bis driver and to the much to the relief' of the driver in question.

'l1J be sme, were the day at the meet. One pilot, "Boulder Bob" Brockman (from Boulder, Colorado), took top honors in three events: spot landing, duration ((i hours, 5 minutes), and open X--C with a flight of miles on his trusty Formula. Not bad for a fdlow who made his first and only flight (1 miles) at last meet! I\ local pilot, Riker Davis of' made the best time in the very rive pylon races, which ran from the Canyon LZ to the: I.a Luz site and hack. At the Alamogordo EMS stood by to repair any pilot who might be assaulted by the ever-present "I Thermo Monsters" on landing. But despite some whacks, the only injury occurred a pilot was caught in a radirnl wind shift as he landed out in a locil cow pasture, sustaining a broken ankle that he kept telling his wife was "only sprained." Burt Buzan of Las NM does get an honorable mention for testing the: advisability of wearing shorts while landing in a cactus patch. Although 1hc cl11h had a concessionaire on hand throughout the meet to keep those hungry drivers, kids and spouses fed, the tradition of the Sunday Barbecue was well observed with great hot dogs, burgers and lots of potluck foodstuffs, all frm1ished by rhc local pilots. This made for a most pleas am way to while away an evening, shar· ing stories of past flights and making new friends. In a surprise ceremony, the RCS/\ presented a cake to Robin and Nancy to commemorate their first meeting at the fly-in ten years :igo! Who says hang gliding can be hazardous to many items as the most covered were the tro .. phics, 'fhcy arc paintings on canvas and wood of hang gliders in flight, bcamifo{. ly done by the club's own Robin I lastings. They arc a delightful from the usual storc-bo11ght trophies. All in all it was another absolutely great time in Alamogordo hang gliding paradise! Well done Rio Grande Soaring Association!

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Flying Tips

WIND

•

Lake

Flag

~?at)

Figure 1. Visual Wind Clues

Landing

•

Unfamiliar Territory

Part I -Assessing Wind Conditions by Roger L. Ritenour ou're miles from your familiar site, over unfamiliar terrain, and about 1,500 to 2,000 feet AGL. Whether you're on your final glide to stretch out the miles or still looking for a low save, this is the time to give serious attention to what is perhaps the most critical part of the crosscountry flight: landing safely in unfamiliar territory. At the end of a cross-country flight, the pilot is usually faced with a landing in an LZ that he or she has never seen before, often facing uncertain wind conditions. Within a period of only a few minutes, the pilot must assess the wind, select an LZ,

assess its contours and approaches, and assess its potential hazards. All this must be done without a convenient windsock or the advantage of having studied the LZ from the ground. The pilot must evaluate many clues, not all of which are reliable, and assemble them into a big picture, called by some "situation awareness." He or she must use this to make multiple decisions at different phases of the descent to place the glider into a safe final approach for landing. This article is presented in a series of three parts, with the first here and the remaining two in future issues. Part I deals with the subject of assessing wind condi-

tions for landing. Part II will deal with assessing potential LZ's, and Part III will put it all together and discuss strategies for managing landing options during a crosscountry flight. Multiple clues for wind conditions on both the ground and in the sky are often available. One only needs to recognize these clues to be able to confidently assess the winds for landing. First, you will probably already have a good awareness of winds aloft from your thermal drift. However, this only indicates winds thousands of feet above the ground. Surface winds may differ substantially in both speed and direction, so it will often be necessary to spot additional clues to determine the winds in your LZ. Figure 1 depicts some of the clues that may be available. Most of them will provide some indication of wind strength as well as wind direction. None of these clues are absolutely reliable and the pilot must HANG GLIDING

quickly spot what is available, and if lucky enough to spot several, compare them to obtain the best assessment of landing winds. Flags and other objects that respond directly to surface winds can give as reliable an indication as a windsock. Some other direct indicators include hay fields and cereal crops that ripple with the wind, foliage in treetops exposed to the wind, tall grass strands, and even laundry on clothes lines. If you are flying during the winter season in most locations, tree foliage and crops will not likely be available as wind indicators. These indicators are more reliable the nearer they are to your candidate LZ. The danger with these indicators is that they can give a false indication if they are located nearby obstructions like buildings, tall trees and rock outcroppings, or in otherwise protected areas. Lakes and other bodies of water are often available and can provide a very good indication of wind conditions by the way the wind whips up the surface. This indicator will indicate both direction and strength. Figure 1 depicts how a lake is typically affected by the wind. The lake will be the smoothest and least disturbed along the upwind shore, while the water gets progressively rougher the further downwind. The lake may have some whitecaps if the wind is strong enough; the appearance of whitecaps indicates winds in excess of 20 knots. The absence of whitecaps does not assure

~' r-----< ) ~i · I :

SHEAR

Airflow Near Cloudbase

Cloud lean

Aot"al S"'faoo WI?::: Figure 2. The fallacy of Cloud Lean

light winds since small and/or protected lakes and ponds may not show whitecaps, even in very strong winds. White foam may appear along the downwind shore from windblown wave action. However, wind effects on water can be confusing in the presence of water currents which also disturb the surface. Water currents of rivers, and in some places, tidal currents, may disturb the surface enough to render

Figure 3. Terrain Effects

AUGUST 1994

unreliable the use of these waters as wind indicators. If you are lucky enough to spot smoke rising from a nearby fire or chimney, or even airborne dust, you have a wind indicator that gives not only surface wind conditions, but wind conditions at all of the elevations that the smoke penetrates. This could give indication of an anomalous airflow situation around your chosen LZ that may not be discerned in any other way. Cloud drift and lean are indicators of winds aloft that you probably have become well aware of during the course of your cross-country flight. Cloud lean (Figure 1) is a characteristic appearance of a cumulus cloud leaning over in the wind. The direction of the lean is often (though not always, see below) downwind and is produced by shearing from winds of increasing speed with altitude. The wind speed at the base of the cloud is lower than that of winds above, so that as the cloud develops and its top pushes into the faster winds above, the top drifts further downwind than the base, which gives the cloud its leaning appearance. Cloud lean and drift can be a misleading indicator. This is due to winds aloft conditions that produce shear in directions different from the general wind flow. A common condition that produces a cloud lean quite different from the general wind direction is illustrated in Figure 2. In this situation, the shear that causes the cloud to

Valley Flow

Winds Aloft

Figure 4. Valley Winds lean is produced by winds of differing directions with altitude rather than of different speeds. The winds above the base of the cloud shear the cloud to the side rather than downwind. In effect, the top is drifting in a different direction than the base so that it moves off to one side of the base. In this particular example, the surface winds, cloud drift, and cloud lean differ substantially, and choosing a landing direction based on cloud lean would cause a landing with a quartering tailwind. Terrain features can significantly alter wind flow near the ground so that by reading and anticipating their effects, it may be possible to estimate surface winds. Aside from the obvious hazards of rotors directly downwind of hills and mountains, there are many terrain influences that affect wind flow. Figure 3 illustrates how surface winds may wrap around a mountain to produce a surface wind direction quite different from the winds aloft. Most of these cases are just air following the path of least resistance. Therefore, the pilot can often study terrain features to estimate surface winds while still yet high. There is often only a thin distinction between where the air flows smoothly around terrain features and where the flow breaks up and effectively becomes a rotor. Sharper terrain features, more perpendicular to the wind flow, are the most likely to produce turbulent rotor conditions. In addition, unstable air such as found during the height of thermal activity in mid-after-

noon can cause surface flows such as illustrated in Figure 3 to break up and produce highly variable surface winds. Terrain with long and especially narrow valleys will often produce valley winds which flow either up or down the valley like rivers of air. Figure 4 shows a typical case of valley winds looking down from high overhead. The mountains limit the air to flowing in the valley like a river in its banks, rather than freely following with the winds aloft. However, the energy that dri-

ves valley winds is usually from the winds aloft, so the winds in the valley will be predisposed to blow in the valley direction closest to the winds aloft direction. Mountain canyons when shaded from the lowering sun will cool, and the air within becomes catabatic and may flow down and out of the canyon as shown in Figure 5. Catabatic wind flow can on occasion become quite strong, even on days without significant winds aloft. Because this phenomenon usually occurs from early evening hours through the night, encounters with it will most likely occur on those cross-country flights that extend into the evening hours. Several factors as described above can be present simultaneously to produce a highly complex situation. This can often produce conditions that are sometimes very difficult to read from terrain features alone, and the pilot often has to rely more on the direct wind indicators as described at the beginning of this article. Terrain features to estimate surface winds are most useful when the pilot is higher and is choosing general areas to fly toward rather than planning the actual landing approach. Occasionally, however, the pilot will fail to spot any direct surface wind indicators so that estimations based on winds aloft and terrain features may be the only wind assessment available on which to base the landing. You are approaching your chosen LZ and spot a wind indicator right in the field, but it is indicating a wind direction oppo-

Figure 5. Catabatic Canyon Winds

HANG GLIDING

Winds Aloft

•-~~~~• LZ

•__f:_~• LZ A Few Minutes Later

Figure 6. Thermal Over LZ

/n general whenever lift is encountered while around the LZ it is better to work it to the extent that your altitude will permit to allow the thermal activity to drift downwind of the LZ. Furthermore this strategy, on occasion produces those spectacular low saves that all X-C pilots dream about. 11

site of what you anticipated from other nearby wind indications! Which way do you land? Which indicator do you trust? The hazard is that it may be a brief variation and that it may switch back around when on final approach to suddenly confront you with a downwind landing. This phenomenon is common in mid-afternoon when thermals breaking off can temporarily alter the wind as shown in Figure 6. A strategy to deal with this situation is to locate the thermal and work it long enough AUGUST 1994

for it to drift past the LZ and allow the winds to return to normal. Once the thermal drifts across the LZ, the air rising into it will draw the winds back into the prevailing direction (Figure 6) which provides more reliable landing conditions. There is also the danger of dust devils developing underneath the thermal, and this danger will likewise drift downwind where it can be more easily avoided. In general, whenever lift is encountered while around the LZ it is better to work it to the extent that your altitude will permit, to allow the thermal activity to drift downwind of the LZ. Furthermore, this strategy, on occasion, produces those spectacular low saves that all X-C pilots dream about. If you are faced with landing in these conditions and cannot hold off your landing long enough for the winds to switch back and stabilize, it may be better to execute a crosswind landing rather than risk a surprise tailwind. Also, be wary of dust devils since this is the situation in which they are most likely to be encountered. This part has introduced the topic of landing in unfamiliar terrain at the end of a cross-country flight. It has addressed only one aspect, that is, assessing the wind conditions. There are still the aspects of selecting an LZ and combining it with the wind conditions to plan a safe approach and landing. These aspects will be covered in ~he remai~ing two parts of this series ~ m future issues. ~

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7'he K!dssic planfi1rm. Note the distinctive tip swmhs.

or rnosr of us a classic is one of those leaden books from the 19th century that we bad to read in high school but didn't because we found the illustrated com·· ic book at the local drug store. If, however, you were braver than the rest and actually Austin, Melville did wade through and the like, you'll recognize one common thread: it took so damn long for anything to

happen back then. J don't think this is exactly the image Airwave was trying to project when they named their new glider the Klassic with a letter of distinction. Rather, I'll bet they were trying to continue with something catchy in tbeir K series and, Lord knows, the Katapult or the Kangaroo wouldn't do. Be that as it may, the name Klassic invokes a

certain stylishness, and who knows, perhaps this glider is destined to become a classic in the true sense of the word: a venerated milestone of excellence. You can make this prediction yourself by going out and flying one after carefully considering this introduction to the latest thing in the sky.

HANG CUDINC

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GlJCKWfSE fl?OM UPPFR LEF7i The K!assicJ· air/oil is attention to detail with a neoprene coverfrJr the leingpost hole. screws that the tip easily adjustable.

To those readers familiar with the K4 and K5 gliders from Airwavc, a carnal glance will make you right at home. The outward appearances arc the same. The air-foil and planform (wing shape) arc essenrially identical. Some nips and tucks were taken in the sail, but all you'll see are the tip trailmg swaths which the glider a certain cl istinction and flair. But look more dosdy. You'll find completely new hardware from the top of the control bar apex on down. The top fotings, uprights, corner brackets and basctubc arc all redesigned. The uprights arc easily replaceable by depressing a dctent button at each end and slipping a new one on. These uprights arc comfimable airfr)il shapes with built-in boundary layer trip strips for reduced drag. 'J'hc corner brackets are very strong, functional and clean. They help reduce the

rmd smooth. The rear hauibc1cle is simple and effective. This photo shows the looking inside the KlrJSsic tip we sec the grttphite tip bcitten and wcishout strut as well as the

basetube wobble that some gliders develop. All this hardware is the latest and finest thar Europe has to offer it's that good ol' German engineering. Other companies arc making use of these trade parts because they make sense. The changes on the basetubc consist of adding a cable inside the tube and using new grip rubber that is more solid and comfortable than the former type. ln addition, a jam cleat on the basetubc rather than at the corner bracket makes changing VG set:ting in trafTic or thermals rnud1 more convenicnr you don'i have to hunt 10 find ir. Incidentally, the VG line is easy to pull and frill off to foll on requires only two purchases.

Perhaps rbc most important additions to the Klassic are internal. 'These arc the lower

surface limiter and the defined 1ips or washout struts. 'J'he limiter is a strap that connects the upper and lower surfaces. This prevents excessive lower surface blowdown

at high speeds or in turbulence that varies your angle of attack. Changing shape on the lower surface can be destabilizing, so this strap has measurably enhanced the Klassic's pitch stability. T'hc defined tips on the Klassic arc two graphite rods that limit the blowdown of the tips, thereby assuring a minimum amount of washout. 'T'his again increases pitch stahi]. This aLLthor could never figure out why designers eliminated defined tips, since they obviously improve pitch stability and arc no real detriment when engineered properly. The Klassic's defined tips are light and elev· crly flop onto a piece of velcro to remain out of the way when you fold the glider. During setup you f1ip them down and they nearly attach themselves. With all the rcccllt furor over pitch sta· bility it seems that the Klassic may have an1 icipated the trends to offer a solid soh• tion to pilots' concerns, whether real or imagined.

Hi\NC GLIDINC

should mention that the glider is perfocdy statically balanced for me. What is not universally understood is that a glider will balance differently for different pilots. ff your shoulders are narrow you will rest bigh and back in the angled control bar. The glider will fod more nose beavy. [f your shoulders arc broader the glider will ride high and back and be a bit nose light. Flare timing isn't any more critical than with other gliders in its class. In fact, in 15 flights on the glider I had only one tip-barnose landing due to swirchy winds. If your landing skills arc average or better you'll like landing the Klassic.

T71is view ofthe corner brticli:et shows its clean is demonstrated

Now let's get down to what's in store for you, the user. 'The first thing you do with a glider is lift it oil the truck. What's rhat? You feel like you're lifting a vintage glider? Well, not you're probably suffering from 70's vintage flashbacks, but the truth is, size frir size the Klassic is abom the lightest new high performance glider you'll find. It might have a pound or two on the K4 or KS because of the few additions mentioned and the use of much more durable cover cover is waterproof Cordura. It is robust and should protccr investment well. The cover itself is bulky when folded, so you cross--country pilots may wish to use an X-C bag for conven1ence. of the Klassic continues the The by the best in the lim,ll1(~Ss, bar none. Perhaps because Pacific /\irwave concentrated so much on user-friendly I intermediate (wit· ness the they have since worked out the one-step rear pull-back sys-· tern, whereby is connected with a clip. Other have rPc'c'n1-1v th is system, achieved the Airwavc standard simplicity and case. Anorhcr that makes the glider so easy to put tof;Ctlt1er is the lower surface

Aucusr ·1994

battens that catch on their front end and thus require no special attachment. 'These battens go further forward than before and allow better control of the lower surface shape. Breakdown is similarly simple and quick. I will my one gripe here, however. You must unfasten the front cables to loosen the upper before you can detach the upper rear and the crossbm: restraint. This may prove a problem one day in high wind if the glider gets pushed forward frorn the rear. l to keep my lower rigging attached for stability on the ground.

Next we take to the air. I .aunch and landing on a Klassic arc similar to most of rhe other gliders in its perfimnancc class: you balance and nm, slow and flare. Now this nrny scern a bit blase, but in truth mos1 are similar in performance in this Once your basic skills are developed, these matters become routine. I will however, that the Klassic's light cx:cellcnt static balance make those hot day, high altitude, short ramp launches a lot more comfortable, especially the first fow steps. In addition, the side wires arc not as loose as those of many other so a more positive feel results. I

Handling in the air is what many pilots secretly seek when they dream of a new wing. 1 remember the first Klassic l Hew Mark Gibson's competition glider. When I landed 1 exclaimed, "Yes! That's exactly how a glider should fly." I was gushing over the handling. Since then J have talked to pilots who weren't as ecstatic as T, but I think this is due to different handling than they arc used to. When tuned properly J found that the glider would initiate a turn very rapidly and even responded well with tight VG set· tings. T believe that afrcr a few hours of airtime most pilots will share my reaction concerning the Klassic's handling. To provide an example, my wife C:laire, at l 10 pounds minus, flies the 144 Klassic and throws it around in the big Western air.

Well, we won't get too extreme. We simply mean stalls and high speed. Stalls on the Klassic are conventional hang gliding stuff As you gradually slow down the bar says ",ll'e you sure you want to go this slowly?" by pushing back at you. ff you slow a bi1 more a gen de break, dive and recovery ensues. Pretty conventional. In a turn, a stall is equally mild. When you slow down you foci resistance and gislmess, then a dropping down and back the inside There was no tendency to spin when these tests were performed from the basctube and no high-siding control wa.~

added. At top speed the glider tracks straitrtH and true. We found this our with many races to goal in the Sandia Classic. With fln-

KLASSIC TECHNICAL SPECIFICATIONS SIZE 133* SAIL AREA 135 PILOT WEIGHT 90-130 lbs. 30' 4" SPAN ASPECT RATIO 6.75 WEIGHT W/0 BAG 57 NUMBER OF RIBS 23 $4,541 PRICE

166 144 155 144 163 155 131-170 lbs. 171-210 lbs. 211-250 lbs. 34' 2" 33' 8" 32' 5" 7.22 7.1 7.3 64 72 70 31 27 29 $4,541 $4,541 $4,541

*Note: The 133 Klassic will be available soon.

gertips on the basetube, wing shaking turbulence didn't set up an oscillation or even a turn. At these speeds the Klassic exhibits a bit more bar pressure than the K gliders. This is welcome in rowdy air, and I found I didn't get fatigued on a 15-mile dive to goal. The Klassic is probably not the fastest thing in the sky, but it is faster than most and faster than the same size K4 or K5. It should be made clear that the Klassic retains its glide well at the top end and will get you out of a dicey penetration situation as well as you would expect from any flexible glider. The only time top end speed shows up is when racing to goal, and then a little ballast goes a long way - fast.

PURE PERFORMANCE The average recreational pilot wants the least possible sink rate from a glider. The Klassic offers as little sink rate as is available.

That means you go down slowly and stay up longer. There are two sink rate parameters that seem to be important. The first is straight-ahead sink rate. The other is climb rate in thermals. The first relates to span, airfoil, wing loading and twist, the second to handling, slow flying capability and camber high point position. In straight flight the Klassic shows a very good sink rate as indicated by comparisons in light, buoyant air. In thermals it climbs with the best as discovered in the first two major meets of this year in the U.S. (see below). Another performance parameter is maximum glide ratio. Interestingly enough, in all our glide ratio comparisons we have not seen a noticeable difference among the top designs from any company. The Klassic is right there with the rest of the flock. With all this beating around the bush about performance, what will it really do? One good way to find out is to put it head-

to-head with a host of other gliders in competition. This was accomplished in fact in the East Coast Championships (April) and the Sandia Classic (June). With only four Klassics in the East Coast, the glider placed second and third (oh, yeah, the pilots helped a little bit). In the Classic the Klassic took first, second, fifth and eighth despite the fact that there were only seven in the meet. It seems that the debut of this glider was impressive. Fun-flyers do not require all the same things in a glider that competition pilots do. However, a large part of competition (especially in these two meets) is climb rate, and that's exactly what you want if you want to be the local stack topper.

I have more than 30 hours on the 155 Klassic and a few flights on the 144. My wife has many hours on the small glider. It is our mutual opinion that this is the best glider Ai1wave has produced, and that's saying a lot considering the success and satisfaction delivered by the K4 and K5. The Klassic has it all: finish, convenience and performance. You owe yourself a test flight (we recommend this with any glider), so contact Pacific Airwave at (408) 4222299 (tel.), or (408) 758-3270 (fax) for the dealer or demo program nearest you. The Klassic is not yet a classic. But with a full range of agreeable qualities, who knows? It may go down in history as the glider we all look back on with fondness and nostalgia. Now if they could only ~ make those old books as tempting... ~

/AfRO'LJSA

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X-C FLIGHT AWARDS 50MILES PATRICK BROOKS (84 miles) JOO MILES PATRICK BOWEN MICHAEL DEGTOFF

BEGINNER RATINGS PILOT: City, State; Instructor/School Region I CANTWELL, DAVID: Payallup, WA; C. Blackwell/Payallup HG CRAIG, SCOTT: Seattle, WA; C. Blackwell/Payallup HG

Region 9 KENNA, EDWARD: Amblen, PA; B. Umstattd/Sky High ROMANO, NOEMI: Silver Springs, MD; H.B. Weaver/Kitty Hawk SHEPPARD, ENDA: Louisville, KY; C. Thoreson/Lookout Mtn FP SIWIEC, DAVID: Hampton, VA; C. Elchin/Kitty Hawk Region IO BARTON, CHARLES: Winter Haven, FL; M. Jones/Florida HG FILOHOSKI, FABIAN: Nags Head, NC; C. Elchin/Kitty Hawk GAUGER, CARL: Rockledge, FL; M. Jones/Florida HG GRUBB, DAVID; Raleigh, NC; B. Goodman/Blue Ridge HG HALL, VICTOR: Gainsville, FL; S. Flynn/Central Fla Flyers HOSKINS, MARK: Lafollette, TN; J. Cole/2500 MSL IRWIN, DALE: Vero Beach, FL; C. Thoreson/Lookout Mtn FP KELLER, JERRY: Bradenton, FL; M. Jones/Florida HG MANGOLD, JOHN: Orlando, FL; M. Jones/Florida HG MOSSCROP, ILIJA: North Bay Village, FL; J. Tindle/Miami HG NYE, BILL: Atlantis, FL; C. Elchin/Kitty Hawk SAITO, TOSHIKI: Marietta, GA; D. Jones/Lookout Mm FP TORRES, ALBERTO: Carolina, PR; R. Rojas/Caribbean Airsports VECCHI, LUIS: Ft. Lauderdale, FL; 0. Lopez-Armas Region 11 FLORES, GILBERT: Brownsville, TX; C. Thoreson/Lookout Mtn FP Region 12 CORCORAN, GARY: Fanwood, NJ; G. Thornton/Kitty Hawk HABER, DOUGLAS: Cinnaminson, NJ; B. Weaver/Kitty Hawk SMILLIE, ROBERT: Rochester, NY; P. Fournia/Rochester Area Flyers TAFT, WELDON: Lyons, NY; B. Lyons/Rochester Area Flyers

NOVICE RATINGS PILOT: City, State; Instructor/School

Region 2 BAILY, ALBERT: Lodi, CA; K. Wright GUROVICH, IGOR: San Francisco, CA; A. Whitehill/Chandelle GUTIERREZ, ARMAND: San Jose, CA; P. Denevan/Mission Soaring REID, STEVE: San Jose, CA; P. Denevan/Mission Soaring ROSSKILLEY, DOUGLAS: Salinas, CA; P. Godwin/Western HG SPERRY, CAROL: Capitola, CA; P. Godwin/Western HG WENNING, RICHARD: Fremont, CA; P. Denevan/Mission Soaring WEST, DAVID: Campbell, CA; P. Denevan/Mission Soaring WILSON, JEFF: Carmichael, CA; G. Hamilton/Sacramento HG

Region 2 CREWS, JEFFREY: Granite Bay, CA; G. Hamilton/Sacramento HG LANGENES, TOM: \Xfalnut Creek, CA; B. Ream/Mission Soaring LAWRENCE, REX: Salinas, CA; P. Godwin/Western HG MILLER, JEFFREY: Mountain View, CA; A. Whitehill/Chandelle

Region 3 DeBRUIN, JOHN: Santa Barbara, CA; R. Brown/Foot Launched Flight MURPHY, RICHARD: Playa de! Rey, CA; G. Thornton/Kitty Hawk SANDERS, JAMES: Palos Verdes Estates, CA; F. Vachiss/Ventura Co HG SOLESBEE, TERRY: Riverside, CA; R. McKenzie/High Adventure WEISS, DON: Palos Verdes, CA; F. Vachss/Ventura Co HG ZELEDON, MARVIN: No Hollywood, CA; D. Quackenbush/True Flight

Region 3 deBRUIN, JOHN: Santa Barbara, CA; R. Brown/Foot Launched Flight KUHLIN, BRAD: Glendale, CA; M. Spinelli SANDERS, JAMES: Palos Verdes Estates, CA; F. Vachss/Ventura Co HG SEXTON, THOMAS: Redlands, CA; K. Howells/Wingways STEPHENS, KURT: San Bernardino, CA; K. Howells/Wingways WEISS, DON: Palos Verdes, CA; F. Vachss/Ventura Co HG

Region 4 CARLTON, MICHAEL: Scottsdale, AZ; R. deStephens/Zonie HG

Region 4 MURRAY, SHA\XfN: Aspen, CO; K. Ostrander/Aspen Aero Spores

Region 6 JOHNSON, TIM: Pottsville, AR; T. Middleton/Soaring Wings

Region 6 ROGERS, MICHAEL: Dardanelle, AR; T. Middleton/Soaring Wings

Region 7 JACQUES, FRANCOIX: Davenport, IA; C. Thoreson/Lookout Mtn FP LO, STEPHEN: Madison, WI; B. Kushner/Raven Sky Sports RIEMERSMA, KRISTINE: Holland, MI; B. Fifer/Traverse City HG

Region 7 GLYNN, JOSEPH: Western Springs, IL; B. Kushner/Raven Sky Sports JACQUES, FRANCOIX: Davenport, IA; C. Thoreson/Lookout Mm FP LINGER, ANDREW: Milwaukee, WI; B. Kushner/Raven Sky Spores PENA, JAVIER: Joliet, IL; D.S. Jewell/Flight Works

Region 8 BAUER, ADAM: Leverett, MA; D. Baxter/Morningside FP CICCIU, GREG: Marlborough, MA; D. Baxter/Morningside FP DONAHER, J CASEY: Westford, MA; J. Nicolay/Morningside FP HAUSMAN, ERIC: Stamford, CT; D. Baxter/Morningside FP PORTER, JEREMY: Chatham, MA; D. Baxter/Morningside FP

Region I CARROLL, JAY: Bingen, WA; D. Sharp/UP Soaring THWEATT, BUBBA: Portland, OR; B. Chalmers/Lookout Men FP

Region 8 LANNING, TOM: Littleton, MA; D. Baxter/Morningside FP

HANG GLIDING

Ratings 1111 Region 9 CASSLEY, DOUGLAS: Avonmore, PA; J. Hostler/Mm Top Recreation GRATZ, DON: Lane, PA; B. Ulmstattd/Sky High McGUIRE, JAMES: East Smithfield, PA; D.S. Jewell/Flight Works Region 10 TORRES, ALBERTO: Carolina, PR; R. Rojas/Caribbean Airsports Region 11 GARNER, DOMINIC: San Antonio, TX; S. Burns/Ausrin Airsporrs Region 12 GEADA, JOAO: Peekskill, NY; D. Meyers/Mountain Wings LAMMERS, LARRY: Rochester, NY; B. Lyon/Rochester Area Flyers VAUGHN, BRIAN: Farmingron, NY; B. Lyon/Rochester Area Flyers

INTERMEDIATE RATINGS PILOT: City, Seate; Insrrucror/School Region 1 HECKER, DARIN: Grants Pass, OR; W. Robens/Souchern Ore HG NOVAK, PATRICK: Twin Falls, ID; F. Gillette/Magic Valley Gliders Region 2 DAY, NEIL: Mountain Vielo, CA; J. Burton/Mission Soaring MAGUIRE, DAN: Morgan Hill, CA; J. Woodward/Narural Flying SINCAVAGE, RONALD: Rocklin, CA; G. Hamilton/Sacramento HG TEATS, MATHEW: Reno, NV; G. Jepson/Adventure Sports Region 3 JENSEN, KEVIN: Cosca Mesa, CA; J. Pitt/Lake Elsinore HG MANGOLD, MIKE: Victorville, CA; R. McKenzie/High Adventure RICHMOND, ROBERT: Northridge, CA;J. Greblo/Windsporcs Int'! STEELE, E.J.: Goleta, CA; R. Brown/Foot Launched Flight Region 4 HAMIK, DANA: Telluride, CO; K. Smith IMMORDINO, ROBERT: Silverthorne, CO; P. Williams/Sky's Edge MARECHALE, RUSS: Phoenix, AZ; B. Holmes/Sky Masters McAULEY, KEITH: Durango, CO; T. West VAN WINKLE, BRYAN: Salt Lake City, UT; D. Lane/Utah Air Region 8 THOMAS, DUANE: S Easton, Jv1A; J. Nicolay/Morningside FP WILLIAMS, MIKE: Waltham, MA; J. Nicolay/Morningside FP Region 9 COYNE, DAN: Cleve, OH; M. De!Signore/North Coast HG DATESMAN, ANDY: Reston, VA; G. Black/Men Wings MILLER, RICHARD: Lexington Park, MO; K.Klinefelter/Owens Vly Soar WARREN, STEVE: Columbus, OH; L. Wright Region 10 ALBERT, ROBERT: Greenwood, SC; M. Taber/Lookout Mm FP BERWICK, KYLE: Miami, FL; M. Jones/Florida HG BROWN, JERRY: Troy, NC; J. Nicolay/Morningside FP CARLTON, J WILEY: Davenport, FL; M. Jones/Florida HG McMINN, CAROL: Anniston, AL; C. Thoreson/Lookout Mm FP POLLART, KENN: Marietta, GA; M. Taber/Lookout Mm FP Region 12 SPIER, DANIEL: Fulton, NY; E. McNett/Land, Sea & Air SUSTARE, ALLAN: Manlius, NY; E. McNerc/Land, Sea & Air

ADVANCED RATINGS PILOT: City, Seate; Instructor/School Region 2 ALBERT, CHARLES: Redwood City, CA; R. Leonard/Adventure Spores OSTER, WAYNE: Redwood Valley, CA; J. James/Sonoma Wings PISHE, BETH ANN: Menlo Park, CA; S. Sabus/Berkeley HG Region 3 CAMPBELL, GEORGE: Escondido, CA; R. Mitchell/Eagle's Wings HG COLLINS, RALEIGH: Joshua Tree, CA; R. McKenzie/High Adventure COOMBS, MICHAEL: Pearl Harbor, HI; D. King LEVINE, GILL: Los Angeles, CA; J. Greblo/Windsporcs Inr'I Region 4 COMEAUX, SCOTT: Denver, CO;]. Yocom KALLAS, RUSSEL: Arvada, CO; R. Travali PERKINS, TYLER: Boulder, CO; J. Yocom PHILLIPS, WARREN: Paradise, UT; G. Pollock/Wasatch Wings Region 7 DALSON, LAURENCE: Buchanan, MI; J. Darling/Great Lakes HG Region 8 FOLEY, JOHN: Quincy, MA; J. Nicolay/Morningside FP TAYLOR, WALTER: Cambridge, MA; J. Nicolay/Morningside FP VAUGHN, MARK: Waltham, MA; G. Crowe Region 10 CIZAUSKAS, RICH: Nags Head, NC; P. Williams/Sky's Edge COOK, JEFFREY: Huntsville, AL; R. Patterson/Rocket City Airsports SMITH, MICHAEL: Florence, MS; R. Patterson/Rocket City Airsporcs

MASTER RATINGS CHRISTEL ACHMUS BILL FIFER DANGRAVAGE

FOREIGN RATINGS BEGINNER LEGAULT, SIMON: Montreal, Quebec; D. Baxter/Morningside FP NOVICE CARMICHAEL, HUGH: Egginron Derby, England; M. Jones/Florida HG INTERMEDIATE JARVIS, RAY: Mississauga, Ontario; M. Robertson/High Perspective ADVANCED CLAYTON, JOHN: Malvern, England; N. Stammers GRIGGS, JANNETTE: West Melton, New Zealand; D. Quackenbush/True Flt MONTGOMERY, RICK: Embro, Ontario; J. Kolynich/Free Spirit Flight HG

TANDEM ONE RATINGS PETER DEBELLIS TOM SAPIENZA

TANDEM 1WO RATINGS DAVID THOMPSON

TANDEM INSTRUCTOR WALT HARRISON STEVEKROOP AUGUST 1994

DEMAND THE ~ PERFORMANCE FOR YOUR EMERGENCY RESERVE DEMAt:lD A QUANTUM SERIES PARACHUTE

by High Energy Sports 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·foot· high platform and having a trap door open below your feet. KUC Cl..Oat U i l f ~ "IJIACHUTts

OlO GEliEAATICW \1JtM$ STATl,0,.TIIW,RT mNoOI.OO'I'

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_ ,.......~.,. ,-,=-__

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" For more information contact your High Energy Sports dealer or call (714) 972·8186, FAX (714) 972·1430 1521 E. McFadden #H, Santa Ana, CA 92705

jam-pak CUSTOM SPORT BAGS YOUR ABSOLUTE BEST PR/CE/ PERFORMANCE VALUE >

1-Flight AlemOI)'

:,,. DIJIJ/ I Foot Altimtfe<

.,,. fo(/Orf5e<vi'ced in the U.S. /Fast TllfOOfOINld!) ,,. Yfl(]fm/ote Totals ll/Jffl/Jf'f

,,.. 30 yoo,s it die bosiness > Used by II-Roni.et! Hong

6Nd8f oad Pomg/ide, Pilots

BALL VARIOMETERSfoINC.

6595 O'Dell Place, Suite C, Bou lder, 8030 1 Phone: 800/729·2602 Fox: 303/530·.4836

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

800-652-6725 1241 CLEVELAND AVE SANTA ROSA, CA 95 401

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

DESIRE 151 - Excellent shape, 40 hours, excellent glide $2,650. (801) 254-6141. DREAA! 165 - Rainbow sail, excellent condition, new downtubes $975. (617) 893-5939. DREAM 165 - Six years old, low air miles. Pink/white, plus knee hanger harness w/chute and Roberts alri/vario $1,000. (31 O) 372- 1775 nights, (619) 695-4451 days. DREAA!S IN STOCK (414) 473-2003.

All sizes, Raven Sky Spores

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

ROGALLOS AAA MOYES GLIDERS - New. All brands used. Harnesses, parachutes, helmets. Brauniger Basis $435. Flytec 3005 $455. GPS, radios, Yaesu FT416 $325. Merchandise, more. (212) 567-2150. AIRWAVE GENESIS 138 - Perfect double surface glider for small pilot. Great condition, 25 hours, shipping possible. $995 OBO. Lorena (805) 682-9986. AIRWAVE GENESIS 134 - Gold/pink, faired downrubes, comfort bar, low hours $950 OBO. Dream 145, black/gold, comfort bar $800 OBO. Aileen (408) 438-8507 eves, (408) 296-8080 weekdays. COMET II 165 - Reconditioned airframe $400. Price harness $50. (408) 761-5849. COMET 165 - New bag, BRS rocket, parachute, UP cocoon harness, snap on wheels, bar protector wheels, row bridle, old vario, airspeed indicator, two brackets. First$1,000 takes all. (501) 758-3185.

EXCEL 160 - Fresh annual, custom bag, photos $500. Too hot for chis Hang 2. (505) 824-0550. FORMULA 144 - Excellent condition, very low airtime, see at LMFP $1,700. Call evenings (205) 9289360. FORMULA 154 - Excellent shape, <80 hours $1,200 OBO. (303) 466- 7078. FOIUvlULA 154 - <15 hours, like new, custom sail $2,200. (408) 754- 0438 days. FRANK'S FORMULA 154 - Fine flyin' for $1,500. (505) 856-6183 Albuquerque. GLIDER BAGS - Custom made. UV $70, XC $75, standard $85. Sail Wings (501) 663-3166 phone/fax. HARRIER 147 - Very good condition. Batten chart, manual, extra downrube included $550. Call Sharon at Jokela Arts (415) 647-6140.

COMET III 185 - Excellent condition, speedbar, with 6'2" harness, helmet, vario, parachute, orange/white $2,500 OBO. (708) 429-0127.

HARRIER II 147 - High Energy cocoon, Roberts altimeter vario, parachute, extra equipment, all good condition $800. (916) 443- 5857. HPAT 145 - Like new, great colors $2,500. (407) 894-5715 evenings. HPAT 145 - Excellent, 75 hours $1,800. 1-800528-1866 ext. 3415. HPAT 158 - Regional winner, sweet flyer $1,100. (707) 875-2633. HPAT 158 - Reinforced airframe, fast, low hours $1,500. (818) 841- 8834. HPAT 158 - Custom sail, <40 hours, absolutely like new $2,000 OBO. Mike (805) 238-3317. KLASSIC 155 2856. K2 155 -

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

100 hours $1,995 OBO. (615) 933-9296.

MAGIC IV 166 - Great condition, speedbar, aerofoil tubes $800 OBO. (505) 897-4044. MOYES GTR W/B 151 - New Tracer harness, both $1,300 OBO. (305) 892-6797 Miami FL. MOYES XS2 155 - <15 flights. Must sell $3,400 or best offer-will ship. 1-800-993-8767. MOYES WORLD BEATER 162 - With kingpost hang and XS tips $575. (909) 391-2812. MOYES WORLD BEATER $800. (208) 726-7559. NEAR NEW BALL 651 (801) 254-6141.

Great condition

Ball M19E, Ball M22.

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

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

I 50 cents per word, $5.00 minimum. I Boldface or caps $1.00 per word. (Does not include first few words I which are automatically caps.) Special layouts or tabs $25 per column inch. I (phone numbers-2 words, P.O. Box-1 word) I photos-$25.00 line art logos-$15.00 Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for 1

I I

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

II card. Please enter my classified ad as follows: I I Number of words: 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 'J, is enclosed in the amount of $

I I

NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ ADDRESS:

PHONE: @ .50 @ 1.00 =

I I I I I I

II I II

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

L--------------------------------------~ AUGUST 1994

~~ Classifieds PULSE !OM - White LE, pink and purple. Good beginner glider $2,000. (302) 429-8727. SENSOR 510E - European, full race, 10 hours, excellent condition $1,800. SENSOR 610 144 European, full race, 20 hours, excellent condition $2,200. (716) 492-4576, (716) 492-1892.

SUPER SPORT 167 - 80 hours, folding control bar. Red LE, gray/blue/violet undersurface, violet tap surface $2,200. (505) 820-1855.

Very nice condition $900. (505)

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

SENSOR 51 OE SS - E66 control bar, <10 hours airtime, is in excellent condition $1,600 OBO. (303) 530-1985.

VISION MKIV 17 - Very low hours, crisp sail, comfort bar, etc $1,350. High Energy harness $200. Parachute $150. New Uvex helmet $150. (608) 2312420.

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

VISION MKIV 17 (413) 567-1382.

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

VISION MKIV 19 - Pod, extra downmbe, parachute, swivel, helmet $1,500 OBO. (312) 262-1296.

SPECTRUM 144 1347.

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

SENSOR 510E 881-8479.

Brand new $2,600. (612) 631-

SPECTRUM 165 - All white, faired tubes, wheels, bar mins $1,400 pick-up Inyokern CA. (619) 3775942. SPECTRUMS & VISIONS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003. SPORT AT 150 - Full race, unique custom sail, speedbar, <4 hours. Still crisp! Also, brand new CGI 000 harness with BRS and chute. Best offer takes any or all. Photos available. (415) 282-8882, magott@path.net. SPORT 167 AMERICAN - Good condition, flies great $950 OBO. (704) 658-9401. SPORT 167 - '87, very good condition $725. Andrew (808) 254-1507 Honolulu HI. SPORT EURO 167 - Very good condition, <50 hours, crisp sail $900. (714) 528-0260. 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. SPORT 180 - Very dean, -30 hours, perfect for tandem or large pilot. Will deliver to Lakeview OR $1,000. (503) 593-5512. SUPER SPORT 163 - Tight sail, excellent condition, pink/black/magenta, 30 hours $2,350. Call (916) 344-2900 anytime. SUPER SPORT 163 - Folding control bar, yellow/magenta/blue undersurface, I hour tOtal $2,950. (415) 453-5034. SUPER SPORT 163 - 1992, 50 hours. Flies great, crisp sail $1,950. Steve (303) 690-0366.

CG harness $2,000 for both.

GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 TOLL FREE ORDER PHONE l-800-677-4449 or (303) 278-7181 Magic Formula 154 Exe. Cond ..................... $1,900 Magic Formula 154 w/spare down tubes ......... $1,700 Mystic 177 VG .............. Great for cowing ...... $800 Euro Sport 150's & !67's ................... $1,700-$1,900 Several Vision MK IV 17's & 19's ...... $1,300-$1,700 Vision MK IV 19 ........... Brand New .............. $2,900 Several other good gliders, $400-$1,000. Call for a complete listing.

WW SPECTRUM 165 ................................. $1,200. PACIFIC AIRWAVE 10 merer .................. $1,200. WW SPECTRUM 144 ................................. $1,600. FORMULA 144 almost new ...................... $2,600. WW SKYHAWK 168 ................................... $600. WW SKYHA\'v'K 188 (2) .............................. $150. UP GEMINI 185 .......................................... $300. Please call The Hang Gliding Center at (619) 5611009 for more info. EMERGENCY PARACHUTES

VISION PULSE I IM 278-9566.

Brand new $2,800. (303)

VISION V-20 - Good condition, speedbar, spare downrubes, training wheels & harness, plus shipping tube $1,500. (617) 547-2775. VISIONS & SPECTRUMS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003. WILLS \XIING HPAT 145 - $1,200. "Test flown by Rob McKenzie", Call Flight Systems by (714) 6397777. 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, 145 ......... <10 HOURS ..... $1,950 SPORT EURO 150 F.R ...... <15 HOURS ..... $1,435 LT DREAM 185 ................. <50 HOURS ..... $1,050 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 II 160 ............................................. <25 HOURS ..... $450ea. Equipment 100% Guaranteed. Since 1972. (303) 278-9566.

A BEST BUY! - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, al[ sizes. Fully Guaranteed! Colorado Hang Gliding (303) 2789566. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $25- $35. Parachutes, bridles, inspected and replaced, paraswivels installed. AIRTIME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. WILLS WING 20 GORE PDA - Parachute, 6mo. old, mint condition, UV protected bridle and bag, $275 OBO. Days (510) 649-4554, eves (510) 5499654. PARAGLIDERS ALL NEW/USED - $500+. Instruction, tandems. California (909) 654- 8559. NEW AND USED - Paragliders, most brands $500-$3,000. Colorado Paragliding (303) 278-9566. NEW DEALERS CONSIDERED uces/Trekking pg's. (303) 278- 9566.

NAS prod-

NEW PARAGLIDING RESERVES - Brand new 20ft PDA Skyangel PG reserves $385. (303) 2789566. ULTRALIGHTS JEFFERSON AERO SPORTS - Trikes and wings. Sales, accessories and training. Info pak $12. 15120 Skelton Rd, Jefferson OR 97352. (503) 327-1730. WANTED NEW GLIDER - Have 1969 Tryumph Bonneville mlc to trade, call Dave at (717) 667-3673. Also, single-looking for attractive female pilot to share air with (4-wheel drive vehicle a plus). HANG GLIDING

Classifieds ~~ WANTED BALL 652 7284.

$300? Rick (509) 627-

WANTED - Old issues of Hang Gliding and Ground Skimmer magazines. (518) 398-1069 Tom. \•?ANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airrime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. SCHOOLS & DEALERS

ALABAMA LOOKOUT MOUNTAJN FLIGHT PARK ad under Georgia. (800) 688- LMFP. ROCKET CITY AIRSPORTS -

See

AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory trained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Fu11Ston. The only full service shop in San Francisco! 3620 \Y/awona, San Francisco CA 94116. (415) 7591177.

LAKE ELSINORE SPORTS - Certified flight school. Tandem insrruction. The area's only HIGH ENERGY SPORTS SHOP. Located at the base of the mounrain on Highway 74 in Lake Elsinore. RENTALS Mountain bikes, jet skies, ere. Area maps available. Open 7 days a week 9-6. Contact Paul or Fawn at (909) 67 4-2453.

CHANDELLE SAN FRANCISCO, INC. Complete hang gliding and paragliding sales, service and instrnction since l 973. Northern California's most complete repair facilit)'. New and used equipment and demo's, lesson packages, clinics and tandem lessons. 1595 E Francisco Bh,d Ste F, San Rafael CA 94901, (415)-GLIDING.

MISSION SOARING CENTER - Serving the flying communit)' 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 the new harnesses in our simulator. Large selection of specialized equipment, beginner to XC. 1116 Wrigley Way, lv[ilpitas (near San Jose) CA 95035. (408) 262-1055.

Instruction, sales

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

send $1 to PO Box 422 or call (205) 776-9995 or (205) 880-8512. Alabama has 8 sires, year-round flying and great XC, so check us out! 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. ARIZONA HANG GLIDING CENTER INC. The only full rime shop in the state! Dealer for all major brands. Certified training program utilizing

COMPACT WINGS PARAGLIDING - Tandem, Class III ccrrified instructor. All major brands. Yearround flying. Best Southern California site. (909) 654-8559. FLIGHT SYSTEMS - New location. Dealer for the BIG THREE, \Y/ILLS \Y/JNG, PACIFIC AJRWAVE and MOYES. All kinds of accessories. 1 understand the existing pilots need ro get a sweet deal! I need trade-ins. Call me lase. ''I'll eat a bug." DAN SKADAL@ FLIGHT SYSTEMS, 1915B E. Karella, Orange CA 92667. 714-(new)639-7777. HANG GLIDER EMPORIUM - Best training hill in the west! Full service hang gliding/paragliding shop, established 197 4. PO Box 41339, Santa Barbara CA 93140-1339, (805) 965-3733.

extensive tandem jnsrruction. We can teach you n1ore

in less time, see what a difference foll service makes. (602) 772-4114. DESERT HANG GLIDERS - USHGA cerrified instruction. Supine specialists. 4319 \Y/. Larkspur, Glendale, AZ 85304. (602) 938-9550.

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

ARKANSAS OZARK MOUNTAIN HANG GLIDERS - Sales, service and instruction. I 60 Johnston Rd, Searcy AR 72143. (501) 279-2480. CALIFORNIA A BEAUTIFUL SOARING EXPERIENCE Awaits )'OU at Torrey Pines Glider Port, a full service USHGA certified hang gliding & paragliding school located on the most soarablc coastal cliffs in the nation. On-site training hill and tandem instruction using rhe new dual purpose, lightweight carbon fiber XTC 205 for both (fly randem 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.

'--

<-? .J:!ii,)l\'j HIGH ADVENTURE - Hang gliding, paragliding school. Equipment sales, service, rentals at Southern California's mile high site, Crestline. USHGA lnsrructor Rob McKenzie. By appointment year round. (909) 883-8488.

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

SANTA BARBARA HANG GLIDING/ PARAGLIDING CENTER - 29 A State Street, Santa Barbara CA 9310 l. Phone l-800-424-1983. Brauniger from $399. Flytec from $399. Large selection in new and used hang gliders and paragliders, best prices si nee 1979. TOP FLITE HANG GLIDING - USHGA certified instruction. Hang gliders & supplies. Servicing Merced, Modesto & Stockton areas. (209) 874- 1795. TRUE FLIGHT HANG GLIDING & SOARING SCHOOL - The only shop at world famous Kagel mountain in Los Angeles. We offer USHGA cerrified instruction and sales of most all major brands of hang gliding equipment. Our shop is fully stocked with parrs and accessories, rental gear and all cross country gear. \)?e have a sewing shop in- house chat makes the MANTIS harnesses. We are the most complete full service shop in the Los Angeles area and we have been training quality hang glider pilots for over fifteen years. We are located at 13525 Eldridge Averrne, Sylmar, California 91342. 1-800-894-5433, fax (818) 367-0419. WINDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central ro Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us! 16145 Victory Blvd., Van Nuys CA 91406. (818) 9880111, Fax (818) 988-1862. WRIGHT BROTHERS WINGS - Friendly USHGA certified instruction, using training sires in rhe Modesto area. Gliders and equipment from UP Inr'l, Pacific Airwavc, Ball, BRS, High Energy, Raymond, Second Chanrz and more. (209) 586-6012 Sonora CA.

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

AUGUST 1994

~~ Classifieds COLORADO

GEORGIA

NEVADA

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

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

ADVENTURE SPORTS - Sierra routs our specialty - USHGA certified school and racings. Dealers for Pacific Airwave, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a foll-service shop. 3650 Research Way, Carson City, NV 89706 (702) 883-7070.

GOLDEN WINGS - Lessons, sales & service. USHGA certified instruction. 1103 Washington Avenue, Golden CO 80401. (303) 278- 7181.

LID ENTERPRISES - Sail and harness repair Equipment manufacturing - Towing supplies - 5000 Butte #183, Boulder, CO 80301 (303) 440- 3579. TELLURIDE AIRSPORTS - Moyes, Pacific Airwave, Wills Wing, Flytec & Ball. PO Box 2076, Telluride CO 81435. (303) 728-9525.

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

CONNECTICUT MOUNTAIN WINGS -

ILLINOIS

Look under New York.

NEW JERSEY MOUNTAIN W1NGS -

Look under New York.

NEW MEXICO HIGH DESERT HANG GLIDING - Moyes, Airborne, Pacific Airwave. Sales, service, instruction. Sandia Mountain guides. Call (505) 896-HANG. UP OVER NEW MEXICO - Instruction, sales, service. Sandia Mountain guides. \'(/ills, Pacific Ainvave. Albuquerque, NM (505) 821-8544.

INDIANA NEW YORK

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

FLORIDA HANG GLIDING INC. FLYING FLORIDA SINCE 1974 AEROTOW AT THE WALLABY RANCH YEAR ROUND SOARING 7 DAYS A WEEK 8 MILES FROM DISNEY/ORLANDO Certified tandem instruction. Demo al1 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. LOOKOUT MOUNTAIN FLIGHT PARK Nearest hang gliding mounrain training center to Florida. See ad under Georgia.

NO MORE BUNNY. .. THE HILL WITH IT!

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

See ad under parts.

RAVEN SKY SPORTS - (414) 473-2003. Please see our ad under WISCONSIN. KANSAS PRAIRIE HANG GLIDERS - Bed & breakfast. Full service school & dealer. Great towing & XC packages. (316) 697-2577. MICHIGAN NEW AEROTOWING CLUB - With Moyes Dragonfly tug. Location, mid- Michigan. Call Bill Cuddy (810) 798-2450. PRO HANG GLIDERS - Michigan's most experienced USHGA certified school. Teaching 17 years. Impeccable safety record, zero injuries. PG. FULL TIME, FULL SERVICE facility. Stationary winch step towing to 2,000'. Congratulations Jimmy-altitude record 9,200'. Also Frank, Michael, Shane & Norm for early summer XC flights. Please let me serve you. Call Norm Lesnow (810) 399-9433. Advanced Instructor, Examiner, Tow Administraror. TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - FULL-TIME shop. Certified instruction, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City MI 49684. Call Bill at (616) 922-2844. MINNESOTA

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-flighr air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2640 S Bayshore Drive, Coconm Grove Florida 33133.

AAA SOARING CENTER - MOUNTAIN WINGS INC. at the base of the ELLENVILLE MOUNTAIN. Full time 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 Ainvave, UP, Seedwings, Enterprise Wings. We are the only dealer in the east for Bright Stars "Swift". We also offer Edel, High Energy, CG, Second Chantz, Ball, Flycec, Cloudbase, Litek, Alinco, Maxon, Brauniger, Kenwood, Icom, Yaesu, GPS systems, Wheels, Uvex, Reflex, Trek, Air. We stock foll face helmets, books, varios, hand fairings, tubing, speed bars, parachutes, camelbaks, liquipacs, clothing, gloves and more. We offer expert repairs, inspections, sewing, harness modifications, repacks, rowing, tandems, seminars and ICP clinics. We specialize in first mountain flighrs with three way radios. Info on flying 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, MC, Discover. Catalog available. Same day UPS on mail orders. Give us a chance to beat any legit price. FLY HIGH HANG GLIDING, INC. - Sming S. New York, Connecticut, Jersey areas (Ellenville Mm.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction ... if you've finished a program and wish to continue. Fly the mountain! ATOL towing! Tandem flights! Contact Paul Voight, 5163 Searsville Rd, Pine Bush, NY 12566, (914) 744-3317. IKAROS HANG GLIDING - NYC's only certified school. Exclusive MOYES dealer. (212) 567-2150.

SPORT SOARING CENTER/MINNEAPOLIS Instruction, equipment dealers for \'(!ills Wing, Pacific Airwave & Edel. (612) 557-0044.

HANG GLIDING

Classifieds ~~ SUSQUEHANNA FLIGHT PARK Coopersrown, NY. Certified Instruction, Sales and Service for all major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, camping, hot showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 348A, Cooperstown, NY 13326, (315) 8666153. NORTH CAROLINA COROLLA FLIGHT - America's most experienced tandem flight instructor, teaches utilizing ATOL and Double Vision. Call or write for information Greg DeWolf, Corolla Flight, PO Box 1021, Kitty Hawk NC 27949. (919) 261-6166 KITTY HAWK KITES, INC. - P.O. Box 1839, Nags Head, NC 27959 (919) 441-4124. Learn to hang glide on Jockey's Ridge, the largest sand dune on the east coast, just south of where the Wright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 ft. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and pans. OHIO MARIO MANZO - SW Ohio foot launched instruction and glider repair. (513) 848-3520 weekday eves. NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1144. OREGON AIRTIME OREGON - Hang gliding sales, repairs & certified instruction. Emphasizing safery~progress. Dealer for W\Y/, PacAir, ]V[oyes, UP, ASU, Aircek & Edel paragliders, Center of Gravity, BRS, HES, Second Chanez, Raymond, NAS & more. Call Tom (503) 998-1220. SOUTHERN OREGON HANG GLIDING Certified instruction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-5823. PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY! MOUNTAIN WINGS -

Look under New York.

HAWK AIRSPORTS INC - P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. Hang Gliding and Windsoks. LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia.

See

See North Carolina.

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

TEXAS

WISCONSIN

A.A.S. AUSTIN AIR SPORTS - Certified instruction, sales and service for most major manufacturers. Tandem instruction available. Tow- launched training programs for Hang I-Hang IV pilots. Mountain flying in Mexico year round. Write to Steve Burns at 1712 Waterson, Austin TX 78703 or call Austin (512) 4741669, Hoctsron (713) 471- 1488, or San Antonio (210) 824-1803.

RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly aerotowing & tandems by Brad Kushner. Sales/service/accessories for all major brands. PO Box 101, Whitewater WI 53190 (414) 473-2003. PARTS &ACCESSORIES

KITE ENTERPRISES - Instruction, sales, repairs, rowing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills \Y/ing. RED RIVER AIRCRAFT - AUSTIN (512) 4672529. FT. WORTH (817) 921- 6957. Quality instruction, tours/guides/cowing/glider service. Texas' leading PacAir and \Y/ills dealer. 4811 Red River, Austin, TX 78751*'*3108 Frazier, Fr. Worth TX 76110. UTAH REBEL WINGS HANG GLIDING - USHGA cerrified 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 instruction (year-round) ar the nation's most consistently soarable site (minutes away). New/used gliders, equipment in srock. Buy/trade used gear. Airframe/sail repairs performed at factory. Mountain clinics, tandem, ratings, ICP's, rentals, seminars, pilots lounge/videos, near-by camping/motels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salt Lake City). (801) 576-6460, fax (801) 576-6482. MC/Visa accepted. VULTURE GLIDERS - Superior USHGA instruction at Point of Mountain. Sales, service shop 10 minutes from Point. Charles {801) 254-6141.

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.

K!TrY HAWK KITES -

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

ALL NEW ULTRA-LIGHT LAJv1BIE LID - The lightest, most comfortable hang glider helmet. Aerodynamic, low turbulence, low drag shape. Hightech look. Finish is clear resin over the gold/black weave of the super-strong carbon/kevlar outer shell. Open face, only 12 oz., price $175. Integral full face version, only 17 oz. $235 includes headset installation. Measure around head and from bottom of earlobe over rap to bottom of earlobe for custom fit. From the designer, Jack Lambie, 8160 Woodboro, Anal1eim CA 92807. Phone and fax (714) 779-1877.

FAX your classified ad, membership renewal or merchandise order:

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

VIRGINIA BLUE SKY - Quality instruction, custom sewing, repairs, towing. PacAir, WW, HES, Ball. (703) 432-6557.

AUGUST 1994

~~ Classifieds Business Week's Product of the Year

• VERTICAL

METERS CLIMBED

AlJTO TflfRMAt

coutm~

(UllRHH/1.IAXt,WG (lll.\B llAH

MTllUOE

WEAlHER

• 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 that can record total vertical feet. • All functions in Imperial or metric. •Only $120 includes U.S. continental shipping within 24 hours. • Visa/MC accepted. •SATISFACTION GUARANTEED! 30 DAY MONEY BACK, 2 YEAR REPLACEMENT WARRANTY. Gall Owens Valley Soaring (619) 387-2673. BALL VARIO - $250. High Energy pod w/chute and bag, for 6'-6'1" pilot $450. Curt (602) 636-9084.

BOLT-ON WHEELS - Best removable intermediate/advanced wheels. Sturdy, cough, 6" diameter. Won't pop off basetube like snap-on's. Separate hub has hole for VG string though it, remains on basecube. Removable wheel halves screw together using thumb screws. $99/set, quantity discounts. Immediate delivery. Lookout Mountain Flight Park, (800) 688LMFP, (706) 398-3541.

OTHERS MAY BE CHEAPER-BUT WILL THEY LAST! - We guarantee each headset. New pricing, Eggler' s headsets from Switzerland. Fullface and jethelmet designs. Push-co-talk button, quick connect plug, security straps for headset plug, excellent RX & TX. Compatible with Maxon, !com, Yaesu, Alinco and Kenwood. Fullface $115, jethelmet $125, antenna $35. Peter DeBellis, 8880 Bellaire Ave #B2238, Houston TX 77036. (713) 271-2829.

CLOUDBASE HARNESSES - Great harnesses at a great price. Factory direct saves you money. Pods, spaghetti's, cocoons, knee-hangers, training harnesses, custom designs and repairs. Quality harnesses since 1972. Cloudbase/Chris Smith, RR 1 Box 660, Rising Fawn GA 30738. (706) 398-3964. CUSTOM PRINTED T SHIRTS AND SWEATS - Call for pricing. (412) 352- 3322.

CAMERA REMOTE~ Easy, versatile, fits most cameras. No special receptacle required. INTRODUCTORY OFFER $45 (ask about our $10 rebate). Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 379-1668. (Camera not included.)

BALL M22 - TE, mounting bracket, new condition $400 or best offer. (615) 892-6057.

More than 10,000 hang gliding enthusiasts read our magazine every month. That's more than 20,000 eyes seeing your ad. BEST 12" WHEELS AVAILABLE - Super tough, lightweight, a must for training, tandem flying. Builtin bushings. Only USA-built 12" wheel. $42.95, quantity discounts. Immediate delivery. Lookout Mountain, (800) 688-LMFP.

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

HANG GLIDING

Classifieds

~;:-._

r-,,:---_

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

MINI VARIO - World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 fr., fast response and 2 year warranry. Great for paragliding too. ONLY $169. Mallettec, PO Box 15756, Santa Ana CA, 92705. (714) 966-1240.

OXYGEN SYSTEMS - EDS-70 31b competition system (with TR-55), or EDS-180, both Owen's Valley proven, either system $799.95. XCR-180 (not shown) with remote on/off valve and NELSON flow control regulator & oximizer only $349.95. Major credit cards. Mountain High E&S CO. 516 12th Avenue, Salt Lake City UT 84103 USA. 1-800- 4688185, fax (801) 364-6207.

·~

JUST FLY DINGLEBALLS 3596.

$9.95. 1-800-546-

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 crystal clear because there is no wind noise. Satisfaction guaranteed. Complete with custom ear fit system. Mountable in ANY helmet. $170ea. (303) 278-9566.

Sell your unused equipment here. ________,

.,.

maxon·

SP-2CXXJ Series

ID-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 (rypical 10 hour). Pilots #1 choice! Special $349. Additional options available. Lookout Mountain Flight Park, (800) 688-LMFP, (706) 398-3541.

AUGUST 1994

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

7.fu~~ PTT@= FingerSwitch ~euuo,~

New-Updated Design!

---

"--!!!!!!::!!~T

ALWAYS JUST A TOUCH AWAY ... EVEN IF YOU TUMBLE Pilots prefer the PTT FingerSwirch radio headset because it offers handsfree radio operation. It features a quality low profile PTT switch worn on the index finger leaving your hands totally free. You get a complete package including speaker, microphone, all connections and instructions. Two headset sryles are available: the standard headset for open-faced helmets and the full-face style headset designed for full-face helmets. Both are available for most Alinco, Icom, Kenwood, Maxon, Yaesu and other radios. List price: $105. Please write or call now for more info. PCC Co., PO Box 7031, Tacoma WA 98407-0031. (206) 272-4243.

~~ Classifieds /

$129.95

"301 miles ... no tendinitis!" - Larry Tudor, World XC Champion QUICK RELEASE CARABINER - $49.95. Extra ball lock pin, $29.00. I 0,000 lbs., dealers welcome, patent pending. Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983. REFLEX FULL FACE HELMETS - $130. Small, Medium, Large, XLG. White or black. \VILD 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.

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% rax. Shipping $2.50. SkyLife, 331 Park Ave., Suite 31, Nutley NJ 07110. Tel (201) 667-0390.

KENTUCKIANA SOARING NEW PRO MODEL Iii

$759

®I@

® @ V

SKYBOX MAXX - If you take your fun seriously, get the best. Learn more by reviewing every 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.

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

SPECIALIZING IN ELECTRONICS, COMMUNICATION, GPS NAVIGATION AND FLIGHT DECKS - Allow a fellow pilot and licensed ham help you decide on a system that fits your needs. Radio prices fluctuate, call for the current price and specials. Yaesu FT411 $305., Yaesu FT416 $265., Yaesu FTl JR $289., !com P2 $339., Alinco DJl80t $229., Alinco DJ180H $259., 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 $26.

Our advertising has a two-month lead timeplan ahead.

A R I 0 S

Flytec

Ball Aircotec Davron Tangent More

Vario's vario's and mote vario's from most mfg's. Ball M-19 demo $384., Aircotec Piccolo demo $366., Flytec $call. New Davron $call. New Tangent Flight Computer $call. If you're in the market for a vario, give us a call. We are either the best price or we'll tty to make it that way. We represent most manufacturers: Ball, Aircotec, Flytec, Brauniger, NAS products from helmets, patachutes, paragliders. High Energy harnesses, New Quantum parachutes, helmets from Panoramic and Reflex. Ballistic parachutes from BRS and Second Chanez, Genesys Model T-05 throat microphone w/earpiece $75. New PTT finger switch radio headset, standard $72., full face $86. Our new motto: "YOU SHO\V US YOURS AND WE'LL SHOW YOU OURS" best price. Kentuckiana Soaring, 425 Taggart Ave., Clarksville IN 47129. Phone (812) 288-7111, fax (812) 2844115. Send SASE for current sale flyer. SPECIAL PURCHASE MAXON 5 WATT, HEAVY-DUTY, 3 USHGA CHANNELS, HI/LO POWER $299 Maxon lworTekk2w, 1 USHGAchannel $150 Uvex aramid full-face helmet ! lb 5 oz $300. Optional visor, headset. Smoke bombs, as low as $4. Signal mirror $8. Jack-The-Ripper cutaway knife $15. Silva compass with basetube mount $99. Camelbak $35. Oxygen systems $150-$250. Electronic Pulse system $450. Inflatable Aerofloats & hardware to fit your glider $995. PENDULUM SPORTS, INC. 1-800-WE FLY XC

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

HANG GLIDING

Classifieds ~~

[l'l'EHH T-50

PERFORMANCE

VHF

- 5 watts - 4 channels

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

$249 TOW PILOTS FIRST CHOICE - All radios ship complete with nicad battery, antenna and wall type charger. Priced with working crystals on one channel. For pricing on complete product line and accessories, call The Shipping Depot and ask for Joe. (708) 8879911. Visa, MIC, Discover, A/E accepted.

DON'T GET CAUGHT LANDING DO\XINWIND! - 1.5 oz. ripstop nylon, UV treated, 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. Z3 HARNESS - Medium plus with 20 gore PDA $600. Large full face kevlar helmet with audio and finger switch $165. (619) 377-5942. BUSINESS AND EMPLOYMENT OPPORTUNITIES FULL AND PART TIME - USHGA certified instructors. Innovative equipment, the latest training methods. Soaring Safaris. Send resume Mission Soaring Center, 1116 Wrigley Way, Milpitas CA 95035, (408) 262-1055.

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

HANG GLIDING SCHOOL FOR SALE - \\?ell established year round hang gliding schools in world class California resort town/beach location, excellent growth potential. 1-800-424-1983. UGLY' - What's ugly? The Litek E model variomcter? Yeah, it is probably the ugliest thing you'd want on your glider, but it is the fastest responding, most indestructible, faithful, longest living friend in the air. 16 year old Litek varios are still flying. Includes free speed meter and mount while supplies last $239. Litek (503) 479-6633.

FAX your classified ad, membership renewal or merchandise order:

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

Sell your unused equipment here.

AUGUST 1994

PARAGLIDING ADVANCED CERTIFIED INSTRUCTOR WANTED - High pay, benefits. Colorado Paragliding (303) 278-9566.

(719) 632-6417. We UVEX HELMETS - Ultra lightweight (one pound), most popular hang gliding helmet, full-face protection, using world's strongest fiber. $299. quantity discounts. (800) 688-LMFP, (706) 398-3541.

gladly accept VISA and MasterCard.

~~ Classifieds PUBLICATIONS & ORGANIZATIONS

DOINIIND

October classifieds deadline: August 20

lFERFORMANCE IFLYING by DENNIS PAGEN

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).

A True Hang Gilding Storv bl,)

LARRY FLEMING DOWNWIND - From the early days of the 70's, to the big-time air of Owen's Valley, DOWNWIND is packed with thrill and exhilaration of cross country adventure. The perfect gift for both pilots and nonpilots. SHARE THE EXPERIENCE. A true story, well told. Available from USHGA Headquarters for only $10.95 (+$2 s/h). PO Box 8300, Colorado Springs CO 80933.

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.

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

s~~t~~«a1Mv.,k~, r.~~1

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

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

Sell your unused equipment here.

HIGHER THAN EAGLES - by Maralys & Chris Wills. The life & times of BOBBY WILLS, hang gliding legend. Experience the triumphs and tragedies of the Wills family and the evolution of Wills Wing. $19 .95 hardcover (+$4.00 S/H), sec preceding classified for USHGA BOOKS ordering info. HANG GLIDING & PARAGLIDING MAGAZINE'S - Special New Pilot Edition is now available through USHGA Headquarters. $4.95 each +$1.50 s/h. Informative articles and lot's of color throughout. OFFICIAL FAA SECTIONAL - And VFR Terminal Area Charts. All areas, current (up to date New Airspace Classifications). Sectional maps $7 each, VFR Terminal Area Charts $4 each. Add shipping and (Cal. residents only) tax. Dealer prices. AirtimeofS.F. (415) 759-1177, fax (415) 759-1182.

PRICE BUSTER WINCH - Compacr 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 warranry. One person operation as shown in Jan. '94 HG magazine. Plans available.PARAFOIL RECOVERY 'CHUTE SYSTEM won't accidently deploy when step towing. 100% deployment and drogue 'chute minimizes oscillations $59.95. Barry Steele, Appropriate Engineering, 971 Fisherman's Cove, Seneca SC 29678. (803) 885-0949.

HANG GLIDING

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

MISCELLANEOUS

This is the one I I

By Golden Wings

charged for each line arr logo and $25.00 for each photo. Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e. Ocrober 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

WW RAM AIR 154 -

Tow line recovery System Nothing attached to pilot or bridle. UNLIKE OTHER SYSTEMS - No deployment 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 TOWLINES SPECTRA-Hollow Braided Cold Stretched 2000' or 3000' I Reel Part# ........................... Price ................. Weight SPCB-730 .................... 14<t!ft ............... <2#/M SPCB-950 .................... 16<t/fr ............... 2#/M SPCB-1500 .................. 17¢./ft ............... <4#/M SPCB-2200 .................. 17¢/ft ............... 5#/M

"AEROBATICS" - 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 co USHGA Aerobatics Poster, PO Box 8300, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters are NOT AVAILABLE on international orders.) 'SPECIAL-Aerobatics poster & Eric Raymond poster-BOTH FOR $10 (+$3.50 s/h). CUSTOM JEWELRY, TROPHIES - YOUR LOGO in bronze, silver, gold as pins, pendants, rings, medallions, trophies of heavy acrylic or glass with logo etched or laminated within. Call James (512) 8340396. FREE INFORMATION - Allow the Government to finance your small business. Loans/grant to $687,900. Call 24 hour, free recorded message (313) 825-6700 ext 1385.

DACRON-Hollow Braided Heat Set & Stretched 1500' I Reel DCCB-650 .................. 8<t/ft ................ <5#/M DCCB-900 .................. 9<t/ft ................ <8#/M DCCB-1500 ................ lO<t/ft ............... 12#/M DCCB-2000 ................ 12<t/fr ............... 17#/M Please allow 2-3 weeks for delivery, fax orders co David F. Bradley, Braided Products Division, PO Box 95, Hilltown 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 those socked-in days. Perfect gift for the launch potato turned couch potato.

PARAGLIDE The Movie

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

AUGUST 1994

JUST RELEASED! - Blue/white/purple, moon shadow artwork on black, pre-shrunk Beefy-T. Logo on back. Specify S,M,L,XL,XXL. Short sleeve $15, long sleeve $17, add $2.50 shipping. Send check or money order to: Sky Wear, PO Box 544, Signal Mountain TN 37377. (615) 886-7093. 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

Stolen from SILVER SPRING NV along Hwy 50, on June 17th, 1994. Pro red & bright yellow undersurface, with RamAir logo. Call Pat Bowen (415) 693-6311.

TWO CANNONS -

"2 liter caliber", stolen from HYNER Penn. LZ on July 2nd, 1994, between 4:30-7AM. WARNING: Requires "boom 4" to operate. Call Dave Haughtwout (717) 667-3673.

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 (719) 632-8300 or fax it in (719) 632-6417 for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders are recovered. Periodically, this listing will be purged.

INDEX TO ADVERTISERS Adventure Video ............................ .47 AFRO USA .................................... .46 Arai Design ....................................... 2 Aircotec ........................................... 37 Australian Tours .............................. 47 Ball Varios ....................................... 50 Brauniger ........................................ 47 BRS ................................................. 41 Davron ............................................ 37 Flytec .............................................. 43 Hall Bros ......................................... 37 High Energy Sports ......................... 50 Jam-Pak ........................................... 50 Just Fly .............................................. 2 Lookout Mt. Flight Park ................... 2 Moyes ........................................ 24,25 NAS Distributing ......................... 7,37 Pacific Airwave .................. Back Cover Pro Design ...................................... 13 SNYHGPA ..................................... 30 Sport Aviation Publications ............. 11 UP Sports ........................................ 28 UP International ............................. 29 USHGA ............................ .4,13,27,36 Wills Wing ...................................... 15

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~ Product Lines © 1994 by Dan Johnson ST. PAUL, MINN. -- The issue is growth in hang gliding (or the lack of same). This month's edition of "Product Lines" looks at a few ideas that may affect the future Gf hang gliding. , , , In my April '94 column, I referenced a Dennis Pagen report from FAI. That international aerosport organization sees a worldwide decline in hang gliding. Pagen was quick to add that America did not seem to be experiencing decline as was Europe. ••• Recently, however, new USHGA Executive Director, Phil Bachman, sent all directors a set of graphs depicting member trends over the last 15 months. Today's USHGA serves a blend of hang gliding and paragliding members, a subject that a few years ago caused considerable anxiety among many HG members. Some predicted that PG pilots would overwhelm HG pilots in a couple years. That didn't happen, but some interesting changes have occurred since that risky forecast was made. , • • Compared to April '93, HG membership is indeed down. The decline is extremely modest, a mere 5 0 HG members ( 0. 6%) . In the same period, however, PG pilots have increased by 44%. The current ratio is 79% HG pilots to 21% PG pilots. Raw numbers are 7,974 HG pilots to 2,141 PG pilots (as of June '94). Except for a very gentle increase in the spring of '94, HG member numbers have slid slowly but steadily from a peak in September '93, while paragliding has added 30-50 members every month. , , , Based on these trends, Bachman has speculated that PG pilots will equal HG pilots in 2005. It doesn't matter whether this delights or disturbs you. It is the trend. Of course, 15 months is too short a time to make sweeping judgments but the movements are worth watching. • • • So, how to make HG grow? (... assuming you want growth.) ••• Wills Wing has a plan. They've embellished a long term policy which aims to "support those dealers that are teaching new pilots how to fly, and thus helping the sport grow." Earlier this year, Wills bravely canceled 21 dealerships "to focus our support on active schools who are promoting growth in our sport." With that move, they also built a creative discount structure strongly rewarding sales of their beginner gliders (Spectrum or Falcon) . Wills is further encouraging all dealerships to get involved with teaching. They say, "There are a number of qualified instructors out there that would love to make their living in the sport of hang gliding .... if you don't teach ... consider hiring an instructor. " A worthy plan. The long awaited official U.S. National Site Guide is available. This mainly helps current pilots find new places to fly, but more soaring AUGUST 1994

activity leads to more public interest which leads to new pilots and members. The new release is called "the only complete site guide on the market." A thick volume (250 pages), it carries a hefty price ($48.50 delivered). Sold with a promise of regular updates, the cost is justifiable. The guide covers 150 sites in the new NAFTA territory from Alaska to Mexico. Buy it and fly often. Your enjoyment may bring someone into hang gliding. Call John Byrne at (607) 263-5263. ,,, A unique promo idea comes from Murray Rose of England: Speed Gliding! Former Solar Wings director Rose aims to create a Grand Prix-style series of downhill racing competitions with heavy media coverage and substantial prize money. Rose's company, Airsport Associates, has already found some $40,000 of prize money ($15,000 to the winning pilot) . Though only qualified pilots should enter due to the nature of the flying, BHGA is establishing safety standards for this type of competition. "Such a new event will raise the profile of hang gliding with the general public and the media in a spectacular and positive manner," says Britain's Skywings magazine. Offering "the promise of white-knuckle action," this idea may have real merit as a spectator event -- and one that TV crews can expect to cover in a professional manner. Rose says, in a Skywings interview, "We are under threat from other excellent activity sports. Ultimately, they may not offer the total experience we can but they are much more accessible and, what is more the point, they market themselves professionally." Rose has come up with Speed Gliding as a way to break into more media. "The format has been designed to take place in a defined area in order to allow extensive camera coverage at a cost affordable by TV production companies, 11 explains Rose. "If we can get a large audience then we can get more people wanting to participate. 11 He compares it to downhill ski racing. Analysis: more newcomers means more sales, which will give manufacturers more capital to generate even better gear for the rest of us to buy and fly. , , , In closing this theme column, I'd like to make an observation. Given the burden of legal liability in this country paired with the difficulty of making it financially in the HG business, we pilots are very fortunate to be able to buy such welldesigned gliders (and gear) ... at any price and with any level of customer service. Suppliers in this sport deserve your appreciation and support. ,,, Next month: flying Brightstar's Swift... and other fun stuff. So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or V-mail to: 612/450-0930. THANKS! 63