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

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narrie _ _ ___ ___ ___ _ _ _____ _ stne€t aOORess - - - -- - -- - - - -c ity_ _ _ _ __ _ _ state _ _ _ zip _ __ _ MAIL TO: USHGA, f'O Box 8300, Colorado Springe; CO 80933-8300 Phone: (719) 632-8300 FAX: (719) 632-6417 -..I,. ... -

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

19 HIV and Hepatitis B Infection Risk to Hang Glider and Paraglider Pilots

by Rebecca Lance, RN andJames Palmieri, Ph.D. A genuine life-threatening risk at crash scenes.

22 Mitchell Wmg Stealth II article andphotos by Les King An update on this experimenral rigid wing.

24 Pilot Report: Wills Wing RamAir 154 by Paul Voight A report on the glider and an update on the RamAir controversy.

34 GPS by Larry Tud01; sidebar by Russ Locke Effective use of GPS systems in competition and X-C flying.

38 A Simplified Analysis of Tumbling Motion by Stephen J Morris

A ve1y illwninating essay on a topic of concern.

Columns

Departments

Accident Reports, by Luen Miller .......... 10

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

Ask GeeDub, by G.W. Meadows ........... 12

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

USHGA Reports, by Vic Powell ............16

Calendar ofEvents ................................... 14

Competition Comer ...............................29

Ratings .....................................................46

Product Lines, by Dan Johnson ............. 62

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

N OVEMBER 1994

MEMBERSHIP APPLICATION

ZIP_ _ _ _ _ PHONE(_)_ __

UNITED TATES HANG GLIDING AssN.

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

TOTAL

$_ _ _ _ __

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

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

(11/93

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

Air Mail~ TUDOR KUDOS

Office Staff

Phil Bachman, Executive Director Greg Huller, Ratings & ICP's Jeff Elgart, Advertising D. Dean leyerle, Insurance & Membership Services Karen Simon, Member Se1vices Marisa Hatton, Merchandise Services USHGA 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, Sanely King, Gregg Lawless. REGION 4: Glen Nicolet, Jim Zeise!. REGION 6: Ron Kenney. REGION 7: Bill Bryden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett. REGION 10: Barbara Flynn, Matt Taber. REGION 11: Jeff Hunt. REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: Frank Gillette, Dan Johnson, Jan Johnson, Dennis Pagen, Alan Chuculate. HONORARY DIRECTORS: Eel Pitman, Ken Brown, Doug Hildreth, Tom Kreyche, Mike Meier, Rob Kells, Freel Stockwell, Gregg McNamee, Michael Robertson, Dave Broyles, David Sonclergelcl, Ken Baier, Marcus Salvemini, Fred Moy, Greg DeWolf. EX-OFFICIO DIRECTORS: Art Greenfield (NAA). The United States Hang Gliding Association Inc. is an air sports organization affiliated with the National Aeronautic Association (NAA) which is the official representative of the Federation Aeronautique Internationale (FAI), of the world governing body for sport aviation. The NAA, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision of FAl-related hang gliding activities such as record attempts and competition sanctions. HANG GLIDING magazine is published for hang gliding sport enthusiasts to create further interest in the sport, and to provide an educational forum to advance hang gliding methods and safety. Contributions are welcome. Anyone is invited to contribute articles, photos, and illustrations concerning hang gliding activities. If the material is to be returned, a stamped, self-addressed return envelope must be enclosed. Notification must be made of submission to other hang gliding publications. HANG GLIDING magazine reserves the right to edit contributions where necessary. The Association and publication do not assume responsibility for the material or opinions of contributors. HANG GLIDING editorial offices: 6950 Aragon Circle, Suite 6, Buena Park, CA 90620 (714) 994-3050. HANG GLIDING (ISSN 0895-433x) is published monthly by the United States Hang Gliding Association, Inc., 559 E. Pikes Peak Ave., Suite 101, Colorado Springs, Colorado 80903 (719) 632-8300. FAX (719) 632-6417. Second-class postage is paid at Colorado Springs, CO and at additional mailing offices. POSTMASTER: SEND CHANGE OF ADDRESS TO: HANG GLIDING, P.O. BOX 8300, Colorado Springs, CO 80933-8300.

The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of unpowered ultralight flight, and to the education, training and safety of its memberhip. Membership is open to anyone interested in this realm of flight. Dues for full membership are $54.00 per year (of which $15 goes to the publication of Hang Gliding), ($60 Canada & Mexico, $65 foreign); subscription rates only are $35.00 ($40 Canada & Mexico, $50 foreign). Changes of address should be sent six weeks in advance, including name, USHGA number, previous and new address, and a mailing label from a recent issue. NOVEMBER 1994 VOLUME 24, ISSUE No. 11

Dear Editor, I would like to publicly congratulate Larry Tudor on his recent world record distance flight. It is readily apparent from his article that Larry is a true professional who recognizes his status as a role model for all of us lesser pilots. In the quest for records it is tempting to push the limits, not just the limits of common sense, but also the FAA rules pertaining to cloud clearance or flight in controlled or restricted airspace. Lany wrote that he was limited by the 18,000foot Class A floor, and included his barograph trace which plainly detailed that he diligently limited himself to 18,000 feet numerous times during the flight. We have all read stories of great flights in which the author either bragged about violating FAR's or used thinly veiled allusions to the infractions. In the same issue there was a blurb that explained what gaining "gobs of altitude" means. Do we really think that this "nudge, nudge, wink, wink, know-what-I-mean" philosophy goes unnoticed by those who read this magazine to educate themselves as to how well we self-regulate our sport? Again, my congratulations to Lany Tudor. He achieves his records through a unique combination of hard work, talent and smarts. Come to think of it, he's starting to make me sick. May the next record be mine. Mark "Forger" Stucky Houston, TX 77259

Besides the regular thoughtful and quality articles by the likes of Dennis Pagen, G.W Meadows, John Heiney and the rest whose bylines we've come to recognize, I encountered several year's worth of information-packed towing discussions, made promises to visit some of the great flying sites I was reading about, and actually took notes on the maneuvers I was gonna practice the next time the evening ridge lift turned glass smooth. I reread articles by people who were strangers three years ago, but whom I'd met and spoken with now... fresh insights! New flying friends were listed in the ratings column ... hmmm, Gregg got his Hang III that recently, eh? And, best of all for me in my deprived and depleted state, I experienced the vicarious joy of the many fly-ins and competitions I never attended, but could appreciate much more now than when I was on the training hill and dreaming of soaring flight. Yup, I almost enjoyed the forced rest and reading time. I even waded through Davis Straub's math and charts! Thank you for consistently producing a readable, informative and beautiful publication that is, for most of us, the most important thing in our mailbox each month. Any gripes? I miss Nick Kennedy's Far-Flung Fantastic Flights column, that was always fun reading. And I'm also one of those holdouts who still prefer the old masthead style and layout. But gee, I don't guess it will stop me from reading it! Please keep on pumping energy into our common forum; it's all appreciated, sooner or later!

HG BACK-ISSUE READING Dear Editor, Recently I was forced to tal<.e a "time out" from the great fall soaring weather in these parts by a nasty case of the flu or one of its clones. As I watched the Sierra skies almost overdevelop each afternoon from my supine couch post, I could only muster enough energy for one hang gliding-related activity: digging into that boxful of Hang Gliding magazines that have been collecting month after month. It wasn't flying, but it sure wasn't time wasted either.

Bruce Rhymes Susanville, CA

I rea/6, enjoyed Nick's column as well Unfortunately, he got busy and moved on to other things. Let's see if we can revive "FarFlung Fantastic Flights. "Send in a brief (a few paragraphs) account ofan interesting, unusual, personal-best orperhaps humorous flight you've made (along with a photo or two ifyou can). IfI get enough material Tl! revive the column and solicit further contributions. - Ed.

~ Air Mail HOOK-IN ADVICE Dear Editor, I would like to commend Luen Miller for his stance on climbing into your harness rather than hooking in. The hook in/hang check method is not sufficient and its track record proves it. Luen's statement, "If this isn't your routine, change your routine," is valuable advice and should be taken seriously. Climbing into your hooked in harness is slightly awkward at first, but with a little practice it becomes easy and just as routine as hooking in. One thing to remember is not to unhook until after you've . landed. If you have to leave your glider before launch, climb out of your harness and climb back in when you're ready to launch. This technique is far more reliable than hooking in. The excuses for not using it are weak when compared with the increase in safety. I encourage everyone to use the climb in approach. If you don't, you're taking your chances. Adam Smith Winsted, CT

MASON RELEASE COMMENTS Dear Editor, I read with interest the comments on my Mason tow release, and feel it is important to answer them. First, there was speculation that the Mason release would not work when dirty. I did a great deal of testing long before I ever offered them for sale. Part of this testing involved filling the block with dirt and sand to the extreme point of packing it solid with grit. Although the trigger force goes up slightly and it feels gritty, I have never had it seize or fail. Obviously I don't recommend this any more than I would recommend rolling your radio in the mud before every flight. Common sense should prevail here. Second, there is the issue of snap-back during high tension releases or weak link breaks. This is a real problem with ALL releases. My release has all rounded corners and weighs less than a standard ATOL webbing release. If rigged properly for pay-out winch towing, any snap-back

will impact the chest/parachute area. I think the real issue here is safety equipment. I wear a full-coverage helmet and eye protection on every flight. This takes the worry out of snap-back. Whether the Mason release could cause more injuries than the release Brad Lindsay sells would make a long debate. Last, anyone intending to use the release for paragliding has been advised to rig it so short that it will not reach the pilot's face in the event of a snap-back. It was one and a half years from concept to the sale of the first release. During that time many prototypes were tested, and advice from well-known pilots was incorporated into the design. The testing will continue as the release evolves into what I believe will be the best money can buy. Mark "Airtime" Mason Masons Micro Machining Idaho Falls, Idaho

GREG LEMIEUX ACCIDENT UPDATE Dear Editor, I'm writing in response to Luen Miller's accident report concerning the tragic death of Greg Lemieux. I feel compelled to do this because I believe several critical issues concerning pilot safety need to be commented on. I intend no criticism of Luen. I understand the difficulties involved in trying to piece together an accurate picture of what happened from multiple and sometimes contradict01y accident reports that are filed with USHGA. I also wish to clarif}r certain aspects of the particular Super Sport that was involved in the accident. I sold that glider to Greg. Greg was referred to me by flying buddies of mine in the Lynchburg, Virginia area who knew that he was in the market for a higher-performance glider. I let Greg fly the glider for two days over two successive weekends to let him decide if he really liked the glider. I loved the glider, and was not especially motivated to sell it, and wanted to malce sure that there was a "happy marriage" between glider and owner. He then returned home where he test-flew at least one other high petfor-

mance double-surface glider he was considering buying. A couple of weeks later he decided the Super Sport was the best glider for him, and returned to purchase it. I had bought the glider brand new and had logged some 70 hours on it before I sold it to Greg. While I owned the glider, I had pretty much pushed the "outside normal flying operations" envelope, sometimes on purpose, sometimes by accident. Although I took out a tube here and there, I never had a high-impact crash on the glider. I explained to Greg the peculiarities of flying my Super Sport, and since his wing loading was nearly identical to mine I felt I gave him a reasonable idea of what to expect. After I talked to other pilots familiar with Greg's flying history, as well as Greg himself, I felt that he could safely fly the glider. Greg had owned the glider for a year before the accident at Henson's, and had soaring flight experience in varying conditions. The accident report implies that Greg was unfamiliar with a new glider. This is simply not true. The review goes on to state that this glider is slower to respond to control input than older or lower performance designs. This also is not true. In fact, most intermediate-range gliders like the Super Sport and the Formula are built with a certain degree of designed-in instability to enhance roll response. In addition to purposely designed characteristics that influence a glider's handling, there are also factors concerning how heavily a pilot loads the glider and how he trims it, influencing how it responds. As an instructor and dealer in both hang gliding and paragliding, I get to fly a lot of different gliders from different manufacturers, and I am not loyal or particular to any one manufacturer over another. However, in my experience, the Super Sport 143 has been the most responsive, easiest-to-thermal design I have flown of any glider for any experience level. It also is prone to oscillations at higher speeds - say, around 40 mph - when flown in higher wind or turbulent conditions. Luen goes on to talk about the concurrence of PIO and the not-adhered-to flight plan as factors in Greg's accident. The very name "pilot induced oscillation'' implies that it is somehow the pilot's fault HANG GLIDING

Air Mail~ that he suddenly finds himself in an outof-control situation. In the bigger scheme of things I guess you could argue that the pilot made an error in flying in conditions that were at the edge of his experience and/or performance limits of the glider. However, these things tend to happen very suddenly, and can strike any pilot flying any glider design. My experience with severe oscillations has indicated several important aspects of them. First, I believe it is fruitless for the average pilot to try to compensate with any lateral shifting on the basetube in an effort to anticipate "control input effect." The energy generated by the oscillations is tremendous, much like that coming out of a steep dive or wingover (which are good practice, by the way, for seeing how your glider behaves in these situations). Some gliders like the Super Sport will "bleed off" this retained energy because of their washout characteristics, often leading to increasing degrees of bank angle as the glider rolls from side to side. At very high bank angles the pilot's body can shift in such a way as to be more parallel to the basetube. In this situation the glider will not respond to control input side to side on the basetube, because the "axis of influence" of CG has shifted from the keel to an axis relative to the span of the wing. This results in a vectoring of the glider's speed (energy) more toward the wing tips than the nose, which in turn will likely lead to a sideslipping of the glider (higher performing gliders can even roll inverted at this point). If not corrected, complete loss of control can ensue, along with possible structural failure of the glider. In my opinion, the most critical factor in recove1y from this predicament, particularly if you are close to the ground, is restoring the glider to a controlled, wingslevel attitude. The only input the glider will respond to in a slip is a pushout on the basetube, which of course will still result in oscillations. But as the glider's speed is reduced it will show a greater inclination toward restoring level flight. In addition, the glider will have a tendency to want to roll out into the wind as its speed is reduced. This may put you in a bad spot relative to obstructions in the LZ, but what I'm talking about is the difference between a "controlled" crash and NOVEMBER 1994

losing your life in a high-speed, highenergy impact. The important thing is to recognize that as long you fly hang gliders, at some point in your flying career you will probably be faced with a situation that will require quick and decisive action in order to avert potential disaster. It can happen to anyone. The report mentions that Greg was attempting his approach while vertical on the downtubes. I've argued with master pilots who insist that you can (and should) fly your approaches rotated-up early on. I strongly disagree with this, particularly when it comes to flying in strong conditions. I believe the average pilot maintains his pitch reference primarily through basetube position, which is more difficult to control in a vertical posture. Furthermore, when transitioning from prone to vertical many pilots have a tendency to let the nose pitch up, further threatening their control authoriry. Finally, effective coordination of turns in the rotated-up position is extremely difficult in strong conditions. In very strong wind conditions pilots need to carefully consider the effects of the wind on turns and base leg runs which expose the glider to strong tailwind components. A pilot's control authority can be greatly reduced in these situations, depending upon the glider's airspeed. I believe that the majority of"turned back into the hill" accidents are caused by a pilot's failure to account for the tail component (and perhaps some gradient as well). Pilots should consider downwindside figure eights as an approach pattern to allow them to compensate for drift and maintain a good position relative to the landing field. A glider's groundspeed is greatly reduced in this kind of approach when compared to a downwind leg base. Although I was not a close friend of Greg's, I knew him as a really nice guy and understand that he also left behind a family. I can't help but feel somehow connected to his accident simply by virtue of the fact that I sold the glider to him. I hope that student pilots may learn something from this, and I hope to never write a letter like this again. Marc Fink Washington, DC

STATEMENT OF OWNERSHIP, MANAGEMENT AND CIRCULATION (Act of August 12, 1970: Section 3685, Title 39, United States Code.) 1. Title of publication: HANG GLIDING a) Publication No. 0895433 2. Date of filing: September 23, 1994 3. Frequency of issue: Monthly, Jan. - Dec. a) No. of issues published annually: 12 b) Annual subscription price: $35.00 4. Location of known office of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933) 5. Location of the headquarters or general business offices of the publishers: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933) 6. Names and addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 8300, Colorado Springs, CO 80933). Editor and managing editor: Gil Dodgen, 6950 Aragon Cir. #6, Buena Park, CA 90620. 7. Owner: United States Hang Gliding Assn, Inc., P.O. Box 8300, Colorado Springs, CO 80933. Its Officers are: Gregg Lawless, President, 9127 Bittercreek Ln., San Diego, CA 92129; Jim Zeise!, Vice President, 13154 County Road 140, Salida, CO 81201; Russ Locke, Secretary, 868 S. Mary Ave., Sunnyvale, CA 94087; Bill Bryden, Treasurer, 1924 W. Highland Lane, Columbus, IN 47201. 8. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities: none. 9. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income tax purposes: (1) Has not changed during preceding 12 months. 10. Extent and nature of circulation: (A) Total No. copies printed: 10,907 av.Imo. preceding 12 mo.; 10,503 for Vol. 24, Issue 9. (B 1) Paid circulation through dealers and carriers, street vendors and counter sales: 2,048 av.Imo. preceding 12 mo.; 1,860 for Vol. 24, Issue 9. (82) Paid circulation, mail subscriptions: 8,448 av.Imo. preceding 12 mo.; 8,339 for Volume 24, Issue 9. (C) Total paid circulation: 10,496, av.Imo. preceding 12 mo.; 10,199 for Volume 24, Issue 9. (D) Free distribution by mail, carrier or other means, samples, complimentary, and other free copies: 173 av.Imo. preceding 12 mo.; 150 for Vol. 24, Issue 9. (E) Total distribution: 10,669 av.Imo. preceding 12 mo.; 10,349 for Vol. 24, Issue 9. (F1) Office use, left-over, unaccounted, spoiled after printing: 125 av.Imo. preceding 12 mo.; 70 for Vol. 24, Issue 9. (F2) Returns from news agents: 113 av.Imo. preceding 12 mo.; 84 for Volume 24, Issue 9. (G) Total: 10,907 av.Imo. preceding 12 mo.; 10,503 for Vol. 24, Issue 9. I certify that the statements made by me above are correct and complete. Signed by: Jeff Elgart, Manager, Director of Circulation.

to live life to the fullest, and has a youthful spirit which allows her to continue 10 participate in adventurous recreation even as a senior citizen. She serves as an inspiration to all, especially those who have yet to !er their spirits soar.

The above photo shows Santa Barbara pilo1s at the Roberts home on Ines Roberts' 65th birthday. She is proudly holding her new 1oy, a Wills Wing Super Sport 143. The happy·-birthday balloons have just been released. Do we have any older lady pilots out there, or is Ines indeed our most senior female

full es( a youthful

which allows her

even as a II

Speaking of mature women pilots, Alan Clrnculate recently had the honor of sharing the air in a paraglider with Mrs. Bernice Gieseke of Gloucester City, New Jersey Oil a tandem flight at Torrey Pines Gliderpon in San Diego, California. Ar the age of 87 she is the oldest passenger he has had 1he opponu ·

nity to familiarize with foot-launched flight. The conditions were ideal. Steve Stackable, another hang gliding T\mdem l nstruclor at 'T<)rrey Pines Gliderpon, provided canopy-inflation anchoring and assisted Bernice in getting into her harness scat prior to liftoff 'fhey flew for 20 minutes along the coastal cliff and out over the breakers before making a sofr and slow, tiptoe top-landing. After the flight Bernice exclaimed, "What an experience! T'd go again tomorrow!" Bernice is a special person who loves

Driving .forces: Jim Collie (left) and Scott Severen unveiled the new Cumulus ultmlif!,hl motorglider in qu11rter-scale at Oshkosh '94. Collie is an independent aeronautical engineer who .fi'equently worhs fr;r TEAM. Severen is president of the 7enru:ssee n11•1rnmP /milder. Photo by D11n Johnson.

Last year's announcement of a new high-performance, powered soaring machine from US Aviation and 'J'EAM materialized at Oshkosh '94 as a quarter· scale model. The showpiece was a flying model to be used in verifying various design ideas. Described as an ultralight motorglider, the Cumulus will offer at least 20: I gliding performance in a sleek, reasonably-priced package. US Aviation reports int:erest has been strong with thousands of inquiries and 1 l sales to date, even before a fu]] . . sized prototype bas been seen. The Cumullls follows on to the successful soaring machine, the Cloud Dancer, an earlier model designed in 198/i. US Aviation took on TEAM ;is a partner to make extensive design changes and to begin manufacturing. TEAM Aircraft will begin production of the kir when the design is frozen. "We hope to complete the Cumulus in time for Sun 'n' hm '95," said Collie. The ultralight motorglider is expected to sell for around $10,000 with power plant. HANG CIIDINC

Update TEAM is a plans producer and an airframe kit manufacturer located in Tennessee. They can be reached at (615) 765-5397. For further information on the Cumulus, contact: US Aviation, 265 Echo Ln., South St. Paul, MN 55075 (612) 4500930 (phone/fax).

TOW LAUNCH SYSTEMS HITS THE ROAD TLS is happy to announce that the Region 11 hang gliding competition, held in Junction, Texas over the Labor Day weekend was very successful. Thanks go to John Moody, Barry Stanley and Juan Garcia from the Houston Hang Gliding Club for providing much of the towing service with TLS tow systems. Thanks also go to Len Smith and Bill Misiaszek for organizing and staffing the competition, and to Ben Easton, Fred

Burns and Bob Loper for serving as launch and goal officials. TLS is also happy to announce that Donnell Hewett, inventor of the centerof-mass concept used in all forms of modern towing, has purchase TLS's 51st system. This system is TLS's latest addition to their current model line and incorporates the following features: in-air retrieval, spectra tow line and quick-disconnect hydraulics. The company would also like to thank Dar! Gearhart and Dave Donnora from Pennsylvania for purchasing the 50th TLS system built to their specifications for boat towing. This system includes 3,000' of spectra tow line, automatic line leveling and in-flight tow line retrieval. For further information contact: TLS, 7010 Mark, San Antonio, TX 78218 (210) 824-1803.

MIAMI HANG GLIDING TOWLINE PARACHUTE Miami Hang Gliding has developed a new, smaller towline parachute designed to work with winches that have a rewind capacity of 3,200' per minute. It has strategically-located vents controlling lift and drag, doesn't need to be packed, and offers a 100% rewind of the towline without ever dropping or dragging it on the ground. All edges are reinforced with nylon webbing for durability, and the continuous nylon center-straps allow towing through the chute. Many different designs were tried in an effort to develop a smaller parachute that put less drag on the towline while maintaining hang time in the air. Contact: Miami Hang Gliding, 2640 S. Bayshore Dr., Bldg. 1, 3rd Fl. South, Coconut Grove, FL 33133 (305) 2858978.

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NOVEMBER 1994

I] Accident Reports by Luen Miller Another Month, Another Deadline nother month has rolled around and another column deadline is looming. Funny how time seems to have speeded up lately. Want to help me write a column? Great! Have a seat. Would you like a cup of coffee? For inspiration, why don't we both root around in my growing stack of accident reports. Sing out if you spot any important trends!

Site: Table Top Ridge, Arizona Event: A pilot on his first mountain flight launched into a "straight-in 10-12 mph wind." ·Wings were level, launch was good. After leveling off, the pilot allowed his airspeed to drop and within three seconds was stalled at 40 feet AGL. The glider dropped straight forward in the stall and hit below launch. The pilot "sustained a bruised chest and lungs and may have torn muscle and/or cartilage in one or both knees." Site: Salida, Colorado Event: The pilot stalled his right wing on launch for unknown reasons. The glider turned into the hill and was wrecked on impact. He suffered a broken bone in the lower part of one arm and dislocated his other wrist. Site: Salida, Colorado Event: "The pilot just walked off the ramp and jumped into the harness. He never had any airspeed, and his nose was high." Swollen ankle. Site: Chelan Butte, Washington Event: Pilots were enjoying their new ramp. The first pilot off pulled in aggressively on launch and achieved top running speed, probably chasing his glider down the hill. (Is there a sorrier sight?) He caught his basetube on the sagebrush (most likely Artemisia Tridentata, Big Leaf Sage) and whacked to "an abrupt halt." The next pilot got gusted during his run and dropped his left wing, which caught on the sagebrush, popping the nose up. "The glider yawed abruptly before break-

ing free of the sage and becoming airborne at a high angle of attack. The glider then stalled in the left turn and dove back into the hill." The pilot was shaken up and the glider needed work. It seems that the new ramp requires a run through a wind gradient, "and it took its toll on those who didn't vigilantly monitor their angle of attack or who failed to run aggressively." Site: Henson's Gap, Tennessee Event: With conditions building, the winds at launch were 17-27 mph, crossing slightly from the left. The accident report comments, ''As a Hang II, I did not read the warning signs. The pilot was not effectively ground handling the glider or communicating with the wire crew." With heavy lift on the left wing and the right wing neutral, the pilot yelled "clear" and charged off. He jumped to the left to control that wing, but with the glider's nose high he stalled about 15' away from the ramp. The glider rolled 45° left, then quickly dropped into a wingover and dove into a thicket of trees at a 90° bank angle, "dragging the lower wing tip." About $1,500 worth of damage was done to both crossbar tubes, both downtubes and a six-foot section of a leading edge. "The pilot impacted the ground and had a face full of dirt inside his full-face helmet. He indicated he could move his arms and legs and was untangled from the wreckage. He missed 20 spectators by a few feet." He also narrowly missed taking out a clubhouse. Site: Henson's Gap, Tennessee Event: A pilot flew a Moyes Maxi (single surface, from the 1970's). "The glider looked like a hospital bed with ripped and patched bed sheets. At one point [it] had two engines mounted on the crossbar and the propellers ate holes into the sail." The pilot's flight gear included a 50' plastic streamer coiled around his lower side wire that he would release in the air. When it rose above his head, he would know he

was in lift (poor man's vario?). With strong lift on the right side, the pilot cleared his wire crew and launched into a 30° -40° crosswind (90° cross in the trees right of launch). The glider stalled to the left, came quickly around to the right and parallel with the ridge, then nosed down and headed for glory. After watching the glider disappear from view, the wire crew waited and "puckered" until they heard "the thud of impact." They rushed down the "rattlesnake-infested slope" to find the glider-pilot combination dangling 60' up in the trees. After swaying in the trees for 90 minutes (he had no knife) the pilot managed to release himself from his straps and began to hoist himself down, but a leg stirrup got hung up on a branch and he spent two hours upside down until a rescue squad came and cut him down. Site: Trancas Canyon, California Event: New site, light conditions (less than three mph). Starting nose high, the glider nosed higher during the run, stalled and turned right back into the hill. Broken downtube. "The launch is a shallow slope with a lot of bushes to either side and below launch. My biggest problem was poor launch technique." Site: Kagel Mountain, California Event: In gusty pre-frontal conditions, a pilot preparing to launch and standing on the level portion of the ramp let the glider's nose come up in a gust. The left wing went down, the pilot attempted to run off the left side of the ramp, and the glider lifted and rolled left, increasing in speed and bank angle until it hit to the left behind launch. "Major damage to the glider. Pilot was very dazed and stunned." Site: High Rock, Maryland Event: In gusty post-frontal conditions (15-20 mph, slightly cross), a pilot attempted a windy cliff launch with a mostly inexperienced crew. During a brief interval when he heard that there was lift on both wings, the pilot launched. Immediately one wing and the nose went up, the glider stalled and was turned back into the cliff, hitting the trees left of launch. No injuries. The pilot calculates he was probably too far back, and wrote, "[I] must use proper launch procedure, HANG GLIDING

Accident Reports keeping the wing into the relative wind and the nose down." Another pilot wrote, "During the last 12 months there have been at least six pilots in our area who have blown their launches and ended up in the trees on the ridge or around the LZ. The training in this area seems ro effectively stop as soon as the pilot graduates from the training hill ro the mountains. Until something is done about this, these types of incidents are going to keep happening." Site: Cedar Hills, Colorado Event: On a day with variable 10-20 mph winds, the pilot waited for a lull, cleared his wire crew, and started a launch on a 30° slope ending in a 30' cliff. He went off nose high into the lift band. "With no pilot control the glider drug [sic - actually, I kind oflike it here] its left wing tip on a rock outcropping, turning the glider back into the slope." Bruises, broken kneecap. "Nose down!" the pilot wrote. ''Aggressive launch!!" Site: La Luz Launch, Alamogordo, New Mexico Event: "Blown launch." During a nosehigh run the glider turned to the left (probably in a stall) and was severely damaged. "Pilot had considerable tow experience, little on mountain launches." Site: Dry Canyon launch, Alamogordo, New Mexico Event: Three blown launches, two damaged leading edges, two broken downtubes, one glider destroyed, no injuries. Site: Long Ridge launch, Alamogordo, New Mexico Event: At 9,000' MSL, in light winds, a blown launch results in a destroyed glider. Site: Packsaddle Mountain, Texas Event: Three blown launches. Two were stalls after leaving the launch ramp. Another was an unsuccessful launch in a rotor. "Pilot failed to recognize lee-side winds, though reports were of birds soaring the back side." Site: Pickles Butte, Idaho Event: Afrer a short flight the pilot carried his glider back up a slope to relaunch. The NOVEMBER 1994

Pay attention to accelerating evenly and getting your glider under weight control a soon as possible (tight hang strap and attention to angle of attack), and concentrate on taking long strides. 11 11

wind was "about 10 mph or so, blowing straight in." Just before launch he reached back to make sure his carabiner was locked. A "crosswind" blew through, his right wing lifted, and before he was able to react he was gusted 60' to the left of launch into a pile of "nasty-looking rocks." He suffered a compound fracture (bone sticking out through the skin) of his upper right leg. "Rookie mistake cost me my job and my summer. I have a lot of medical bills and will be on crutches for about five months."

ANALYSIS From the reports I receive, and what I have witnessed, attention to angle of attack on launch is often inadequate. This angle, which refers to the wing's pitch relative to the wind, is important whether launching or waiting to launch, and whether launching from a flat slope or a windy cliff or under tow. My observations indicate that angle of attack is usually set relative to the horizon, not the angle of the slope or relative to the wind on launch, which are the truly important factors. Airspeed problems seem to resolve themselves pretty easily as long as the glider is pitched properly, although that may just be because those who are cognizant enough to properly set their AOA are also attentive enough to launch with a good stride. On flat slope or ramp launches, pay attention to accelerating evenly and getting your glider under weight control a soon as possible (tight hang strap and attention to angle of attack), and concen-

[41

trate on taking long strides as you get into your run. If you are launching from a windy cliff site, get as much wing as possible into the airflow without losing control, and carefully watch your pitch before and during launch. And if you are really serious about your flying, just ask people after your flights, "How was my launch?" There was a time back in the early 1980's when Doug Hildreth had a "good launch technique" campaign, and the number of blown launches decreased. Then people stopped paying attention, and the number of incidents increased the next year. It's a good thing for all of us that fatalities on launch are substantially fewer than fatalities on landing! I just hope that next year a minimum number of pilots will lose a summer's worth of flying to a broken kneecap or a bone sticking out through the skin.

CLOSE CALLS I received a report of two noteworthy incidents which occurred at Whitwell, Tennessee (across the valley from the famous Henson's Gap site). On a turbulent post-frontal day, tvvo people had tree experiences. The first pilot was gusted while on his turn to final, clipped a tree, and fell to the ground. He landed upside down on a fence and "was only slightly banged up ... His glider was a mess." Lucky, lucky, lucky. The second pilot misread the wind direction on approach, then was gusted as she was turning onto final, and immediately realized that she would have a problem clearing the trees if she continued her turn. She thought of the very recent death of Dean Gonzales, and proceeded to do the right thing by flaring into the middle of a large oak tree. She was extracted without damage to herself or her glider. Give her a tree merit badge and a "job well done." She saved herself because she identified the safest option left and took it. Stay clear of wires, trees and other obstructions as you near the ground. Increase your clearance in gusty conditions or strong winds. Focus on where you are going to avoid fixating on obstacles, but don't forget that you are 18 feet away from your wing tip, and allow ~ space accordingly. ~ 11

ft] Ask GeeDub

here are lots oflittle questions and answers that would never fill up a column on their own, but that I thought would be valuable to point out. Many folks are surprised when they become aware of some of this information, so here goes.

PARACHUTES When attaching your parachute bridle to your carabiner, ALWAYS place the bridle on the "non-gated" side of the carabiner. The straight side is much stronger than the gated side, and in the event of a deployment this could make the difference in remaining attached to your 'chute. Check bridle length and construction. It has been determined that your bridle should be at least 20 feet long to allow for the canopy and shroud lines to clear the 12

wings in the event of a deployment. Keep in mind that you must allow three or four feet of this 20-foot length for the part of the bridle that is velcroed to your harness mains. This is most likely to stay where it is temporarily attached until the parachute blossoms. Solid one-inch webbing (Type 18 or 24) is currently the recommended material with which to construct a bridle. Older parachutes may have a thin, flat bridle made of kevlar. These bridles should be replaced since they allow for little or no shock absorption, and they abrade easily when rubbing against themselves. Older 'chutes may have bridles made of one-inch tubular nylon webbing, which is nowhere near as strong as solid one-inch webbing and is more easily severed by glider wreckage (and stripped flying wires). If your parachute bridle isn't made of one-inch flat webbing at least 20 feet long, have it replaced by a qualified

business soon. Keep in mind that longer doesn't necessarily mean better. Opening times are increased by longer bridles, so don't overdo it. Check your deployment bag. If you have the old diaper (or bib) type, which looks like a four-leaf dover when open, replace it with a new UV-resistant, staged deployment bag. Also, if your deployment bag is pretty old you'll want to test the handle to make sure that it doesn't rip right off the bag when you pull it. I've seen this happen more than once in parachute clinics. Another problem we've seen in 'chute clinics is too much velcro around the parachute container. Pilots with these older-style harnesses found (to their surprise) that they couldn't get the parachute out of the container without using two hands. Give yours a test pull while lying in the harness and check it out. With suitable locking parachute pins, you should be able to get by with a one-inch strip of velcro all around the parachute container. Also, you should be using curved pins through snug-fitting bungee or another type of flexible pin retainer. Do not use cotter pins or any makeshift devices. We have state-of-the-art equipment for a reason. Learn from others' mistakes and use the right equipment for the job. Lastly, on the subject of parachutes, have yours repacked by someone who knows what he's doing at least once every six months. Freshly packed 'chutes have proven over and over to produce shorter opening times.

HOOK KNIVES Many of us are flying with hook knives, but we are making a few mistaken assumptions about the everyday use and treatment of them. By far the most popular hook knife in hang gliding is the "Jack the rip knife" which comes from the skydiving world. This knife must be well taken care of to work. DO NOT use it as a utility knife to cut everything from weak links to perlon harness ropes. This may sound like common sense to most of you, but I have seen many a pilot use his hook knife for reasons other than an emergency. The more you use your hook knife the HANG GLIDING

Ask GeeDub [I duller the blade will get. ONLY USE YOUR HOOK KNIFE FOR EMERGENCY PURPOSES. These plastic-handled hook knives have two opposing razor blades that do their intended job well when they are lined up properly. Don't mount the knife on your harness in an area where it risks getting bent, or sit on your harness in such a way that the blade area of the knife gets warped. Unaligned blades will drastically cut down on the effectiveness of a hook knife, so keep your eye on the "hook" end to make sure that the blades stay in alignment. Also, periodically check the blades for rust. At the first sign of a rust problem, replace the blades or the entire knife. One final note on the subject of hook knives. Terry Reynolds tells a chilling story about hanging from arcing power lines, and knowing that he had to get out of his glider as soon as possible. He reached for his hook knife to cut himself free, all the while knowing that if he dropped the knife he could fiy right there in the con-

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trol bar. This experience suggests that you should attach the knife to your harness with a piece of small-diameter bungee that can be stowed away neatly. When you need your knife it will still be with you even if you drop it. Make sure the bungee stretches far enough so that you can get a full arm's reach in any direction, and store it in such way that it can't get caught on the glider or any towing hardware in normal flight modes.

NEW GLIDER HARDWARE PRECAUTIONS In recent years we've seen practically all new glider designs go to more trick and streamlined hardware, and most glider purchasers are opting for comfort (or speed) bars on their new gliders. I often see pilots using their foot on the "hump" part of the comfort bar to help rotate the glider off the keel so they can pick it up. In addition, I see pilots standing on the "hump" to help stabilize the glider while

Send questions to: Ask GeeDub, PO. Box 450, Kitty Hawk, NC 27949.

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checking conditions, doing a hook-in check or whatever. In doing this, pilots are stressing the downtube/basetube junction and the newer, "cleaner" hardware used there. Minimally, they are elongating the holes in the machined aluminum through which the steel bolts pass (which makes for a very sloppy basetube), and at worse they are weakening the entire joint area. At least two major manufacturers have issued warnings about this, and/or supply some of this hardware with each new downtube because of the vulnerabiliry of this junction area. Inspect this area carefully every time you replace a downtube. Also, check your heart bolt (the bolt that attaches the top of the downtubes to the keel) for bending resulting from hard landings. Keep your eye on these areas and make their inspection part of your normal preflight. New gliders come with some very nice hardware these days, but not without a price.

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li!!calendar of Events Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead time for regional and national meets. Until Dec. 1: 1994 Region 9 Yearlong X-C Contest. Recognizes the longest flights flown in the Region between Feb. 1 and Dec. 1. $5 entty fee. Contact: Pete Lehmann (412) 661-3474 (before 9:00 PM), fax 3436. Nov. 5: Parachute Clinic. Learn to deploy/repack your chute. $49. Nov. 12: Assisted Windy CliffLaunch Clinic for AWCL Special Skills checkoff. $15. Nov. 19-20: Aero Towing Clinic for AT Special Skills checkoff. Three tows to 3,000 feet (tow release and tow bridle provided). $79 (Aero Tow Club members $49). Contact: Lookout Mountain Flight Park (near Chattanooga), (706) 398-3541.

Nov. 11-13: Wills Wing Florida Demo Days, sponsored by Miami Hang Gliding. Parachute repacking seminar by Rob Kells and Pat Page of Wills Wing. Contact: James Tindle, Miami Hang Gliding (305) 285-8978. Nov. 12-19: 10th Annuatlnternational Hang Gliding Championships, La Rioja, Argentina. $100 entry includes transportation and retrieval, $1,500 in prize money. Contact: 54-822-25357 (fax), 54-822-23139 or 27737 (phones). Nov. 26: Hang glider and ski swap. Nov. 27: Remw Chute Clinic (HG/PG). Feb. 19, 1995: Reserve Chute Clinic (HG/PG). March 26, 1995: Reserve Chute Clinic (HG/PG). Contact: Chandelle San Francisco, 1595 E. Francisco Blvd., Suite F, San Rafael, CA 94901 (415) GLIDING. Dec. 14-18: Orange Free State Hang Gliding Championships. Fun contest, ideal conditions this time of year. Entry $15 plus accommodations $5

per night. Contact: tel. 275-275-148410 l, fax 275-148-1014. Dec. 28-Jan. 5, 1995: Bogong Cup, Northeast Victoria, Australia. Mount Emu, Tawonga, Mt. Buffalo. X-C with photo turnpoints, timed launch and goal. Entry $120 by Oct. 31. Contact: 010-61-57-573-172 (phone), 010-6157-571-268 (fax). Jan. 14-16, 1995: Instructor Certification Program for Basic and Advanced ratings. $150. Contact: Tom Johns, Cascade Soaring, 4420 191st Place SE, Issaquah, WA 98027 (206) 747-1647. Jan. 17-26, 1995: Forbes Flatlands 1995 (including Australian Nationals). Registration and practice Jan. 15-16. Entry $150 before Nov. 30, $165 after. Minimum four paid entries per team. Intermediate and Advanced pilots welcome. Contact: Forbes Flatlands, c/o Jenny Ganderton and Len Paton, "Boganol," Hemy Lawson Way, Forbes NSW 2871, phone/fax 61-68-537220.

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tain sports, at six of the seven issues apply to hang gliding.

Vic Powell, President of the Rogallo Outdoor Rr:cmttion Coalition of Arnericfl and john !-!11rris, Vice Rogr1llo Poundrttion, in the ORCA booth at the 13th Outdoor Retailer Summer in Reno, The annual event in is the nationJ· lru;gest outdoor jpecialty booths werefilled with the from 640 outdoor suppliers. trade show, and 171r' Foundrttion, through its in ORC/1, is hrmggliding to the tutention of' the ecrmorniatlly power/it! its federal and state contacts.

hilc hang gliding is a unique spmt thar requires speci;il ment and development of skills, it has much in common with rhc concerns and problems of other outdoor recreational sports. At the first National Summit 011 Outdoor Recreation, April, 1994 in Washington, the: Rogallo Foundation recently had an opportunity ro share: infor. mation on issues confronting human-pow· ered outdoor recreation. l'he Summit was hosted hy the Outdoor Recreation Coalition of America (ORCJ\). Leaders from the outdoor rccrearion industry, federal, state and local land-management agencies, ncm-profo 16

mganizations and legislative stalF members met together for three days to hammer out mutually-agreed-upon action plans in seven major areas. The Rogallo foundation, as a member organization of ORCA, was present. Michelle Dawson, Foundation Director of Marketing, was a working member of an issues commim:e. The representatives of the various groups served as ambassadors of their sport or constimencics. The following infor.. mation is from the Summit's publication about the "An Outdoor Inclnstry Resource Guide to Cms Roots Participation in the Future of Outdoor Recreation." Wbile some issues arc of greater importance to ccr-

Certification and accreditation programs have provided a basis for among outdoor education programs and insrructors. With the growth of accrediting bodies there must be a standard measure: of the programs. Instructors wam recognition as providers of quality experiences within their activities and ;is partners in the foture ofhumanpowcrc:d outdoor recreation. Certification and accreditation inform any prospective par.. ticipam or customer that staff take their profession and programs seriously enough to become better informed and arc willing to be scrutinized hy peers with the industry. At the same time, rcprcsen tativcs fi.1rther recognize and arc committed ro informing everyone: that no system can guarantee safety or a riskfree environmc111. A risk-management conference was planned for September.

An increase in the number ofliability snits has accompanied the growing participa· tion in outdoor recreational activities. The committee called for a balance to be created among outdoor education programs, insurance companies, rnanufacturers and individuals. Educational, legislative and procedural steps must: be developed to benefit all panics. By better educating outdoor users on rhe haz ards inherent and skills involved in outdoor recreation, participants will have fewer acci dems and accept responsibility if accidents occur. 'fo this end, land managers, industry members and non·profo organizations can cooperate in developing and implementing public education campaigns specific ro our· door recreation. The committee noted that it is essential that information be provided to industry leaders, insurance companies, outdoor users and legal counsel on the benefits and limitations of standards as related to tort liability, specifically participam assumption of risk and product liability. A model "Allocation of HJ\NC GLIDINC

USHGA Reports [I Risk'' form must be drafted to reduce the liability of industry participants and increase the overall level of safety for consumers utilizing outdoor recreation products and services. ORCA will organize a risk management workshop and develop program guidelines to be presented at trade shows and conferences.

INCREASED STANDARDIZATION OF PERMITTING Variances in obtaining permits for different outdoor recreation activities can make getting a permit a difficult undertaking. The purpose of recreational permits is to ensure the integrity of the natural resource and to maintain quality outdoor recreation experiences, but the permit process is confusing and limits access. Permitting is an area of regulation that needs to be simplified, and the consistency of the application process improved. The committee called for standardization of the process to ensure fair and uncomplicated access for all parties. The committee created a list of objectives and will provide them to agencies. The committee called for an administration mandate to be issued for a federal interagency task force to accomplish the objectives in cooperation with the private and public sectors.

SEARCH AND RESCUE FUNDING AND AVAILABILITY Search and rescue has been, is and will continue to be a vital topic in national parks and on public lands as long as people continue to challenge themselves in these environments. The committee set in motion activities which will identify and model funding systems, provider systems and standards in the industty. The primary themes addressed included access, funding, search and rescue providers, management issues, and urgency issues. The committee is committed to continuing work toward longterm solutions to providing competent, qualified search-and-rescue service where needed, and to addressing the associated funding issues.

FUNDING OPTIONS FOR ACQUISITION AND MAINTENANCE OF PUBLIC LANDS Although 90% of outdoor recreation takes place on public lands, funding for the acquisition and maintenance of these areas has dropped severely in the last decade. As maintenance diminishes and land acquisition declines, it is evident that new strategies for funding are mandatory. Industry, land managers, non-profit organizations, user groups and educators agreed that they must enhance their collective impact by increasing funds to influence the political process and to solicit partners. Within the next year representatives will work as a coalition to identify and qualify funding options to establish and maintain adequate and sustaining human-powered outdoor recreation opportunities. Increased efforts will be made to improve marketing plans in order to build the constituencies of all groups. Potential funding sources are currently being examined.

INCREASING DIVERSITY IN OUTDOOR RECREATION Outdoor recreation activities offer significant personal, social and physical benefits for those who participate, from management and administration personnel to outdoor enthusiasts. It is time to remove the barriers of participation, increase the diversity of people enjoying outdoor recreation and seek new ways of funding these programs. The committee created four task forces: outdoor recreation clearinghouse database, programs and events development, Outdoor recreation national policy agenda and intra-industry marketing materials and programs. The intent is to funher promote the idea of universal accessibility and diversity to the outdoors, and document measurable benefits of outdoor recreation by offering a resource of statistics and who's who/what's what information to the media and other interested parties.

MITIGATING THE ENVIRONMENTAL IMPACT OF INCREASED PARTICIPATION As outdoor recreation becomes more popu-

NOVEMBER 1994

lar, the need to preserve our public lands through environmental and education policy has become essential. A solution is to educate the user by creating and supporting long-term and ongoing education programs. The "leave No Trace" program is an ethic that we can teach ourselves, retailers and consumers. 0 RCA will promote understanding of land management problems involving the concentrated use ofland issue. ORCA will also promote a stewardship appeal composed of a partnership between industry, user groups and agencies to further mitigate the damage done to public recreational sites.

CLIMBING AND FIXED ANCHORS IN WILDERNESS The wilderness planning process should be used to determine an acceptable level of fixedanchor use while preserving wilderness resources and values in a specific wilderness area. Options for management of fixed anchors may include resource impact monitoring, voluntary limits of use, user education, use restrictions, permitting, area closures and removal. Negotiations are underway on fixed anchors in wilderness.

NEXT STEPS Ways to influence public policy are being identified. The Outdoor Recreation National Policy Agenda task force of ORCA will seek to undertake two projects over the next year. First, the task force feels it is essential for the outdoor recreation community to be included in the agenda for the White House Conference on Tourism and Recreation. Second, the task force advocates the acceptance and implementation of the work already completed by the President's Commission on America Outdoors. There was much to be learned by sharing information and developing a common approach to matters of concern. Rogallo Foundation participation in the National Summit on Outdoor Recreation was a major opportunity to bring information about hang gliding and its needs to the committees. It also helped to create an awareness chat although the activities of the various sports may be different, we have common concerns and depend to a major degree on access to public lands. :...:

m 17

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Larry Tudor World Record Open Distance Larry Strom John Johnson Arizona State Distance Record Steve Rathbun John Szarek

Over the past 22 years that the Nationals has been heldJNills Wing l.i'!fJPn 17 of the National won more than four! Championship titles awarded in various classes, while no other manufae~rer For Twenty-two years we've been building quality aircraft and providing quality ervice to the pilots who fly them. Today Wills Wing offers the broadest range of glider models in our history; from the exciting,

gliders than any other. new, super fun-to-fly Falc~n, to the proven performance of the Spectrum and Super Sport, to the world record setting HP AT and RamAir - the only hg.ng gliders in history to fly over 300 miles. We also offer a full line of high quality hang gliding accessory products, from harnesses and reserve parachutes to wristwatch altimeters and variometers. So go with the leader in quality and customer service for 22 years - go with Wills Wing!

~LU~NG

500 West Blueridge Ave

O range, Ca 92665

• All Gliders Shown HGMA Certified

Phone (714) 998-6359 FAX (714) 998-0647

Palmieri,

he fcJllowing is an on-site report by the first author.

Ste1;e Connor.finishing his pre}light ched: hy m,Pn.mtT ltitex gloves rmdfirst-aid kit into the glider stzil. Photo hy]arnes Palmieri.

NOVEMBER '1994

In Octoher of I992, l experienced perhaps the most classic of hang gliding a .spiral of the humerus. l was ah!e to resume flying in March of l 993, but my return to the wondeijiJ.l world of.flight was rocky and fi'ustmting. My initial flights suc· ceeded in etching into my conscious just how far behind my skills had jtd!en, tmd my own newly diagnosed trails ofjear tangled my fr:et and wings. My fir,t weehend hack on the hill I ex/Jerienced and ti serious case of nerves. On my second weel,end, still tentative and unsure about flyin,~; 1 experienced tragedy. 11 group of us had gone to a local mount11in site to fly. l had chosen this site to do my first post· accident altitude flight because it is a .fairly emy and safe place to fly, with a ''.,weet and easy" lrmding zone. Upon tlrriving there f rnet a group ofHrmg 11 pilots cdso to fly. 19

They were excited and filled with the nervous anticipation of a new experience. They had flown more challenging sites before, but this site has a special beauty to it, and they were excited at having a chance to fly so close to home. My friend Steve and I agreed to be wind dummies, and made sled rides to the beach below. After landing, we radioed to the pilots at launch that the wind was steady and smooth. The first two pilots launched and landed pnfecdy. There were smiles all around. I was packing my harness when I heard Steve anxiously yell. The third student had lined up his final approach heading down the beach and into the wind, when sudden/,y the glider turned 180 degrees and headed downwind Steve began running. I threw my gear onto the ground and ran after him. The glider slammed in way down the beach and was instantly surrounded by a crowd of beachgoers. I had to "part the people" before I could even see the twisted body, face down, on the ground. He was barely alive when we got to him. I heard on/,y minimal breathing sounds and saw only a slight movement ofhis head A crew of volunteer fire fighters who were stationed near the beach assisted as we began to remove him from the wreckage. We cut his helmet offand placed him on a backbomd A collective gasp rose from the crowd when they saw his face. He had not been wearing a fallface helmet. His jaw was broken, and the right side of his face was torn and bad/,y damaged. The gore shocked the crowd, and many looked away. At some point, probably only minutes after I got there, he stopped breathing. We administered CPR, supplied oxygen and inserted an artificial airway. As a health professional I noticed that none of us were using latex gloves. I tried to avoid coming into direct contact with the blood as I felt his skin grow cold and yellow under my fingers. A pilot died on the beach that beautiful Sunday morning while I had my hands on his cold skin, feeling desperately for a pulse that I knew would not return. A naked cmpse lay on the beach, stripped of clothes in the wind and sunlight. A helicopter lifted him out, but we all knew it was too late. Everyone seemed too stunned to function, so I folded the glider myself I collected the odds and ends: the shoes, bits of radio, the bloody helmet. Again I noticed that I was not wearing gloves. I searched for a plastic bag in which to place the blood-covered articles. ·Nobody had one. No one cared. It seemed a minor point to them, an inconsequential detail. 'Just put them in the car, Rebecca, "someone said Later in the week someone would call to

Since the beginning of the AIDS epidemic1 blood-borne pathogens such as Hepatitis B Virus (HBV) and Human Immunodeficiency Virus (HIV) have become the focus of much fear and misunderstanding. This article will help pilots to understand the risks involved so that they can be prepared and protect themselves. 11 inform me that the pilot had been HIV positive. After the phone call I looked at my hands, covered with small abrasions and open cuts. They are always there, those cuts. I am always aware of them at the hospital where I work as an RN. I thought I was careful that day on the beach, but was I careful enough? What about the others? How about the volunteer fireman who was holding the mask to the blood-covered face? I was careful. It was all I could do. Later in the evening, long after the helicopter lifted the body away, Steve drove me back up to launch. I didn't feel quite right about flying in the same air someone had just died in. But as the sun settled over the ocean I hooked into my glider and ran off the hill. The orange glow of the sunset fi'amed the ocean, and a deer ginger/,y emerged from the woods below. The air was smooth, sweet and calm. I felt very still.

The incident related by Rebecca illustrates how easily a pilot can become involved when assisting at a crash scene. Many pilots participated in a discussion of the risks involved in administering first aid when this accident was first reported on the Internet Hang Gliding Forum*. Since the * The Internet Hang Gliding (and Paragliding) Fomm consists of more than 800 pilots worldwide who communicate on a daily basis through both E-mail and a compilation of articles known as Digestifier Files. Subscription to this forum requires telecommunication capability. Request subscription by posting at the fol/owing address: HANG-GLIDING-DREQUEST@LISTS. UTAHED

beginning of the AIDS epidemic, bloodborne pathogens such as Hepatitis B Virus (HBV) and Human Immunodeficiency Virus (HIV) have become the focus of much fear and misunderstanding. This article will help pilots to understand the risks involved so that they can be prepared and protect themselves when faced with a similar situation.

HEPATITIS B (HBV) INFECTION Although most of the discussions on the Internet have focused on HIV exposure and infection, HBV in many ways is more of a concern. HBV is more highly contagious and more easily transmitted than HIV. Unlike HIV, the HBV can survive up to 72 hours outside of the body. More than 300 million people worldwide are infected with HBV, and more than a million of these live in the United States. In order to infect someone, the hepadnavirus which causes Hepatitis B has to enter the body either through a break in the skin or mucous membrane, or by being injected into the bloodstream. HBV is normally transmitted by sexual contact, injection with contaminated needles, or unprotected contact with bodily fluids. Once inside a new host, the virus becomes established in the liver cells where it is multiplied and released as new HBV into the blood. After an incubation period of four to 24 weeks (average seven to eight weeks) people may experience malaise, fever, chills, anorexia, abdominal pain or diarrhea. Other symptoms may develop including fever, jaundice, rash and arthritis. Severe liver damage, including cancer, can result from infection with HBV Most cases of HBV are self-limiting and the majority of infected people will develop immunity to HBV There is a safe and relatively inexpensive vaccine that is currently available for HBV It's usually administered in three or four separate injections over a six-month period. After the third injection the individual needs to have a blood test to determine whether or not the vaccine has conferred immunity properly.

HUMAN IMMUNODEFICIENCY VIRUS (HIV) INFECTION The Human Immunodeficiency Virus (HIV) causes what is known as Acquired

HANG GLIDING

Immune Deficiency Syndrome or AIDS. HIV-I is a retrovirus that was first isolated in the late l 970's. It is responsible for the "explosion" of AIDS worldwide, a disease that has altered society's collective view of infectious diseases. Five to ten million people are infected with HIV worldwide with approximately 800,000 to 1,500,000 in the United States. It is now clear that HIV is transmitted almost exclusively by two forms of contact: sexual and through blood, tissue or blood products. This includes any bodily fluid that contains blood cells or virus particles. HIV transmission is similar to that of HBV, except that HIV does not survive for as long outside the body and is far more sensitive to heat and disinfection. Because the blood of HIV-infected people often harbors high levels of free virus that are not attached to leukocytes (white blood cells) and virus-infected leukocytes, any form of intimate contact involving the transfer of blood or body fluids can be a potential source of infection. HIV has been found in urine, sweat, tears and saliva. Therefore, during the administration of first aid or CPR all care givers must be protected from contact with blood or body fluids. HIV is spread only by direct contact under rather specific conditions; it can't be "caught" like the flu or a cold. The Center for AIDS Prevention Studies estimates that the chance of acquiring AIDS during one unprotected sexual encounter with an HIVpositive person (no condom used) is one in 500. This risk increases to one in 200 with an accidental needle puncture in a hospital setting. Infection rates are even higher if HIV-infected blood is accidentally splashed into the eyes. To date there is no vaccine available. With few exceptions infection by HIV in the past has led to the development of full blown AIDS and eventual death.

HANG GLIDING, PARAGLIDING, AND PILOT RISK FACTORS What does any of this have to do with hang glider pilots? Hang gliding is a highrisk sport. And like any sport where there is a possibility of injury, we have our share of scrapes, lacerations, and, occasionally, serious accidents. Pilots are usually the first to arrive at a crash scene and usually the first to administer CPR or first aid even before the rescue team arrives. (Bear in mind that administering first aid is not limited to NOVEMBER 1994

''Later in the week someone would call to inform me that the pilot had been HIV positive. After the phone call I looked at my hands covered with small abrasions and open cuts. They are always there1 those cuts. 1

major accidents, but also applies, for example, to cleaning bloody debris out of a friend's knee.) Any pilot or instructor who comes in contact with either blood or bodily fluids from anyone, including injured crash victims, is at risk for both HIV and HBV infection. We strongly emphasize this. Several discussions on the Internet have revolved around ethical issues of notification. Should pilots who know they're infected with a blood-borne pathogen notify their co-pilots? This is a personal decision, and not an easy one to make. More importantly, however, such notification provides no genuine protection to anyone. Remember, not everyone who carries a blood-borne pathogen is aware of their own infection. Such notification would therefore serve only to breach the confidentiality of those who are known to be infected and provide a false sense of security to people

administering first aid to others not known to be infected. One of the professions at highest risk of exposure to blood-borne pathogens is the health care worker. All health care workers learn that the only way to address this issue is to assume that all blood and bodily fluids are contaminated. We call this Universal Precautions, and these precautions are a must for anyone administering first aid or CPR. Fortunately, there are several simple ways to protect yourself from exposure to blood or bodily fluids. Always put on latex gloves. This will protect your hands from coming into contact with blood or other bodily fluids on the victim, the victim's clothing or surrounding objects. Latex gloves are inexpensive and can be tucked into your harness or jacket or taped onto your glider. They should certainly be a required component of any first-aid kit. During a recent survey of a local club's firstaid kits, performed by one of the authors, gloves were missing in 70% of the kits inspected. If you are in jeopardy of being splashed with bodily fluids, protect your eyes by using safety or flight goggles. When giving CPR use a one-way mask to prevent contact with bodily fluids. CPR masks can be purchased from the Red Cross for a modest fee. You can reduce the risks to yourself by being prepared and protecting yourself from unnecessary exposure to blood and bodily fluids. It's easy to take these precautions, and if you do you won't be forced to make a tough moral decision when faced ~ with an injured, bloody, fellow pilot. ~

OSHA Guidelines The Occupational Safety and Health Administration (OSHA) recently issued federal guidelines on its final standard concerning occupational exposure to blood-borne pathogens (both HBV and HIV - OSHA 1910.1030). These standards require that all employers offer the vaccine to employees at risk of exposure to blood-borne pathogens. This could include all paid hang gliding and paragliding instructors. You can get information and requirements about OSHA standards covering exposure to blood-borne pathogens from OSHA publications, Room N-3101, 200 Constitutional Avenue, NW, Washington, DC 20210 and from the regional office in your area. We strongly recommend that all serious pilots, especially instructors, protect themselves by getting vaccinated for HBV.

•

Association cterodyrwrnic research 40J1ot

nly

the

sport

was a plethora of rigid .. wing designs rhat all prom higher performance. Don Mitchell's /lying were among the more successful of rhcsc. Don Mitclicll was ;1 prolific designer and builder who made many contriburions to

true 111 this remember when the Mitchc:11 first hit the hang gliding scene. In the 19'70's our spon was very different than it is roday, parrirn· larly regarding fl ng hardware. The Standard Rogallo, with its 4: I glide ratio and 400-plus foo1-pcr .. minutc: sink rate was

wing oF choice. AltcrnMively, d1cre

aviation and hang gliding. As a young man,

rr on his The

ht1.r tl

Don decided he to build airplanes with Hawley Bowlus*, who was building nnd selling nent little wood and fabric sailplanes at the time. Mitchell applied for employment/apprenticeship without the slightest thought that Bowlus mighr nor hire him. This kind of confidence served Don well as he progressed through many ventures which took him to the early 1()'70's and Dr. Howard I ,nng. Dr. Long corr1missioned Don to build him a foor--launchablc flying wing, which quickly evolved into the Mitchell This design was enormously s11ccessfi1l, pro· ducing many spectacular flights and world records, notably in rhe hands of Wortl1ington. The basic Mitchell Wing design low .. swecp, highly .. tapered flying wing, incorporating control surfaces hung below and afr of the trailing edges was huilt in several including motor ''Ji, y,ive you 1111 ide11 of'h01u we rtre 1dl intrrronncrted throup,h(Jtr! 11vi11tion, Bowlus w11s thf' shop _/rJrtmrm

11t Nyan Airrrafi when built Cl/fir/es trt1m11tlantir Spirit of'S1. /,m1i.1 ii, 1921.

HANC C I.IDINC

pilot abmmL integrity was by lifting 690 pounds at 40 mph, The high stall speed is due to the choice of airfoils. I'm told ]Jon chose the N/\CA 001 airfoil because it is symmetrical and therefore has ;i zero pitching moment. Even though Tim Morley tells me he got a "lifr overshoot" in bis triangle barequipped Mitchell Wing when doing deep landing flares, it is my opinion that the use of this airfoil precludes rh use o/' the Stealth II as a foot-launchablc flying machine. In its present configuration, the Stc;ild1 11 will make a nice ultralighr sailplane or motor glider. Perhaps this is what Don had in mind when he flrst conceived the airplane. Jn any case, we arc continuing to flight test the glider with truck tows and have f<mnd that the tip rudders need to be more effective. I .argcr rudders have been

D,we Swanson in rm "/Area Pi!ot''pose.

and a

ultraligh I.

A of years ago, Don set out to build the ultimate Mitchell Wing, which he called the Stealth fl. ('The Stealth I was a design study that was never built.) Dave Swanson, noted Southern California pmfo1tris1 and hot-dog diver driver, commissioned Dou to huild him a Stealth fl as the ultimate foot··launchable Mitchell Wing. In the rnidst of the project Don died of heart failure. Dave came to me, asking if I would finish the project. J and wok the and pans into my Don Mitchell was tbc kind of designer who kept all his infimnarion in his head. There was no documentation! Almost all the in formation l had on the project was anecdotal, and some of that was contradictory. l scr our to educate myself about Mitchell in general and the Stealth II in particular. [ consulrcd with people who had been associmed with I )on and his in 1he past, notably lrv Culver, 'foso Propc and Tim Morley. J also checked out an old set of Mitchell Wing plans that was in my collection. I compiled this informa-· tion and consulted with Dave Swanson to come up with a pLm for completion of the aircraft. Afrer many hours of work by both Dave and me, the project is as complete as an cxpcrimenral aircrafr ever gets. We are into a flight--test program that began with trnck on Mark West's aerodynamic vehicle. We used the rig to explore stability, stall characteristics and strnctural integrity. The results of the truck testing were about: what we bad expected. Pitch stability was neutral until we locked rhe stabilamrs NOVEMBFR ·1994

built.

Worthington.

at ···5'' (nose--up trim), whereupon pitch sta· bility became cxccllcm. Stall speed worked out ro about 23 mph with a 155-pound

Dave Swanson took the Stealth Il to the Sailplane Homebuilders Workshop Labor Day weekend. The Workshop is a threc--day affair held at Mountain Valley Airport in Tdiachapi, Californi:1. There was a very foll program of demonstrations and lectures. There was also off-field hang glid this year with winch and aero tug towing. Danny l [owell kicked off the meeting of the Ultralight Sailplane Association on Monday, September 5. The USA is an organization for people interested in the realm of soaring rhat spans the gap between hang gliders and sailplanes. For more informa-tion on the Ultralight Sailplane Association, contact: Helen 22331 Pinto Way, 'Tehachapi, CA 9356 l (805) 8229327.

Drwe Swanson preparing/or tow testing: Note enlarged rudde1:

Pilot Report

LE}7: Pat Page flying a RamAir over Mission Rulge, California. Photo by Pat Page. ABOVE A RamAir being demoed on F91 Highs ATOL rig. Photo by Paul Voight.

RIGHT: Mike Meier launching at Crestline, California. Photo by Paul Voight.

•

H ANG G LIDING

FIRST IMPRESSIONS I got my first ride on a RamAir while it was 1eclrnically srill a prototype. The unit I flew, dubbed "Prororype 7" or •p.7," was in the final configurarion in which the design had been certified and would be released. I had been on varntion, and w:,s lucky enough 10 srop in at the Wills Wing factory on a day when Rob Kells and Mike Meier ,vtrt' going our co take somr: last-n"linure certification video footage. Rob asked, "Hey, you wanna be the first civilian to fly one of these critters'" l quickly altered my p lan for the day, and off we went to Marshall Peak. Finally I go, ro sec rhe rop-secret ship set up. I velcrO<'d on the odd-looking vcnr, and poked my head in the double surf.tee to check out ,he fabric ribs thar keep the thing from blowing up like a balloon. I pulled the VG and noticed its shott, easy rravel - pretty cool. (Maybe I oould live wirhout a lever!) Then Rob rnmed as Mike Rew. 011e of the sequences seemed 10 be full-on speed runs at various VG setting.. Visually. rhe glider ,vas

by Paul Voight

ver since ics official release at chc.: 1993 U.S. Narionals (where ic swept the top four places). ,he RamAir 154 h,s been riding a vericable roller coaster of populariry, comperition successes and concroversy Being ariracred ro controversy like a magnet, I decided ,ha, che complete smry of ,his glider needed 10 be mid, ,nd I was the man to do it. I use the term "srory" bc:cause chac's the format bcsr suited for a review of this particular design. The faa ,hat the 154', shon. one...year his<ory is so colorful (and pertinent) dictates chac any discussion of this design, ar this poim, has ro include the background ro fully appreciate the end result. Besides, I have rhc lux11ry of deferring to the excellent review of the RamAir 146 authored by Mark Stuck)', which appeared in the June issue of Hang Guding. Thar article very ,horoughly covered ,he ,echnical :ISpects of the RamAir design concept, which you all mun be familiar with by now unless you live in a cave. A lor hos happened since rhat article: appeared, ho,vcvc:r. and there are enough subtle differences in the rwo sizes of the glider m warrant chis discussion. NOVEMBER 1994

obviously fast. but the sound was wha, really made an impression - not rea.lly a roar. quieter cha.n that. It ,vas more of a ,vhjstling wire sound, the dean sound of more speed (by far) rban lei ever seen before. Mike rcponed 70 mph stcady-srate speed in level Bigh,, at only full arm extension! Mike finally top-1,nded with a rare sliding belly whack (one for the Whack Tape.), and ir wos my turn. While giving me a hang che<:k, Rob blUited our some advice: "This ,von'r feel like your nor.. mal Wills Wing. It has lighrer bar pressure in pi,ch, and irs easy ro fly coo fast. If you notlcc you can't hear your vario ,vhile thcrmaling, put the b,serube back out at your eyeballs md you'll get a bct1er dimb."

So off I ,vent. Sure enough. after five minuccs or so I nociccd ,hat I couldn't hear the vario while ,hennaling. I looked at the airspeed indicator (it comes with the glider) and it was showing 35. I e,scd rbe bar back out ro my eyes, slowed down 10 22, m d, behold,

Thad a vario again! play a key role in the I for about whole saga. These minutes and had folks, as you probably know, use a computer hours wonh of fun. I network called the never really wired into Internet to disseminate it, but l certainly put it "information" for and th rough its paces. only reaction was awe to wide at light and cxhilararion. At other individuals on speed, rny helmet lifted rhc systcrn. The only prnblem is that any off my head! Just as Mike had s;1id, you pinhead can dispatch could go whistling any information. The along, straight and lev-information can be, and very ofren is, inacrhrough inc ther-curate, exaggerated, mals at 70 mph. It opinionated, bizarre, turned climbed unqualified, unverified, differrnt. well and libelous, and, on occaThe LID seem sion, outright dangerto ous. (I've had studems hold constant well into range, up to Ryiln Voight; /'vu>N,mnout the come to me with the ribs of"Prototype 7. "Photo by Ami Voight. rhi ngs they "heard" on or past mph! Holding :1 of rhe net tha I made me shudder.) Apparently, when netheads read was a joy, and with the bar positioned at my the design made an awesome opening statecollarbone a long race w goal would be a ment. As a result, sales were off to a brisk what- pinheads report, they believe it! Then breeze. they go to their local flying sites and pass it start, wirh ,ill of Wills Wing's loyal fcJllowers on. It's truly a serious problem, became the With foll knowledge that anything less scrambl to get their names on the everthan a mfr top Lrnding would greatly infamous production list. net is influencing many unsuspecting pilots reduce my chances of ever sniveling a ride As customers began receiving and flying in a major way. I'm here to tell you that you on a factory again, I turned downtheir new 154's there was an interesting have to treat the Internet like a comic book. fr's often no more than cnrcnainmem and wind and committed to a crosswind top reaction by some they didn't like them! landing. 'I 'he glider did what I told it to, I'll have ro admit that even l was surprised gossip, so if you don't personally know how ground-effecting quite a way uphill and when l flew one on my home rurf in reliable the source is, assume that the infor.crosswind on the and as I flared it snotty air. It jusr didn't feel like a Wills mation is rumor at best. With more than a little help from the placed me square on my f<:et, about five Wing. Historically, Wills Wing gliders bad a netheads, the RamAir became quite a dis-paces behind where l had l:rnnchcd. l looked over to where Mike had bcrn break very similar-handling quality from design to cussion topic, not only among owners but down some other tcs1-fligl11 gliders, and Jumping from a Harrier to a Duck, within the entire flying community. I lie had left, m my land viewed it all as extremely bizarre, since ! even to HP's and Sports, Wills Wing Dang! pilots felt right at home relatively had figured out how to fly the glider and We drove back to the \1Vills factoquickly. These RamAirs, however, were couldn't figure om what the big deal was. In ry and 1 ordered four RamAirs lc>r my shop quite diffcrem. They were very easily flown April of this year, at the first points meet (well, three for the shop and one for me). since the U.S. Nationals, Jim I.cc took first too fast and seemed to prefer steeper bank Fast Coast Championships in a angles while thcrmaling. Compared to an place at HP AT, which was qnitc easy to fly VG RamAir. The mmor mill actually quieted down a bit, although the ncrheads were still tight (lever down), the Rams were considerdwelling on their favorite topic. ably VG right. I know lots of pilots, including myself; who flew AT's VG tight As mentioned, Wills most of the time. Not considering the Ram/\ir's greater range of VG travel, some strategically released the Ram/\ir a few days before the 1993 Nationals held in pilots perceived rbe glider as stiff by comI ,:ikcvicw, Oregon. Even wirh several days parison when flown foll right. 'These com· On May J Wills Wing gave the netbined fi1ctors required a longer (rime-wise) of problems and flying technique heads plenty to work with: they temporarily readjustments, the fimr top places in the cmve to become comfortable flygrounded rhe RamAir 1'5/i. As briefly ,is meet went ro pilots flying RamAir l possible, I'll describe rhc events rhat led to the new glider. The fact that not every-Although they had tried, Wills Wing one came away with rave reviews after their this. missed the glider at the world was the beginning of pan Earlier rhar spring, over a period of a few weeks, there had been three reports of l meet one month earlier. (That would have of the "RarnAir controversy." IL!mbling in F.urope (two since In been interesting!) Needless to say, however, Ar this poi111 rhe "nctheads" began to

HANC GIIDJNC

one inciden1 the glider f:.1iled structurally when tbe pilot hit the control har. As a result, the Gennan DFIV ccrtillca tion organization retested the 154. They verified that it met their standards both VG and VG tight. They then tested :u several intermcdi,uc settings, and found some at which the glid-er did not pass. at VG tight not been a requirement of either the DHV or the HGMA standards before this, it had The author ff1r,r111,,11nur over Ellenville, NY. not been normal prac· tice to do such testing. Wills Wing modified a with some ing them all back (definitely not). Pilots ideas they thought would help it pass the were giving them away (not yet). Yeah, the DHV pitch standards, and went net sure gave pilots a true perspective of the out to test it. During this testing they also situation. retested what they thought was the stock 'Il1e reality of the situat-ion was: two verconfiguration, and got results showing nonified tumbles of unmodified RamAirs in compliance with HGMA standards. They Europe, and none on this continent. After grounded the glider immediately. the modification, l know of two verified The project then shifted to regain-inversions of modified 146 RamAirs (one in ing J IGMA compliance. After reexamina-· the roll axis) and none of modi/Jed I tion of the test glider, and returning it to but f also know of a gaggle of other manuthe actual stock configuration, Wills deterdesigns tumbling. There is now mined that the stock glider did pass an ongoing effort to gather accurate inforHGMA standards wirh full loose and frill mation on tumble incidents, and I will tight VG, but that there was one middle dcfor the discussion of tumbling certified VG at one leading edge sail tension gliders to those involved in the "build a two data points fdl below the tumblc--proof glider" debate. minimum curve by about two pounds of control bar force. Civcn the reports tumble incidents, and rhe need to meet DHV requirements as well as HGMA requirements, Wills decided to develop a I find it odd that safety through compliretrofitablc ification which would ance became such a big issue. Some very make the glider pass hoth sets of standards, popular gliders in this country are uncerrifrin all VC settings, by an increased rnargin. ablc. Others just aren't certified for whatevAfterwards, they contracted with Mark er reason. Competition hillsides worldwide West to verify their test results of the modihave been littered with tumbled gliders fied configuration 011 his test which he did. built by manufacturers who build far fewer Meanwhile, the ncthcads were having a units per year than Wills Wing, yet pilots field day. They reported Ra,nAirs of both still fly Lhesc designs. sizes falling ou I of the everywhere, with l have flown RamAirs in plenty of turdead and mangled pilots galore. Jim Ice bulence, and I can certainly say that I've supposedly tumbled one in the World Meet flown gliders that felt unquestionably less (the RamAir wasn't released yet). The stable. Whatever the reasons, it seems to me HGMA reportedly mandated that the glidthat the magnitude of the hysteria was way er be grounded (not). Wills Wing was buyout oflinc.

NovEMBFR 1994

The modifica··· tion kit that Wills Wing provided to every owner included a new root batten reflex curve, a new CG for-· ward adjustment, a different luff line compensation adjustment, and a new set of bifrir··· cared luff lines Bifurcated, a favorite new word mine, refers to the splitting of a pair of lines into four lines. Two luff lines serving one wing divide midway, so as to connect to the trailing edge in four places. Obviously, the intended result of a much more compliant pitch curve was realized, as verified by gobs of certification at many VG settings. Surprisingly, the modification also resulted in some very pleasant (albeit accidental) improvements in the glider's handling qualities, with almost no detectable deterioration in performance. (]'II discuss this later.)

On launch you'll notice that the glider needs to be held at a slightly higher angle of attack than previous Wills Wing gliders. When you hold the nose too low, the glider gets heavy. My understanding is that this is a function of the high-speed airfoil. Otherwise, it launches like a hang glider. The lieaviness of the glider lbs.) is a non-issue because of the good balance (although it's a bear in the bag). Once airborne, the "new" I has a foir-· ly conventional foci. VG foll loose affords light roll prcss11rcs with a reasonable roll rate. My personal preference is some engagement (at least one-third) most of the time. 'This takes away what I call an "overly good" handling, and makes the glider tum only when you tell it to. Cone is the tendency (of the unmodified 1 to bank steeply in thermals. 1n addition, the glider has a greater tendency to find trim, or to say it differently, it is less

vc;

easily flown too fast. My hunch is that the reflex in the root battens gave us these neat benefits, although I'm not sure how. Thermaling these things takes some practice. What you have to practice is the art of doing as little as possible. Set the bank, and try to be a bag of cement. If you're not used to flying this way (if you're a high-sider, or like to push out a lot, for instance) this is a tough new discipline. But as an ex-high-sider I'm here to say that these things will go around flat and effortlessly - if you let them. If you are presently flying a modified 154 and it's not handling as I described, I'd suggest moving your CG forward a quarter inch at a time until it does. Trim tuning on these gliders makes all the difference. In the tighter VG settings, I believe the handling to be better compared to unmodified Rams. In the original design, the inboard luff line went tight early in the VG travel, and engaged more and more with tighter VG settings. Again, I'm not certain, but my belief is that this inhibited the sail from flexing to some degree, hence the better handling of the modified units, whose luff lines never engage in normal flight. The bar pressure of the 154 is still light, about half that of an AT. The pressure builds progressively, unlike the original, but never gets annoyingly high. Landing the 154 is (and always was) a piece of cake. I don't know how or why, but when you flare these guys they stop, stand up on the keel, and plop you on your feet. Flare early, late, downwind, crosswind, uphill, downhill - I've done them all and it's a real comfort to know that this one trait is something you can count on.

much easier to fly the glider effectively now, and thus benefit from its performance. At low speeds, I find the performance to be only very slightly better than an HP AT. We have a very well-flown flying site here in Ellenville, New York, and on the good days I get to comparison-fly with 50 or 60 pilots, many of whom I know well (performance-wise). I have definitely noticed an effective improvement in sink rate and climb since the modification, which I'm sure is partly due to the new user friendliness. I am, however, totally convinced that the actual sink rate improved some. At higher speeds (27-40 mph), the performance advantage of the RamAir concept really shows. I notice "the puff" kicking in at around 27 mph, and truly believe the idea works. If you've ever raced side by side with a "regular" glider, and noticed the compressed, caved-in look of an unpressurized wing at 50 mph, you can relate to the merits of pressurization. We get conditions here in the East that lend themselves to high-speed comparisons: wonderwinds, with smooth winds aloft often in excess of 35 mph. On these days, the RamAir pilots are laughing! They're not just getting considerably higher, but maintaining the ability to move around as well. Forty miles per hour is a usable speed in a RamAir. By comparison, the RamAir performance at speed is obvious. At the lower end, the edge is more subtle. It is noteworthy that the 154 flown by Rob Kells won

CONCLUSIONS Obviously, I like the glider. I had to adjust a bit, but I like it a lot. Is it the glider for you? I don't know. If your style of flying is mostly boating around, getting high and landing in the LZ, you shouldn't be looking at any company's high-end glider. A Super Sport (another of my favorites) will do everything you want and need, and make you look good to boot. But if performance is a big consideration and you're shopping the high-end gliders, you really need a demo flight on a RamAir. They're safe, stable and strong, and the experience will be eye-watering. With its most recent victory (Chris Arai's first place finish in the 1994 U.S. Nationals), I have to wonder how long it will be before we see pressurized hang gliders from other manufacturers. Until then, I believe this glider's got the edge.

P. S. I guess I'll apologize now for any nethead feathers I may have ruffled. I'm sure that some ofyou already have your pens in hand, but it is not my intention to instigate a debate about the Internet. My sentiments are sincere, but ifyou use the net intelligently you can rest assured that my comments were not directed at you.

the

PERFORMANCE Here is one area where I don't think there can be much argument. I'd put the glider up against anything out there right now, and bet the farm on it. RamAir owners had a justified concern about the modification and its impact on performance. From what I can tell, if there is any significant negative impact, it is only at the extreme high end - say, above 60 mph. While the reflex in the root seems intuitively to be less than optimum performance-wise, perhaps it is no worse than an engaged luff line. The increase in user friendliness can be viewed as a performance gain in itself. It is

the 1994 LID meet at Morningside Flight Park, which is by design a minimum-speed LID contest.

DROGUE CHUTE • • • • • KEEL ·ST AB IL I ZED DROGUE Pf.RAO-UTE

Significantly reduces glide path Increases ability to land in tight LZs Allows straight-flight glide control Eliminates low altitude maneuvering Perfect XMAS present for that special someone THE HANG GLIDING CENTER P.O. BOX 1049 LAKESIDE, CA 92040 (619) 561-1009

HANG GLIDING

Dontlt Bosch l1mding at goal with fullflaps. Photo by Brirm Porte1'.

•

I II

he European Championships (Class I Delta) and the European Cup (Class H Rigid Wings), were completed in splendid weather conditions in southeast France near L,u.<1;,,uc, after an unusually stormy qualification week. During qualification, weather allowed only two rounds before the cur

in Class I, but miraculously improved

Britm Donat Bosch, l,iechtenstein, second; Noel Bertrand, All three pilots flew Swifts. NoVEMBrn 1994

with cloud base sometimes reaching 13,000' during the final six days of flying. In Class l, Tcimas Suchanek won by only two points, scoring 6,300, ahead of' his eternal rival Manfred Ruhrner. The team results were: Austria, first; France, second; Italy, third. In Class J [, Swift co-developer Brian Porter clearly dominated the event, particularly on the last clay when he posted a ;35.8 mph avernge speed which exceeded his nearest competitor's speed by 10

mph. Donat Bosch from Liechtenstein placed second followed by Noel Bertrand of both flying Swifts. The field included six Swifts: three United Statesproduced Bright Star Swifts, and three Belgian-produced Aerian Swifts.

The Class fl competition represented a landmark in hang gliding competition,

being the flrst international rigid gather· ing in many yc;1rs. The Class was open to all comers, and in all, flve countries were reprcscmed.

when his July 2 Hill was drawn.

s of]llly 31, was visited hy 116 pilots, and competition for the month's $ I 00, generously donated Lakeview I Motel, would be tough. British Columbia had two pilots entered and l O U.S. states were represent· ed, 75%1 from Califi:1rnia and Wills had 41 gliders represented, Pacifk Airwavc UP 11, Moyes 8, Sensor 5, Axis 1, 13 unknown, and paragliders. Reports were received from 36 pilots for l 02 valid flights, totaling an outstanding 3,088.16 miles, ;ivcraging just over 30 miles per flight! Not bad, since 39 of those l 02 flights were between 0.1 and 8.0 miles! Ramy Yanetz managed to hang onto first place for Besl July X-C with his July I I miles, winning the I.akevicw Lodge Motel $100. 'lcrry 'faggart was sec· ond with 115.0 miles from Sugar Hill 011

July 4. On August 6 we conducted the month's random drawing. Rick Altig, of Boise, Idaho, won the donated by the

'Fwo of the four months are completed, with nearly 3,575 miles flown by just 39 reporting pilms our of 116 registered. So where arc the flights by the other Tl pilots? Arc the outstanding totals racked up hy some of the 39 too inrirnidating? 'foo had, as we'd sure like more, if not all, rcpo r 1-cd. the battle for the overall $200 Greatest 'fotal Miles award for JuneScptembcr, generously donated by Thorron's Drugs, is only just started with 'lcrry 399 miles (164 in June :md 235 in J11ly). Not bad, considering his June 2 pre-registration flight of 27 miles docs not counr. Ramy Yanctz, of Mt. View, California, is second with 36 l miles, flown just in July on seven flights. Philip Ray of Mill Valley, California, is still hanging onto third with his July l ·3 total miles. Ray Berger of

Beaverton, Oregon, is fourth with 206.4 miles. Jim Spiering of Forest Oregon, is holding onto flfrh with 187.2 miles in June and l l in July), until Ken Strong of Portland, Oregon, knocks off an August I 51-milcr, bringing his now flfi:h--place total up to I 92 miles (with his July 141). And I wouldn't count out Portland, Oregon's Mike Rabe, who led August 1 with a super 92-miler. "Mad Dog" has rnany Oregon flights over 100 miles, and may well want the state record hack. Northern Oregon pilots are doing very wdl so far. Another notable, John Eiden of Eagan, Minnesota, sets ;i new unofficial record of miles from Fladley Butte on July 15, but still needs launch and landing tu res for it to count for the season. He apparently h;is broken Don Clark's July 7 :%-miler record from there. Both flew southeast, with Don landing at Ilumer's LZ and John continuing to about frrnr miles north of New Pine Creek. This is a very tough route. Mike Stevenson, of Medford, sets a new record for 'fag11c's Butte on July Ii with 30.86 GPS miles, going north, and Ken Strong says he has Oown 20+ miles from Doherty Slide, although l haven'1 seen the flight report form for ir yer. That would rnakc a total of four records at seven sires. We strongly cncour:ige pilots visiting Lakeview to consider patronizing rhe sponsoring businesses, and th;ink rhern for their support. Also, keep in mind the season--long Lakeview sponsors, who donate a variety of services such as photocopying and rnailing. 1'hesc include Lakeview Chevron, Stringer's Winery, Pacific Power ;ind Light and Moss Distributing. Visiting pilots should also keep Lakevicw's BlG air in mind. Please remember that Lakeview is desert country, often very hot, with rugged mountains and sometimes monster air. It may not he like the Owens, but it is still quite capable of smiring the unwary. YtlU c11n be tum· bled there. Please enter the events for the scarch,-and-rescuc and emergency notifica·· tion informalion. DON'T Fl Y ALONE, and use good radios and gear, a foll-face helmet, ere.

I 11\NC GLll)INC

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lnstrun1entation

The 0111/Jor in faght wirh the Trimble GPS uni< Pho"' by Larry Tud,,r.

y firsc experience ,vich a CPS (Glob•! l'osi1 ioning System) in con1petition ,vas at chc "Meecing

~tonte c;.-,.ippa" in Bassano, ftaly lase spring.

-rhis ,va,s my first competition in Italy ai1d l 1 ,,'a.~n t fumj]j~u- ,vith the area. Since J \va5 the

only one Aying with GPS it crtaccd a lot of excicen\ent.

Photographers

from

Drarhen/Jitgcr, Vol Libre, and Delta & Parapntdio magazines all wanted shots of n1c

progranuning che unii. The hm day almost everyone went down ai ,he first tumpoinc, inducfu,g myself. Th<:r< was some relief on chc pan of ,he other pilocs chai my secret weapon didn't help me, and [ was asked if I was scill going to lly wich ir. I HANG Guo,~

smiled and said, "Of course." During the following rounds, the GPS gave me the confidence to fly ahead of the pack with no worries about getting lost. I still had to follow the mountains and lift like everyone, but didn't waste any concentration on navigatmg. In the final round the Trimble paid for itself. As I was returning from the last turnpoint toward goal, the GPS was showing that I was getting a 13/1 glide between thermals. As I climbed in a weak lift near Monte Grappa launch I realized it might be possible to glide to goal from there. I switched to the Vertical Navigation Screen and continued climbing until it showed I had goal on a 10/1 glide. I could not see goal as I left the thermal, since it was 12 kilometers away and visibility was only two kilometers and hazy. The GPS kept me on course within a few degrees and I arrived at goal with enough altitude to burn it in. The pilots who were with me in the last thermal watched me disappear in the haze and continued downrange for two more thermals, arriving 20 minutes later. My glider was already packed up and on the car. I finished fourth in the contest, one point ahead of Thomas Suchanek. The following are some techniques I would like to share to help anyone with a GPS.

COMPETITION Entering Contest Way Points When naming the turnpoints, leave a space before the first letter so you can insert a number later. If you have a task with multiple turnpoints you can go back and insert a 1 for start,

2 for the next turnpoint and so on. The software will look for the numbers first and it will be easy to change turnpoints in the air. I like to enter the altitude for goal at least 300 feet higher than actual. This gives me some safety margin on final glide and helps account for inaccuracies resulting from selective availability (military skewing of the GPS signal). If you happen to be unlucky enough not to mal<e goal you can always amuse yourself by storing your competitors' positions as you drive toward goal. The days of placing a pin at headquarters are coming to an end!

NOVEMBER 1994

10 17.6 8.8 4.4 2.9 2.2 1.8 1.5 1.3 1.1 1.0 0.9

By double clicking on the "Direct To" button (man overboard feature) it is possible to mark the position of a downed or injured pilot and perhaps aid his rescue. If the downed pilot is not directly below, enter his position as an offset of your present position. For example, set the way point two miles and 180 degrees from your current position. The GPS will do the rest and calculate longitude and latitude.

Marking Iimzpoints and Goal Crossings It is a good idea to take a position fix at the

TRIP COMPUTER

Position Quick Fix to Aid a Downed Pilot

start and finish line. When you take a position fix, the exact time and location with altitude will be saved. This is helpful if the timers miss your time or confuse you with another pilot. If the Flightmate Pro GPS is configured for Greenwich "Zulu" time, when you save your position the exact time is stamped to the position fix, and if any information is altered the message "Data Modified" appears at the bottom of the screen. This makes it perfect for

Ground Speed MPH 40 60 70 80 30 50 52.9 70.6 88.2 105.8 123.5 141.1 26.5 35.3 44.1 52.9 61.7 70.6 13.2 17.6 22.1 26.5 30.9 35.3 8.8 11.8 14.7 17.6 20.6 23.5 5.9 6.6 4.4 8.8 11.0 13.2 15.4 17.6 7.1 8.8 10.6 12.3 14.1 3.5 5.3 4.4 2.9 8.8 10.3 11.8 5.9 7.4 3.8 8.8 10.1 2.5 5.0 6.3 7.6 4.4 2.2 6.6 8.8 3.3 7.7 5.5 2.0 2.9 4.9 6.9 3.9 7.8 5.9 1.8 2.6 4.4 6.2 7.1 3.5 5.3

20 35.3 17.6 8.8

Judging Start Ta1p Time At the Sandia, New Mexico meet I was confused about judging when to head for the start tarp. When I left early I had to orbit in sink while waiting for the tarp. If I left too late I would be playing catchup with the pilots whose timing was better. I had the time on my Flytec vario, my watch and the time screen of the GPS. None of these helped much because they were difficult to access, and each day we had different wind conditions. Then I realized that the Estimated Time of Arrival (ETA) on the Nav screen would tell me exactly when to leave so as to arrive at the start tarp at the moment of opening. It was so simple. I set the start tarp as the way point. If start was at 1:30 PM I would fly around as normal until the Estimated Time Of Arrival (ETA) showed 1:30, and would arrive over the tarp exactly on opening. The GPS computes your time based on ground speed and distance, and this will be accurate for any wind speed or direction.

Real-Time LID Table Sink Rate 50 100 200 300 400 500 600 700 800 900 1000

verification in contests or setting records.

Quick and Easy Wind Speed and Direction The Trimble has a feature for calculating wind speed and direction, but it is not easy in a hang glider. The easiest and most accurate way to figure wind speed is to reset your trip meter when entering a thermal, and pausing the trip meter before leaving the thermal. This would give a reading accurate to one degree and one-tenth of a mile per hour. After a month of flying in Hobbs, New Mexico, it appeared that the GPS would give a wind reading within one mile per hour at several intervals during the day. I was also getting the identical information as the sailplane pilots who used GPS.

FINAL GLIDE Final Glide LID In the Vertical Information Screen of the Flightmate Pro you have the glide remaining to your goal. This is very helpful in deciding when to exit your last thermal and in judging your real-time glide. A nice feature of the new Flightmate Pro is that it displays the descent rate you need to reach goal. Thus, if you are flying 50 mph and the sink rate on your vario is 400 fpm, the GPS will prompt you to fly faster or slower.

Judging Real-Time LID One of the most valuable features of the GPS is its ability to give you real-time LID. The accompanying table will give you your exact real-time LID from your ground speed and sink rate.

which side of the road you are on. The other benefit of Distance Made Good is that you can know in real time exactly how far cross-country you have gone. On long record flights you will know early on if your average speed is enough to complete the record before dark.

Cross-Checking Altitude on Final The GPS needs to receive signals from four satellites for altitude calculations, and sometimes the altitude information won't update with the position information. This gives you the impression that your glide is improving toward goal. In the Vertical Information Screen the altitude is displayed, which should be cross-referenced with your altimeter. I like to enter the altitude for goal as 300 feet higher to give a margin for error and to allow crossing goal with enough altitude to set up a safe approach.

ETA for Info;ming Goal Keepers ofCrossing Time With the Estimated Time of Arrival feature it is easy to report to goal keepers when you are going to cross.

CROSS-COUNTRY Range and Bearing for Quick Driver Info One of the best methods of informing your driver of your location is to relay Range and Bearing. Simply reset one of the Trip Meters at the start point and the "Good" (Great Circle Distance) screen will read out your distance and direction. Consequently, if your driver has a GPS or is competent with a map, he can know whether he is ahead or behind you and

ential GPS. Basically, a receiver or base unit which has a known precise location calculates the SA and rebroadcasts to compatible GPS receivers. This can ensure accuracy to within one meter. A company by the name of DCI is marketing a small pager device which is connected to a GPS with an input port, and receives a signal which is sent out on a sideband frequency on a local FM radio station.

SETUP ON THE GLIDER Variometers Combined With CPS Bracket and Placement The Trimble comes with a clip and yoke mount. The clip can easily be pop-riveted to a Flytec bracket to mount securely on your basetube.

Battery The battery pack that comes with the unit uses four M batteries. This is good for about six hours in "Power Save" mode which uses a four-second update. I have found this pack to be anemic at low temperatures, and I prefer a one-second update. Therefore, I use a 12-volt, 2.3 amp-hour rechargeable battery which is available from LeaTec in San Diego, California. It is the same battery commonly used for cellular telephones. I mount this on the basetube with the GPS. It is also useful after I land because I can use it to power my radio to five watts.

ON THE HORIWN Differential CPS There is a method of defeating the selective availability (SA, or skewing) known as differ-

.Many variometer manufacturers are now working on the next generation of vario which will be integrated with a GPS receiver. The advantages will be many. With a simple formula, speed-to-fly could be calculated exactly, independently of the type of glider you fly. Wind speed and direction could be instantly available, greatly aiding landing safety. Barographs could store location in addition to time and altitude. If integrated with existing moving map software you could have a visual representation of your flight. Databases of house thermals or cross-country routes could be stored in the computer.

CONCLUSION Of all the instrumentation available for hang gliding, the G PS offers the greatest amount of useful information. Imagine having access to billions of dollars of technology and hardware for under $900! GPS will also prove to be an important safety device, giving rescue crews your location in case of emergencies, or marking the location of other pilots who ~ land out or crash. ~

GENT 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 themy, '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 December 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! 36

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 count1y 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 510-531-5318 fax 01· ask youl' dealer.

HANG GLIDING

points. If the pilot has a GPS unit, all he or she needs to do is give the coordinates to the driver. The driver then looks them up on a road map and not only sees where the pilot is, but can see the road layout and how to get there. We found that this process worked very well. On one particular day we even dispensed with the road map since one of the pilots with a GPS had already been picked Russ Locke up. We just turned the unit on in the truck and drove right to the second pilot. I did have one problem that I should mention since I found a temporary ast spring, Trimble Navigation 11 solution to the problem. Trimble says Ws now obvious to me that offered to lend me one of their the unit will operate for about eight GPS (Global Positioning there are enough pilots using hours on a fresh set of batteries. System) units. Previously, I had viewed CPS in competition that those However, I found I was getting a low GPS as an interesting tool, but not necbattery indication after about 1-1 /2 to essarily worth the expense in terms of not using it are operating with two hours of operation. I later discovits usefulness to the average hang glider a handicap ... Given what I saw ered chat the eight hours was a good pilot. However, I quickly accepted their number, but at the altirudes we were offer for two reasons. First, I was headin Albuquerque, it's only a flying (more than 18,000 feet on several ing to Albuquerque, New Mexico to matter of time before the days - the FAA cleared us to 23,000' compete in the Sandia Classic, and everyday cross-country pilot in the Albuquerque area), the temperathought the GPS might be useful in ture made the batteries sluggish (froze finding turnpoints since the site was has added CPS capability to the hose on my water bottle too!) and new to me. Second, as a meet organizer 11 his flight package. the GPS circuitry interpreted this slugI was interested in the possibility of gishness as weak batteries. At one point using GPS as a replacement for camI even had the GPS shut off automatieras. The international sailplane comcally. What I used as a work-around was to shut the unit off and munity is actively working on just this process, and I hoped to not use it continually. I found it was fairly easy to get the informamarry their findings with my own personal research. My experition I needed and leave the unit off for 15 or 20 minutes until I ences in Albuquerque have significantly changed my attitude needed some more information, and then I turned it back on. toward GPS and I have come to realize that it's a lot more useful to the average pilot than I suspected. In fact, I now believe that it After the unit took a couple of minutes to get a satellite fix, I looked at the new data, got my bearings and then turned it back will become a standard tool used by most pilots who fly crossoff. This was a simpler process than it sounds like, since when counny, whether or not they are in a competition. turned on automatically the Trimble unit comes back to the same When I picked up my "loaner" from Trimble, I found their place it was when turned off. There are also other solutions to chis marketing representative, Matt Trask, to be surprisingly knowlproblem chat I haven't had the opportunity to evaluate. Matt t.ells edgeable about our flight operations and how GPS could be of use me that I can use Eveready Lithium batteries (at approximately to us. It seems that Larry Tudor has done a lot of direct work with three times the cost?) and not have this problem. I also know that Matt and in the process educated him about us. It was refreshing Lar1y Tudor has abandoned the battery pack altogether, and uses to deal with someone who didn't roll his eyes when I explained an external gel cell which also allows him to increase the sampling that we actually get higher than launch. Matt was very helpful and showed me all the modes and capabilities of the unit. Of course, I rate of his unit, making it much quicker to respond. As I previously mentioned, I was surprised at how many of the immediately forgot them five minutes after I left his office. pilots in the Sandia Classic already had GPS units and were fairly However, that turned out not to be a problem, since somewhere adept at using them. It's now obvious to me that there are enough around half the pilots competing at Sandia had GPS units (most of chem Trimble), and between Pat Page, Nathan Whelchel, Lariy pilots using GPS in competition chat those not using it are operating with a handicap. It was interesting to listen to how some of the Tudor, Dave Seaburg, Chris and Tim Arai (thanks, guys), I was others were using it to calculate everything from wind drift to reeducated on a daily basis about how to use the unit. As I expected (hoped?), the unit was ve1y useful in navigating glide ratios. Given what I saw in Albuquerque, it's only a matter of time before the everyday cross-counny pilot has added GPS capain the air toward a turnpoint I was unfamiliar with. At any particbility to his flight package. ular time I was able to glance at the unit, see the direction in Now, what I'd like to see next is a vario, altimeter and GPS which the turnpoint I goal lay, and how far away I was to the unit in one package. I suspect someone is already working on it. It tenth of a mile. This was particularly useful when I decided to wouldn't seem all that difficult to do, although licensing and jump off course line to cake advantage of the terrain (thermal genpatent situations are probably bigger hurdles than putting all the erators). circuit boards into one box. Once someone accomplishes that, the However, when used as a tool to locate a pilot on the ground, next step will be integrating the circuitry to utilize one display. For the unit really shines. In the past we've always tried to use visible those of us unwilling to wait, putting an extra box on the landmarks to describe a landing area to a driver. This becomes downtube or basetube is no big deal. :i.il.1 more difficult over flat areas away from mountains and high

More On GPS by

r;J

NOVEMBER 1994

A Simplified Analysis of Tumbling Motion by Stephen J Morris

Wind Tunnel Data NACA 0012 Airfoil

3. Drag coefficient

tephen Morris works as a Research Associate in the department of aeronautics and astronautics at Stanford University, specializing in aircraft design and aircraft stability and control issues. He has a PhD and an MS degree from Stanford in aeronautics and astronautics and is one of the designers of the Swift foot-launched sailplane. He has been flying hang gliders and has been a member ofthe USHGA for 15 years.

,. 0. - 1.

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100.

200.

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DISCLAIMER

Angle of attack (deg)

The ideas and concepts presented here are for research and discussion purposes only. This article is not intended to be a recipe for teaching pilots or designers how to avoid tumbles .

Wind Tunnel Data NACA 001 2 Airfoil

1.0

INTRODUCTION .0 Pitching moment coefficient (about quarter chord)

-.5

-1 .0

100.

200.

300.

400.

Angle of attack (deg) Figure 1: Wind tunnel data used in the aer~dynamics model. Shaded area indicates region where aircraft operate most frequently. Remainder of data is important for predicting stability outside of the normal flight envelope.

Many pilots have experienced strong turbulence that has rolled or flipped their gliders completely over. Obviously this situation is quite dangerous, since the glider may continue to flip over repeatedly until structural failure occurs or the pilot deploys his chute . The factors that determine whether a glider will sustain a tumbling motion, or recover on its own with minimal pilot input, are currently not well understood . This problem does not seem to

plague other members of the aviation community, such as sailplane pilots, even though their aircraft have been inverted by turbulence. What factors influence the tumbling motion of hang gliders, and why are hang gliders so much more susceptible to rumbling than sailplanes? This article will attempt to answer these questions by using a numerical simulation that is capable of predicting tumbling motion of a simplified tailless design. The results of this analysis show how hang glider design and piloting technique might be improved to reduce tumble susceptibility.

THE METHOD In order to design safer hang gliders it would be useful to have a method of calculating whether a particular glider design is susceptible to rumbling. The fact that most hang gliders have flexible wings which can deform significantly under aerodynamic loading makes the analysis of rumbling difficult to carry out. A proper treatment would require extensive information regarding the glider's geometry, frame flexibility, exact sail cut and sail cloth properties, etc. The possibility of numerically solving for the tumbling motion of a real hang glider seems remote, but it is possible to predict tumbling motion of an aircraft with a simplified analysis method that shows the general trends for key parameters that influence tumbling. The motion of an aircraft can be calculated using a computer to numerically solve the equations of motion in time. These equations predict the motion of an airplane based on Newton's laws of force and acceleration (along with torque and angular acceleration). The motion is assumed to take place in an imaginary vertical plane, so that rolling or yawing of the aircraft need not be modeled. Given an initial starting point (or initial state) the solution of the equations is marched forward in time by a process called numerical integration, which properly accounts for the changing forces acting on the aircraft as the motion develops. These forces are assumed to be gravity, aerodynamic lift and drag, and aerodynamic pitching moment. The most challenging aspect of calculating the motion is the estimation of the aerodynamic loads as a function of the aircraft's velocity and acceleration. The aerodynamic model used here is based on wind tunnel data 1 for an airfoil section over a full

360° angle of attack range (Figure 1). These data contain lift, drag and moment estimates for the aircraft based on the instantaneous angle of attack during flight. The torque due to pitch rate is calculated using a specified pitch rate damping coefficient which is assumed constant. Real hang gliders have varying pitch rate damping, which depends on the exact shape of the wing for each flight condition and the motion relative to the air. Precise damping estimates for a real hang glider are beyond the scope of this simplified study, so the influence of pitch rate damping is studied by varying the average value of this parameter and seeing how it affects the aircraft's motion over a range of values. Cases studied were chosen to have the same wing loading and pitch inertia as a typical hang glider. The drag model was adjusted so that the LID matched typical hang glider polars. In the simulation, gliders are "released" at a prescribed initial state and then the motion develops with no input from the pilot, that is, the center of gravity (CG) does not vary during the simulation. At this point it is appropriate to define what tumbling is. Tumbling is a self-sustaining rotational motion about the pitch axis in which the glider completely turns over and the angle of attack varies a full 360°. Different initial conditions may start the motion (such as a strong gust or a whipstall), but once started the motion is selfsustaining. A glider to flipping upside down as a result of strong turbulence does not necessarily constitute a rumble. When the turbulence stops, the glider may right itself and continue normal flight, which is not a true rumble. If the glider continues to autorotate then true tumbling has occurred. In order to understand tumbling it is important to distinguish between the aircraft's motion when driven by strong turbulence and the aircraft's unforced motion. Turbulence may provide the impetus for a tumble, but once it starts the turbulence is no longer needed to sustain it. In the cases studied here the glider is released at zero airspeed with its nose pointed straight up. This mimics the condition of stalling at the top of a loop, a condition which has resulted in tumbling even in still air. Other initial conditions which result in tumbles will be discussed later. The simulation is not an accurate representation of a flexible hang glider's aerodynamic characteristics because the explicit dependence of lift, drag and moment on

airframe shape and distortion are not modeled. The simulation is, however, an accurate representation of a simpler system that consists of a rigid rectangular wing with a prescribed amount of pitch damping. Anyone who has played with a rectangular note card knows that if released these cards will autorotate to the ground. This simpler model of a rumbling aircraft is a good place to begin studying this complicated motion and its causes. The motion of the tumbling card and the rumbling hang glider are driven by the same aerodynamic effects, although these effects have a different dependence on the configuration geometry. For example, we shall see that tumbling is strongly influenced by pitch rate damping. For a rectangular rigid wing, damping varies as a function of chord width and CG location. For a hang glider, damping depends on sweep, taper, frame flexibility, sail tension, luff lines, washout rubes, CG position, etc. Even though we can't easily model a hang glider's pitch rate damping we can still study how this term affects tumbling, and therefore gain insight into how to make gliders more tumble resistant. In the simulation the chordwise location of the CG and the dimensionless pitch rate damping are varied to show the dependence of tumble susceptibility on these parameters. For a hang glider, varying the CG position is analogous to the pilot pulling in or pushing out on the control bar to trim at a new airspeed. Extreme changes in CG location mimic what happens if the pilot releases the control bar and falls onto the sail. Va1ying the pitch rate damping is similar to changing frame stiffness, sweep angle, or sail tension, etc. Static stability (SM) refers to the amount of pitching moment change (about the CG) for a given change in lift. If the moment changes such that the glider returns to a trim setting then it is statically pitch stable. Static pitch stability is determined by the location of the CG relative to the aircraft's aerodynamic center (AC) or neutral point. For a rigid wing glider with aerodynamic controls, stability is obtained by placing the CG ahead of the AC by an appropriate amount and then trimming the aircraft at the desired lift using control surfaces (elevator or elevons for example). CG position is analogous to the pivot location on a weather vane, which if located behind the vane will lead to an unstable situation. It is important to understand that the pivot (or CG) location determines the aircraft's stability, and the elevator setting produces continued on page 42

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continued from page 39

the torque necessary to hold the life the pilot stabilizes phugoid Types of Motion When Refeased from Vertical desired trim angle of attack. oscillations by shifting his weight with Zero Airspeed forward an amount proportional Hang gliders work differently than rigid wing aircraft in the way to the change in pitch attitude. SM=-5%, Cmq=-0.5 This is a basic skill learned on the they are controlled because they ~-2.0 first days at the training hill, and rely on weight shift for trim, and this also affects static pitch stability. is often referred to as "airspeed control." For experienced pilots The pitching moment required by the HGMA (measured about the this action is almost subconscious hang point) determines where the and we hardly realize that we do pilot's weight must be to trim the it. In these simulations the pilot glider at a given speed. In the simPhugold Motion with WhlpStalls and Loops never changes bar position, so the Phugold Motion (scaleis1/4thatoftumbledrawing) motion of the aircraft without (scale is 1/4 that of tumble drawing) ulation presented here the CG pilot input can be studied. The position is varied explicitly for different cases, but if we assume that energy exchange between airspeed all gliders studied are trimmed at and altitude that occurs in a the same lift coefficient, those glidphugoid oscillation takes place at SM=-25%, Cmq=-1.0 SM=0%, Cmq=-0.1 nearly constant angle of attack. ers with aft CG locations would Therefore, a wing which is statihave lower pitching moments cally pitch stable (i.e., wants to about the hang point in an hold a prescribed angle of attack HGMA test. This means that more pitching moment (and larger setting) may still experience a seripitch control pressures) result in ous phugoid oscillation even the hang glider's CG being further though the angle of attack motion Deep Stall Tumbling Motion (scale is 3/4 !hat of tumble drawing) is stable and unchanging. Figure 2 ahead of the AC at a given speed, shows an animation of the and is therefore more pitch stable. Another way of explaining this is phugoid mode as predicted by the Figure 2: Various types of motion predicled by the compuler simulation. The computer simulation for gliders to imagine the following experihang glider is represented by the triangle with control bar below. All cases start with glider vertical and zero airspeed and the scales of the drawings differ. with different pitch stability. ment: Let's say you have a glider with low pitch pressures over a As pitch rate damping is decreased (with SM=l0%) the speed range of 20 to 60 mph, and you note the bar position at several trimmed • Cmo (zero lift pitch moment) 0.05 phugoid behavior remains essentially unchanged, but the time it takes for the nose up speeds. If the glider is modified so that there angle of attack to stabilize at the trim setting is more pitch moment about the hang point increases. This is because the "weather-vanas measured in a truck test, then your next Variables in the simulation are: test flight will show increased bar pressure to ing" action becomes less dampened. trim at high speed and pilot body position • SM = Static pitch stability or static marIf the stability level, SM, is decreased at more forward relative to the control bar. The gin (SM) fixed Cmq (= -2.0) other types of motion (This is equal to the fraction of the wing more fo1ward pilot position is the true determay occur. Initially, the phugoid frequency chord that the CG lies ahead of the AC.) increases and the excursions in angle of minant that the glider is more pitch stable, but this condition was brought about by • Cmq = Dimensionless pitch rate dampattack (and airspeed) grow dramatically as neutral stability (SM=0%) is approached. As ing term changing the pitch moment about the hang point. The pitch moment change indirectly the airplane becomes unstable (SM is negative) the character of the motion changes. At forces the glider/pilot system to be more TYPES OF MOTION PREDICTED SM=-5% the aircraft loops inverted and pitch stable. finds a stable limit cycle trim condition If we run the simulation for a stable, wellupside down at angle of attack between -15° damped airplane (SM=10%, Cmq=-2.0) the RESULTS and -25°. At SM=-25% the airplane trims in a stable deep-stall descent at +80° angle of motion shows the classic "phugoid," in attack. This motion is almost identical to Now for the simulation results. Cases which the aircraft exchanges altitude for airwere run assuming the following fixed parathat observed when a broad leaf falls from a speed in a slow, lightly damped oscillation. meters: tree and oscillates slightly back and forth as is Angle of attack remains essentially constant, and the period of the motion is nine seconds descends vertically (see Figure 2). • Sea-level atmospheric conditions with damping so small that it takes almost one minute for the motion to diminish. For • Gross weight = 250 lbs. Area= 140 fi:. 2 large disturbances, such as the release from THE ROAD TO TUMBLING vertical considered here, the motion can proMOTION • Span= 35 ft. Pitch inertia= 35 slug-ft.2 duce whipstalls as the airspeed drops to near • CG is 3 ft. below the wing The more interesting cases occur as pitch zero at the start of each cycle. The whipstall rate damping is decreased (i.e., Cmq lies in recovery is stable and highly damped. In real

HANG GLIDING

Tumbling Motion Cmq=-0. 1 SM=0% 200. 100. 0. -100. -200. -300. -400. -500. -600. 0.

10.

Time (sec) Figure 3: Angle of attack and pitch versus time for a glider that tumbles. Motion stabilizes after 2 rotations or 3 seconds. Average pitch rate is -300 (deg/sec) and the angle of attack passes through 180 degrees each revolution.

the range from -0.3 to -0.05). Let's look at the case in which Cmq is -0. 1. For large levels of static stability (SM=l0%) the motion is the stable phugoid oscillation previously described. At SM=0% the motion changes dramatically; where the aircraft previously crested at the top of the whipstall, now the rotation continues and the airplane begins ro tumble. The angle of attack cycles through a full 360° and the rotation rate has a mean value of one revolution per second. The maximum pitch rate occurs as the wing passes through zero degrees angle of attack and the minimLUn is at 180° (Figure 3). Analysis of the pitch acceleration shows that the rotational energy increases when angle of attack is positive and decreases when it is negative. Animated movies of the calculated motion show how the rotation slows as the aircraft tailslides, and then abruptly whips around as the angle of attack becomes positive. These results show how the energy feeds into the tumbling motion as the wing whips through the tailslide portion of the motion (see Figure 2). The energy which sustains the motion comes from gravity as the wing falls while tumbling, so no turbulence is required! Because the tumbling motion is a repetitive cycle there is an energy balance, which means that somehow energy is being dissipated at the same rate that work is being done by gravity. The dissipation comes primarily from the pitch rate damping torque which works against the tumbling motion. NOVEMBER 1994

Pitch rate damping (i.e., Cmq) is important for preventing tumbles because it can prevent the rotational energy from maintaining high enough levels to permit self-sustained tumbling. If more unstable cases are considered the results are quite similar; the tumble begins immediately and the rotation rate increases for the more unstable designs. The self-sustained tumble only occurs when pitch rate damping is small (less than -0.3) and static pitch stability is low (SM<3% - Figure 4).

A typical rigid sailplane design with an aft tail may have SM=5% but the pitch rate damping is typically -3.0 or greater, thus preventing the possibility of sustained tumbling. Hang gliders, however, suffer a double disadvantage in tumble susceptibility. First, pitch rate damping is small because of wing flexibility, and second, if the pilot releases the control bar and falls into the sail the CG is likely to be aft of the AC, which vastly increases the likelihood of sustained tumbling. Figure 4 shows the values of pitch rate damping and pitch stability that result in tumbling motion for the cases simulated. Sustained tumbling only occurs in a small region of this parameter space that is defined by low pitch damping and pitch stability. In this study the initial condition for entering a tumble was zero velocity with the nose 90° straight up. Often, turbulence will cause a glider to pitch violently nose down, so this case was also studied. Gliders released with zero airspeed and pointing straight down showed reduced susceptibility to tumbling when compared with those released straight up. When the initial condition was straight down with a large nosedown pitch rate (i.e., 300 deg./sec.) then the aircraft which tumbled from the noseup release would also tumble nose-down. The reason for this difference in tumble entry is that aircraft falling tail first (when released nose up) are initially much more pitch unstable than those released nose down. Consequently, the nose-up cases

Dynamic Stability -3.0

Pitch Stable

-2.5 -2.0 Phugoid Oscillation

Cmq -1.5

-1.0 -.5 .0

20.

10.

-30.

0. SM(%)

Figure 4 : Dynamic motion as a function of static pitch stability (SM) and pitch rate damping (Cmq) as predicted by the computer simulation. Tumbling occurs at low values of pitch rate damping and pitch stability.

develop a large pitch rate on their own just after release, and the nose-down cases need pitch rate provided by turbulence to initiate the tumble. Flying at higher altitudes can increase the likelihood of tumbling by a small amount. AB air density drops with increasing altitude the damping torque due to pitch rate decreases with the square root of the density. This means that at 18,000 feet MSL the damping effect of a glider will be 76% of its sea level value, and the glider is therefore more likely to sustain a tumble.

GETTING OUT OF THE TUMBLE Even for the case of the lowest pitch rate damping (Cmq=-0.05), if the CG is far enough forward the tumbling motion cannot sustain. Simulations were performed for a case in which the glider tumbled, but after tumbling started the CG was moved to SM= 10%, simulating the pilot moving his weight far forward. In these cases the tumbling motion stopped with very forward CG. In real-life tumbles the pilot most likely loses his grip on the control frame, and getting his

innovations that increase pitch rate damping (defined tips, tails, etc.) may reduce tumble susceptibility. Use of such devices will require strong enough airframes to sustain the increased aerodynamic damping loads. Having a more forward CG reduces the likelihood of tumbling as well. This requires more nose-up pitching moment about the hang point over the entire angle of attack range in which hang gliders operate. Bar pressure in pitch will increase, but the glider will handle turbulence better with this extra stability. This analysis shows that there are specific causes of tumbling related to both glider design and pilot actions. Any of us might be flipped over in turbulence someday, but that does not mean we are doomed to enter a sustained tumble. Quick pilot action (weight f01ward and hang onto the bar!) along with some help from clever hang glider designers may significantly reduce the risk of sustained tumbling.

weight fo1ward might be impossible, not to mention that there is the possibility of structural failure. Deploying a reserve chute is still probably the best course of action for tumble relief. Other strategies, such as rolling the glider to avoid being inverted, may also help, but are not considered in this analysis.

WHATDOTHERESULTSMEAN FOR HANG GLIDERS? Any low-wing-loading aircraft can be flipped upside down or rolled over by a large dose of turbulence or foolish aerobatics. What happens after this disturbance disappears is determined by the pilot's actions and some key parameters of the glider he is flying. Weight-shift flex wings are tumble susceptible, because of their low pitch damping and the possibility of the CG moving drastically if the pilot releases the control bar. Rigid wings with sweep or tails and fixed pilot locations are significantly more tumble resistant, and may not be able to tumble in a self-sustained manner. This article does not tell designers which gliders will tumble, but lends insight into the factors that cause tumbling and their physical relationship. Design

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

SUBTOTAL

$_ _ _ __

COLORADO RESIDENTS add 3% TAX

$_ _ _ __

SHIPPING (see chart)

$_ _ _ __

TOTAL ENCLOSED

$_ _ _ __

SHIP TO: (Street address if possible) NAME_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ USHGA#_ _ _ _ _ _ _ __

CITY/STATE/ZIP_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORADO SPRINGS, CO 80933-8300 (719) 632-8300

FAX (719) 632-6417

II Ratings LILIENTHAL AWARDS BRONZE TINA PRITCHETT

X-C FLIGHT AWARDS

Region 6 HEINLEY, KEITH: Yukon, OK; T. Middleton/Soaring Wings Region 7 FRODGE, ALAN: Crawfordsville, IN; T. Hager/Lookout Men FP PETTENGILL, ROBERT: Farmington Hills, MI; H. Carrmill/Skywings SCHULTZ, ERIC: Berley, MI; W. Cuddy/Skywing HG SHORT, DAMANI: Whitewater, WI; B. Kushner/Raven Sky Sporrs

250MILES LARRY STROM

BEGINNER RATINGS PILOT: City, State; Instrucror/School Region 1 BARKLEY, RAY: Des Moines, WA; C. Blackwell BOVINGDON, PETER: Seattle, WA; J. Reynolds/Cloudbase HALL, VALSAN: Seattle, WA; D. Gordon/Adventure Sports LeBLEU, LEROY: Rosenburg, OR; W. Robercs/S Oregon HG LOWELL, ART: Portland, OR; S. Sauerwein/The Sky's The Limit MORRIS, ERIC: Bellingham, WA; J. Fieser/Whatcom Wings NEELANDS, DAN: Olympia, WA; J. Reynolds/Cloudbase PETTY, AMY: Camas, WA; J. Asher/Endless Thermal ROSSISTER, HARVEY: Stanwood, WA; P. Paulmann/Golden Wings SCHMITT, DEAN: Poulsbo, WA; J. Reynolds VMS, CHRISTIAN: Ft Wainwright, AK; L. Thomas/T&L Sales VOSS, DARRELLL: Chehalis, WA; T. Sapienza/Airtime OR WEISNER, CHARLES: Bellingham, WA; M. Lipscomb/Lipscomb HG Region 2 ALLAN, PETER: Vacaville, CA; P. Godwin/Western HG CUTLER, KOU: N. Hollywood, CA; S. Tucker DAVIS, KERRY: Alamo, CA; P. Denevan/Mission Soaring GRAYSON, ROBERT: Slo, CA; C. Rabanc/Western HG KRUPP, JEFFREY: Troy, CA; R. Palvion/Sky's The Limit WATKINS, SCOTT: Meadow Vista, CA; G. Hamilton/Sacramento HG YOUNG, MIKE: Santa Rosa, CA; P. Godwin/Western HG Region 3 ALLEN, EMILY: Santa Monica, CA; A. Beem/Windsports Int'! BERNSTEEN, LYNDA: Seal Beach, CA; D. Evans/True Flight BERNSTEIN, GUY: Encino, CA; A. Beem/Windsports Inc'! HANCOCK, BILL: Garden Grove, CAR. McKenzie/High Adventure JONES, KENNETH: Slymar, CA; A. Beem/Windsports Inc'! MEJIA, MARCO: Redondo Beach, CA; D. Evans/True Flight MUNRO, ALEXANDER: Kahului, HI; R. Glover/Kitty Hawk Kites SCOTT, EARL: Ft Irwin, CA; R. McKenzie/High Adventure Region 4 ANTHONY, MICHAEL: Arvada, CO; M. Windsheimer/Golden Wings CORTEZ, STEVE: Albuquerque, NM; M. Glantz/Big Air of NM DUMING, DAYID: Phoenix, AZ; B. Holmes/Sky Masters DUNTON, STEPHEN: Broomfield, CO; M. Windsheimer/Golden Wings FORTUNA, MICHAEL: Littleton, CO; M. Windsheimer/Golden Wings HANSEN, RICHARD: Roy, UT; T. Webster/UP Soaring JOHNSON, ERIC: Chandler, AZ; R. DeStephens/Zonie HG MAYNARD, TIM: Golden, CO; M. Windsheimer/Golden Wings MAYNARD, DENNY: Golden, CO; M. Windsheimer/Golden Wings RING, GEORGE: Denver, CO; T. Webster/UP Soaring ROBERTS, PHILIP: Salt Lake City, UT; G. Pollock SHANNON, BRIAN: Westminster,CO; M. Windsheimer/Golden Wings STOVNER, DON: Arvada, CO; M. Windsheimer/Golden Wings

Region 8 AUSTIN, LAURALEE: Seymour, CT; B. Davidson/Tek Flight BULNO, JAMES: Cuttingsville, VT; R. Hastings/Morningside FP DEACKOFF, NANCY: Manchester, CT; D. Baxter/Morningside FP ELLIOT, DAVE: Manchester, CT; B. Davidson/Tek Flight HALSTEAD, RICHARD: Watertown, MA; D. Baxter/Morningside FP KRETSCHMAR, PETER: Holland, MA; D. Baxter/Morningside FP MAHR, KIAUS: Westport, CT; G. DeWolf/Corolla Flight MOONEY, MICHAEL: Wethersfield, CT; D. Baxter/Morningside FP MOORE, MICHAEL: Keene, NH; D. Baxter/Morningside FP PERKINS, ROBERT: Billerica, MA; D. Baxter/Morningside FP SCHMIDT, KURT: Lebanon, NH; D. Baxter/Morningside FP WEINTRAUB, MICHAEL: Cambridge, MA; D. Baxter/Morningside FP Region 9 BAUMGARDNER, PAUL: Springfield, OH; B. Hagewood/Kirty Hawk Kites BI CHIER, PETER: Falls Church, VA; J. Middleton/Silver Wings Inc BROD, CHRIS: Springfield, PA; J. Harper/Valley Forge HG DEVINE, DONALD: New York, NY; B. Hightower EDWARDS, JAMES: Fairfax, VA; M. Labado/Lookour Men FP EDWARDS, JAMES: Fairfax, VA; M. Taber/Lookout Mm FP GILL, JAMES: North Wales, PA; J. Harper/Valley Forge HG GRANGER, BLAIR: Collegeville, PA; G. Thornton/Kitty Hawk Kites HOOPER, JAY: Newark, DE; G. Thornton/Kitty Hawk Kites KEHRING, DAVID: Belcamp, MD; G. Thornton/Kitty Hawk Kites LANE, STEVE: Alexandria, PA; R. Cobb/Wind Drifter MARSTON, JP: Fairfield, OH; J. Whittle/Kitty Hawk Kites MEAD, SCOTT: Stevensville, MD; B. Hagewood ROBBINS, CHRIS: Arlington, VA; J. Middleton/Silver Wings SCARBOROUGH, ANDREW: Richmond, VA; A. Blookwonh/Lookout Men FP Region 10 ANDERSON, SCOTT: Columbus, GA; C.Thoreson/Lookout Men FP ARTHUR, ROBERT: Delray Beach, FL; F. Foti/Miami HG BELL, JASON: Marietta, GA; T. Hager/Lookout Mm FP DuMOND, JODY: Wilmington, NC; D. Jones/Lookout Men FP FINKELSTEIN, DANIEL: Dunwoody, GA; R. Lisle/lookout Mm FP FINNEY, JASON: Wildwood, GA; J. Hooks/Lookout Mrn FP HASKEL, GEORGE: Macon, GA; C. Thoreson/Lookout Mm FP HUNTER, STEVE: Memphis, TN; D. Jones/Lookout Men FP HUTNICK, KEN: Atlanta, GA; D. Jones/Lookout Men FP HYDE, MARK: lookout Men, GA; Christian Thoreson/Lookout Mtn FP JESTER, RUSSELL: Delray Beach, FL; F. Foci/Miami HG JOANNIDES, GREG: Ft. Lauderdale, FL; Rex/Lookout Mm FP KIRBY, JOE: Dalton, GA; C. Thoreson/Lookout Mm FP LIECHTY, LEON: Lilian, AL; C. Thoreson/Lookout Mm FP LIECHTY, NATHAN: Lillian, AL; T. Hager/Lookout Mrn FP MAULDIN RICHARD: Petal, MS; C. Thoresonn/Lookout Men FP MOORE, MARK: Alta Monte Spgs, FL; G. Thornton/Kitty Hawk Kites MOSHER, CHARLES: Chapel Hill, NC; D. Glover/Flying Humans OLSCHNER, DERIC: Camp Lejeune, NC; A. Bloodworrh/Lookout Mm FP PANGLE, SCOTT: Memphis, TN; A. Bloodworth/Lookout Men FP WHITLEY, JEFFREY: Chattanooga, TN; C. Thoreson/Lookout Mtn FP YAUCHLER,GENO: Lake Alfred, FL; M. Jones/Florida HG Inc

HANG GLIDING

For More Information East Coast Midwest West Coast 1-518-436-6593 1-303-530-5122 1-909-654-8559

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PiCCOLO l~20 · l

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' r,-Optloffol f~tidpro_b,JOJ7J.mph) _

II I'

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

0 0 0 0 0

2 ALTIMETERS DISPLAYED ANALOGUE AND DIGITAL VARJO AVERA.GER (VARIO) NETTO/AIRMASS VARIO FUNCTION POLAR RECORDING FUNCTION

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BAROGRAPH RECORDJNG AIP.5P£E.D ANALOQJE.. Al','.D OIGrfAL

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METRIC AND IMPERIAL DISPLAY

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ALIBI

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Hall Brothers P.O. Box 1010-H, Morgan, UT 84050, USA 5" Dia. ABS Plastic Wheels Mastercard I VISA I C.O.D $20.00/pair Phone (801) 829-3232 Fax (801) 829-6349

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New Dealers Welcome

AIRCOTEC

All instruments read in feet Qtid meters. _

For a free brochure or your nearest dealer contact: i<ircotec USA Limited, tel. (303) 278-9566 or fax (303) 750-3226 Aircotec USA Limited is a division of NAS Distributing, Inc.

Iii Ratings Region II BARATTINE, RONALD: Covington, LA; A. Blookworrh/Lookout Mtn FP BARNETT, CHRISTOPHER: Ft. Hood, TX; D. Jones/Lookout Mm FP COLLINS, THOMAS: Arlington, TX; T. Doogs/Red River Aircraft HERBSTRITT, GREG: Baytown, TX; F. Bums/Austin Air Sports Region 12 BRILLE, BRIAN: New York, NY; G. DeWolfe/Cornlla Flight GOLDBERG, EDWARD: New York, NY; B. Weaver/Kitty Hawk Kites IPPOLITI, JENNIFER: New York City, NY; R. Hastings/Morningside FP KRUPP, EDWARD: Burlington Flats, NY; D. Guido/Susquehanna FP STANTON, JONATHAN: New York, NY; R. Hastings/Morningside FP

NOVICE RATINGS PILOT: City, State; Instructor/School Region I BARKLEY, RAYMOND: Des Moines, WA; C. Blackwell/Payallup HG BARRY, VINCE: Spokane, WA; D. Sanderson/West Inland HG BOVINGDON, PETER: Seattle, WA; J. Reynolds/Cloudbase CALLAGHAN, GARTH: Ketchum, ID; D. Sharp/UP Soaring DOYING, DAVID: Camas, WA; T. Johns/Cascade Soaring EDWARDS, STANTON: Redmond, WA; R. Gelfan/Dream Flights HEIPLE, SCOTT: Missoula, MT; P. Swanson/Sports Exchange KARLIN, JOHN: Hillsboro, OR; J. Asher/Hg PG School of Oregon LOWELL, ART: Portland, OR; S. Sauerwein/Sky's the Limit MAJORS, ZAC: Portland, OR; D. Raybourn/HG PG School of Oregon MICHELON, RICHARRD: Grants Pass, OR; W. Roberts/So Oregon HG SCHMITT, DEAN: Poulsbo, WA; J. Reynolds/Cloudbase SULLNAN, SCOTT: Portnand, OR; D. Raybourn/HG PG School of Oregon Region 2 GRAYSON, ROBERT: San Luis Obispo, CA; C. Rabant/Western HG LINDQUIST, BRETT: Las Vegas, NV; C. Baughman/Vulture Gliders McNELLY, BOB: Incline Village, NV; R. Leonard/Adventure Sports Region 3 ANSELMO, RANDY: Santa Monica, CA; A. Beem/Windsports Intl BLOOM, KATHE: Woodland Hills, CA; G. Recves/Windsports Int'! ELLENBERG, BOB: Los Angeles, CA; A. Beem/Windsporrs Int'! GOLE, ABHIJEET: Marina Del Rey, CA; D. Quackenbush/True Flight HANCOCK, BILL: Garden Grove, CA; R. McKenzie/High Adventure HORRELL, LINDA: Carlsbad, CA; K. Harrison/Adventures Unlimited JOHANSON, ROGER: San Ramon, CA; D. Yount/Mission Soaring KIMBER, RYAN: Campbell, CA; D. Yount/Mission Soaring McGRADY, MICHAEL: Newbury Park, CA; R. Brown/Foot Launch MILLER, BILL: El Cajon, CA; J. Ryan/HGC SCOTT, EARL: Ft Irwin, CA; R. McKenzie/High Adventure Region 4 CLEMENTS, LEN: Phoenix, AZ; R. DeStephens/Zonie HG CORTEZ, STEVE: Albuquerque, NM; M. Glantz/Big Air of NM COUTO, GUILLERMO: Tempe, AZ; R. DeStephens/Zonie HG DUMING, DAVID: Phoenix, AZ; B. Holmes/Sky Masters HILTERBRAND, DAVE: Aurora, CO; M. Windsheimer/Golden Wings HITTLE, DAN: Salt Lake City, UT; K. Stowe/Windriders JOSEPHSON, MIKE: Arvada, CO; M. Windsheimer/Golden Wings MELANEY, CHARLES: Gallup, NM; T. Webster/UP Soaring RILEY, MARK: Phoenix, AZ; B. Holmes/Sky Masters WAHLBRINK, WADE: Glenwood Springs, CO; P. Paulmann/Golden Wings

Region 6 HEINLEY, KEITH: Yukon, OK; T. Middleton/Soaring Wings Region 7 BRIAN, CHRISTINE: Greenfield, IN; D. Glover/Flying Humans CORDEVANT, LAURIE: New Athens, IL; C. Thoreson/Lookout Mtn FP DEG RAVES, TEX: Rapid River, Ml; B. Kushner/Raven Sky Sports FRODGE, ALAN: Crawfordsville, IN; T. Hager/Lookout Mtn FP KRIEMAN, SCOTT: Arlington Hts, IL; B. Kushner/Raven Sky Sports LEACH, JOHN: Bolingbrook, IL; B. Kushner/Raven Sky Sports SMITH, GRANT: Hopkins, MN; C. Knutson/Sport Soaring Ctr SOEDER, ROBERT: Janesville, WI; B. Kushner/Raven Sky Sports STEPHEN, LO: Madison, \X'I; B. Kushner/Raven Sky Spores Region 8 CECCHETTI, RICK: Grantham, NH; D. Baxter ELLIOTT, DAVID: Manchester, CT; B. Davidson/Tek Flight SCHURR, TANJA: Westford, MA; D. Glover/Flying Humans SMITH, ADAM: Winsted, CT; B. Davidson/Tek Flight Region 9 EDWARDS, JAMES: Fairfax, VA; M. Labado/Lookout Mtn FP MABERRY, SCOTT: Washington, DC; D. Glover/Flying Humans MUNSON, STUART: Alexandria, VA; B. Hightower/Kitty Hawk Kites SLOCUM, JACK: Troy, PA; D. Guino/Susquehanna FP Region 10 ANDERSON, SCOTT: Columbus, GA; C. Thoreson/Lookout Mm FP AUBREY, CANTLEY: Tucker, GA; B. Summers/Lookout Mtn FP BELL, JASON: Marietta, GA; T. Hager/Lookout Mm FP DuMOND, JODY: Wilmington, NC; A. Bloodworth.Lookout Mm FP FINKELSTEIN, DANIEL: Dunwoody, GA; T. Fort/Lookout Mm FP FINNEY, JASON: Wildwood, GA; T. Hager/Lookout Mtn FP HASKELL, GEORGE: Macon, GA; T. Fort/Lookout Mm FP HUTNICK, KEN: Atlanta, GA; C. Thoreson/Lookout Mtn FP HYDE, MARK: Lookout Mtn, GA; T. Hager/Lookout Mtn FP JOANNIDES, GREG: Ft. Lauderdale, FL; D. Jones/Lookout Mtn FP KIRBY, JOE: Dalton, GA; C. Thoreson/Lookout Mtn FP LANZ, STEPHEN: Sumter, SC; C. Thoreson/Lookout Mm FP LIECHTY, LEON: Lillian, AL; R. Lisle/Lookout Mm FP LIECHTY, NATHAN: Lillian, AL; T. Hager/Lookout Mtn FP OLSCHNER, DERIC: Camp Lejeune, NC; C. Thoreson/Lookout Mtn FP PANGLE, SCOTT: Memphis, TN; C. Thoreson/Lookout Mtn FP SCALABRIN, WALTER: Naples, FL; D. Jones/Lookout Mtn FP SHEFFIELD, ROBERT: Archer, FL; S. Menn SUGGS, CLYDE: Snow Hill, NC; A. Bloodworth/Lookout Mtn FP WHITLEY, JEFFREY: Chattanooga, TN; C.Thoreson/Lookouc Mtn FP YAUCHLER, GENO: Lake Alfred, FL; M. Jones/Florida HG Region 11 BARATTINE, RONALD: Covington, LA; T. Fort/Lookout Mtn FP BARNETT, CHRISTOPHER: Ft. Hood, TX; C. Thoreson/Lookout Mtn FP GOLGOON, REZA: Garland, TX; D. Broyles/Kite Enrcrprises GROESHEL, TRE: Frisco, TX; D. Broyles/Kite Enrerprises Region 12 HORBATOWSKI, RICHARD: Ellenville, NY; D. Meyers/Mountain Wings KOENIG, EDWARD: Cammack, NY; D. Baxter/Morningside FP LINDEMANN, GREG: Long Beach, NY; D. Meyers/Mountain Wings MACHER, DAVID: Hoboken, NJ; D. Meyers/Mountain Wings MICHELSON, PETER: New York, NY; D. Meyers/Mountain Wings WALLINGFORD, KEN: Liverpool, NY; E. McNett/Land, Sea & Air

HANG GLIDING

Ratings INTERMEDIATE RATINGS

ADVANCED RATINGS

PILOT: City, Srare; Insrrncror/School

PILOT: City, Seate; Instructor/School

Region 1 DOYING, DAVID: Camas, WA; T. Johns/Cascade Soaring

Region 1 COSLEY, KEVIN: Issaquah, WA; T. Johns/Cascade Soaring JOHNSON, JOEL: Mount Vernon, WA; K. Kurp

Region 2 COGGIN, BARKLEY: Merced, CA; W. Brown/Top Flite EGGART, ERIC: Fremont, CA; J. Newland FIFIELD, TERRY: Redding, CA; P. Sergent/HG Connection HUTZ, TED: Stockton, CA; K. Wright/Wright Bros. Wings JORDAN, DAN: Susam·ille, CA; B. Rhymes ROCKWELL, JOHN: Burlingame, CA; A.Whirehill/Chandelle Region 3 DAVIDSON, BARTON: Long Beach, CA; D. QtiackenbL1Sh/True Flight HUTCHINSON, BRIAN: San Francisco, CA; J. Williamson/Flight Gear PEREZ, GONZALO: Sunland, CA; D. Quackenbush/True Flight PRINCE, WARREN: Oceanside, CA; J. Ryan/HGC REENTS, ROBERT: San Diego, CA; R. Mitchell/Eagles Wings SCOTESE, LEE: San Diego, CA; R. Mitchell/Eagles Wings SHAMSIAN, SHAHRIAR: Pasadena, CA; D. Quackenbush/True Flight SIEBERT, TODD: Burbank, CA; G. Reeves/Windsports lnt'l Region 4 KIMBALL, REID: Park City, UT; G. Pollock/Wasatch Wings KNOLL, DALLAS: Lirdecon, CO; R. Godman/Ulrralighr Fir MADDEN, LARRY: Aspen, CO; K. Ostrander/Aspen Aero Spores MIYAMOTO, NAOMI: Tucson, AZ; R. DeSrephens/Zonie NILSEN, CHUCK: Tempe, AZ; J. Reynolds/Phoenix Aerosporrs READ, DREW: Salt Lake City, UT; M. Knowlden/Rebel Wings SHUM, JASON: Salt Lake City, UT; D. Sharp/UP Soaring WILLIAMS, J BRET: Aspen, CO; R. Kemp/Aspen Aero Sports Region 7 REPSCHIMSKI, BORIS: Chicago, IL; C. Thoreson/Lookout Mm FP Region 8 MORIN, CARL: Berlin, NH;]. Nicolay/Morningside FP Region 9 FULKERSIN, JESSE: Bloomsburg, PA; T. Johnson GREGOR, JOSEPH: Washington, DC; E. Logan/Penn Aerie McLAUGHLIN IV, HENRY: Mechanicsville, VA; P. Phillips/Lake Elsinore RENWICK, DeWAYNE: Apollo, PA; F. Permenter/Ma1yland HG Region 10 DUPAUL, CHRIS: Nags Head, NC; T. Massey GLOVER, ABBY: Wildwood, GA; J. Hooks/Lookout Mtn FP HOLLOWAY, JAMES: Smyrna, TN; J. Hooks/Lookom Men FP NEWTON, LORI: Marietta, GA; C. Thoreson/Lookout Men FP PASCH, RONALD: Chattanooga, TN; C. Thoreson/Lookout Mm FP WELCH, RYAN: Cypress Gardens, FL; M. Jones/Florida HG WYSOCK, GLENN: Winter Haven, FL; M. Jones/Florida HG Region 11 BERNARD, KEN: Houston, TX; R. Kenney/Prairie HG Region 12 KALIR, ODED: Albion, NY; B. Lyon/Rochester Area Flyers REISS, MATHEW: Oneonta, NY; R. Clark/Susquehanna FP

NOVEMBER 1994

Region 2 GERRARD, DAVE: Kensington, CA; B. Brady/Skyline Soaring JONES, RICHARD: Novato, CA; A. Whicehill/Chandelle NELSON, CHARLES: Redwood City, CA; R. Canham PERRIN, PAGE: Cassel, CA; P. Sergent/The HG Connection Region 4 MARGOLIN, CHAD: Phoenix, AZ; D. Jones Region 6 IND RIZZO, DONALD: Dover, AR; D. Dunning/Central Ark Mm Pilots Region 8 NOLAN, JOHN: Burlington, MA; J. Nicolay/Morningside FP Region 9 PEREZ, WILLIAM: Williamsport, PA; T. Johnson Region 10 GEIL, GEORGE: Key West, FL; K. Klinefelter/Owens Valley Soaring Region 12 HOMYK, DAVID: Fairport, NY; B. Lyon/Rochester Area Flyers

MASTER RATINGS ROGER BAKER

FOREIGN RATINGS BEGINNER CHIESA, NICHOLA: Cuzco, Peru; C. Thoreson/Lookout Mm FP RIGGINS, JAY: Sault Ste Marie, Canada; B. Fifer/Traverse City HG VAAS, OLOVER: Brantford, Onterio; L. Thomas/T & L Sales NOVICE CHIESA, NICHOLA: Cuzco, Peru; C. Thoreson/Lookout Mm FP RIGGINS, JAY: Sault Ste Marie, Canada; B. Fifer/Traverse City HG INTERMEDIATE GUNN, ROB: Hamilton, Oncerio; M. Knowlden/Rebel Wings

TANDEM ONE RATINGS TED MACK HUGH MURPHY

TANDEM TWO RATINGS MAX LASSACHER

J'AFRO*USA

O<&tr1b111eC1 in North Amorica &Okl!y l)y lkai os Spoi t Avfetlon (I-SA), Malling Adaflss; 38·11 0 1tmar$ S!vd. •110. ASIONI, NV 11 105, Tef 718 .7n .7000, FaK 2 12 .942.8 155. Viail U$ llll 29•31 Hewl.O\\'n Ave., A$1oria. NY. EKotvs1v• <!eaten <al MOYl!S H.:at'!g G 109,, Pl1Js Pa,-ag!lders, Par.:amatot$, A.9cocnu1es and Microllgh'!i>

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Ro~ "fll'lltnl wlShrrd'' denl111.1111h.rotllin1will~l~ Eurnfu!lc111,e ~ 11.Ulul)? multicolofNJl:sT f l.\' lope. A'llibbk in S. M. U L&XXL $1,1."'

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 instmction from a USHGACERTIFIED INSTRUCTOR. ROGALLOS AAA MOYES GLIDERS - New. All brands used. Harnesses, parachutes, helmets. Afro USA, Micropanel, Cummulus 1 (airspeed, automatic flight recording up to 99 flights, air pressure, more) $499. Radio's, merchandise & more. (718) 777-7000.

BALL 651 - $250. Ball ivl l 9E $225. Ball M22 $200. (801) 254-6141. CG 1000 HARNESS - Excellent condition, Ball vario, chute. All for $400. (208) 385-7682. COMBAT II 139 - Excellent condition, not a scratch. Spare dt's, 100 mile performer, prettiest colors you've ever seen, 110 hours $1,800 you pay shipping. (208) 237-91 57. COMET C2 185 - Black/white, metalcloth sail, speedbar. Tension string in trailing edge. Spore Keller pod harness (large). $700 for both. Ed @(714) 6493053. DESIRE 141 - $2,800. Combat II 139-great shape $1,300. Sensor-best offer. Tim (510) 527-8728.

<50 hours $1,800 you ship.

HARRIER 147 - Two tone blue, excellent condition $500. Digital altimeter $100. (310) 598-4272.

DREAM 145 - Excellent condition. Blue/white plus harness w/chute, helmet and more $1,200 OBO. (818) 362-5721 or (213) 748-2928.

HPAT 145 - Like new, 70 hours, Thermitts, XC bag, protective storage rube $2,200 OBO. (503) 5480289.

DREAivl 165 - Three years old, low air miles, orange w/spectrum, 12" wheels included $900 OBO. (702) 323-3400.

HPAT 158 - Custom sail, good condition $1,100 OBO. (407) 642-2636.

DOUBLE VISION (909) 674-2453.

DREAM 220 - Excellent condition, 10 hours. Black-daglo yellow & pink $2,100. Call Karman (408) 422-2299 days. DREAMS IN STOCK (414) 473-2003.

HPAT 158 - April '92, all white, 114 bottom panel red $1,800. Raymond harness, 6' +/-3", chure, rocker, matches glider $1,000. Ball 652, base mount, flex necks on air & TE probe $500. Reggie Jones (619) 445-3633.

All sizes, Raven Sky Sports

DUCK 180 - SO hours $50. Harness/chute $300. (408) 946-5023.

HPAT 158 - Magenta sail, good condition $1,300. Z-3 harness, many extras, for 5'[0"-6" pilot $275. Ball M-22 vario altimeter with total energy $300. (3 I 0) 393-8494.

FLEDGES! - (]) Fledge II-A,(]) Fledge III. Both in ex. cond. Will sell both for $1,900. (914) 744-3317.

K2 145 - Good glider, must sell $1,500 OBO. (509) 758-6345.

FORMULA 144 - Brand new, best offer over $2,000. (619) 561-1009.

K2 155 6346.

Great condition $1,500. David (619) 443-

FORMULA 154 334-5572.

K3 166 -

Low hours $2,000. Call (406) 728-2044.

Great shape $1,200 OBO. (209)

FORMULA 154 - Like new condition, 16 hours $2,000. CG2000 w/chute $400. Robens vario $150. Various other hg stuff. Wife says it goes or I do! (501) 327-5522. GLIDER BAGS - Custom made. UV $70, XC $75, standard $85. Sail Wings (501) 663-3166 phone/fax. HANG GLIDER - Like new, harness, parachute, vario, altimeter $1,400. (215) 925-8122.

K5 - Sweet, great climb and glide, clean $2,800. Small K2-very clean, <50 hours $2,200. (305) 5983786. KISS 155 - 50 hours $999. \'i!hite, red leading, blue under. Gerry (510) 528-1162. LA MOUETTE PROFIL 13 (145) tion $400. Call Erica (818) 767-4851. LITE DREAM 185 925-8669.

Good condi-

Bright colors, 30 hours (303)

r.--------------------------------------1 USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum. Boldface or caps $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $25 per column inch. (phone numbers-2 words, P.O. Box-1 word) photos-$25.00 line art logos-$15.00 (1.75" deep maximum) Deadline-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. No cancellations and no refunds will be allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit

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 conseculive issue(s). My check 0, money order 0, is enclosed in the amount of $ NAME: _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

~~Please enter my classified ad as follows:

Number of words: _ _ _ _ _ @ .50 = Number of words: _ _ _ _ _ @ 1.00 =

ADDRESS:

I I I I I I I I I

I [

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

L--------------------------------------~ NOVEMBER 1994

E~ Classifieds MOYES MISSION 167 - Double surface, easy handling glider. New condition $850. (508) 659-6267.

SPORT 167 - 1987, good condition, low hours, best offer. (808) 254- 1507.

MOYES XS III 142 - Low time, excellent condition $2,800. Call Erica (818) 767-4851.

SPORT EURO 167 - Beautiful glider, excellent condition $1,300. (310) 393-8494.

MOYES XS 155 - July 1990, 120 hours $1,500 OBO. TRX 160-June 1991, 60 hours $1,800 OBO. Call Mike Haas (219) 236-3340.

STREAK 160 - Excellent condition, great glide, photos sent, gold and spectrum. First $475 takes it. (602) 897-7121.

MOYES XS 169 (904) 532-0330.

SUPER SPORT 163 - 80 hours, folding control bar. Red LE, gray/blue/violet undersurface, violet top surface $2,000 OBO. (505) 820-1855.

Super ship, like new $2,800.

MOYES XTRALITE 147 -Almost new, <15 hours. Moving to Australia so willing to sell for $3,200. (312) 363-3143. PACAIR MKIV 19 - Excellent condition, speedbar, cocoon harness with parachute, Ball vario, helmet, Yaesu radio $1,500. (901) 757-5168. !lJ\MAIR 146 - Perfect! White aramid LE, 4.0 TE cloth, blue and magenta lower. <25 hours $3,200. Jim (303) 932-2437.

TRADE YOUR GLIDER! - We need clean used gliders! Immediate delivery new Ram Airs, Klassics, Super Sports, Pulses, Spectrums. Call Matt, Lookout Mountain Flight Park, (800) 688-LMFP, (706) 3983541. TRX 140 - Flown one season, good condition $1,800 OBO. (407) 642- 2636. TRX 140 - Full race, onl)' 75 hours $2,800. Andy (801) 266-5929.

RAt'v1AIR 146 - Excellent condition, 20 hours, no logo. Aramid LE, 5.6 TE, brighr green-magenta, xc bag $3,200. Dave (303) 933-7114.

VISION 17 - Excc1lent, lower wires brand new $1,200. Parachute $200. (805) 239-3483.

RAMAIR 146 - Excellent condition, delivery included $3,500. (303) 349-0931.

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

RAMAIR 146 398-3964.

\Y/W HPAT 158 -

Like new, nice colors $2,950. (706)

Excellent shape $1,800 OBO.

GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 ORDER PHONE 1-800-677-4449 Mystic 177 VG, Great for towing ...... $800 Sport Americans & Euro Sports ........ $1,400-$1,800 Several Visions ................................... $800-$ l,700 New Spectrums in stock .................... $Call Call for a complete listing of other gliders. EMERGENCY PARACHUTES A BEST BUY! - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes. Fully Guaranteed! Colorado Hang Gliding (303) 2789566. ALL BRANDS - Bought, sold, and repacked. Inspection and repack $25- $35. Parachutes, bridles, inspected and replaced, paraswivels installed. AIRT[ME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. PDA- 20 gore $200. (909) 677-6065 Calif. WINTER SPECIAL!! - $15 repacks. Professional parachute maintenance by factory master technicians. Repacks, swivels, new bridles, any other required repairs. Parachutes by other manufacturers OK with instructions. Call Abraham for details at (909) 2451734 days, (909) 245-2770 nights. PARAGLIDERS

(619) 561-1009.

RAMAIR 146 - Red LE, yellow, blue, white. 7.5 hours airtime $2,800. Downmbe $55. Spare wingtip faring and air scoop $50. Kurt (303) 661-9307. RAMAIR 146 Calif.

20 hours $3,100. (909) 677-6065

RAMAIR 154 (206) 778-4879.

$2,500. Ralph (206) 743-4890,

\Y/W SPECTRUM 165 -

$900. (619) 561-1009.

\VILLS \VING RAlvlAIR 154 lent condition (208) 322- 7911.

Low hours, excel-

COLORADO HANG GLIDING WINTER CLEARANCE & CLOSEOUT

RAMAIR 154'S- Two, low hours. (316) 697-2577. SKYHA\XIK 168 - New wires, extra basecube and bag $850. (209) 358- 1337. SPECTRUM 144 - 1993, perfect condition, w/cocoon harness $2,450 OBO. Call Steven (706) 625-9200 or pager (404) 769-0607. SPECTRUM 165 - Immaculate, <2 hours, folding speed bar $2,900 or $3,200 with matching Z-3 harness. (719) 380-0959. SPECTRUMS & VISIONS - Bought-Sold-Traded. Raven Sky Sports (414) 473-2003. SPORT 167 AMERICAN - Full race, excellent condition, lots of extras. Call for info, low hours $1,650. (704) 464-8675.

NEW 24-fr TANDEM RESERVE .................... $450 TRAINING HARNESS .................................... $100 USED HELMETS ............................... .4 FOR $100 NEW PARASAILS ............................................ $800 NAS DEMO, USED VARIO/ALT.. ................. $220 ROCKET WITH RESERVE ............................ $700 FRONT RACK FOR TOYOTA ...................... $100 COMMERCIAL TOW WINCH ..................... $700 MAXON 120 WATT CAR MOUNT .............. $650 EXCEL 160 ...................................... MAKE OFFER COMET 165 FOR PARTS .............. MAKE OFFER MYST[C 155 .................................... MAKE OFFER PHOENIX 60 NEEDS PARTS ....... MAKE OFFER LT DREAM 185, 220 145 ............... MAKE OFFER SPORT 150 FR ................................ MAKE OFFER PROSTAR 160 ................................. MAKE OFFER COMET II 165 ................................ MAKE OFFER HP II 170 .......................................... lvlAKE OFFER Colorado Hang Gliding (303) 278-9566.

ALL NEW/USED - $500+. Instruction, tandems. California (909) 654- 8559. COMET CXA - Excellent condition, -5 hours, harness, trimming risers, pack $950 OBO. (916) 7566590. NE\XI AND USED - Paraglidcrs, most brands $800-$3,000. Colorado Paragliding (303) 278-9566. NEW PARAGLIDING RESERVES - Brand new 20ft PDA Skyangel PG reserves $385. (303) 278-9566. ULTRALIGHTS JEFFERSON AERO SPORTS - Trikes and wings. Sales, accessories and training. Info pak $12. 15120 Skelton Rd, Jefferson OR 97352. (503) 327-1730. JETWING TRlKE - Demon wing, K440A, 5hrs, excellent condition $1,195. (410) 267-7108. TRIKE WING - La Mouette 19 meter, nice condition $2,500 OBO. (708) 746-3815. ULTRAFLOATS - 9 foot lengths, never used. Liteweight for mono ultralite ot tandem glider tow use $500 OBO. (708) 746-3815. WANTED WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

HANG GLIDING

Classifieds SCHOOLS & DEALERS

AL<\.BAMA LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia. (800) 688- LMFP.

See

ROCKET CJ1Y AIRSPORTS - Sales, rentals, service and certified instruction at Keel Mountain, Gurley, Alabama. For information send SASE and $1 to 301-A Franklin Street, Huntsville AL 8801. \Y/e buy used equipment. (205) 880-8512, (205) 6514422. ARIZONA ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sires which all face every wind direction. Dealer for Pacific Airwave, Wills \XTing, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121. AIRBORNE SPORTS USA - Newly imported australian hang gliders. pans, service & equipment rentals. USHGA certified ground & tandem instruction. Guided hg & pg tours in southern Arizona's most scenic mountains. Call or write Tony Barton, Airborne Sports USA, PO Box 2163, Sierra Vista AZ 85636. Ph/fax (602) 459-6305. ARIZONA HANG GLIDING CENTER INC. The only full time shop in the state! Dealer for all major brands. Certified training program utilizing extensive tanden1 instruction. \Xie can teach you more

in less time, see what a difference full sen•ice makes. (602) 772- 4114. DESERT HANG GLIDERS - USHGA certified instruction. Supine specialists. 4319 \XT. Larkspur, Glendale, AZ 85304. (602) 938-9550. ZONIE HG - Tandem specialist. USHGA, FAA certified instruction, CFII/MEI ATP. 4326 \YI. Mariposa Grande, Glendale 85310. (602) 582- 4471. ARKANSAS OZARK MOUNTAIN HANG GLIDERS - Sales, service and instruction. 160 Johnston Rd, Searcy AR 72143. (501) 279-2480.

ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified instruction, sales and service. Emphasis on special skills, techniques, launching & landing. Demo's. Ask about tow clinic. (209) 368-9665. AIRTIME OF SAN FRANCISCO - HANG GLIDING & PARAGLIDING. Complete, safe & fun, USHGA certified training program. Mountain clinics & ground schools. ALL MAJOR BRANDS. Qualiry airframe and sewing by factory trained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available. Next to Fort Funston. The only full sen•ice shop in San Francisco! 3620 Wawona, San Francisco CA 94116. (415) 7591177. CHANDELLE SAN FRANCISCO, INC. Complete hang gliding and paragliding sales, sen,ice and instruction since I 973. Northern California's most complete repair facility. New and used equipment and demo's, lesson packages, clinics and tandem lessons. 1595 E Francisco Blvd Ste F, San Rafael CA 94901, (415)-GLIDING. COMPACT WINGS PARAGLIDING - Tandem, Class III cenified instructor. All major brands. Year-rOLmd llying. Best Southern California site. (909) 654-8559. FLIGHT SYSTEMS - New location. Dealer for the BIG THREE, WILLS WING, PACIFIC AIRWAVE and MOYES. A.JI kinds of accessories. I understand the existing pilots need to get a sweet deal! I need trade-ins. Call me last. ''I'll eat a bug." DAN SKADAL@ FLIGHT SYSTEMS, 1915B E. Karella, Orange CA 92667. 714-(new)639-7777. HANG GLIDER EMPORIUM - Best training hill in the west! Full service hang gliding/paragliding shop, established 1974. PO Box 41339, Santa Barbara CA 93140-1339, (805) 965-3733. THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winter vacation flying with us. \YIe proudly ofter Wills Wing, Pacific Ainvave, High Energy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

CALIFORNIA A BEAUTIFUL SOARING EXPERIENCE Awaits you at Torrey Pines Glider Pon, a full service USHGA certified hang gliding & paragliding school located on the most soarable coastal cliffs in the nation. On-site training hill and tandem instruction

using the new dual purpose, lightweight carbon fiber XTC 205 for both (fly tandem on the same glider you use on the training hill). New/used gliders, equipment in stock. Buy/trade used gliders/gear, rentals, glider repair. Ger UP. 2800 Torrey Pines Scenic Drive, La Jolla CA 92037. (619) 452-3202.

NOVEMBER 1994

~ .s. --~ ".,.,,. c,-v<>~~

Tft tlf!NG GLIDING ,..01cycL1NG Pflltf!GLIDING

FULL SERVICE SHOP - Located at the base of the mountain on Hwy 74. Dealers of Moyes, UP, PacAir, flytcc, Ball, High Energy, Avocet & more. Call for free area info pack. Open daily 9-6. Rentals available. Visa & Mastercharge accepted. 909-674-2453 31401 Riverside Dr. Lake Elsinore, CA. 92530

LAKE ELSINORE WINDGYPSY - Airwave, Moyes. Call for site informarion. (909) 679-8994. MISSION SOARING CENTER - Serving the flying community since 1973. Complete pilot training program with special attention to take-off and landing skills. Custom superlite training gliders. Comfortable training harnesses! Deluxe retail shop. Wills, PacAir, UP, demos, new gliders in stock! Best trade-in prices. Try all rhe new harnesses in our simulator. Large selection of specialized equipment, beginner to XC. 1 I 16 Wrigley Way, Milpitas (near San Jose) CA 95035. (408) 262-1055. TRUE FLIGHT HANG GLIDING & SOARING SCHOOL - The only shop at world famous Kagel mountain in Los Angeles. We offer USHGA certified instruction and sales of most all major brands of hang gliding equipment. Our shop is fully stocked with pans and accessories, rental gear and all cross country gear. \YIe have a sewing shop in- house that makes the MANTIS harnesses. \Y/e are rhe most complete full service shop in the Los Angeles area and we have been training quality hang glider pilots for over fifteen years. \Xie are located at 13525 Eldridge Avenue, Sylmar, California 91342. 1-800-894-5433, fax (818) 367-0419. \Y/INDSPORTS - LA's largest since 1974. Fifteen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying and glider sales packages including lodging and rentals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with l!S! 16145 Victory Blvd., Van Nuys CA 91406. (818) 988011 I, Fax (818) 988-1862. WRIGHT BROTHERS WINGS - Friendly USHGA certified instruction in rhe ivlodesro area. UP, Pacific Ainvave, Ball, BRS, High Energy and more. (209) 586-6012 Sonora CA. COLORADO

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

GOLDEN \'(TINGS - Lessons, sales & service. USHGA certified instruction. 1103 \Xfashingron Avenue, Golden CO 80401. (303) 278- 7181.

~~ Classifieds CONNECTICUT MOUNTAIN WINGS -

Look under New York.

FLORIDA AAA QUEST AIR - Hang Gliding School Inc. Don't stand around hang waiting! Learn to fly now! We specialize in tandem thermal soaring. You learn air speed control and how to coordinate turns while you are climbing to cloud base. TANDEM!!! Take a (30) flight package and get a minimum of seven hours actual pilot-in-command flight experience. Before you solo you will gain intermediate and advanced skills along with your basic flight training. Our students are thermaling away on their early solo flights! Learn to fly with confidence in soaring conditions. We fly tandem all day and we love it! Call us! (407) 644-2151.

FLORIDA HANG GLIDING INC. FLYING FLORIDA SINCE 1974 AEROTOW AT THE WALLABY RANCH YEAR ROUND SOARING 7 DAYS A WEEK 8 MILES FROM DISNEY/ORLANDO Certified tandem instruction. Demo all the latest Moyes flying machines. 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 mountain training center to Florida. See ad under Georgia.

GEORGIA

NEW JERSEY

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

MOUNTAJN WINGS- Look under New York.

RAVEN SKY SPORTS - (312) 360-0700 or (708) 360-0700. Please sec our ad under WISCONSIN. INDIANA JJ MITCHELL--TANDEM. UP, PacAir dealer. 6741 Columbia Ave., Hammond, IN 46324 (219) 845-2856. See ad under parts.

RAVEN SKY SPORTS - (414) 473-2003. Please sec our ad under WISCONSIN. KANSAS PRAIRIE HANG GLIDERS - Bed & breakfast. Full service school & dealer. Great tandem insrruction, cowing &XC packages. (316) 697- 2577. MICHIGAN

NO MORE BUNNY. .. THE HILL WITH IT!

WE HAVE - The most advanced training program known ro hang gliding, teaching you in half the time it takes on the training-BUNNY HILL, and with more in-flight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2640 S Bayshore Drive, Coconut Grove, Florida 33133.

Our advertising has a two-month lead time plan ahead. 54

CROSSROADS WINDSPORTS - Located on the awesome Hobbs Industrial Airpark. Offering platform towing, tandem instruction, XC guides. Representing UP, Wills & PacAir. Call Curr at (505) 392-8222. I--IIGH DESERT HANG GLIDING - Moyes, Airborne, Pacific Airwave. Sales, service, instruction. Sandia mountain guides. Call (505) 896-HANG. UP OVER NE\'(! MEXICO - Instruction, sales, service. Sandia Mountain guides. \'(fills, Pacific Airwave. Albuquerque, NM (505) 821-8544.

ILLINOIS

KENTUCKIANA SOARING -

NEW MEXICO

PRO HANG GLIDERS - I would like co say THANKS to the flying community for a great response to my services chis year so far. If I can serve you, it would be my privilege. Michigan's most experienced school, teaching 17 years. Advanced Instructor, Examiner, Tow Administrator. Beginneradvanced instruction. Step cow's to 2,000'. Ratings, gliders, equipment. Contact: Norm Lesnow, (810) 399-9433. 569 W Annabelle, Hazel Park MI 48030. 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.

NEW YORK 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 Airwave, UP, Scedwings, 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, Yacsu, GPS systems, \'v'heels, Uvex, Reflex, Trek, Air. \'(le stock full 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, towing, tandems, seminars and ICP clinics. We specialize in first mountain flights 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. - Serving S. New York, Connecticut, Jersey areas (Ellenville Men.). 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 Searsvillc Rd, Pine Bush, NY 12566, (914) 744-3317.

MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS Instruction, equipment dealers for Wills Wing, Pacific Airwave & Edel. (612) 688-0181.

IKAROS SPORTS AVIATION - NYC's only certified hang gliding & paragliding school. Also Paramotors, Aero chutes and Microlites. Full service and equipment at best prices. Exclusive MOYES dealer. Storage available. (718) 777-7000.

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

HANG GLIDING

Classifieds ~~ SUSQUEHANNA FLIGHT PARK Cooperstown, NY. Certified Insrruction, Sales and Service for all major manufacturers. 40 acre park, 5 rraining 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 \Xlright Brothers' first flight took place. Beginner and advanced lesson packages and camps offered. Advanced tandem cow instruction, 1500 fr. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. OHIO MARIO MANZO - SW Ohio foot launched instruction and glider repair. (513) 848-3520 weekday eves. NORTH COAST HANG GLIDING - Certified Insrrucrion. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 \Y/. 75th Sc., Cleveland, OH. 44102 (216) 631-1144.

LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia.

See

TEXAS A.A.S. AUSTIN AIR SPORTS -

Certified instruc-

SOUTHERN OREGON HANG GLIDING Certified instruction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-5823. PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instrucrion, Pittsburgh. (412) 697-4477. C'MON OUT AND PLAY!

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, Houston (713) 471- 1488, or San Antonio (210) 824-1803. KITE ENTERPRISES - Instruction, sales, repairs, towing and foot launch. Dallas & Norrh Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, Wills Wing.

ALPINE LODGE - At Raccoon Mountain. Private rooms, bunkhouse, jacuzzi, pool. Work program. (615) 821-2546 Chattanooga, Chuck or Shari. HAWK AIRSPORTS INC - P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. Hang Gliding and Windsoks.

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 Wl 53190 (414) 473-2003. PARTS & ACCESSORIES

RED RIVER AIRCRAFT - AUSTIN (512) 4672529. FT. WORTH (817) 921- 6957. Quality instruction, tours/guides/cowing/glider service. Texas' leading PacAir and Wills dealer. 4811 Red River, Austin, TX 78751 *** 3108 Frazier, Fe, Worrh TX 76110. TOTAL AIR SPORTS - Area's OLDEST Wills \'v'ing dealer. Certified instruction available. "I only DEAL wirh WILLS". 6354 Limestone, Houston TX 77092. (713) 956-6147. UTAH REBEL WINGS HANG GLIDING - USHGA certified instruction. Operations conducted at Bauer Ridge and Jedi Jump. Dealer for UP, PacAir, High Energy, Ball, NAS. Mountain tours, service & repairs. Contact Mark Knowlden (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 Bucker. Call Bob Schick ar (801) 359-6036. UP SOARING CENTER - Full service hang gliding & paragliding school. USHGA certified instruction (year-round) at the nation's most consistently soarable site (minutes away). New/used gliders, equipment in stock. Buy/trade used gear. Airframe/sail repairs performed at factory. Mountain clinics, tandem, ratings, ICP's, rentals, seminars, pilots lounge/videos, near-b)' camping/motels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salt Lake Cit)'). (801) 576-6460, fax (801) 576-6482. MC/Visa accepted.

MOUNTAIN WINGS- Look under New York. TENNESSEE

WISCONSIN

tion, sales and service for most rnajor manufacturers.

OREGON AIRTIME OREGON - Certified instructor emphasizing Safety~Progress. NEW and classic trainers. Sales and service of hang gliding equipment and accessories. Most manufacturers represented and demos available. (503) 998-1220.

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

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. VIRGINIA BLUE SKY - Qualiry instruction, custom sewing, repairs, towing. PacAir, WW, HES, Ball. (703) 4326557.

ALL NEW ULTRA-LIGHT LAMBIE LID - Now all new one-piece layup. The lightest, most comfortable hang glider helmet. Aerodynamic, low turbulence, low drag shape. High-tech look. Finish is clear resin over the gold/black weave of the super-srrong carbon/kevlar outer shell. Open face, only 12 oz., price $160. Integral full face version, only 17 oz. $199 includes headset installation. Measure around head and from bottom of earlobe over top to bottom of earlobe for custom fit. From the designer, Jack Lambie, 8160 Woodsboro, Anaheim CA 92807. Phone and fax (714) 779-1877. AVSAC - Chute, air rocket $1,100. UVEX HELMET $210., with learn headset $250. (408) 4461862.

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

KITTY HAWK KITES-See North Carolina. NOVEMBER 1994

~~ Classifieds Business Week's Product of the Year

January 1994 classifieds deadline: November 20

. ,!w & w

Auro n·:;, 1~1 (OU!•H•

HANG GLIDER CAMERA MOUNT - Shown on 2-1/2" rube, $39.50 includes shipping. TEK FLIGHT PRODUCTS, Colebrook Stage, Winsted CT 06098. (203) 379-1668 (Camera not included).

(l";~Hlt

~ ~ 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. Call Owens Valley Soaring (619) 387-2673. BALL M50 286-6678.

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

FLIGHT LOG SOFTWARE- Record your flights, calculate great circle distances and choose various sorts and filters for subtotaling and reporting your logged flights with this "easy to use" computerized log book. Ideal for individual, club and competition logs. PRICES: $28.95 Windows version, $24.95 DOS version, includes s&h. Cloudburst Computer Works, 20120 Broken Sabre Lane, Monument CO 80132.

With everything $580 OBO. (312)

CLOUDBASE HARNESSES - Great harnesses at a great price. Example: COCOON $250. Buy direct and save money. Pods, spaghettis, cocoons, kneehangers, training harnesses, custom designs and repairs. Quality harnesses since 1972. Cloudbase/Chris Smith, RR 1 Box 660, Rising Fawn GA 30738. (706) 398-3964.

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.

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

Sell your unused equipment here. 56

CAMERA REMOTE - 20', fits most cameras. Snaps on over existing shutter release. $45 (ask about our introductory $10 rebate). Tek Flight Products, Colebrook Stage, Winsted CT 06098. (Camera not included.)

HANG GLIDING CHRISTMAS ORNAMENT No pilot's Christmas tree's complete without this highly detailed multi-colored hang glider ornament. Santa's flying with an elf hanging from the basembe. Approx. 4" wingspan. $12.95 from JUST FLY 1-800546-3596. Same day shipping.

HANG GLIDING

Classifieds KENTUCKIANA SOARING NEW PRO MODEL

OXYGEN SYSTEMS

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rt~,

Prom Mountain High E&S CO. 516 12th Avenue, Salt Lake City UT 84103 USA. 1-800-468-8185, local (801) 364-4171, fax (801) 364-6207. lvfajor credit cards.

Ill

$759

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maxon· sr-2{XXJ

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SPECIALIZING IN ELECTRONICS, COMMUNICATION, GPS NAVIGATION AND FLIGHT DECKS - Allow a fellow pilot and licensed ham help you decide on a system that fies your needs. Radio prices fluctuate, call for the current price and specials. Yaesu FT411 $299., Yaesu FT416 $275., Yaesu FT! lR $299., !com P2 $339., Alinco DJ180t $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 \v'atch $call, VMitts $26.

Free airspeed indicator with Avocet purchase

Series

10-CHANNEL PROGRAMMABLE MAXON SP 2550 - 5 watt two-way radio with charger. Three USHGA, rhree weather, four programmable frequencies. Durable, rugged, easy to use. Nicad battery (typical 10 hour). Pilors #1 choice! Special $349. Additional options available. Lookour Mountain Flight Park, (800) 688-LMFP, (706) 398-3541. EDS-70 31b competition system (with TR-55), or EDS-180, both Owen's Valley proven, either sysrem $799.95.

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

V - Flytec

A - Ball R -Aircotec I - Davron O'-Tangent S - More

Free airspeed indicator with vario purchase

Vario's vario's and more vario's from most mfg's. Ball M-19 demo $374., Aircotec Piccolo demo $354., Flytec $call. New Davron $call. New Tangent Flight Computer $call. If you're in the market for a vario, give us a call. \v'e are either the best price or we'll cry to make it that way. \v'e represent most manufacturers: Ball, Aircotec, Flycec, Brauniger, NAS products from helmets, parachutes, paragliders. High Energy harnesses, New Quantum parachutes, helmets from Panoramic and Reflex. Ballistic parachutes from BRS and Second Chantz. Genesys Model T-05 throat microphone w/earpiece $75. New PTT finger switch radio headset, standard $72., full face $86. Our new motto: "YOU SHOW 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.

NOVEMBER 1994

XCR-180, with remote on/off valve and NELSON flow control regulator & oximizer only $349.95.

A GREAT CHRISTMAS GIFT! The

--~:_~~

PTTc1r FingerSwitch Radio Headset

....

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 fir system. Mountable in ANY helmet. $170ea. (303) 278-9566. NEW BALL M19E $325. (303) 589-2319.

Has full factory warranty

ALWAYS JUST A TOUCH AWAY -This unique system features a low profile PTT switch that "velcroes" over your bare index finger or glove allowing hands-free radio operation. Every kit includes the headsec, connections and instructions. Two styles are

available: the standard headset for open-faced helmets and the full-face sryle for full-face helmets. Available for Alinco, Icom, Kenwood, Maxon, Yaesu and other radios. PLEASE specify radio make and model when ordering. Call for nearest dealer or send $89 plus $5.50 shipping to: PCC Co., PO Box 7031, Tacoma WA 98407-0031. Ph/fax (206) 272- 4243.

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

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.

SPECIAL PURCHASE Maxon 1w or Tekk 2w, I USHGA channel $ I 50 Uvex aramid full-face helmet lib 5 oz $300. Optional visor, headset. Smoke bombs, as low as $4.50. 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 AEROSPORTS, INC. 1-800-WE FLYXC

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. USHGA instructor Tom Sapienza, of Airtime Oregon says, "I've tested and recommend Wind Advisory!" Dependable. Built to last. No batteries required.

WIND ADVISORY AIR/WIND SPEED INDICATORS HELP You LAUNCH & FLr SAFE!

SUPINE HARNESS - $75/bo. Kneehanger harness $45/bo. Litek vario $75/bo. Parachute $75/bo. (408) 667-0533.

SKYBOX MAXX - If you take your fon 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.

WIND ADVISORY - With MOUNTING BRACKET only $24.50, includes s/h. You save $2.50. Sold separately-Indicator only $15 +$2 s/h; Mounting bracket $8 +$2 s/h. Specify short or long bracket with your order. Foreign orders add $2 per item purchased. Send check or MO to Pacific Resources, PO Box 9064, San Diego CA 92169. (619) 270-9462. Satisfaction Guaranteed! TEK 6" WHEELS - $25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 379-1668.

'l'EHH T-50

PERFORNfANCE

"301 miles ... no tendinitis!" - Larry Tudor, World XC Champion Conquer turbulence in comfort and confidence wearing SkyLife XC gloves featuring soft-drying deerskin and textured neoprene grip strips for safer launches and more relaxed handling. S,M,L,XL $49.95, XXL $52.95, XXXL $54.95. NJ residents add 6% tax. Shipping $2.50. SkyLifc, 331 Park Ave., Suite 31, Nutley NJ 071 IO. Tel (201) 667-0390.

Sell your unused equipment here. 58

'{!;;!!: - 4 r=hanne/i:

$229

TOW PILOTS FIRST CHOICE - All radios ship complere with nicad battery, antenna and wall rype 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 DOWNWIND! - 1.5 oz. ripstop nylon, UV treated, 5'4" long w/11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39 .9 5 (+$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.

HANG GLIDING

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

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). SOARING - Monrhly 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

THE IlvlPROVED WINDTALKER IV - Uses an upgraded outdoor sensor, surge protection and heavy construction. Many new fearnres. Still only $895. Litek (503) 479-6633. 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.

HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney. The Official USHGA Training

PUBLICATIONS & ORGANIZATIONS

DOWNWIND

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.

A True Hang Gliding Stoni

More than 10,000 hang gliding enthusiasts read our magazine every month. That's more than 20,000 eyes seeing your ad. NOVEMBER 1994

THE BEST PAYOUT WINCH - A little money can buy. Ready for boat, truck or trailer. Holds up to 8,000' of Spectra. One person operation shown in Feb. '94 HG magazine, pg43. Training is available. $1,295. Parafoil recovery chutes-$59.96 and $79.95. Spectra tow line in stock at best prices. Dealer inquiries welcome. Barry Steele, Appropriate Engineering, 97 I Fisherman's Cove, Seneca SC 29672. (803) 885-0949.

This is the one II

bl/

LARRY FLEMING

DOWNWIND - From rhe early days of rhe ?O's, to rhe big-rime air of Owen's Valley, DOWNWIND is packed with thrill and exhilaration of cross country adventure. The perfect gift for both pilots and nonpilors. 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.

A NEW "MASON" TOW RELEASE - For the 1995 season, would make a great Christmas gift. Send only $47 to Mark Mason, 1239 Corrine, Idal10 Falls ID 83402. (208) 529-2106. Price will increase in January.

By Golden Wings

if"·

MARAlYS WIU5 aildOOW!l~ HIGHER THAN EAGLES - by Maralys & Chris Wills. The life & times of BOBBY WILLS, hang gliding legend. Experience the triumphs and tragedies of the \•?ills family and rhe evolution of Wills Wing. $19.95 hardcover (+$4.00 S/H), see 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. Airtime ofS.F. (415) 759-1177, fax (415) 759-1182.

Tow line recovery System Nothing attached to pilot or bridle. UNLIKE OTHER SYSTEMS - No deployment mechanism required. $85 +$5 S/H. High quality Maxon helmets, only $55 +S/H. Golden Wings, Golden CO. 1-800-677-4449

Our advertising has a two-month lead time plan ahead. 59

~~ Classifieds TOWLINES SPECTRA-Hollow Braided Cold Stretched 2000' or 3000' I Reel Part # .......................... Price .................. Weight SPCB-730 ................... 14</:/ft ................ <2#/M SPCB-950 ................... 16¢/fr ................ 2#/M SPCB-1500 ................. 17¢/ft ................ <4#/M SPCB-2200 ................. 17¢/ft ................ 5#/M DACRON-Hollow Braided Hear Set & Stretched 1500' I Reel DCCB-650 ................. 8<t/ft ................. <5#/M DCCB-900 ................. 9¢/fr. ................ <8#/M DCCB-1500 ............... lO<t/ft ................ 12#/M DCCB-2000 ............... 12¢/ft ................ 17#/M Please allow 2-3 weeks for delivery, fax orders to David F. Bradley, Braided Products Division, PO Box 95, Hilltown PA 18927. (215) 822-1968, fax (215) 822-5852.

FAX your classified ad, membership renewal or merchandise order:

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

MISCELLANEOUS

HARVEST MOON FLYING! Detailed blue/white/purple moon shadow artwork on black, pre-shrunk Beefy-T. Grear for fall flying. 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 & FILMS

GREAT WESTERN FLYING! - VHS tape: $34.95 +$2.90 shipping. Calif. residents add $2.53 tax. Blacet Research, 15210 Orchard Rd, Guerncville CA 95446. 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.

"AEROBATICS" - foll color 23"x 31" poster featuring John Heiney doing what he docs best-LOOPING! Available through USHGA HQ for just $6.95 (+$3.50 s/h). Fill that void on your wall! Send to USHGA Acrobatics 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). CLEARANCE SALE - USHGA "Oatmeal" long sleeve mock neck $14.00. USHGA shorts $10.00 (speci~, regular or long). Add $4 s/h to your order. Limited quantities. USHGA, PO Box 8300, Colorado Springs CO 80933.

PARAGLIDE 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.

VIDEOS BOOKS POSTERS APPAREL - Call USHGA for your Merchandise order form (719) 6328300. CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line arr logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN I.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs $25.00 per col-

The Movie

Sell your unused equipment here.

SKYRIDERS - Original 1976 movie posters. Big 27"x4 l" colorful, dramatic, impressive and hard to find collector's item. Makes a great Christmas present! Very few of these beautiful posters left. A must for serious hang glider pilots. Sent in a sturdy mailing tube $85 +$5 p/h. Money-back guarantee! \\7est Wings, 1510 Sixth St., Berkeley CA 94710-1802, (510) 527-5895.

wnn inch.

- HANG GLIDING CHRISTMAS CARDS Black & white etching style. $8.50 for 10, $16.50 for an assortment of 22, $33 for 50. Send a SASE for assortment selection sheet to: Tek Flight Products, Colebrook Stage, Winsted CT 06098, or call (203) 379-1668.

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover dare, i.e. October 20 for the December issue. Please make checks payable ro USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933-8300 (719) 6328300 or FAX (719) 632-6417 with your Visa or Mastercard.

HANG GLIDING

Classifieds STOLEN WINGS & THINGS DREAM 220, DREAM 185 & VARIOUS HG EQUIPMENT- Stolen along with car, on August 1st, parking lot in TAHOE CITY. The car was recovered August 6th completely torched. The following have not yet been recovered: 220 Dream, white sail, blue leading edge, Adventure Sports printed in large blue letters on the undcrsurface of the sail; 185 Dream green sail with black stripe; High Energy tracer pod, black with yellow, purple, and green stripe; Ball M-22 vario; Jofa helmet with Yaesu headset custom P1T; Yaesu 411-E radio; 4 PacAir apron harnesses - 3 red, I blue; and other equipment roo numerous to mention - REWARD. Walt Harrison (916) 583-1317 or (702) 883-7070. FOUND VARIOUS HANG GLIDING STUFF In YARNELL AZ. Call Dave to claim (602) 4451793. FLYTEC 3020 VARIO - Stolen from SYLMAR CA LZ, on March 16th, 1994. Serial #292183511. Call August Keefer (714) 535-7143. EURO SPORT 167 - Stolen along with "missile" shipping rube from CAMPBELL CA, during late December 1993. Blue & white, missing two outer leading edges. Call Dan Harris, (408) 377-8809.

TRX 160 - Stolen from NAGS HEAD NC, during Sept. 1993. Purple LE, purple/black/purple colors. Dayglow "UP" on right wing. Contact Bmce Weaver, (919) 441-4124 Kitt)' Hawk Kites. HANG GLIDING EQUIPMENT - Stolen along with car, WILLOW SPRING IL, on October 5th, 1993. Custom Airwear harness, black wired outside, flour. pink inside. Flight design parachute, Litek Hummingbird vario (blue/gold), orange Bell helmet, 40 channel radio, tow rope, bridle ... Call John Ruhulessin (708) 839-0441. VISION MK IV 17 - Serial #VM6620. Taken from parking lot of Red Lion Hotel in MODESTO CA on Sept. 12/13 1993. Glider was stolen without a nose cone. Blue LE, rainbow undersurface. One of the leading edges has a flat anodized finish. Three small glue patches on LE. Brand new blue bag wired ends. Please contact Jens Evling, PO Box 1187, Monterey CA 93942-1187. Phone (408) 649-3755, fax (408) 655-1538. 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 ............................. 9,44 AFRO USA ........................................ 50 Arai Design ........................................ 36 Aircotec ............................................. .47 Air Link ............................................ .47 Airtime of San Francisco ................. 9, 14 Ball Varios .......................................... 15 Brauniger ........................................... 41 Davron ............................................... 47 Flytec ................................................ .40 Hall Bros ........................................... .47 Hang Gliding Center ......................... 28 High Energy Sports ............................ 44 Just Fly ............................................... 50 Lookout Mt. Flight Park .................... 50 Pacific Airwave ..................... Back Cover Pro Design ......................................... 13 Sport Aviation Publications ................ 61 Trekking USA .................................... 41 UP International ................................ 31 UP Sports ........................................... 41 USHGA ............................. 2,4,13,45,63 Wills Wing .................................... 15,18

*** ~reat C!Cbri~tma~ ~ift~ *** 111111111111:iiiti~li!iuliil!gll1111::::"==

1 ::

PERFORMANCE FL YING All about hang gliding efficiently for intermediate and advanced pilots

$ 29.95

••••••••••••••••••••• • • • • • • •

•Jir1i!l1•11 *

UNDERSTANDING THE SKY-$19.95 Everything a pilot needs to know about weather

••••••••••••••••••••• • • • • • • •

•••••••••••• • • • •

HANG GLIDING FLYING SKILLS - $9.95 A manual for Beginner and Novice pilots

Send cash or check to: SPORT AVIATION PUBLICATIONS PO Box 101, Mingoville, PA 16856

Please rush me the books listed below: D Understanding the Sky ..................................... $19.95 D Hang Gliding Flying Skills ............................ $ 9.95 D Performance Flying $29.95 D Powered Ultralight Flying $11.95 D Powered Ultralight Training Course.. $ 9.95 D Paragliding Flight $19.95 Save l 0% order two or more books! Save 20% order five or more books! Total amount for all books . Postage and handling ........................................... $ 2.50 Add $1 extra postage for Perf Flying .... . Overseas ainnail if desired ($8.00 per book - $14.00 for Perf. Flying) TOT AL ENCLOSED SEND TO (please print) NAME ADDRESS CITY, STATE COUNTRY/ZIP .

NOVEMBER 1994

~ Product Lines © 1994 by Dan Johnson ST. PAUL, MINN. -- Ready or not, another holiday season is upon us. We'll look at some gift ideas ... which means you should be sure those who buy gifts for YOU know about the nifty things you want. Face it. Many spouses feel hang glider pilots are hard to buy for; they only want expensive stuff. In the next couple issues of "Product Lines," I' 11 try to highlight some more gift-priced items. But first ... ••• Some results have been tabulated from the survey card that came in your September issue. Over 300 cards arrived in a short period, a large enough sample to get reliable information. • Asked if you believe hang gliding has a growth period ahead, a split response resulted. Slightly more than half (54%) feel it can grow, but 46% apparently see obstacles. • When asked if you desire to see hang gliding grow, an overwhelming 86% answered yes, with 14% not inviting growth. This is an unmistakable indication that most pilots are pro-growth and may be a strong enough answer to suggest some pilots could become growth activists. • The question about glider prices invited some to express frustration over gliders approaching the $5,000 mark. However, a very solid 69% said they believed gliders are priced right for the value you receive. Just under a third (31%) say prices are too high. Many feeling this way added notes in the margins. •Finally, when consulted about whether you believe hang glider design can make performance leaps, 61% said yes, while a large group of 39% said no. A few notes indicated that some considered aircraft like the Swift a leap of design for hang gliders. At best this question brought an uncertain answer, yet designers should take heart that well over half the community still believes they can achieve great new things with hang glider design. I'll have more from this survey in future columns. Now, to some gift ideas. ••• From Tek Flight Products comes a very lightweight camera mount and remote shutter. While you can buy fancy rigs from the camera companies, you'll spend a lot and gain unneeded weight. Tek Flight's system is simple, weighs barely a pound, and costs only $39 which includes shipping. You don't need to buy a remote-capable camera, because Tek Flight also has a simple remote shutter that should work on most 35 mm cameras (an auto winder is required, but these are common) . All components are very basic items but it appears to be an effective mount for the smaller cameras. Call for info and delivery at 203/ 379-1668. ••• Jim Lee is one of our best-known

competition pilots. Yet not everyone knows he makes and sells a composite rescue toboggan called the Jetsled. Used for over-the-snow transport of injured skiers, it's given his company -- Wingover Composites -- experience in making light, strong structures from exotic materials. Wingover has introduced a HG helmet line that Jim says will pass the rigid DOT motorcycle standards even while weighing only 1.5 pounds. Their Arc model features a wellconsidered movable chin guard that works like a full-face helmet. However, by a clever design, Wingover' s chin protector can be swiveled up to create better vision and communication for the pilot during preflight. In flight, you can cool off a bit by raising the chin guard. Testing employed such rudesounding devices as an anvil and a pointed, weighted striker which Lee says resulted in "various [prototype) helmets lying around here with holes punched through them." After several changes of the plys of carbon and Kevlar, Wingover is ready to be DOT tested. Prices run $300 for the Arc. Wingover will also sell their ZD-7 carbon harness, though Lee admits, "Most pilots don't like the $3,000 price tag." Call 505/7 58-052 6 for more info on these and other products from Wingover. ••• Though our choices here are getting expensive, I'm intrigued with the SST or super-slick transp9rt. Made from what the company calls "space-age materials," the glider transport will comfortably protect two or more gliders plus gear in a ready-to-use, roof-mounted container. A low-drag shape is standard along with a key lock system and rear entry loading. The SST intro price of $1,500 (a $300 savings) isn't cheap but it should last through several gliders. Options include custom paint, side doors, insulation, and mounting racks. Call 307 /672-6715. eH To get additional choices at more affordable prices, get a copy of Maje's Gear catalog, kind of a Sharper Image for flyers. Done in full color, the 32-page catalog features hundreds of products for pilots. Produced by Hill Country Paragliding of Austin, Texas, Mojo's Gear catalog lists many items hang glider pilots would like to own. I was impressed with the broad range of items as well as a professional layout. Many items are priced $20-50. You can also find a few deals like the FlightMate Pro GPS for $7 85. Call or fax toll-free at 800/664-1160 or 800/ 261-MOJO (fax). ••• If you sell items of a gift nature, let me know soon! So, got news or opinions? Send 'em to: 8 Dorset, St. Paul MN 55118. Fax or V-mail to 612/450-0930. THANKS! HANG GLIDING

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