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

MEMBERSHIP APPLICATION NAME ADDRESS

UNITED

TATES

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ZIP _ _ _ _ _PHONE(_)_ __ NEW MEMBER

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

(11/93)

(USPS 017-970-20 - fSSN 0895-433)()

24 Hawaiian Training Odyssey by Geoffrey Mumford Building flying skills in hang gliding paradise.

26 A Hang Gliding First Aid Kit by Brad Calcagni and D1: Jim Palmieri. How co be prepared for emergencies.

Columns

Departments

Accident Reports, by Luen Miller .......... 12

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

Ask GeeDub, by G.W. Meadows ........... 14

Calendar ofEvenr.s ..................................... 8

Competition Corner ............................... 20

Update ..................................................... 10

Hawker & Vario, by Harry Martin ....... .45

Ratings .................................................... .50

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

Classjfied Advertising ..............................53 Index to Advertisers ................................. 62

J ti

_)-_r' DECEMBER 1994

You want it? =

-C:-

We ot it! -

-'"='=~- -

At the UP Soaring Center we offer everthing a student pilot needs. Excellent instruction, state-of-the-art equipment, and a training site that provides consistent conditions ideal for learning. This means you get more air-time, have more fun, and become a better pilot in less time ... You want it? YOU got It! • Smooth grassy ridges "made for soaring". • Soarable conditions up to 300 days a year. • Lesson packages for beginners or for your first l 00 mile X-country. • Tandem hang gliding & paragliding lessons. • Lessons taught daily, year-round. • Pro site guides for 2,000 to 4,000 foot mountain launch sites. • Demos & glider rentals. • Sail & airframe repairs by factory experts. • Full service shop with products from most dealers. • Free Camping at the launch. • ICP's and aerobatic clinics (on request).

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ADVENTURE VIDEO PAUL HAMILTON 4750 TOWNSITE ROAD RENO, NV 89511 USA PHONE/FAX 702·849·9672

Gil Dodgen, Eclit01!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 Comu/tants Office Staff

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

Gregg Lawless, President Jim Zeise!, Vice President Russ Locke, Secretary Bill Bryden, Treasurer REGION 1: Gene Matthews, George Sturtevant. REGION 2: Russ Locke, Ray Leonard, Paul Gazis. REGION 3: Joe Greblo, Sandy King, Gregg Lawless. REGION 4: Glen Nicolet, Jim Zeiset. REGION 6: Ron Kenney. REGION 7: Bill Bryden. REGION 8: Randy Adams. REGION 9: Pete Lehmann, William Bennett. REGION 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: Ed Pitman, Ken Brown, Doug Hildreth, Tom Kreyche, Mike Meier, Rob Kells, Fred Stockwell, Gregg McNamee, Michael Robertson, Dave Broyles, David Sondergeld, Ken Baier, Marcus Salvemini, Fred Moy, Greg DeWolf. EX-OFFICIO DIRECTORS: Art Greenfield (NM). 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), oi the world governing body for sport aviation. The NM, which represents the U.S. at FAI meetings, has delegated to the USHGA supervision oi 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. Ii 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 oi 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 B300, Colorado Springs, CO 80933-8300. The USHGA is a member-controlled sport organization dedicated to the exploration and promotion of all facets of ,mpowered ultralight flight, and to the education, training and safety of its membcrhip. Membership is open to anyone interested in this realm of flight. Dues for full membership are $54.00 per year (of which $15 goes lo the publication of I-fang 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.

DECEMBER 1994 VOLUME 24, ISSUE No. 12

Air Mail~ VOIGHT AND INTERNET COMMENTS Dear Editor, Paul Voight's article in the November 1994 issue of Hang Gliding makes a number of points with which I disagree. He is, of course, entitled to his opinions about gliders, rumors and the Internet. He obviously likes Wills Wing gliders fine. He thinks the Internet is populated largely by people who spread and believe unsubstantiated rumors - fine. He further apparently believes that the RamAir has been unjustly maligned by people on the Internet - fine. You publish his opinion without commentary or rebuttal - not fine. In my experience, which stretches back more than a decade, the Internet is populated by rather literate folks who freely exchange information, and are quite savvy when it comes to separating fact from conjecture. I've monitored the traffic on the hang gliding net-list during the entire time the Wills Wing discussion continued, and found it to be largely a calm exchange of facts and opinions, with little confusion as to which was which. Whatever the virtues and vices of the RamAir, blaming its reputation on "pinhead" opinions spread via the Internet is quite a stretch. I've also personally flown a RamAir 154, and found it to be an enjoyable glider. I might even buy one if I did not have another glider that I'm perfectly satisfied with at the moment. However, I do pay for this magazine, and for my money I'd really prefer not to see any more such puff pieces or attempts at damage control thinly disguised as "pilot reports." We've already had a review of a RamAir 146. Time for a review of another glider by another manufacturer. Heiner Biesel Salt Lake City, UT

Dear Mr. Voight, Your comments about the members of the Internet hang gliding mailing list in your review of the RamAir 154 'vVere completely off base, inappropriate, and uncalled for. Name calling ("netheads,"

"pinheads"), disparaging remarks and innuendo have neither a place in a glider review nor anywhere else in our magazine. I have learned a great deal about many aspects of flying, particularly topics regarding safety and emergencies, through participating on the 'net. There are many people on the 'net \.vho have a great deal of experience in our form of flight who take the time to share those experiences with people they do not (and may never) know personally, purely in the interest of furthering knowledge, safety and enjoyment in hang gliding and paragliding. These people do not deserve the insults you delivered in your article. You claim that the 'net discussions are filled with inaccurate and exaggerated information. I've got news for you - so are most forms of discussion bet\veen people anywhere. I've heard BS in the LZ and while riding up the hill far worse than anything on the 'net. I don't believe everything I read on the 'net. I don't believe everything I hear in the LZ. I don't believe everything I see on TV, and I certainly don't believe everything I read in Hang Gliding magazine, especially in glider reviews written by dealers with a vested interest in selling the gliders they are reviewing. I do listen to all the sources of information that I can, though, and I filter and judge for myself, as any responsible adult docs. Furthermore, with the ve1y large pool of listeners on the 'net (as compared to a group in the LZ) inaccurate reports are rooted out very quickly, because there is usually at least one person in the audience who has knowledge specific to the subject at hand. If people have problems because they jump to conclusions based on initial or unverified reports, it is because of their lack of powers of discernment and is totally independent of the medium through which the information was received. I was strongly offended by your statements about those who participate in the online discussion of hang gliding and paragliding. Your halfhearted disclaimer at the end of the article aside, you have done a great disservice to the flying community by characterizing those on the Internet as a group of irresponsible,

~ Air Mail unthinking rumor mongers. I expect you to apologize publicly for this in the very near future. Kenneth L. Howells San Bernardino, CA

OSCILLATIONS Dear Editor, After reading the report on Greg Lemieux's accident as well as the followon letter by Marc Fink, I decided that some additional comments on lateral/ directional oscillations were in order. Several years ago I noted divergent oscillations at moderate and higher speeds on my first flight on an HP AT with the VG loose. Try as I might, I initially could not stop the oscillations by lateral weight shift. Once they occurred I was forced to slow down to regain control. I had been warned of such oscillations and told they were pilot induced. Despite my best efforts to hold my body absolutely still, each time I sped up, the glider would quickly start to diverge. From a stable trim airspeed I put my hands on the downtubes and climbed into the control bar. I wedged my neck into the apex and my feet into each corner and leaned forward. The glider rapidly began its characteristic oscillations without any lateral input - so it was not PIO. I proned back out, and after a couple of attempts learned to control the glider relatively easily at high speeds by using a wide grip and countering the yaw pressures that preceded each oscillation instead of waiting a couple of seconds longer and countering the roll (by then it's too late). If I read Marc's letter correctly, he states that at high bank angles the "axis of influence" shifts and lateral weight shift no longer works. I can see a lot of Hang II's being confused by that statement. In my view, a flex wing hang glider that is weight shift controlled responds normally to weight shift regardless of attitude as long as you have weight to shift, that is, a positive G loading on the glider. You can recover from an extremely high-banked turn by lateral weight shift 6

to the high side or you can push out and recover from the wang, or pull into a sideslip and recover from the dive after the nose swings around. Personally, I don't recommend any of these options while approaching a landing area totally out of control. You need to learn to fly your glider fast so you can control it before it diverges. Even if you never intend to perform aerobatics you need to be able to handle high airspeeds so you can handle the glider in moderate winds. If you get into a low-altitude lateral oscillation, slowing down while trying to level the wings is your best control option, but you won't have much of a vote in what your roll-out heading will be. Unless you are over a large field in light winds you probably face a very ugly situation and may want to consider an emergency parachute deployment, accepting its inherent risks as a better alternative to high-speed, out-of-control flight into the ground. I know from my aviation experience that letting go of the controls with one hand to initiate ejection or parachute deployment is a tough decision to make, but the earth contains the remains of scores of pilots who accepted flying into the ground out of control. I agree with Marc's comments on controlling a glider with your hands on the basetube vice the downtubes. Until the advent of double-surface gliders I always stayed prone during approach and landing with my hands on the basetube. Double-surface gliders retain their energy better and require a more critically timed, hard flare. Standing up helps reduce the glide angle while allowing for a more aggressive flare. It also reduces the likelihood of head and neck injuries in landing accidents. But rotating upright in most harnesses requires a conscious pull-in to avoid stalling, reduces the amount of lateral weight shift available, and negatively affects control harmony. In some situations a three-quarter prone position with hands on the basetube is a good compromise. It allows full lateral weight shift (you can swing your legs under the rear flying wires), decreases your glide, and you can easily transition to the downtubes during your landing round-out if you so desire.

Again, my bottom line is: late1"(l! oscillations may not be pilot induced, but they do require correct piloting to control. Mark Stucky Houston, TX

HANG GLIDING DO'S AND DON'TS Dear Editor, During my demo tour travels for UP this season I visited pilots at traditional popular sites as well as new tow sites. I witnessed a wide variety of ways to enjoy hang gliding. Throughout the year I have been fortunate to fly and socialize with the great people involved in this sport. I found pilots' attitudes toward safety to be very good. In fact, the only damage to any of my demo gliders all year was one broken downtube! However, I did see some practices that surprised me. I saw many people flying without hook knives, several people without chute pins, a few people with aluminum carabiners, and one person without a parachute! One Friday I observed a new Hang II pilot putting on his brand new harness, preparing to hook into his brand new glider for the purpose of learning to truck tow. I said, "Where is your parachute?" He responded, "I don't have one yet." I replied, "You need to have a chute before you fly." He said, "I ordered one and have been flying without it until it arrives." I said, "We will find one for you to borrow before you fly today." He then asked his instructor if his chute had arrived. It had, and they installed it on his harness. On the following Monday this same Hang II pilot was making his secondever aerotow flight in mid-afternoon on a sunny day. At about 700 feet he locked out and tried to pull his release. It failed to function. The tug pilot thought he could correct the situation by turning in the direction of the glider, so he did not release the tow line. Soon the glider and tug were in vertical dive still connected by the tow line.

HANG GLIDING

Air Mail~ Finally, the tug pilot reached his inconveniently placed release just as the weak link broke. The tug pulled out of the dive. The glider pilot pulled up into a vertical climb, stalled and dove again. At about 150 feet he deployed his brand new reserve and was uninjured, breaking only a downtube on impact. The student and his instructor learned a lesson, and realized that some people entering the sport do not hear about all the safety practices that we tend to assume is common knowledge. I suggest that Hang Gliding magazine dedicate part of one page in every issue to informing newcomers of the accepted "DO's and DON'Ts" of hang gliding safety. I would like to see everyone send in their ideas for items on this list. I feel that all types of safety-related practices should be included in the list. Perhaps first on the list should be: "Take lessons only from an approved, rated instructor," and "If you intend to buy a used glider or harness, have them inspected by an expert." Also, practical in-flight safety tips should be included, such as: "If you must cross a power line with limited clearance, cross at the tower or pole since you can't always see the top ,vires, but you can always see the top of the tower or pole." Does anyone second the motion? John Heiney Riverton, UT

I do. Send 'em in and we'll institute this feature as soon as possible. - Ed.

MT. UTSAYANTHA INFO Dear Editor, Concerning the September '94 site review of Mt. Utsayantha in Stamford, New York, I'd like to giw credit where credit is due. Christian Titone from Pennsylvania, to the best of my knowledge, has made the longest flight from the mountain. His 55.7-mile flight from the northeast launch took place on June 14, 1993. Approximately 15 miles of his flight were over no-man's land and water. Congrats Christian!

DECEMBER 1994

Also please note when flying Utsayantha: pay your club (UFO) dues and contact a UFO officer if in doubt about LZ's or rating requirements. Be friendly to landowners and townspeople, for without their support we would no longer be able to fly this site.

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

Foreword by Chuck Yeager Fuzzy Pruitt UFO President RRl, Box 2A Holmes, NY 12531 (914) 878-4239

WHITEWATER KUDOS Dear Editor, I am writing to thank the friendly folks up in Whitewater Wisconsin - the Sky Sports Aerotow Club and Brad Kushner of Raven Skysports - for their kind hospitality. I was recently visiting the Chicago area and a hang gliding student of mine who recently moved there before completing his apprenticeship. We were surprised to find the most unbelievable operation I have ever encountered in hang gliding: the Sky Sports Aero Tow Club. Operating out of a beautiful 3,000-foot grass field, they were enjoying an incredibly convenient hang gliding setup using the Moyes Dragon Fly for aerotow. They never tear their gliders down. Just wheel them into the hangar at the end of the day. We were warmly received. I was given aerotowing instruction and knocked off two delightful flights with tows up to 3,000' AGL over the wonderful Wisconsin countryside. My student opted for a skills wring-out with Tandem Instructor Brad Kushner. For those who haven't tried aerotowing I highly recommend it, and those folks in Whitewater have a system that must be seen to be believed. To the Whitewater crew: Thank you all for the friendly reception and the great flying experience! I know that my student is in good hands.

icles the history of the Aero Club of America and the National Aeronautic Association-and thus the history of aviation in America - from the first balloon flights, the initial controversy over what transpired at Kitty Hawk, and the barnstorming of the "Gypsy" stunt fliers, to the buildup of America's air forces through the two world wars, the race into space, and the explosion of new aviation technologies on the eve of the 2 I st century. Includes almost I 0,000 names of early pilots never before published. Chuck Yeager writes, "This is a story that deserves to be told because it is the story of the development of American aviation."

Leo Bynum, Altadena, CA

Published with Smithsonian Institution Press

For the Greatest Achievement chron-

As a member of

USHGA

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

II! 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.

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. 275-1484101, fax 275-148-1014. Dec. 16-18: Basic & Advanced Instructor Certification Clinic with scooter-tow training, San Diego, CA. Contact: Alan Chuculate (619) 221-7918. 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: Ol 1-61-57-573-172 (phone), Ol 1-61-57-571-268 (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) 7471647.

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," Henry Lawson Way, Forbes NSW 2871, phone/fax 61-68-537220. Jan. 19-22, 1995: Basic and Advanced ICP. Intermediate and Advanced pilots welcome. Novice pilots are also welcome to expand on their skills. You may also earn your tow rating at this clinic. Feb. 9-12: Tandem Tow Clinic. Earn your certification towing over beautiful Biscayne Bay and the Florida Keys. Learn to fly tandem safely over water with Miami Hang Gliding's certified tandem instructors (14 years experience). Log time over the water. All Intermediate- through Advancedrated pilots welcome. Tow ratings not necessary. Contact: Miami Hang Gliding, 2640 S, Bayshore Dr., Coconut Grove, FL 33133 (305) 2858978. Feb. 18-19, 1995: Festival ofMasquerade Flights, Rio de Janiero, Brazil. Hang gliding and paragliding costume fly-

ing. Contact: Popstar Travel Agency, tel. (021) 255-5590, fax (021) 2553644.

March 11-17, 1995: 10th International Venezuela Hang Gliding Competition, held in La Victoria. Entry $150 U.S. (early registration before 1995, $100) includes retrieval transportation, maps, film and great flying atmosphere. Accommodation arrangements available. Contact: Charles Dittmar (Sandy), Edificio Pertee, Piso 5, Av. Libertador, Caracas, Venezuela, tel. (582) 265-1711, fax (582) 267-4331. March 26, 1995: Reserve Chute Clinic (HG/PG). Contact: Chandelle San Francisco, 1595 E. Francisco Blvd. , Suite F, San Rafael, CA 94901 (415) GLIDING. April 20-23, 1995: Hang gliding and paragliding air races at Torrey Pines, CA. One-on-one pylon speed racing. Prizes and cash for top finishers in both categories, as well as for best overall finish. April 20-21 are practice days, with final rounds held April 2223. Pilots must be current USHGA members and Class 2- or Advancedrated (or foreign equivalent). Contact: Torrey Pines Glider Port (619) 4523202 .

.fAFRO®LJSA Distributed in North America solely by lkaros Sport Aviation (ISA), Mailing Address: 38·11 Ditmars Blvd. #110, Astoria, NY 11105, Tel 718.777.7000, Fax 212.942.8155. Visit us al 29·31 Newtown Ave., Astoria , NY. Exclusive dealers of MOYES Hang Gliders. Plus Paragl iders, Parameters , Aerochutes and Microlights.

HANG GLIDI NG

The 199/i Women's World '!cam Raine drawing took place at the annual Fall Ilyner View Fly In on October 8, 199/i. The top winners were: Wayne Virginia, Wills Wing harness; ]);1ve F:irko, Ohio, High Quanrnm par;ichutc; Racan Permenter, Maryland, O'Brien Slalom water-skis; Michael Jackson, New York, Jack I .ambie helmet. Many other prizes were awarded to more t ha11 35 winners. All the members of the Women's World 'learn would like to thank the sponsors for their support: Just My, Wills Wing, High ()' Brien l ntcrnarional, Jack I .am hie, Hang (;Jiding Emporium, Pacific Hall Brothers Manufacturing, llacific Resources, Adventure Video, Pendulum Sports, l;ly High Hang Cliding, Kirty Hawk Kires, and Lookour Mountain. \Xie would also like to thank our gre;lt team leader Randy Adams who was a considerable help in our performance. I-le spent a tremendous amount of' rime organizing, preparing and supporting the team. A thou· sand thanks to Randy!

We would like to remind old pilots and inform new ones of an agreement we have with rhe landowners at the southeast site in Menlo, Ccorgia. This site has been in use now for 1Cl years thanks to the hospitality of these landowners. The original stipulations thar were agreed to rnust still be adhered ro if tl1is site is ro remain open. The huge LZ is owned hy the Wilson family, who arc really nice folks. Their only rules for the use of their field arc: 1) No beer drinking on their property. 2) No smo/:.:ing (due to rhe fire hazard in their hay field). 3) Don't bloc/:.: the rofld (actually the drivew:1y to their house). 4) Don't drive in thefle!cl. And please keep it clean; pick up any litter you rind. On top of the mountain (at launch) do not block rmy of the dirt roads or driveways. · fop landing is strictly prohibited in the fields jmt north oflaunch. The landowners on top like us because they know we arc nor the ones writing on the rocks or littering the area. So, the next rime you're up here bring a trash bag and pick up some of the local wuffo's liner. Ir's good PR. Remember, this is all private land mid a little courtesy and respect will go a long way in m;1intaining our welcome here. Ir's up to all of us to inform om fellow pilots so that we can continue to enjoy the flying ar Menlo.

submitted by

Seth Woods, of·] ,ocust Grove, Virginia, met Francis Rogallo ar the 46th Anniversary of the Invention of the Plcxible Wing ar Kitty Hawk Kites, Norrh Carolina. Seth recently earned ,1 Beginner rating and is 12 years old, which makes him one of the youngest pilots in the USHCA. Seth's father, John Woods, is an Advanced,ratcd pilot and wrore the article "Jiang II Convergence" in !lrm7, magazi nc's New Pilot Edition 11 [.

lfr>rndon

Paul Hamilton of Adventure Video is organizing a trip to Chamonix, hancc for hang glider pilots, paraglidcr pilots and skiers. During the foll of this year Paul made a trip rn Charnonix for some flying, skiing and filming. lie decided that on the next rrip it would he li.m to bring up to IO extra people ro enjoy this magniricent resort. The first week of die tour will be from Saturday, April I 5 to Saturday, April 22, wirh week two immediately following. Pilots can book either or both weeks. Alex Fandel, who nms the chalet at Chamonix, will be the local guide. He is from the speaks fluent french, and has

been providing rhis service for four years. The chalet is a classic, rustic alpine rcsorr with seven bedrooms, two shared baths, dining room, living room, huge "window room" and a ski/storage room. Full kitchen facilities arc available to save money. A one-week package includes accommodations at Chalet Beau Sejour (Sarnrday night to next Saturday morning), conrincnral breakfast and dinner. The total package, including all expenses at current air fares, costs about $1,800 for one week or fi:ir two weeks. Airline reservations need ro be booked before December 15 to get the best rates. Fares could go up $JOO to $300 in 1995. For a brochure which iucludcs an expense breakdown, derails and options, contact: Paul ] familton, Adventure Video, 1750 ·1c1wnsite Road, Reno, NV 89511 (702) 819-9672 (phouc

Referred to by the manufocturcr as the "visual enhancement flighr lens," Optics were designed with the 11ecds hang glider pilots in mind. The comomcd lens shape was designed to provide maximum performance while maintaining aesthetic appeal. The lens uses high·tcch liltcrs to reduce haze, minimize glare, sharpen derail, enhance contrasr and improve depth perception i11 all light condi-rions. The frames feature highly-flexible, spring-sided rubber hinges and come in clif fercnt styles and color combinations. The glasses have been tested to Australian srandards for UV protection and have passed sun/safety low--impact rests. Ezy-Eyc Optics have been used by the Australian hang gliding team for three years and arc finally available to U.S. pilots. The retail price is $70. Dealer inquiries arc welcomed. Contact: Ezy-Eyc Optics, HANC Cllf)IN(;

Update David Adams, 11054 Ventura Blvd. Suite #196, Studio City, CA 91604 (213) 2435363.

TUT'S MOUNTAIN FLY-IN Jeff Buckley won $500 and a beautiful trophy at Tut Woodruff's annual Hang Gliding Extravaganza, held October 15-16. He flew a Moyes glider during the event. Jeff also flies a C-130 in the Reserves. Airwave team pilot Greg Wojnowski placed second, just a fevv points behind Jeff Greg also received some cool cash and a trophy. Gary Thompson, of water ski fame, won $100 and a trophy for nailing the spot consistently. Gary flew a Moyes XT Nearly 40 pilots enjoyed the fly-in, and more than 180 flights were made from the 900-foot mountain during the two-day event.

HANG GLIDING BEER? Greg Fischer of Chicago, Illinois has introduced a "hang gliding" beer brewing system. Cumulus Cream Ale is the first in a series of home brew kits. On non-flyable days a five-gallon batch of beer can be brewed by following easy directions. The beer is ready in about three weeks. Cumulus Cream is a medium-bodied, full-flavored ale with a long-lasting frothy head. Each kit includes signature labels. Future brew recipes will include Blown-Out Stout, Wonder Wind Wheat and Cliff Launch Lager. The kit, which includes eve1ything you need to brew beer except bottles and boiling pot, sells for $59.95 plus $8.00 S/H. The ingredient kit without the equipment is $22.95 plus $4.00 S/H. A free catalog of brewing supplies and collectible steins is also available. Contact: BevArt, 10035 S. Western Ave., Chicago, IL 60643 (312) BEER-579.

TOW WINCH REWIND SYSTEM Are you tired of constantly having to replace your tow winch rewind motor? Miami Hang Gliding has developed a continuous-duty rewind system which can be retrofitted to most winches. The system feaDECEMBER 1994

tures a heavy-duty one-horsepower industrial motor (not a modified starter motor). The motor is totally enclosed, with sealed front and rear bearings, and is designed for long duty cycles. It is presently used in commercial winch operations and has been in use for two years without repair or replacement. Rewind speeds of up to 3,600 ft./min. are possible when the system is used with a small cross parachute. This allows rewinding all the line from an average tow in less than 30 seconds without the line touching the ground, significantly improving turnaround time and eliminating the need for temperamental square retrieval parachutes. It will also protect your towline from ground abrasion and improve safety. The system comes with the industrial one-horsepower motor with two mounting options, specialized solenoid and wiring schematics for $419. Contact: Miami Hang Gliding, 2640 S. Bayshore Dr., Bldg. l, 3rd Floor South, Coconut Grove, FL 33133 (305) 285-8978.

SECOND ANNUAL UP SPORTS HANG GLIDING AND PARAGLIDING WORLD INVITATIONAL TORREY PINES, CALIFORNIA APRIL 20-23, 1995 The air races are back! Hang glider and/or paraglider pilots around the world are invited to participate in the Air Races at Torrey Pines, April 20-23. There will be one-on-one pylon speed racing and wing tip-to-wing tip excitement. UP Sports will provide prizes and cash for top finishers in hang gliding and paragliding categories, as well as for best overall finish. April 20-21 will be practice days, and the final rounds will be held April 22-23. All pilots must be current USHGA members. Paraglider pilots must be Class 2rated or better, and hang glider pilots must be Advanced-rated or better. Foreign pilots must have ratings equivalent to the above and be USHGA members (temporary memberships are available at the Glider Port). For more information and updates, call Torrey Pines Glider Port at (619) 4523202.

SCORING SOFTWARE UPDATE Version 3.0 of the competition scoring program developed by Lionel Space is now available after being enhanced during the 1994 Women's World Championships and the 1994 U.S. Nationals. The latest version includes more information on the output and more customization to satisf), your needs and/or FAI requirements. Scoring formulas can be customized by the user, and throw-away days for each individual can be included in a meet. Tasks and landings can be input with coordinates either latitude/longitude or UTM - from which the distances are calculated. Data can be imported from other ASCII sources, and you can import pilot data from other meets. Quickly see who has not yet reported in for a task. New output options include launch ordering, photo check lists, pilot listing, and WTSS results. The latest Crapanzano methods are implemented for the proposed international standard. Send $4.00 to cover costs and specify 5.25" or 3.5" disk, DD or HD: Lionel Space, P.O. Box 5069, Glacier, WA 98244-5069.

KENTUCKIANASOARING UPDATE Kentuckiana Soaring is celebrating its fourth year in the hang gliding and paragliding supply business. They have been one of the primary suppliers of business band and ham radio equipment to the flying community, having sold more than 2,000 radios during their four years in business. Kentuckiana currently represents all the major radio manufacturers - Yaesu, Icom, Kenwood, Alinco, Standard and Maxon and has recently expanded their line to include most electronic instruments, including Avocet watches, Trimble GPS and various flight decks including those from Flytec, Ball, Davron, Brauniger, Afro, Aircotec, Tangent, Digifly, Mallettec and more. Kentuckiana hopes to fill a niche for pilots who do not have local dealers (whom they urge pilots to support). Contact: Kentuckiana Soaring, 425 Taggart Ave., Clarksville, Indiana 47129 (812) 288-7111, (812) 284-4115 (fax)

11 Accident Reports Fatal Weekend by Luen Mille}j USHGA Accident Review Chairman Pilot: Age: Rating: Experience: Glider: Location: Date: Injuries: Event:

William Hemphill 46 Hang III Flying for seven years, about 30 hours, instructor Vision Pulse Training hill near Galax, Virginia 10/8/94 Fatal - head, neck, internal Pilot apparently stalled turning downwind, hit a tree, and plunged to the ground.

In light thermal conditions the pilot launched into a smooth cycle and flew toward the LZ. As he approached the bottom of the hill, the piloc entered a left-hand turn which continued around until he was pointed back at the hill. The glider then stalled, dropped 20 or 30 feet and hit a large, sheared-off limb on a dead tree. The glider then plunged to the ground. The pilot's two companions reached him within four minutes, and the one with emergency medical training began CPR while the other pilot went for help. He received professional care within 15 minutes, but was pronounced dead later at a local hospital. It was rhe opinion of the ER physician that the pilot died shortly after impact.

ANALYSIS This is a baffling incident involving a pilot who seemed to have had the training and skill level to handle the situation in which he found himself. Since the pilot was seen to be looking into the turn, and had his feet crossed, it is the feeling of both witnesses that the turn was probably initiated by the pilot, but that it might have been prolonged by

Drogue parachutes and wheels are two landing aids which increase a pilot's options. While there are strong sentiments against both this [accident] might make some reconsider. 1

important changes in glider design and a concerted training effort, fatalities resulting from this type of incident decreased dramatically. However, it remains a problem, especially in training, and all I can do is ask all pilots to heed what their instructors pounded into them when they were learning: airspeed, airspeed, airspeed, especially in a turn, especially downwind.

Pilot: Age: Rating: Experience:

Glider: Location: thermal turbulence. One witness reportedly commented that the pilot was "way pushed out" as he flew through his turn, and the accident might have been an indirect result of an in-flight stall in a downwind turn. The pilot appeared to have ample altitude to execute a 180° turn back toward the landing zone up until the stall. Other points deserve mention. The pilot was flying with a training helmet - one of the open, light versions used in his training of students on the dunes at Nag's Head, North Carolina. The witnesses aren't sure whether the pilot hit the branch with his head or not, but the glider was essentially undamaged except for bent downtubes. Since there were other potentially fatal injuries, it is unclear whether a better helmet would have saved the pilot's life. However, it is still likely that a better helmet would have absorbed some of the energy that was transmitted to the pilot's skull and neck. Training helmets such as these, meant for short training flights, have no place in flights which achieve any altitude. This is also at least the fourth fatality this year in which the glider was minimally damaged in the crash, but the pilot was killed because he absorbed the energy of impact. Fatalities resulting from stalled downwind turns were commonplace in the early days of hang gliding. Due to

Date: Injuries: Event:

Ernest Sheefhals 54 Hang II 10-15 years, very experienced and skilled, but hadn't flown in six to eight years Comet 2 Point of the Mountain, Utah 10/9/94 Fatal - neck, internal Hit power lines, may have suffered in-air structural failure.

An experienced, novice pilot returning to the sport launched at noon into strong (20 mph) desert conditions at a familiar site. He flew for a while, and observers saw him pass over a ridge out of view. Witnesses saw nearby power lines shaking and found the pilot on the ground enveloped in his collapsed glider. The pilot received CPR but it was unsuccessful.

ANALYSIS It is imperative that pilots remember to stay well clear of all objects while fly-

ing. In this case, the critical element was that a structural failure is believed to have occurred when the sail or a side wire was cut by the power lines. The pilot then fell about 80 feet to the ground. He is not believed to have been electrocuted. The area where the pilot hit the wires is downwind from some hills. The pilot might have encountered turbulence from chose hills, which would be an important contributing factor. HANG GLIDING

Accident Reports Ernest was reportedly taking his first flight in several years at a site he was familiar with and considered easy. "However," states the accident reporter, "in the middle of the day, thermals at the Point can make the air quite turbulent. At the time Ernest launched, about 80% of the other pilots had landed because they weren't comfortable with the turbulence." I have to strongly recommend that any pilot reacquiring any skill, including not only flying in general but more specific skills such as towing, f1ar-slope launches or windy cliff launches, do so in a conservative, progressive manner.

BIG SUR FATALITY Pilot: Age: Rating: Experience: Glider: Location: Injuries: Event:

DECEMBER 1994

Gerald Smith

58 Hang IV Extensive, USHGA #00216 UP Comet 165 Sand Dollar Beach LZ, Big Sur, California Fatal - internal Glider apparently stalled turning downwind, dove into ground.

An experienced pilot made a high approach to a moderate-sized landing zone. He was high in his approach from rhe sourh and turned west (into the wind). Upon turning east, the glider stalled hard and dove into the ground from 60 feet. The control frame collapsed, and the pilot was found unconscious. He \Nas taken to a hospital where he died later from internal injuries.

ANALYSIS The pilot was noticed to be upright in his harness while still relatively high over the LZ. He was flying slowly at the center of the landing zone and still coo high co land when he appeared to start an S-turn toward the ocean. The glider slowed to almost no ground speed as it headed into the ,vind, then sharply rurned to the right and dove toward the ground at a 45° angle. The glider began to recover from its dive just before impact, and hit at about a 30° angle. The cause of the dive is uncertain, bur at this point it looks like this is another case of a hard stall turning downwind. One observer stated that the glider's last turn before diving almost resembled a spin entry. Several pilots had experienced hard landings and radioed to watch out for

r;J

rotor in the LZ. The witness did not believe the glider was forced into its dive by rotor, but felt that it was present lower, and that recovery was greatly delayed by the glider having to fly through a descending tailwind. A videotape recording of the incident may help determine the cause of this accident. The pilot suffered facial injuries which probably would have been prevented by a full-face helmet. This pilot was neither inexperienced nor lacking in flying skills. I chink this accident provides reinforcement for the view that setting up a good approach and consistently landing a hang glider well are probably the most difficult things in our sport. From the approach through the flare there are many reports every year of slight mistakes leading to severe consequences. Drogue parachutes and wheels are two landing aids which increase a pilot's options. \Xfhile there are strong sentiments against both among most pilots, accidents like this last one, happening to a pilot of such experience and skill level, might be enough to make some pilots reconsider their position. Look for more on this, as well as one of my favorite subjects - landing speeds of modern high performance hang gliders - in a future column. ~

~AskGeeDub

I've just got a used harness and I need to know what to look for to make sure it's structurally sound. Also, I need to know how to adjust it. It has so many lines and I'm not sure how changing one will affect the other.

Name and address withheld by request

One thing's for sure, if you're going to hang glide, you've got to have a harness. Virtually all harnesses currently being made by reputable companies are StrllCturally sound. There are, however, some older models that do have deficiencies in their construction. I'll outline some features you should look for in a harness to ensure that it's structurally up to snuff. I'll also give you a few hints on how to adjust the harness to your liking.

Basically, when you look at a state-ofthe arc hang gliding harness, you're looking at two things. Structurally, you're looking at a bunch of straps that attach your upper torso (from crotch to shoulders) to the carabiner. Aesthetically and functionally, you're looking at a comfortable, adjustable and relatively warm means of attaching yourself to the glider. There is a harness in your harness. The internal one is the most important part of the complete unit, and the parts I'm about to outline must all be connected. Start where the main suspension straps attach to the carabiner. Follow the mains down to where they (or it) attach to the harness. If the harness has a full internal backframe, the main suspension strap should be covered with a sheath of equally strong webbing that attaches to a part of the harness other than the backframe. This serves as a backup in the event ofbackframe failure. If it is a "soft harness" (no backframe), the mains should come down and attach to each side of the harness. Where the mains attach, you should be able to see or feel an additional strap or set of straps that run to the other parts of the harness and create a

continuous web that envelopes the body. High Energy harnesses utilizes a system of webbing straps that are sewn on the inside of the harness and are completely visible and easy to inspect. You can easily follow the routing of the entire structural part of the harness on these designs. Some other harness brands place these straps on the inside of the harness body material. This makes things less easily visible, but you can trace the straps by feeling them with your fingers and following their routing inside the harness fabric. Where pieces of webbing intersect, they should be well sewn so as to create a continuous structure. At least two manufacturers utilize ballistic cloth in the main body of their harnesses, which acts as one big piece of webbing chat the smaller pieces can be sewn to, to create a continuous and strong internal harness. Wills Wing utilizes this method in its Zl, Z2 and Z3 harnesses. Pacific Airwave also uses this in its U.S.-made harnesses chat have been manufactured since early 1993. The main reason for building a harness with this much strength is to protect the pilot in the event of a very high velocity parachute opening (such as in the case of a pilot being thrown from a broken glider and building up speed before deploying his parachute). This much strength isn't needed in normal flight situations, but the manufacturers have thought ahead to protect you in as many situations as possible. When checking a harness for structural integrity, make sure all webbing junctions are sewn properly and that the webbing isn't worn in areas where it connects with metal hardware (such as at the carabiner or at leg scrap adjusters). Check the other harness lines to make sure chat they are not worn. If they are, replace them with perlon of the same diameter and length. Use a knot of high integrity such as a secure bowline (which is also easy to untie and adjust). If the harness has adjustable leg straps, check to make sure that the buckles aren't wearing the leg straps, and malce sure the buckles are attached properly. Some adjustable buckles only work when the webbing is routed in one direction. To check this, try pulling on the loop side of the leg strap to see if the webbing slips through the buckle easily. If it does, reverse the direction in which the webbing HANG GLIDING

AskGeeDub ~

Figure 1 is routed through the buckle. Manufacturers who are generally considered to be producing good, strong harnesses include, but may not be limited to: \X!ills Wing, Airwave, High Energy Sports, Mantis, Moyes, Cloudbase, Wingover Composite (rigid harnesses), and Center of Gravity (CG 1000 and 2000). Harnesses that are considered to be well made and strong, but that are not currently in production include, but are not limited to: Eric Raymond's harnesses and the AVSAC. Just because a harness manufacturer has a good reputation, don't assume chat every harness they make will be perfect. As a dealer, I once received a new harness from a major manufacturer chat had the mains tacked down but not sewn. An inspection of the harness caught the problem before it got to the customer, who may or may not have noticed the flaw. We're all human and make mistal<es, so the moral of chis story is to thoroughly preflight ail of our equipment.

HARNESS ADJUSTMENT There are several ways to adjust most harnesses so that they are more comfortable and custom fit to the pilot. Keep in mind, however, that a harness must be basically the right size or will be hard to adjust to the point of being comfortable. Most harnesses are adjustable in length by letting out or taking in the shoulder DECEMBER 1994

Figure 2

Figure 3 straps with adjustment buckles (if applicable), or by changing the position of a foot stirrup. Ocher adjustments (the more difficult ones to figure our) are the secondary lines that change the arc of the harness as ,veil as head up/head down attitude. A harness with a typical number of adjustable lines is shown in Figure 1. Note that the main suspension scraps are included in chis figure. Only the "arc determining" lines are shown in Figure 2. These can be two lines of equal length (one for each side of the harness), or one line that attaches to a spreader bar in the front and back of the harness. Either ,vay, the purpose of the lines is to determine the amount of back arch. Figure 2 shmvs the harness basically flat. If you shorten these lines equally, it makes the harness arc up like a banana. If you lengthen them you introduce an arc the ocher way. Most pilots find a flat harness or a slight upward arc to be most comfortable. Of course, this depends on the individual.

Figure 3 shows only the attitude adjustment line. It is one continuous line which, when shortened, raises the pilot's head, or if lengthened lowers the head relative to the feet. On some harnesses this is an in-flight-adjustable line that runs through a clam cleat so the pilot isn't limited to only one head position while flying. If you adjust your harness, hang in it for a while to ensure that it is tolerable. You'd hate to cut a flight short because you made an adjustment that's too uncomfortable to live with. After you've made an adjustment, have someone check each line while you're lying in the harness to ensure that none are completely slack. If you do have a slack line your adjustment is not complete. First, take up the slack in the line in question. If the harness still feels okay, then you're ready to go. If not, cry leering out the other lines until you have about the same amount of tension on all of them. Also, practice getting upright in your newly adjusted harness to ensure that you don't get another surprise when you come in to land. Remember to use a secure knot on all lines. A bowline with the loose end taped down ,.vill work just fine and is easily adjustable. I hope this has ans,vered most of your harness inspection and adjustment questions. I'll be evaluating a ne,.v harness from a new manufacturer in the near future, so you'll probably have an another name to add to the list above.

n , he no rth of Italy, ,,•here the Foo, bills of ,he Lep o n ti ne Alps begin, lies scenic Lake 1\!faggjore.

Nestled :dong its miscy ,nounrainous shoreline is the bustlir1g village

of Laveno. ]light in tovm you can catch a

yellow bucket chair lift co the rop of a steep rree-shroudcd 1n o un cain . Special racks

mounted o n each huc::ket aJJo,,• you to carry you r personal glider. We made use of this con-.'cnicnc li.fi- ro rest fl~· the Icaro Lamjnar.

Why Laveno? Simpiy becauoe the facto· ry is locared on the ourski trs of co,vn. Ir's also nice to kno,v char rhe large landing field and sh op ar the base of the mouncain are o,vncd by lc:aro. T:ilk abouc a secure si1e!

Perhaps mos, U.S. pilors are unfamiliar \\•ith lcaro, the 1nanufucturcr. and t..uninar,

the glid«. This staie of affairs is only due t0 marketing, for lcaro has been around since the early 80's and che Laminar has heen the mos, talked abour glider on the competition scene this pasr year. Before \\'e look ac the glider, here's some background on lcaro. H ,\NG GLIDING

OPPOSITE: Frn11co Garzin showing rh,

um1i11nrplnnform nt she knro factory

ICARO 2000 We'll ler you figu re ouc where the name Cltnt' from (clue: Greek narnes end ,virh an

S. lr:i.J ian narnes e nd ,vifh a vo,vel) . l ~he organi2.1rion was formed by o,vners G ianni Hon. hanco Gania and Oskar Marthaler. ·rheir responsibilicies consist of adn,inisrration, production and sales, respeccively. :'lirhough, as ,virh :1ny such enterprise. their durie.< exrend fur beyond dieir job descriprioos. ~r he cornpany began a..~ a licensed subrn:1nnf1ccurer of Moyes gliders. -rhey built and <old Mega,. che immensely popular GTR :ind rhe XS. In 1990 karo brought out the Brazil. ,vhich v.<as basically an XS ,Ni1h 7075 rubing. By shaving ,veighr fron1 che XS, chey appealed to ,he demanding

Manfred Ruh1nerplanning ro11.tes in ftonJ of.his ltuninnr d11rh1g tbr Europen11 Clx11npio11s/1ip1.

Europe:tn n1arker. S01ne cin1e after rhis, lcaro decided ro go it alone ,virh their own design. dealers a11d pilots. As. is often rhe case, \Vhen a subsidiary gto\VS. co a certain poinr rhe.re is a tendency to break :i,vay froo1 the pare11c coo1pany. Wirh reported sales of n1ore rhan

They are a lso lcalian distributors for Firebird p1ragliders and lkarus (cherc's ,ha, name again) ,~iralights from Germany, as ,veil as Flyrec insrruments from

4,600 units in the past 10 years, rhe parr-

Switzerland. Add to this their aforemen-

ing must have been biners\\reer. Today, lcaro supplies dealers in eighc

tioned flying sire ,vich irs score, club house, bar. restauram. fl ight school (hang gliding,

councries \\'ith 15 dealers in lraly alone.

The breakdowri keel mpport. Nore thr bo111"d-do11,11 bnsm,br

paragliding and ul,ralighrs), moumain bike rcncal and clin1bing school, and you have a complete business geared up for maxin1iz.. ing fun.

THE LAMINAR DESIGN Since chc Laminar is a rare bird in the U.S .. kt us begin by describing irs appearancc- and consrruction. The lcaro fo lks didn't stray fur from their roo1s, fo r chc La 1ninar has curved rips jusr like the former Moyes-sryle gl iders. l n foe<. rhe Lan,inar could be ,n israken for :tn Xrralire by chc casual observer. but ir has a d itTerenc size. aspect ratio and percenrage o f double surface. The Laminar l ,} is 142 square feet and the L-tminar 14 is 155 square feer. TI,e airfoil of the Laminar is more Like• Sensor than an Xtralirc. \\1 idl ir~ furtherback high poinr. Bur the real •irfoil rrick con1es- from chc Dacron ribs char connecr the top and botton, surfaces of che \\'ing our co,vard rhc tip. ·rhese ri hs create an cxtrcn1c)y beneficial IO\\'er surface shape at h ighcr speeds. On many gliders the lower surface bulges down on rhe oucboard portion 01 the wing ac h ighcr s pccds. This effect creates more drag and hurts pcrfOrOl :1 nce. The Lan) i n., r's b.:auriful tc:arshaped undmurfuce slips rhrough thick air like a falcon's v,·ing. 1 hc? Lan, inar \.\'as developed by 4

conc.inued On page 19...

New, 3005 SI " 3005 format with airspeed e<1pabilitles, 3020: more sensitivity adjustments, with periodic temperature read out. 3030: comes complete with two mounts, flychart P( p rogram, indepth va~able sensitivity adjustments, periodic temperature read out, ST 54 wireless remote reclever installed. Remember: all s-ervice and parts readily available In the USA.

This may be a new world record for Larry Tudor but setting records is nothing new for Flytec. Hang gliding and Paragliding pilots all over the world have broken record after record with Flytecs state of the art instruments. Of course pilot skill is a major factor, top rated pilots have their choice of instruments of which to fly. That's why t ime after time every pilot for every world record has chosen the dependability of Flytec. So if you are trying for a new world record or just the most fun you ever had let Flytec take you there ...

Set new limits for yourself with Flytec.... Call 1-800-662-2449 for the dealer nearest you. Or write to: PO Box 56 7132 Miami, FL 33156

... continued from page l

Manfred Ruhn1er and 1:ranco Carzia. Manfred is an Austrian competition pilor best known for his taciturn deme:1nor and adm ira hle compedt ion success. Franco is a former Italian National Champion. Rumor has it (pun intended) that reports of rhe Ramair's intend rib system last fall inspired the learn team 10 produce the l .aminar, incor· porating all the latest tricks available. This is rerninisce11t of the Cornet which appeared in 1980 with a complete package of all the best ideas of the time. The Comet produced a noticeable increment in performance and was the model for all modern hang gliders. We can't yet say that about the Laminar, but it is clear that its overall design is the trend of the future. You may be curious a bou r the name T.aminar. ft comes fi·orn rhe factory claim that they have constructed the s:1il 10 have a "laminar leading edge ro achieve hcttcr C:L (coefflcient of lifr) and lower CD ficicnt of drag) values." I .amin:1r (smooth, non-rnrbulent) /low over a is desirable ro achieve better perforrn;ince in glide, but a very precise airfoil is required to maintain laminar flow. Any waviness or bugs on a sailpLrne airfoil disrupts L1mi11ar /low. On a hang glider the overly· large leading edge diameter, rcxtmc in the leading edge material, scams, threads, wrin Ides and sag between banens all prevem laminar flow. Most hang glider designs probably lose laminar flow a Ccw inches back from the leading edge point. Whether or not the Laminar h:1s extended this range is debatable. It is interesting ro note rhar the I .aminar was d ed in October, 1993 . By February, 19')4 it was refined and hcing produced. As of ruid--summcr I ')94 rhe factory reported having sold more than 100 unirs, which is 1111do11bredly a fraction whar they have sold hy now. When the glider was released ir had only passed Swiss certification. This test consists of dropping a weigh red gl idcr off a bridge in a nose· down attitude to sec if ir recovers with a certain loss of altitude. This is a static test, in the sense that :rnglc of ari-ack is not changing initially. The more rigorous rests of the ])!IV and HCMA arc also static tests, but they arc performed at many more angles of attack and co11figur:1tio11s. The Lnnin;ir iniri;illy failed the DI IV rest in

'The other slick item is the trick

pitch, for one thing, it didn't have a reflex hridlc comprns:nor. As of this writing ir has passed the DHV pitch rests, and by the rime you read this it will have completed the /lying tests.

tip attachment. The fiberglass wands arc ri ened in place with a cam system redesigned from the 1ip device. This system makes the attachment of curved tips mere child's play compared to rhe old curs<>and.routine. When it comes rn batten count, the Laminar 13 has IO uppers and two lowers per side (plus the tip wand). The Laminar 14 has one more. That's a relatively small number, and is made possible by the internal ribs holding the outboard airfoil shape. In rnost other respects the Laminar is laid out convcmionally with its standard rear crossbar hookup. There is a safrty line to hook up inside the sail a throwback to earlier Ausrr;ilian gliders --· bur this is a quick '11' easy operation.

I Lirdware is the forte of Europe;rn Call it rricklc-down Ccrman engineering or simply hcing civilized, European designs have led the way in setup systems and clean h:1rdwarc. The Laminar is p:1rt or the crowd in rhis respect. C:heck out 1hc efficient control har corner witl1 its sr:111-d:ml PIP pi11. Notice the downrube wirh its rubberized rear for improved grip and com The h:1sernbc is a belly bar with a fine hut it has another fc>;1turc. It is curved downward in the center to add a frw inches 10 rhe hascruhc-to-kccl disrancc. This fca·· lure allows a lower hang without having to hen the downrnhcs. A lower hang translates into lighter control forces. It is inrnesting to note th:11 such a rrick was used 011 the Sirocco in the late The gl icier weighs 68 lbs. (small) and lbs. (large) in the c11s10m condom cover light and thin for X-C) with all prow> tion p:iraphcrnalia. This relatively light wc1 t comes hy virruc of the use of Alurncnziken's Pcnmal which is a f:rncy rr a cle 11:1 m c for 7 0 5 t II hi 11 g rn ad e i n Switzerland. The airframe and hardware arc similar 10 that of Jeno's Brazil. The L1minar sets up in a conventional manner, except thar in light winds rhe rear of the keel can he propped down to lift rhc tips up and make the whole process of batten stuffing mor(' convrnient photo).

One of my l raveling partners, John ( ;reynald, and I were forrnnate enough to h;1vc a Laminar 13 f<H a week in the French Alps. We flew it at several sites there and again in lt:ily. I gr:1duatcd to a I .aminar 14 at the factory sire. During this week of fly. ing we put the glider rhrnugh its paces, including stepping our way ro the top of scratching in light cvcni11g buoyancy and screaming along in speed nm tcsrs. The Laminar handles much like other rnrvcd rip gliders with its slight yaw domination. Such gliders respond well to yaw control input coupled with some roll and pitch control. I personally like this rypc of lia11dling, but some pilots will have to get used to it if rhcy rly square-riggers. This cffrct is only noticeable with the vc; pulled 011 somewhat, for rhe glider is quite loose wirh VC off ,rnd handles as easily as a much softer glider. I liked to thermal the Laminar with I (3 to 1/2 VC; deployment so I could play the yaw technique. In this conflguration, however, ir was a bit stifler in roll initiation. The Laminar showed little tendency to over bank and coordinated well in mrns. As with all gliders, this was a f'uncrion of the amount of VC applied, but in tlic mid VC range rbe glider w;is roll neurral. In addition, I could not spin rhc glider with rny normal 11011·-aggressive attempts which

'I ht 1Jcry dCtm corner lm1cl?l't r1sse17!hl)I.

continued on page 23 ... DICIMB[I\ 1994

J:ippy punching of! Be!! M01mtc1in cit the I 994 Sun VfllleJi Jdr1ho was never pub! icized because the Bureau ofl.:md Managcrnrnt (Bl.M), which administers most the local frlt a need to sanction organized events on pl!blic land. In rhe pasr it w:1s easier ro have :1 word-ohnouth non-event, rather than dc:11 with \111rcaucr:Hic red tape and li:cs. Unfort1matcly, Sun V:1llcy is no longer enough for to do l .ocal pilots have formed their own I<etchum Air, :1 hang gliding and paragliding dub, to provide unified rcpre·· scntation of the foot-1:nrnch commurntys co11c:cT11s to such as the BLM. The club has developed a good working rclat ionship and corntmmica1ion with rhc BLM, and the fly.in was adver· t iscd i 11 for the /1 rst ti me this ye:1r. Th c i 11 i I i:1 I rcspo nsc to the advertise· mcm was frightening. Phone calls came from all over the United St:ites. The loci\ flying community had become somewhat organized, but the advertisement reflected the club's desire for rhe event to be as "1 morg:m izcd" as possible: no points, daily prizes, awards, award ceremonies, scores or retrievals. No film or special skills required. Was the cluh prepared for a turnout' hi day, August 26 arrived. Of course, the flying had been great the week hdi:ire,

by r started a week early. A v:rn-load of pilots from rhe pit showed up wirh coast-toast a roof.fit]] of gliders looking to fly the big air of the Idaho Rockies. Nineteen ninetyfour was destined to he the biggest Specktacular ever. Uufornmately, a large portion of western Idaho w:1s on flrc, and the smoke from the inferno would roll imo pristine Sun Valley whenever the wind would blow from the west. Would south·· central Idaho's big air resemble south·-ccnrral L.A.'s smog during the biggest fly-in ever?

has it that, about I years ago, Zippy from the pit and came to Sun Valley where he met Skym:m. The pair flew Sensors and the lift was good. An annual gathering of regional pilots carnc to the last weekend of . It was known :is the Sun Valley Speck·tacular. played host and provided the headquarters and camp· ground, while Skym;m, a gourmet chcC provided the foecl at the big cclcbrat ion on Saturday night. The became a popular evem, but

HANC Cui i1,Nc.

Competition Corner but Murphy had sent ominous-looking weather systems for the scheduled event. The day started calm with a few high, thin clouds. Calm mornings in Sun Valley usually foreshadow blasting southwest afternoon winds. That is exactly what happened. A hopeful crew of 20-plus headed up Skyridge, a west-facing site, and set up in the dust and parched vegetation. Perfect soaring conditions for hang gliders quickly transformed into perfect soaring conditions for C-130 Transports. Dean Tieges of Melba, Idaho, launched and had a bumpy ride. Everyone else decided to wait for a potential glass-off later in the day. That evening the wind went from blasting to dead in a matter of minutes. The discouraged, wind-chapped pilots packed up and headed to town. Friday was not an epic day, but at least it did not ram. Saturday proved to be a very rough call. High, thin clouds were keeping the thermals down. It looked like rain. No dominant flow was establishing itself. Zippy was certain it was going to rip out of the west again, so he convinced a band of disciples to head up Skyridge and wait, and wait, and wait. Late in the morning, the boys from Pocatello headed up a south-facing site, Bell Mountain, and radioed the fence-sitters that it was blowing 15 to 20 mph straight up the face. At that point, the true believers with Zippy jumped off Skyridge so they could get over to Bell where there was some hope of soanng. The dominant flow had established itself and a frantic caravan of four-wheeled drives blazed up Bell. Just as announced, the wind direction and velocity were perfect. Everyone launched. Conditions were not explosive, but everyone who flew had fun and no one sank out to the dreaded Cove Ranch. There were some incredible low saves and daring dashes over the back, but the light lifr made for fun, safe, get-acquaintedwith-Bell first flights. Air Horton, Glenn from Bend, Dean of the High Winds, and Big Foot kicked everyone's collective butt by climbing to 12,000' and flying about 20 miles, nearly to Ketchum. Skyman and Zippy conceded that these four were exceptionally skilled pilots since none of DECEMBER 1994

/f you are free in late

August next year; come fly and celebrate with us. Maybe everyone should plan on leaving Mondat because Sunday is always the best day.''

them flew Sensors. Saturday night brought the much amicipated gourmet feed. Skyman did not disappoint the crowd. The menu consisted of penne pasta with a vegetarian marinara or spicy Italian sausage Bolognese, caesar salad, foccacia bread, and homemade blackberry ice cream with sugar cones. Whearie, the local home brew-master, brought a crisp pale ale, McWhearie, that was heartily quaffed. Everyone pigged our completely and partied like U.S. senators, except there were no strippers. While the pilots were enjoying themselves, the fabulous Big Ears Gallagher collected everyone's $25 fly-in fee and distributed the awesome T-shirrs and site guides. Most everyone agreed chat the entry fee was a bargain. Friday had been a mostly crappy day, Saturday a nor-so-bad day, but where was the big air everyone had driven many miles for? Sunday is Murphetically and historically the best day of the fly-in, because everyone has to drive a zillion miles to get home. No one wants to fly cross-country on Sunday unless the X-C direction happens to be toward home. Tired of marginal conditions, the Pocatello boys drove out of town early. Bad call. They could have flown home on Sunday. Fat cumulus clouds started forming before noon. Ir looked like it might overdevelop. The crew hurried to Bell and set up. Zippy launched first and immediacely specked our and lefr, as he often does, with no radio. Everyone gazed upward, wondering where the heck he ,vent.

A few others launched, got up and started to get away when cloud shadows rolled in and shut the thermals off A few of the airborne high-tailed ir away from rhe shade and made it over rhe back to rhe next ridge, positioning themselves to continue on a north route along the east side of the valley. The rest of the early launchers sunk in the shade. Some of the earthbound tried launching in the lull and were sucked down to the dreaded Cove Ranch where there was much sulking, cursing and muttering. The remaining patient pilots, Big Foot included, were ,vaiting for the last local boy, Whearie, to launch or break down. After many pilots had given up, Whearie launched, scratched and climbed out in improving conditions. Big Foor joined him and the two headed our X-C. Big Foor had business to attend to and a long drive home, so he flew only a short distance and headed down to land. Wheatie raced north chasing Skyman who was stuck in the shade of a dying cloud street near Trail Creek Summit. The clouds got the best of Skyman and he put in at the last landable spot in Trail Creek Canyon. When Wheatie arrived, conditions had improved and he was in a good position to jump the Pioneer Mountains. The upper-level winds were increasing from the west and Whearie caught a fat one to 16,500'. The Pioneers looked small and rhe push was there. Wheatie pressed on and the setting sun ended his flight just short of the Lost River Mountains. Wheatie's flight is the longest ever in this direction. All things considered, the 1994 Sun Valley Speck-tacular was a success. Ketchum Big Air raised some money to pay for site insurance; the participants got some decent flying, cool T-shirts, a good site guide and a great feed for only $25; no one got hurt; pilots from all over rhe west visited Idaho; and a lot of people had a lot offun. The 1995 fly-in will probably be just like 1994, except the thermals will be bigger and there will be better-organized pilots' meetings on launch. If you are free in late August next year, come fly and celebrate with us. Maybe everyone should plan on leaving Monday, ~ because Sunday is always the best day. ~ 21

dcrourcd any further mileage. J\nd, finally, Mount Sentinel saw irs old distallce record shattered by Kevin Wolle on his Sensor. Wolfe and Swanson both f<.Jllowcd ;1 cloud strcer to the cast and ended up in rhe Deer Lodge area, Wolfe making a 300' save at one point. Kevin flgured his flight robe about Gil miles. It was a great summer for Montana pilots, and we'll be thinking of the summer to come while blasting down the ski slopes of Western Montana. I would like ro thank the most gcncr-· ous sponsors wlw donated prizes to the Cl1allengc: Pacific J\irwavc, ]!all Brothers, East Coast Video, Paul Hamilton, Chris Gregor Publishing and my old friend Larry Fleming, Thomas Patrick Palmer, Bob Lafay and the United States Hang Cliding Association. Please support these fi1H: people. The /CJ!lowing arc the offo:ial rcs11 Irs of the 199/i Montana CrossCountry Challenge.

1 II ig pilots rook fu II advantage of rhe wide blue horizons of Montana this past summer, breaking personal bests, site records or both. Missoula pilot Peter Swanson edged out Bozeman pilot Barney Hallin by frrnr miles to capture first place in die hcst·· dirce category. Swanson, flying a RamAir, spearheaded a flight frorn Morrell Peak Lookout ro the rnwn of Flliston. Swanson said he wamed to pop over McDonald Pass, which would put him into the capital city of Montana, Helena, but the lift wasn't there. Morrell (nicknamed Psycho Mountain, because of the lack of landing areas) sirs on the edge of the famous Bob Marshall Wilderness ( :omplex. Mounrain goats, bighorn sheep, elk and hear can often be seen along the ridges as you fly. AILitude of3,000 to li,000 foet arc common. Larcr in the season, Derck Poff lannchcd from Psycho and took a more easterly route, flying over the town of I,incoln and crossing the Continental Divide at Flesher Pass, making him the first pilot to conquer Helem Valley. His flight was 68 miles, 1 miles of it over wilderness area. Karl l !all man and Hank Bmzel also made some cxcellcm flights from Psycho establishing personal bests. The longest flight this year took place at the annual Ptm Fly/Pig Fry in Grant, Montana. Mike Davis flew his Magic IV from Ellis Mountain ro 'fosron. Davis's rome rook him over the 'fobacco Root Moum;1ins, where he made several low saves, much w his liking. Davis managed 122 m ilcs, and never pulled his VC on 22

Jcfft:ry "Pounder" h:ldmrm s(li/ing over Red J\4ountr,in nem· Huue, Montrm11. Sevem! cross-·1:·oum1·v flights were nutdc from this

year in the Mont(lnf! Cross-· ( .f:Jfl!!engc.

during the flight. I le is indebted to the retrieval team, Bev Johnson and Carlin Onstad, for finding him in rhe dark around midnigln. Davis walked home with a MOO belt buckle from the Cram Fly--111, bur 1mfor-· wn:11cly was not entered in the Challenge. Btll, Dan Crav:1gc, of J ,ivingston, was. Dan took a similar route from Fllis Mountain and ended up north of Caldwell. C;ravage was blessed with bc:uHiftil clouds all over the sky and was able ro cruise 50 miles between 12,000' and I (i,000' MSL for half the flight. Cravagc flew along with Creg Brauch of Columbia Falls. Brnuch was able rn make a 90-milcr while ( went for I 03. Several cxccllcn t flights were made fi·om Plarca\J Peak Lookout, near AlbertOIJ. J\ norablc flight 56 miles was accomplished Karl Hallman. Hallman launched :11 2:00 PM and landed at the Condon /\irpon, crossing the Mission Mountains at li,000'. J\ headwind

OVER-50 CLASS BES'f~THREE CA'J'EGORY

Plc1ce Pilot 1) Peter Swanson 2) Barney l lallin 3) Karl l lallman Ii) Don Lepinsky 5) Jeff Feldman

Miles 172 168

H8 90 60

OVER50 CLASS LONGFS'J' F!JGHJ'

Place Pilot 1) Dan Cravagc 2) ( ;reg Brauch 3) Barney Hallin 'l) Peter Swanson 5) Karl I lallman 6) Don I ,cpinsky 7) Jeff Feldman 8) Keirh Myhre 9) Bryan S1eubs 10) Bill Snyder

Miles 103

90 70 66

()2

25 19

UNDER-50 CLASS BOTH CATEGORIES hrst: Hank Butzcl 165 miles for best three and 62 rnilcs for longest Second: John Davis !i5 miles for best three and 21 for longest Third: Mike DcGreef 8 miles for longest HANC CurnNc

...continued fmnl page 19

simulate the actions of an overl)1 aggrec:sivepilot in a turn. Landing rhc Lan1inar is especi:1lly ~:.tsy because o f rhl' slack sail ,,·irh rhe VG loose. J'he- flare \\1indo\\1 of opporruniry i:, ple.,.,-

Laminar Technical Data Sail art'a No,, a11glt\'Ving sp,rn •\,pt'ct ratio Double :,urfacc art'a B:utens (upper ,ai l ; lower ,ail) \Veighc (cover ba~ included) ' ' l'i 101 weigh 1 ( rn in/ max) l',Kking lengrh Shorr-packed leng_rl1

antly broad. On the orher hand . I l, nd looser gliders less comtOrr::ihl~ 10 launch in ru rbulcncc because of sagging side '"ires. The cure for this is ro add some VG pull. On the Luninar rhis method made bunch J. bree1.t·. In f-Jct. on the rnouncain ac Aspre:s in France ,vht:rc: Lhc air ,vas anything hue laminar, ,vc ptrfurmcd multiple- l.:1n1 inar

launches and landings on top with facility and fdiciry.

LAMINAR PERFORMANCE The glider ,lows down and handles admirably. h ha. an uplifiing sink rare rh,u ('V<:'11 an oxymoron can usr ro di1nh ,virh the best. The glider has about the tlmesr glide going ar high speed. wing hiding for ,ving loading. Bue don't rake Ill}' ,veek

flying as a dcftnilivc ccsc. or liscen ro rhe factory's obviously vcsred interest rave. ·Look insccad at the: rcsulrs o f rhis year's compcurions against the ,vorld's best. PILOI 11:infral R11hmer

/'!ACE

.\1Jn!ttd R11hmcr

1nli Is I 11

,\1.lnfr,-J Ruhmer

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.\1a.nf,ttl R.ulnm.'t ,\ianlrcd Ruhmcr .\fanl're-.~ Ruhmer 1\fanlml K.uhmrr Anndi~ ~iullc1

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Clui5rian Ci«h ~Luco Gu.mhi'r

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FrJn{o La\.:t-d1no \'i;m~ Or Fr:inCC\ Karl Reit.bc~'t'r

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luhm ,J,ion:tl~ (lulyJ ..'lpanish Nd.tX)1uJ;. tSp.unl

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lvlodel 14 155

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8G~t. 21 + 4

86% 23 + 4 73.7 lbs.

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16.3 fcc·t

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1J.6 (,,l

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So far the glider has shone on three con• t1ru:n1~ and in 1;even c:ounrrits. !vlore v,•ill

prohably be added, especially by Manfred R11hn1er. Bur ,vhac docs this n1can for the Jverage pilor: If the glider was • highltitrung r:tce hon.: ,vc "·ouldn't recommend ir, b111 ir i1 1101, Tht 1aminar 1, an tvmrempered. friend ly glider that just happens ro he <'Hlc: of the: ht',1 pe:rfilrmcrs our there. To gee ,1 Lannnar you ,v,11 ha"C' 10 make arrangement~ ,vith the factory yourself, !-ince 1hcn: is not yet a U.S. d <"a lcr. ,ilthnugh ,ve-·vc: dctcccc-d sti rri ngs in rhat

The reta il price is 7,500.000 Lira in lcal~: 1 he exporr price :'It the; Milan airport i5 kss because che VAT (19%) 1s duninat-

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flr«e plilflW -,, i1b la..'qlUl'J~l,114 .mJqmhcJ;u:hW~c,. Pl1J1a1Ui f lfN gt.;\"ll !rill!• .:mbn..Jtl\.>d V. ,tb ¢'r '.S:ll!uro:rreJJIST rt.l «fl:~11

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":,arwnt wash!d" denim. •uh ,111mnl'l.1ll~~e,~ [\1111 f;Q ur.. cttJ;omJC!'l"J 1ulh I~ multm,lpmj JI ~· n ., 1,1ca \1 '-ibhl: tn t ltl.XL&X,\L !(H."'

Hang Gliding Adventures

by Geoffrey Mumford

•

awa11an ra1n1n 24

~~e H ANG GLIDING

BELQ\rl: Amu11 Engm mu/Jody Barnett after '4,mchingfom rhe wp o/Mo,mt Hnkaltttla.

have:: bec::n very forcuoace in my shorr

h:mg gliding career ro have had accm ro a lor of ra leored pilots, good equipn1enc and exceptional flying sites. It all s{arted about a year ago a1

Kirry Mawk. Nonh Carolin;, jusr after hurricane Emi ly blew through. The fal lour from tbar storm lefc us struggling with high winds ar Jockey's Ridge and a number of ,ny lessons \vcrc b)o\vn our. 1 w.tsn't able (0

complcrc my Hang I package on rhar rrip, bur pocketed my "wind checks and left detc:"rmined to pursue the sport. Fom11wely. I hooked up with a local lnsrrucror, Jlichard Hay~. back in Bahin1ore and conrinucd training ,vith hint over rhc next fc\\' ,,·cckcncls, receiving n1y I lang I (and delivery of a new Pac Air IOM l'ulse) a fe,,• ,,·eeks before my first trip ro Ha,vaii in December. Knowing that I was heading ro

TOP: Am1i11 Engert and Geoff Mumford P"· pa1" 10 uwnch faJ,11 9.840-foor Mr. Hnleakala. ABOVE: The m,rl,qr boating ,,roundabove rhe Sea Clijfi ofnortheast Maui. Hawaii, Richard suggested I comae, Armin Engert of Hang Glicung Maui to book a tandem flight from Mr. Haleakala, ,he highe,r foor launch tandem hang gliding continued on page 40 ...

DCCEMBER 1994

Dec1ling With En1ergencies

• I by Brad Calcagni and Dr. Jim Palmieri

HELP!

r Ifill' t'r

b11pprr1111g. Aji,•r a hn,I l11gl,.u,u1tl l.tuo,clt, the

glider dii11ppe1n-ed 111 ,., rou;r l>eh1111/ 1h1· rid.._e,e. \\'.''e tYn,ld ht!1tt tbr i111pru~s. \llr r1t1hr1I nt'er ro rl,e rtf..fe 1111d couldjust see II uling 11i1.·Ju11g nut fi·ont rt,, trees. Ui'e scrn111bled <1011111 ,1,,., sit>pr. I u1n1 firsr ,111he JCt'IU'. ,111tf cr1u/1/ see r/111r rhe p1!01 u•ns nli11e /1111 1111co11Jfl(Jflf. The gl,1/er had ,·11.cl,1011e1/ the 1111pnc1. The p1/t,t ll'tl.'i h,111.rt111g in the h11r11rs1 n ftu 1 feet jrflm the gmwul. bfeedi11gji-om theeilr nntl 11ose. A r,nn/1 hnv1rb p1·orrudedftl)!II his ~l,r,u/1/er 'flu· rlr,pe u1,1s Sl~'l'P t1nrl foo1111g unt11rr. I i uri•rJ'rtl r/,e ,:rash scenr. 1111d realized th111 t ,J,d ""' k1101~, 11.•h.11 IQ du. "

ContentJ ofn pmonnlfi1yt nid kit which is easi9, s101~d in II ny/011 .<ack mu/ tied to rhe

kerl ofn glide,:

"fhc above accounr i~ ficrion, hur in

hang gliding this scenario could easily be ,111 roo re:al. and fi)r rn:l nv of U) it h~J<; alre:1dy happened. Anotiu:r pilo, ,11111 HA'lt. Guu,~c

almost always be the first al a crash scene. The immediate actions that you take m;ty make the difference between a successful rescue and a Jf you were to arrive at a crash scene, would you be prepared? Do you even know what to prepare for? Prepara1ion can be divided into fom rnajor areas: Medical emergency training (first aid and CPR) Rescue skills and equiprnent First aid equipment Club involvement and site prep;1ration

kit.

First aid courses are designed to give the average person general in formation about what to do, and, more importantly, what 1101 to do in emergency medical situ;l · tions. A minimum program should include basic /Jrst aid ;md basic CPR. Advanced first aid is recommended for all hang glider pilots. Encourage your regular drivers and CO··piloLs LO take rhc course with you. First aid and ( :PR training is available from the American Red Cross. Your club or regional safoty officer (do you have may be able to arrange for a course to be taught at your focili1ics. An advantage of a club-sponsored course is that you can tailor discussions to flying-related topics and injuries. ( :onsidcr holding the training sessions at a popular flying site or landing zone and invite other area clubs to attend. Think now about liability and litigation. Many states have "Cood Samariran" laws that protect you from liability when first aid or CPR. Cenerally, these proten you only if yot1 h,1ve received proper training and limit your actions to what was covered in the approved training program. The USI !(;A pilot insurance policy docs not protect you from this liability. The easiest way to find out rhc Liws and regulations in your state is to bring up the topic during an official firsr aid course.

Rescuers must be prepared to accomplish three rnsks: locate the victim, physicilly get to the victim, and safoly evacuate rhc victim.

DrcrMnr R 1994

A mdio and backup battery supply is Olle of the mosr important pieces of emergency equipment one can carry. Twc}-mcter ham radios as well as business band and even cellular phones can be invaluable in summoning help. Cct your ham license. your radio and emergency infonnation with you. For those times when you do not know the victim's location, try to csrahlish radio contact. Keep trying bm rake time ro listen. Emergency siruations can delay communications. Signal mirrors and emergency whistles arc inexpensive and cm help crash victims identify their location should rhe radio or haLteries fail. The next step is air search and rcsc11c. Use other pilots or call in the emergency air rescue team. This may include the Park or Forestry local sheriff's office, military or Mountai11 Search and Rescue teams. These services can be expensive as in

the case oF Park or Forestry or in the case of the military. Make plans ahead of time so you will know what ro do and whom ro call in emergency situations. Always have emergency telephone or radio frequency numbers with you. Required skills and rescue equipmcnr will depend on conditions and terrain in the area where you fly. Consider potential obstacles and the items needed to sur· mounr them. Steep mountainous terrain requires rope and rock climbing gear. Forested areas require a hand saw, rope, webbing and extra c;1rabiners. Water areas require flotation and ,1 sharp knife. Desert and wilderness areas may require hiking. Be prepared with bivouac gear, water and emergency rations. Evacuating victims with serious injuries is a job for experts. Call them and assist in helping to loc1te the crash victim. lf there is any doubt, always call rhe Medical Evacuation and Rescue '!cam. The pilot's lifo may depend on a prompt rescue effcm. Unless you have several trained Emergency Medical Tr:chnicians (FMT's) at the scene, use your fast aid training to stabilize the victim while someone else calls for help. Remember to disarm any ballistic rocket to prevent accidental discharge during cvacua·tion. Head and neck injuries arc common in hang gliding accidents. movement of a person with a head or neck and column. It is best not to move the but secure him and the until the n:scue unit arrives. If you arc flying cross-country, especially if' your rou tc includes remote wilderness

sticl,er to show loetttion ofjirst hit and emergency and vital 1 vr1m• 1,vu11 />flint or sclfstid: sm'l tape am be used to mahe the gmphic.

areas, the rules change somewhat. Remember that you could have a long walk out. You may need to rescue yourself from an awkward landing or treat yourself for injury. Books on mountaineering medicine and expedition first aid may be of use in your planning.

FIRST AID EQUIPMENT Most of the first aid kits commercially purchased are inadequate for saving lives and treating major injury. Think of them as home-aid kits. The band-aids, small gauze patches and ointments won't help when it comes co serious injuries. Here is what you 'Nill need to help in designing your own personal kit. Use this list as a guideline.

CLUB SAFETY OFFICER Possible Responsibilities Accident Avoidance: 1) Oversees all activities related to safety and safety awareness within the organization, except those related to site launch management. 2) Publicizes and distributes information relating to safe flying practices. 3) Develops PR to the community regarding club safety initiatives. 4) Organizes and schedules safety-related seminars and group activities. Accident Management:

1) 2) 3)

For severe bleeding:

Pressure bandage Large sterile dressing Large nonstick pads • Tape or wrap to keep the dressing in place

4) 5)

6) For neck and spinal injuries:

• A method to immobilize the victim and prevent spinal movement • We strongly recommend calling and waiting for professional help! For convulsions (head injuries):

Restraints Padding For broken limb:

Splinting material Padding • Ties

Sets up first aid training (large club) or locates and publicizes availability of first aid courses. Initiates seminars in rescue training, including tree rescue, self-rescue, search, difficult terrain rescue, evacuation, etc. Acquires, stocks, restocks and locates club first aid kits. Use combination lock with easy-to-remember combination. Promotes universal canying of individual first aid kits, and purchase and resale of commercial kits. Acquires, stocks and maintains availability of club rescue kits at launch, LZ and other appropriate sites. Rescue kits should be appropriate to the local conditions (tree, mountain, water, surf, etc.) Maintains safety reference lists at club launches, LZ's and meeting sites. List A phone numbers, location, frequencies: for hospital, ambulance, rescue, med-evac, etc. List B - Trained and qualified club medical personnel.

Safety Reporting: l) Encourages complete accident reporting to USHGA and to dub publication. 2) Produces accident reports to USHGA, as redundant backup to individuals' reports. 3) Locates (or writes up) and publicizes accident, rescue and safety related articles. 4) Maintains club accident statistics. Other Duties: 1) Manages the club safety budget. Develops budget proposals. 2) Works with site managers on safety issues. 3) Participates in all club meetings and events. 4) Manages safety- and rescue-related activities for dub meets and fly-ins.

For asthma, al!e1gic reactions (stings, etc):

Epinephrine • Antihistamines For shock and hypothermia:

Space blanket Heat For impalement (branch, etc.):

• A means of cutting and immobilizing the object Do not remove object from body; this may cause severe bleeding! For your own protection (Hepatitis B, HIV, etc.):

Latex gloves

CPR mask Eye protection Keep in mind that there are many situations in which the best treatment is to do nothing, except to assist in the evacuation effort. Examples include internal bleeding, poisoning and snakebite, and neck and spinal injuries. The best advice is to know that without proper first aid training, you will not know how to handle many situations. A treatment that seems logical may be incorrect and may cause further damage to the pilot.

Pilots already have useful emergency items with them: battens, rope, velcro straps, clothes, harness and parachute may serve multiple purposes. For example, your parachute contains at least 20 feet of bridle strap, hundreds of feet of nylon cord and the parachute sail can be used as a blanket. Remember that whatever you leave behind in your car will not be with you at the crash site. Once you have gathered and assembled what you need, you are ready to store your first aid kit. Waterproof your kit items using ziploc-style bags. Alone, these bags HANG GLIDING

offer little abrasion resistance, so place ziploc bags inside a nylon pull-cord sack or an old parachute throw bag. It should be accessible and within reach should you be the victim (particularly in tree or rocky slope crashes). There is no requiremem as to where to put the kir. Items may be split, placing some in the harness and some in or on the glider. Always keep essential items within reach. Picture yourself injured 50 feet off the ground in a tree. Could you get to your first aid kit? We suggest several locations: • Attached to the crossbar inside the double surface (several manufacturers recommend char you do nor store anything there so check your owner's manual) • Just behind the down tubes, attached to the keel or inside the keel pocket of older gliders Inside your harness, within reach when you are hanging • Inserted into tht.: keel, with an easy-open end cover The design of your harness and glider will influence your decision. Check your manufacturer's recommendations. Do not ignore the static balance of your glider or interfere with crossbar or VG movement. If your kit is not visible, put a sticker in a visible place pointing to the location of the kit. We recommend a simple graphic consisting of a large red cross and an arrow (paint or self-stick sail rape can be used to make the graphic). Remember to include your name, address, emergency telephone numbers, insurance information and blood type somewhere visible on the glider. Viral information should also be included on a sticker and placed on your helmet.

CLUB AND SITE PREPARATION A hang gliding or paragliding club can play a leading role in improving the safety and rescue capabilities of all its members. Every club should have a safety officer who will lead the club in safety initiatives. (See sidebar.) Controlling organizations of publicly owned sires may provide financial assistance in establishing an area, especially if they see that flying clubs arc safety oriem-ed. Safety oriemed pilots present a positive image of the sport. Establish an appropriatt.: first aid and rescue kit at launch areas and primary DECEMllER 1994

SAMPLE PERSONAL FIRST AID KIT (APPROXIMATELY $30.00)

ALL-PURPOSE RESCUE KIT

1 2 3

5"x9" Dressing 4"x4" Sponge 3"x4" Non-stick pad l" Roll adhesive tape 1/2 Roll plastic wrap l Space blanker 4 Latex or vinyl gloves l Mask for CPR 6 Burterfly sutures 4 Chemical heat packs

1 4 2

EXPEDITION/X-C KIT

EXPANDED PERSONAL FIRST AID KIT (APPROXIMATELY $60.00) 2

All of the above, plus Eye pads 3" Self-stick ace bandage Instant cold pack Rolled splint Pressure bandage Triangular bandage (arm sling) Pair EMT shears or small heavy scissors

Spare carabiner l" Flat webbing (30--50') l/4"x200' Polyester line Radio Spare battery Radio antenna Signal mirror Chemical heat pads Cold packs

l 4

Signal (strobe) light Emergency shelter Flashlight Compass Butane disposable lighter Heat packs Water, two liters Spare radio batteries Spare radio antenna Emergency provisions Foot care (moleskin) Basic tools

TREE COUNTRY CLUB KIT 2

All of the above, plus Set splints Emergency information sign Back/spine board First aid manual

KEEP-IN-THE-CAR KIT 12 1 l 50 24 50

Assorted band-aids Antibiotic ointment Burn ointment Analgesic tablets Antihistamine tablets Salt tablets Sunscreen Splinter tweezers

landing zones. A well-anchored, smrdy lock box is probably necessary. Do not stock it with band-aids, aspirin and rhe like; doing so will encourage members to use it for non-emergency situations, and it \\'ill be in disarray when really needed. Display emergency information at all

Folding saw (6" folded)

RUGGED COUNTRY Climbing anchors Climbing gear

DESERT Extra water (two or more liters) Electrolyte replacement Hat Sun block

launch sites and landing zones, and distribute printed copies to all members to be kept in rhe glove compartments of all vehicles. The list should include: location of nearest phone, hospital and trauma center; names of trained and qualified club medical personnel; phone numbers of hospital,

ambulance, med-evac and rescue services; and repeater frequencies/offsets of nearby active repeaters, and frequency to use for emergency simplex operation. Keep the list current; update semi-annually. Paint emergency numbers on your club's backboard or spineboard; use it as a sign at launch or LZ sites.

CREDITS This article was assembled from safety, first aid and rescue information found on the Internet (mailing list) forum. To find out more about the forum, send a message to: hang-gliding-d-request@lists.utah.edu with the word HELP as the subject line. Contributors on the network include: Dave Baleria Mark Boys and Tom Mullin Dave Broyles Rod Chin Brian Fogoros contents Paul Gazis John Gilbert Michael Gottlieb Ben Herrick Jack Hodges Rebecca Lance Bob Mackey and Dave Gasparian Kevin Moore Rob Reiter Geoffrey Rutledge Mike Vorhis Michel Wander

SUMMARY The success of your next rescue will depend on your preparation. Foremost is your training. Get it now if you don't have it, and keep your CPR and first aid training current. Next is your attitude. Think through likely emergencies when you are waiting at launch or in the landing zone. Talk about potential emergencies in your area and practice rescue techniques with fellow pilots at your flying sites. Be ready to act correctly and learn how to minimize further risk. Last, prepare a kit that emphasizes real emergencies. Your kit can be small if it is well thought out. Keep it at hand and accessible. And always fly safely. ~

Letting others know Water self-rescue Equipment, ham radios, repeaters and cell phones Emergency contact info, evacuation plan HIV, kit location sticker, posting emergency info, kit Survival kit Disease protection Site rescue gear, site communications Tree rescue kit Site kit, lock-box storage Training, disease transmission, kit placement Using available equipment Ham radio usage, risks of misuse Rescue procedures, HBV, HIV Exposure to HBV, HIV Self-rescue, wilderness equipment Kit assembly, contents

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Larry Tudor Wo<ld Aecord 0~ Oi>1ance Larry Strom John Johnson Anzora Siale Oisla1ce Rec Sieve Rathbun John Szarek

the past I ng congratulates Chris Arai,

4 U.S. Nati '92 U.S. Nationals, '93 U.S. Nationa and th to first place in the '94 National Cham · n Wills Win Pilot has Won t

nd place finishes in hris flew a 154 RamAir utive year in which a

have chosen to f Over the past 22 years that the Nationals has been held, Wills Wing pilots have won 17 of the National Championship titles awarded In various classes, while no other manufacturer has won more than four! For Twenty-two years we've been building quality aircraft and providing quality service 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 Falcon , to the proven performance of the Spectrum and Super Sport. to the world record setting HP AT and RamAir - the only hang 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!

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Pi lot Profile

s a hang gliding author, G. W Meadows contributes regularly to Hang Gliding magazine. His first articles appeared as features, then he went on to pen "Hang gliding 101 " and more recently his 'Ask GeeDub" columns. G. W lives on the Outer Banks ofNorth Carolina with his wife Jan. He is the president ofJust Fly Aviation Gear.

When did you discover hang gliding? In 197 4, when I was 13 years old, my family took a vacation co Kitty Hawk, North Carolina. There I saw people flying on Jockey's Ridge, a 130-fooc sand dune. I was dying co give it a try, but my parents

were always very protective. They cold me no way, no how. I was 18 years old when I finally made my first flight in the foothills of North Carolina.

went and flew off almost any hill I could find. I was lucky, because with very little training I could have gotten hurt and never known why.

What was your first flight like? It was on a 50-foot training hill on a Seagull. The LID of the glider pretty much matched the slope of the hill, so I never got more than 10 feet off the ground. I knew .after that first flight that my life had been changed forever. I bought a glider chat w~c;k.

How long did it take before you flew the mountains? Since I was on my own, it cook a year of flying every possible weekend on different hills in North Carolina. And even then, the only reason I got to the mountains was that one day while I was flying at one of the hills, an instructor, Ned Vines, who was there with one of his students, saw me flying and cold me I was ready to f1y the mountains. I went with him the next day for my first high-altitude flight at a mountain called Walker Top. From then on, I

So what was your first glider? It was a 1977 Super Sea Hawk. I borrowed $750 for the glider and harness. I was a weekend warrior on chat thing. I

HANG GLIDING

was hooked even more. I could fly like a bird! l never forget those early fl ighrs. When l hear pilots moaning about sled rides, l remind them about how much they looked forward to their first mountain flights at one time in their careers. I'll rake a sled ride anytime as opposed to not flying at all.

an ego the size of God's to be a meet director?

(looking

What do you remember about your first l blazed. The ground just was not moving by like it usually did and [ stuffed the bar. [ didn't have any forrnal instruc· tion so my confidence was pretty low and the flight scared me. But I got over it real quick. involved 111 the side of

What 1ncets have you nm? I ran the l ,ookout Valley part of' rhc '88 Nats in the Chattanooga area, the first Easr Coast Championships in '89, the Dinosaur Nats and the first Hobbs meet in 1990. In '9 I I ran three meets: rhc Dinosaur Team Nationals, rhc Hobbs meet again and the first Sa n d i a CI ass i c. I r ;rn the Sandia Classic again in '92 and '93, and in I 994 I directed the Big Spring Meer and the Princeton Nationals.

My first

with a hang gliding business was in 1983. I started a "garage" shop called Air Junkie Glider Supply. I was based in Winston-Salem, North Carolina. l sold Pacific Windcrafr gliders and all kinds of' accessories. Looking hack, I really didn't know what I was doing. When it conics to hang gliding poli I was visiting Chattanooga, Tennessee on a flying trip in J 986 while the USHCA Board of Directors was meeting there. The flying was rained our, so I thought I'd sit in on the meeting. [ got so interested in the inner workings of our organization that I have only missed three meetings since rhat rime. It's an expensive proposition to attend all rhosc meetings, but the knowledge I've gained and the friends I've made there arc price· less. What arc sonic of the areas in which worked in the field? I've gortcn around! I started a tandem boat towing business in Atlantic Beach, Nonh Carolina in the summer of '88, which never made a dirne because I underestimated the costs involved in using a boat. My buddy Rick Jacob offered me a job teaching at Sequatchie Valley Soaring in 1988 and '89. I went from there to work at Tbc Hang Cliding Center of San Diego DEC:EMBrR 1994

No, bur

it helps. (l11ughing) Jnsr kid· ding. Bur the competition pilots do have to respect your juclgrncm and sense of foirncss. Reynolds (designer of the TRX) taught me a lot about how ro run a foir meet. ( in enforcing the rules and the ability to sec the cnnrc picture" at once is what makes a good meet dircc tor. I'm learning ro have more fon while running compcti tions too. OF course, wcat her is a major focror in how a meet turns our. Lousy meet directors can run great meets i F rhc wcat her cooperates and vice versa.

as a hill and tandem instructor. l learned so much from the owner, John Ryan, during that two-year stint. It really helped mold my dirccrion in the sport. In 1991 I made more than 1JOO truck-launched tandems for Kitty ["lawk Kites, then I was hired as Vice President of UP America in 1992. When diat company underwent an imcr·nal shakeup, [ resigned and went to work for Jo c C r c b Io a r W i n d sports in Los Angeles. I did mostly instructional tandems for Joe while l was forming Just Fly. Joe has always been my mentor, and when he offered to become a financial partner in Just Fly, I accepted. My wife Jan and I moved back ro the Kitty Hawk area early in 1993 to officially start Just Fly and settle down (for a while anyway). gliding competitions You nm more than anyone else in the U.S. Docs it take

Would you recommend that try competition? Thar's ,1 douhlc-cdgcd sword. On one hand, competition challenges pilots 10 try hard and can bring om rheir best. In a(kli· tion, when in the right fo1111c of mind, they can learn terns. On rhe other hand, I sec pilors new ro competition try too hard ro keep up wirh the ranked pilots. 'foo ofrcn this leads ro potential acciclcms and sometimes death. It seems rhar some pilors can't put numbers on their gliders rmd keep rhcir good judgment. If' a pilot maimains good judgment and errs on the side of competition can he a super learning tool. Yon also nm lots of instructional semi· nars. What's up with that? I'm very f<irrunarc in that I'm able ro information to people in very simple terms. This isn't by choice; I

think very simply. I can't relate very well to the technical side of our sport. I compare much of what I'm teaching to everyday situations and I use "Meadow-phors" to help my seminar participants understand what's being taught. Although I run Instructor Seminars, launch and landing clinics and such, my specialty is teaching towing and tandem. I feel that I have these two down to a science. That's not to say that I know all there is to know about these subjects; I learn something from every seminar I conduct. I'm currently running six to 10 seminars a year for Pacific Airwave and also for any club or business that shows interest. What is your most memorable flight? In 1991, I made a 15-minute tandem flight with a woman who is a writer for Air & Space magazine. She had flown in and written about tons of different flying machines. We towed up over the beaches north of Kitty Hawk. As we were towing up, she (very poetically) started to relate the experience she was having and how it was what she always dreamed flight should be, but had never quite felt. She started to cry but kept on talking about what she was feeling. Half way through we were both balling our eyes out. When we landed, she gave me a hug I'll never forget The whole experience was incredible. THAT is why I fly hang gliders.

were observing the typical back-and-forth political jockeying and Roger and I started saying to each other, "J use fly. Yeah, just fly!" I knew then chat the next hang gliding business I ,vould create would be called Just Fly. After all, that's what all true aviators want to do - Just Fly!

Where is the future of

hang gliding? In a word, AEROTOWING. Its tough to improve on what Malcolm Jones has done down in Florida at his Wallaby Ranch. It makes things too simple.

What does Just Fly do best? Service. People get what they want, when they want it - no questions. We guarantee satisfaction. If you're not happy, give us the opportunity and we'll make you happy. Also, people really like the used glider and equipment listing. It's a way to immediately buy or sell stuff. The reaction to this service has been overwhelming.

What is this Just Fly deal? It is an aviation apparel and hang gliding accessories mail-order business. The name came about when I was at the 1991 USHGA Board of Directors meeting with tandem pilot/paradude Roger Coxon. We

THIN AIR

Where is the future of hang gliding? In a word - AEROTOWING. It's tough to improve on what Malcolm Jones has done down in Florida at his Wallaby Ranch. It makes things too simple. His

~ 1994 by Harry Martin

What kind of flying do you most enjoy? Flying on the short ocean dunes of the Outer Banks of North Carolina is intense, fun, challenging and beautiful. A five-foothigh dune tunes all aspects of your flying - launch, turns, judgment - and if everything isn't just exactly right you're back on the beach. Everything you do counts. Who are your hang gliding heroes? Joe Greblo for all around instruction and the best business partner anyone could ever have. Ken Brown for dune flying. He's the most incredible beach pilot in the country. Dennis Pagen for the incredible amount of knowledge he possesses. Jerry Forburger for his genius in the development of the ATOL platform towing system. But for sure, Tony Barton is my all around hang gliding hero. He possesses all the best traits: humility, talent and sportsmanship. No one does it like Tony. He is the epitome and personification of the ultimate hang glider pilot. (starts to smile and adds) That's why Just Fly sponsors him. 36

The reason why rigid wing pilots don't drive small cars. HANG GLIDING

operation and aerntowing offer it all: convenience, amenities for pilots and their families, and three--dimensional control over your flying (tow me to that cloud, please). I predict 1hat in 20 years 75cy;1 of all hang gliding bunches will be made with a rope. Land development is taking over more sites every year. 'l<iwing in general, and more specifically aerotowing, is the answer. It requires a relatively small amount ofland.

do Hying I feel that h;rng glider pilots arc rcluc· tam 10 spend money on advanced instruction. Once pilots arc off the training hill and own their own gliders it's rough ro get them back into a structured learning mode. If more pilots would attend seminars that teach them advanced skills, flying knowl · edge in general would increase many times over. Pilots can't (ttnd shouldn't) pick up all their advanced instruction through the magazine. Also, I think there should be some kind of currency requirement which demonstrates that a pilot still has the skills for the raring he holds. It would, however, have to be easily available to the pilot and

everybody has a little voice inside their head (or a gut focling) rhat raises a flag or rings a hell when they arc considering ing in conditions or doing something else rhar makes hang gliding riskier than it has to be. Listen rn rhat voice. Go with your gut focling. What is you favorite The one in Dennis Pagen's book "'fhe mountains and winds will be providing lifr long past your expected lifr span." Just heca11sc: we've driven all the w,1y to the flying site doesn't mean we have: ro fly today. You can always fly when tlie conditions arc hcncr. Author'., note: If you want to lrnou1 whttt

G. W'.'

standrfrn; 0 r h(/l)C ti hrmg glM

Just Fly

you crm call Grtrner Wr1ync rlt ROO GO-F!YN (ROO 546

j 51J6).

simple to administer I Jrwid Glover is now a Instructor at Wrtllaby Rcmrh, Dttvenport, Florida (R 13)

Listen to your lirrlc voice. I believe rha1

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.:,ite in the \\•orld. I couldn't irnagioc 3 hetcer iniroduccion co high flighc, so I called Arrnin and a1adc the necessary :trrangenlents. On the appoimed day, I managed ,o get n1yself fron1 Oahu ro ~1aui on :,n early 1norn ing red-eye. but the Y1·i nd had co coopcrat<" and had co lx:ac chc clock co launch before t he morning cloudbase obsclu·ed our LZ's. 1\fccr ,vinding OUT "'ay up the 32-n,ilc s,vicchback co chc summir I Yl'as .i,veslruck. A "·eek earlier n1y h ighest launch had been a I 00-foot ,raining hill; no,v I ,v::is surveying :'.I launch trom 9,840 fee, for a flighc chot would cake us 12 rniles across the valley co :'I beach on chc: souch-

,,,e

,vt:St coast.

Afcer sui ting up and p r:.ictlcin.g the launch run, Arn'li n revised our fligh c plan because a 6,000-fooc doudbase had in fact obscured all the wesc co.st beach 12's, Our alcern,uc w,~, a small gm$$ field called "No Nan1c" at 2.000' MSL, :ibout seven rnlle..~

from launch and just do,vn the road fro rn ,<\rm i n's house in Ma k:l\vao. We hQO ked inc<> Arn,in's D rca1n, perform<'d our h:.lng check and ran extra f:uc during our laurtch to compensate for the l'ariftcd aic a:1 :1ltin1de. -rhe air \\':.IS smooth as silk, and :.after:, fe,v 111inurcs Arn1in turned the gli<.ier over to me. We had plenty of cime and aOtirude t() ptaecicc turns ~nd play around v,ri1h 3irspeed. We tcansitiooed chc scattered clouds

ac 6,000' ,ve11 ,vithin our Vfl{ n1inimums. As a bonus, ,ve even got co thermal fo r a t<.."v minutes a couple of ,nHcs ,vest of the LZ. Arn1in ,vas sn :lpping pictures fron1 a ,ving- 1nountcd camera producing :t scx1uence of unbcJjevable photos right do,vo co our roll~out at No N:une. 1·hat afternoon v.•e headed out to rhe Sea Cliffs of Norcheast Mam where I met fellow Region IX pilocs Jim and Kim RoYl•an, and [he dozen or .:,:o active local pilots on ,he island. Jim'• description of the locals in his ~ruary "Maui \Xfo,vie'' ardcle ,vas accurate: chcy ,vere a good-nacurc::d bunch :u1d very conscie.r1tious about rhcir flying. L kne,v I ,v~.s going to have a11 opportu11ity co return in six months for another conference, bur L couldn't imagine th:it I \\rould be ~u :1 point in my tr'..tining ro be O)'tng chc-sc sices solo. I bid my farewell lO 1\rmin an<l Ihe island of Maui hoping 10 see chem both again in June. A n1onth lacer, back in Balrimorc. Richard signed me offfor my H,rng II and I headed out to .Sno,vbird just outside of Salt Lake Ciry. Utah for another conference. I'd seen the sire report on Point of t ht· lvlount~1in io rhc No,·e111ber issue of Haug Gliding and ic sounded coo good to pass up. so l contacted Dave Sharp at UP co sec ,f I could (:lke n1y fi rst h1gh alcicudc solo undtt his observ:uion at The Poinr. Afrer a linlc ctmedi:,I craining to get the feel of UP's

XTC double-surfoce crainer, Dave spoosored my first high flight from the south side of The Point in che morning, and my second fronl rhe north side in che afternoon. During rhe same trip, [ hooked up wirh rwo ot ,·ny old Kiccy Ha,..\•k instructors, lorn "Sparn.. Cadora for my first downhill ~ki lesson .:1 fe,,· 111ilcs a,vay 3( Alta, and Paris \XTilliams for my flm rnndem ridgesoaring Aighc back at The l'o inr. The tande1n wich l'aris gave 111e great experience and confidence in tUrning che glider and a good fed for flying in congested ;iirspacc. !lack in Baltimore. I spent every flyable \ \1 eckcnd fron1 Januaiy co May \\•irh a1y Pulse and some patient Ob~c.:rve1·s in t he n1ouncains of Region IX, crying co gain aircitne. It ,v::J!> a lousy East Coa.S-l \\•inter, and for all my effom I had eight hours w1dcr my belt ,vhen J \\'tocc: to Arn-1in in t-.ifay reminding him chat [ was heading back 10 Maui fo r a conference in June. I miked with him on the phone a co<1ple of weeks lacer hoping ro coerce hi1n ir1co sponsoring n1e tor :a liccfc Ha,vaiian ~1ittin1c. He graciously ,tgreed and cold me co pack u p my glider and call him when I goc to Maui. l spent a lot of tin)e v.·orrying ;,1b<>ut ,hipping my glider. but my fears were u nfounded . True, lhe airlin(;s are a li ttle skittish about crans1>0rting a hang glider (you'll be proc:e,sc<l a loc more cfficienrly if you use a tnttaphor like "'wind surft r" to

-an enornlOu:, tatdc pasture chat serves as

the LZ. llecamc the horses gee spooked by ,he flapping sails and shadow, of gliders, protocol require, that you keep your glider in ,he bag until the horses have passed by launch, and also thar you break your glider down quickly, and wdl back from the trail. when in the I.Z. The horses come through on a regular schedule known to the local piJocs, so in gr:.ncraJ it is easy to avoid any contact \virh them.

I ser up rhe Pulse and bodi Armin and I panicipacoo in ,he pre-Aiglu ro insure rhat I'd reconnected my leading c:dgcs properly. for my first flighr Armin wanted to keep i1 simple - a >trong launch. a righr rum coward rhe LZ, a lcfr onto fui,d and a conrrolled landing. So my first flighr outside the Continental U.S. lasted all of one minme, but it builc my self-confidence. and Arnun Engert and tlx author on ,1pproath t<J "No Nan1e. "

the day because rhe air ac launch had

describe you r \ving), but che Uniccd Airlines ticker :1gents 1.-vcre very helpful at both ends. ~\nd the $150/round trip excess baggage fee wa.< well wonh it. W/1,en the big day arrived, I ,v:\rched nervously rrom

becon,e compressed. Arrnin cold me rhe

condi,ions ac the Sea Cliffi. arc fuirly predictable; if the site is going to be soarable it rurns on about 11:00 A~1, btcomcs coin-

inside the terminals of BWI, O'Hare and Honolulu as the blue and yellow bag was taken off one pl:'!ne and cransferre<l ro the flCXt. But rin,es h.:ive changed since chc days

of ,he old Samsonite ads. and chose guys babied cha, package all ,he way. When I called from the airport ,o check in v.,ich Arn1:in, I round out chat he hadn't been able to Ay Haleokala for the preceding 10 days. Artn in's tandem business feeds

1rsclflargely th rough people who W3tch him and his smdencs/p1ssengcrs land on the beach in from of d,e Grand Waule:i Resort, so a screech of b:'ld \veacher r<.'aJly cues into

that form of adverrising. I hoped I was bringing good weaLher. I Stowed ,he glider overnight in a scace bagg::ige sco~ge area for $ I O. picked up my rem.al c.1r :ind headed ro che ~1arriott in Lahaina on \'(lest lvlaui. Nty

I'm sure my face said it all when the first beachcomber walked up and asked me where I'd come from. From her expression, it may as well have been Mars, when I turned around and pointed to the top of Haleakala."

firs{ ,vcek•s :1ccornmodations ,vould he paid for as part of n1y oonf'c:renc~ parcicipation, hue during che second v.·cck J ,vas on my o,vn, so I had n1y ca1np1ng gear in fO\V :and

his and headed maigh, for the Sea Cliffs

was prepared m ,Jeep on the beach. The

site 20 n1in,ues av.rav.

next n1orning I'd 3rr.u1gtd co n1eet Armin at the ba~uagc clai,n. :ind kncv.• that it \\t';c,

I was back on familiar ground, but as \virh any visiting piJot, Armin revie\ved the

going LO be a grca, rrip when I saw him roll up in the Smurfmohile. "' old blue station wagon that has weathered the climb up and down Haleakala hundreds of ,imes. Wle loaded up my glider wi1h an assonment of

ards. The gr:t~-y sloping launch sirs n1id,,,ay :~long a trail escablished hy the lando,11ner as pan of a horseb,ck riding business. The

DECEMBER 1994

Aernin':, confidc:nce in n1:e. J fOllo~·ed rha1 first ,;led ridt· ,virh a six-,uinucc scrarchy soaring njghc, and rhen \\1e packed ir in for

Sit<" prorocoJ and disc1.1s.scd pocential h.tz-

traH ,vinds do,vn the hillside and feeds iruo

pressed by midday and srnys ,ha, way Lhrough early aft<rnoon and then rums on again about 5:00 l'M. If you can ger up 10 cloudbase before the compression begins, you can stay up indefi11i1ely, bm 01herwise you're grounded. l headed back co my horel looking forward ro my flrsr solo Aighr off Hale.1kala tht next morning. Arn1 in's tandent business ru ns l ike a fi.nclv runed S-.viss vario, and it didn't rake long for me ro adapt LO the routine. ff r\rmin h:1:> a srudenr sdtt:duled he pucs in a

call to Flight Service co check general condicions at 5:55 A,\i• and cht:n confirn1s the \Vind dirtccion v,rich the R.aoger Scacion 3l

the summit of Haleakala. I would call at 6:00 AM, and if conditions were right. Armin \Vould cell me to n1:eec him ac an inccrscction near the base of tht: 1nouncain design.itcd "five trees.'' There \\1e'd pick up che srude.nc and scare Lhe hour drive ro rhe

rop. Armin figures he get> an average of 10 flyable days a monrh from rhc top of Haleakal:i. bm despire the prc-Aighr weather report, chc ,vinds a rid cloudbase can change in m.inutcs, so t..hc ,vholc effort can be a real crap shoot. I never goc tired of the drive. and \Vt ,vcre rcn1:jnded all chc- \.vay up rhat the alcern:ttivc co flying do,vn in a hang glider is a tnu<:h ruore hazardous flight do,vn the road on organized rnountain-bikc tours. (Ir's not unusual to hear .in an1:bu41

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lance heading up the mountain to retrieve a broken biker.) Permanent streamers and a ,.vindsock on the front side (north launch) give the first reliable indication of conditions as you round the final bend to arrive at the launch sites. Launch is generally to the north and requires a gentle left turn in flight for a straight glide to the beach. There's also an opposing launch to the southeast, l 00 yards across the ridge. This first day we arrived at launch with no wind, but still put the hustle on to set up, hoping conditions would improve. Armin was going to be observing me throughout this trip, and I wanted to make sure I was always set up and ready to go before he was; five minutes on Haleakala can mean the difference between clear air and total obscuration. Because I hadn't been to the beach LZ at Keawakapuu, I was to fly to an alternate ,ve had passed on the way up the mountain called Red Hill (aprly named for a huge red earthen mound at the nonh,vest corner of the LZ easily visible from launch 10 miles away). Red Hill is a huge rolling cow pasture that I would become intimately familiar with on this trip. As the wind started to pick up, Armin practiced his launch run with his student, the husband of a newlywed couple from New Jersey. But suddenly, the scattered cloud layer at 6,000' formed a solid base and we had to break down. Even though we didn't get to fly it was still amazing to see these huge clouds, soon billowing up at launch, evolving right before our eyes. Learning the weather takes a close second to learning the flying on Maui; there's so much happening in such a small area in such a short period of time. The day wasn't completely lost to flying, however. In the afternoon I met Armin back at the Sea Cliffs and chalked up my personal best at that site with a 22-minute soaring flight. The next morning we were up on the volcano again with perfect launch conditions: eight mph straight in from the north. This was the flight I'd been waiting for. I bolted along the familiar ground I'd tread six months before, but this time I was alone! A clean launch, an ecstatic whoop and I was gone, tracing the switchback with big lazy turns on my way out to Red Hill. I arrived at the LZ with 3,000' and plenty of time to plan and execute a sensible approach. I touched down 300' from my rental car with 25 minutes to log. I bagged the glider and stashed it in some bushes for DECEMBER 1994

later retrieval and headed back to my conference. Later in the day, Armin and I checked out the beach at Keawakapuu, to discuss the approach and retrieval procedures for my first flight to the coast. The Kihei shoreline is a series of crescent-shaped beaches, and Keawakapuu is the third beach north of Armin's primary LZ at the Grand Wailea Resort. Keawakapuu is an ideal LZ: 1,000 feet long and 100 feet wide at the north end. Parking and foot access is limited to the south end of the beach, so swimmers/sunbathers tend to gather away from the area used for landing. The inland side of the beach is bordered by some 100foot palm trees, and Armin instructed me to make my approach over the water in order to avoid the trees. This also gives people an opportunity to see your approach, and, hopefully, get out of the way before you land. (Although Armin tells classic stories about people herding wward his final approach at the Grand Wailea.) The next day I put my survey of Keawakapuu to good use. We had another set of ideal launch conditions on top. With beach landing in mind, Armin wanted to make sure I could see the shear line roughing up the water a few miles north of Keawakapuu. He told me to keep an eye on the shear line and consider one of the beaches further south if the line moved in on my primary LZ. After launch we cruised down the spine of the ridge for five minutes and then headed out to our respective beaches. The visibility was excellent and I had no trouble keeping Armin in sight, even though his high wing loading put him well in front and below me throughout the flight. Twenty-five minutes later I was 3,500' over the beach, making broad 360's, watching Armin setting up his approach and finally landing to the north. By the time I reached 1,000' I confirmed, by looking at the palm fronds, that a north approach was appropriate for my landing as well. I continued to circle, set up a high-speed final and landed with a strong flare on that big cushion of sand. After that first landing on the beach I started reminiscing about my first flights on the Eglets at Kitty Hawk nine months earlier ~ hmv scared I'd been of those big awkward birds and how glad I'd been that there was nothing but sand to beak into. I can't even begin to describe what it felt like to unhook on that beach with nearly 10,000 feet and a 12-mile sled ride bernreen me and

launch. I'm sure my face said it all when the first beachcomber walked up and asked me where I'd come from. From her expression, it might as well have been Mars, when I turned around and poinred to the top of Haleakala. I'd repeat that flight three more times over the next 10 days with one more good upwind landing and two embarrassing downwind landings, each a learning experience, and all prompting me to pay more attention to my drift over the LZ to assess wind direction on approach. During the second week of the trip I was sleeping in the open air on that beach every night. It was a very pleasant cycle: falling asleep under the stars, waking up at sunrise, taking a swim to wash the sand off, heading up Haleakala with Armin and then flying back to my campsite. The afternoon following my first beach flight, we were back at the Sea Cliffs to extend my ridge soaring experience. The air was fat and I was 500-1,000 feet over in no time. Armin had cautioned me to continually check my penetration, because launch is at a point on the coastline along which the wind direction naturally splits away in opposite directions. The bulk of the coastline is to the west but rhe LZ is to the east, so as tempting as it was to explore, I ended up staying pretty close to home. I hadn't invested in a two-meter radio yet, but I had always fantasized about flying to music, so on this flight I hooked up my little Walkman Sport and cranked up The Doors. Ir was almost too good to be true. I spent most of rhat two-hour flight playing drums on my basecube and micromapping small sections of the coastline, determining, with a resolution of a few feet, where ro find the best lift. Armin ,vas grounded, waiting for conditions to pick up enough for a randem, but it just wasn't meant to be. Still, he always made positive use of his downtime, functioning as a goodwill ambassador between the local flying community and the owners of the site, promoting tandems wirh the tourists or just watching and learning from the islands' ever-changing weather conditions. Sea Cliffs is a terrific spectator site, as Route 340 winds right past launch and some of the best local lift is directly above the road. There's a lot of waving back and forth between pilots and tourists riding by in their converribles. And as I took my turn waving, I wondered if they could here me belting out "L.A. Woman." A couple of days later we were back at

the Sea Cliffs and Armin took me on a flying tour down the coast. He'd already set me up with a loaner vario for the trip, but today he put part of his business on the line and mounted his camera on my wing so I could take some souvenir shots. Up to that point I'd been relying on the disposable Kodak Panoramics, which were taking pretty good pictures, but had cost me a Walkman and a wristwatch. I'd failed to secure either item and both fell out of my pocket (on separate flights, no less - duh!) when I was fumbling around trying to put the camera away between shots. At 1,000' we crossed a little valley and worked our way back up the mountain for my first climb to cloudbase, and I had the shutter clicking away the whole time. Armin's Bavarian accent made his Hanz and Franz impression a natural, and there were frequent good-natured references to my 50pound "girly-man" glider. But the Pulse was holding her own, and it wasn't unusual for me to find myself on top of the TRX that day. We landed with a little more than two hours each, took a lunch break and teamed up with Greg Putnam, another local pilot, for some pure thermal flying "up-country." There are several up-country sites to launch from in the rolling meadowlands below Haleakala's timberline, and access is limited only by the height of the cloudbase. That day we settled on the six-mile marker along the Haleakala switchback at about 5,300 feet. By the time we set up, cloudbase had dropped; we were socked in and I thought we were done for the day. But just as quickly the base lifted briefly, and the three of us launched within a few seconds of one another. I headed straight out toward Red Hill and hooked a weak 10 fpm thermal for a 200-foot gain and my first dizzying string of 360's. It was short-lived but mighty sweet; my first thermal flight lasted 20 minutes. The next day we got an earlier start and were able to launch from 6,000'. Armin dug into a thermal soon after launch but I flew through it to clear the only obstacle (a forested area) between me and Red Hill. I headed to a spot Armin had suggested might generate some good thermals and made a few turns at 3,700'. I was going up slowly but surely and saw that my drift was carrying me over a huge shadow. In the center of that shadow my rate of climb gradually increased, and I realized I was under a developing cumulus and locked into my first boomer. I peaked at 1,000-1,500 fpm and topped out at 6,200'. I remembered

Armin's advice to fly out at 500' below cloudbase if I was ever concerned about cloudsuck. As I headed out of the core a little voice kept saying (with the British accent of one of my MHGA Observers, Nick Stammers), "Never leave lift." But I erred on the side of caution and rolled away from that big beauty hoping to find another. Armin had already landed at No Name and came on the radio to tell me I was doing well and to stick with it. I had my hands full in some pretty rowdy air and couldn't reach the radio to respond, but I was glad to hear his reassuring voice. Thirty minutes into the flight I hit some major sink and set up my landing approach for Red Hill. Then, with 300' over on my downwind leg, J hit a tremendous core that took me back up to 5,200 for another 45 minutes of shake, rattle and roll before landing. I felt like I'd had my first taste of what flying was really all about. Released from the ridge, this was a freedom like nothing I'd experienced. It was rapid decision making followed by immediate reward or punishment. Armin congratulated me on the flight and with seven hours of Hawaiian airtime our mission became clear: we needed to double the 13 hours of airtime I'd arrived with. There were several more two-hour flights at the Sea Cliffs, including my first wave encounter (sky, not sea). Maybe this was a wind surfer after all? I found the wave purely by accident: After scratching around above launch for 20 minutes, I parked over three rocky spines that had been identified as a good source of lift on earlier flights and gained 4,000' in a matter of minutes. I boated around making sure to stay on the seaward side of any cloud wisps, and really got a close-up view of how dynamic the cloud formations were. I finally got up above the first cloudbase and nestled in at 5,200'. It was a high traffic clay for Kahalui Airport and it seemed like there was a continuous line of helicopter and commuter airline traffic racing by a couple of thousand feet below. Greg Putnam spied me from his perch at around 2,000' and raced over and up on his new TRX, joining me a few minutes later. It was an aerial ballet as we slipped past one another vying for the best lift. When visibility became a more pressing issue, I flew down a few hundred feet to insure good separation. Armin was grounded again waiting on conditions appropriate for a tandem, but I knew he was glad to see me skying out.

I had no master plan for this trip, but with Armin's encouragement, instruction and advice, every flight was a natural progression and in some way an improvement on the previous one. The flights from atop Haleakala and the Sea Cliffs had been spectacular, but my peak experience was probably my final thermal flight from the sixmile marker on Haleakala. I remembered my early instructors talking about the "launch bubble" and how great it felt to break through it. Well, the first couple of thermal flights I had reentered a bubble, just sort of drifting around hoping to bump into a thermal. But my situational awareness gradually improved. Pat Rogers joined Armin, Greg and me on this flight, and as we climbed to cloudbase I started thinking pretty clearly about what I was going to do next. I tried to take into account my drift, the location of the primary LZ, and the stage of development of the different clouds. I didn't have to bail out over Red Hill that day; instead I plotted my course to No Name, two or three miles to the southwest, and used what I learned from Armin, Greg and Pat to get there. An hour later I landed at No Name, the same LZ Armin and I had rolled into together on our tandem six months before. My luck, judgement and skill had been tested over the course of these two weeks, and this last soaring flight was like passing some sort of final exam. I blew the bonus on the day I left, when I ended my last flight from Haleakala with one of those downwind landings at Keawakapuu. That experience reminded me that despite the gains I'd made in Hawaii, I still had a whole lot to learn. Armin and I completed our mission and then some. I'd arrived with 13 hours total airtime and picked up an additional 17 hours in 20 flights over 13 days. But there was a lot more to my time on Maui then just the flying. The acquaintances I'd made in December were now my friends. I'm indebted to Armin who literally took me under his wing and provided me with the experience of a lifetime. Thanks also to Greg Putnam and Pat Rogers who joined us on many flights and helped provide a fresh perspective, and to Jody Barnett, Armin's better half, who, like Armin, made me feel welcome from day one. It's been a very good year, and as a fresh Hang III I hope that other new pilots will be encouraged to look beyond their home sites for new opportunities to fly. r.6lol,;

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HANG GLIDING

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THAT

.s A RAMAIR PILOT

fL'iN AT SE'JENTY M.P.~.

1994 USHGA MERCHANDISE ORDER FORM QD'.. 1995 USHGA Calendar - Better than ever, buy one for a friend. Available in September. 10x13 full color .................................. $9.95 OTHER USHGA CALENDARS SPECIFY YEAR: 1994 1991 1990 1989 Excellenl Photography- collect them all! .............. @ $1.50 "NEW" USHGA BARBARIAN RUGBY JERSEYS super heavyweight 100% cotton embroidered bold 4" ash/navy/purple/forest green striped, traditional collar or mock turtle neck. SIZES M L XL (XXL $45.95) ................................ $39. 95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL ................................. $29.95 COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece - 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL (sweatshirVsweatpants combo $60.00) .................................................... $34.95 "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, beautiful multi-color design on white. SIZE: M L XL ........ $24.95 ALSO FREESTYLE T-SHIRT 100% preshrunk cotton Med. Large XL ......................................................................................... $14.95 "LOOP" SWEATSHIRT 9 oz. set-in fleece - 50/50 heavyweight, red and white on navy. SIZE: M L XL ..................................... $19.95 USHGA Golf Shirt 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in white, navy & jade only) ..................................................................................................... $24.95 USHGA MTN. GLIDER T-SHIRT 100% cotton. Our most popular shirt. SPECIFY SIZE: M L XL COLOR white ash ............ $12.95 USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECIFY SIZE: 8(6-8) M (10-12) L{14-16) .................. $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE PURPLE RED ..................................................... $9.95

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1111 Ratings SAFE PILOT AWARDS

\l(f!LSON, BENJAMIN: Jolier, IL; J. Whittle/Kitty Hawk Kites YEE, WANDA: Royal Oak, Ml; \Y/. Cudely/Skywing HG

GOLD LARRY HUFFMAN DAVIS STRAUB JON THOMPSON

Region 8 GRAFFAM, ROBERT: Beverly, JvlA; D. Baxter/Morningside FP

D!Alv!OND MICHAEL ROBERTSON

LILIENTHAL AWARDS BRONZE CHARLES (BUD) MELANEY GRANT SMITH SILVER GRANT SMITH

X-C FLIGHT AWARDS 501vl!LES LARRY HUFFMAN DEREK POFF

JOO MILES DAVIS STRAUB

BEGINNER RATINGS

Region 9 COOLEY, MICHAEL: Hampton, VA; C. Dupaul/Kircy Hawk Kites DUNN, DANIEL: Bethesda, MD;]. Jv!iddleron/Silver Wings EDWARDS III, JAMES: Fairfax, VA; M. Taber/Lookout lv!rn Fp EDWARDS, JAMES: Fairfax, VA; M. Labado/Lookout Mm FP ELCHIN, JAMES: Portage, PA; C. Elchin/Kitty Hawk Kites GEESEY, BARRY: Hollidaysburg, PA; K. lmm,ordino/Kitty Hawk Kites KING, STEPHEN: Gaithersburg, MD; B. Weaver/Kircy Hawk Kites LUCI, MARK: Morgantown, WV; B. \v'eaver/Kitty Hawk Kites PONTI, GEORGE: Eastlake, OH; M. DelSignore/North Coast HG WAGGY, JEFFERY: Wooster, OH; M. DelSignore/North Coast HG \l(f!LLMAN, LEO: King of Prussia, PA; G. Thornton/Kitty Hawk Kites Region 10 DOTTER, DAVID: Winrerhaven, FL; M. Jones/Florida HG MC KEAN, SEA: Kill Devil Hills, NC; C. DuPual/Kirry Hawk Kites NAIK, DEVANG: Hermitage, TN; A. Bloodworrh/Lookour Mrn FP PEEPLES, PAUL: Brevard, NC; B. Goodman/Blue Ridge HG ROSS, JOHN: Fr. Lauderdale, FL; F. Foti/Miami HG SOROOSH, GREGG: Lake Alfred, FL; M. Jones/Florida HG Inc STUBBS, NEAL: Brandon, PL; D. Jones/Lookout /vim FP WARREN, CHARLES: Venice, FL; M. Jones/Florida HG WARREN, CURT: Orlando, FL; M. Jones/Florida HG \l(f!LSON, JOHN: Camden, SC; C. DuPaul/Kitty Hawk Kites Region 11 HAGUE, RICK: Cleburne, TX; T. Doogs/Red River Aircraft

PILOT: City, State; Instructor/School Region 1 DOUMA BRIAN: Lake Stevens, WA; J. Fieser/Whatcom \v'ings HART, KURT: Mount Lake Terrace, WA; T. Johns/Cascade Soaring McBROOM BEN: Anacortes, \v'A; J. Fieser/Whatcom Wings YEAGER, ROGER: Portland, OR; S. Sauerwein/Sky's The Limit Region 2 BAHK, DOJOON: Santa Clara, CA; J. Woodward BRUNS, ROBERT: Sacramento, CA; T. Cadora/Mission Soaring MALESKI, KAREN: San Jose, CA;]. Woodward/Natural Flying PHOENIX, CHRIS: Cupertino, CA; T. Cadora/Mission Soaring SCHMIDT, DENNIS: Newark, CA; T. Cadora/Mission Soaring SMITH, ERIC: Santa Clara, CA; T. Cadora/Mission Soaring TONEY, STEVE: Sunnyvale, CA; J. Woodward/Natural Flying VILLAGOMEZ, GERARDO: Suisun City, CA; P. Denevan/Mission Soaring Region 3 BARRETT, BRIAN: Seeley, CA; D. Baxrer/Morningside FP BRATTON, RONALD: Escondido, CA; R. Mitchell/Eagles Wings GROSS, MARGARET: Yucaipa, CA; K. Howells/Wingsways HAMILTON, CAMERON: Northridge, CA; A. Whitehill/Chandelle SF LeGARRETA, ANTHONY: Sylmar, CA; D. Quackenbush/True Flight ROSENBLUM, SETH: Thousand Oaks, CA; A. Beem/\Xfindspons Int'! RUDAKEVYCY, PAVLO: Redondo Beach, CA; P. Philllips/Lake Elsinore Region 4 EDGAR, CARY: Morrison, CO; S. Dewey/Quiet Flight PROCK, DARREN: Payson, AZ; R. DeStephens/Zoni HG

Region 12 GRIECO, JOHN: Short Hills, NJ; B. Weaver/Kitty Hawk Kites MATHLEIN, CAMILLA: New York, NY; G. DcWolf/Corolla Flight

NOVICE RATINGS PILOT: City, State; lnstrucror/School Region I PETTY, AMY: Camas, WA; J. Asher/Endless Thermal Airways SHAPIRO, JEFF: Kirkland, WA; C. Blackwell/Payallup HG YEAGER, ROGER: Portland, OR; S. Sauerwein/Sky's The Limit Region 2 DAL CANTO, RICHARD: Stanford, CA; D. Yount/lvlission Soaring PALLANT, RALPH: Redwood City, CA; P. Denevan/Mission Soaring \1(/ENNING, RICHARD: Fremont, CA; B. Ream/Mission Soaring Region 3 BISCHOF, DAVE: Van Nuys, CA; R. Bailey/\'>?indsporrs Incl BJORUK, JEFF: Ardedia, Ca; D. Quackenbush/True Flight HG CASOLARO, VINCENT: San Jacinto, CA; P. Phillips/Lake Elsinore JONES, STEVE: Rancho Palos Verdes, CA; B. England LeGARRETA, ANTHONY: Sylmar, CA; D. Quackenbush/True Flight HG NEPSUND, RONALD: Winnetka, CA; D. Quackenbush/True Flight HG WARBURTON, RANNEY: l'uhi, HI; P. Phillips/Lake Elsinore \1(/EBER, JIM: Corona Del Mar, CA; P. Phillips/Lake Elsinore

Region 6 UNRAU, KENT: N Newton, KS; R. Kenney/Prairie HG

Region 4 GEBERT, GLENN: Wellsville, UT; G. Pollock/Wasatch Wings KNOPINSKI, JOE: Castle Rock, CO; lvl. Windsheimer/Golden \'ilings PROCK, DARREN: Payson, AZ; R. DeStephens/Zoni HG

Region 7 ARNOLD, MARK: Pine City, MN; B. Fifer/Traverse City HG DINAUER, GREG: Madison, \XI!; T. Burear/Reality Flights THOMAS, JEREMIAH: Grass Lake, Ml; B. Hagewood/Kiny Hawk Kires

Region 7 ARNOLD, MARK: Pine City, MN; B. Fifer/Traverse City HG HAVINLAAND, HEATHER: Whitewater, \XII; B. Kushner/Raven Sky

HANG GLIDING

Ratings Sports MASON, SHAN: Muskego, WI; R. Mitchell/Eagles Wings HG SEMARKK, MIKE: Swarte Creek, MI; W. Cuddy/Skywings HG TATMAN, DAN: Rome City, IN; C. Thoreson/Lookout Mm FP Region 8 CORMAN, DANIEL: Uncasville, CT; D. Baxter/Morningside FP MANGOLD, JOHN: Newton, CT; M. Jones/Florida HG Inc MORIN, ANN MARIE: Berlin, NH; J. Nicolay/Morningside FP Region 9 CAVANAUGH, MARK: Bethesda, MD; J. Middleton/Silver Wings DAVIES, DONALD: Pittsburg, PA;]. Holster/Mm Top Rec PERZ, KENNY: Twinsburg, OH; M. DelSignore/North Coast HG PERZ, DAVID: Twinsburg, OH; M. DelSignore/Nonh Coast HG Region 10 CANTLEY, AUGREY: Tucker, GA; T. Hager/Lookout Mm FP ROBERTS, RICK: Gainesville, FL; G. McNamee/Graybird Airsporrs SMITH, NANCY: N. Lauderdale, FL; S. Flynn/Cenrral Florida Flyers SMITH, BRUCE: N. Lauderdale, FL; S. Flynn/Cenrral Florida Flyers STUBBS, NEAL: Brandon, FL; T. Hager/Lookout Mm FP TOSHIKI, SAITO: Marietta, GA; J. Peebles/Lookout lv!rn FP Region 12 JANUSIK, JANUSZ: Hopatcong, NJ; R. Hastings/Morningside FP MARTIN, TROY: lv!illingnton, NJ; S. Clum/Mounrain \'{lings RAZ, BUT: Briarwood, 1'TY; S. Clum/Mountain \Xlings STENGEL, WILLIAM: Oyster Bay, NY; S. Clum/Mountain Wings SZYMAK, MAREK: Edison, NY; R. Hastings/Morningside FP THOMAS, DEAN: Jersey City, NJ; S. Clum/Mountain Wings

Ill

MADOLE, CRAIG: Huntsville, AL; R. Patterson/Rocket City McLEROY, JOHN: Orlando, FL; T. Ramseun/Florida HG . TOBEY, RICHARD: Boca Raton, FL; J. Tindle/ivliami HG Region 11 ISAACS, DAVID: Wichita Falls, TX; D. Broyles/Kite Enterprises Region 12 LYON, BROOKS: Canandaigua, NY; R. McGovern/Rochester Area flyers

ADVANCED RATINGS PILOT: City, Seate; Insmzctor/School Region I LEUALLEN, HARRY: Eugene, OR; T. Sapienza LYNCH, MALLORY: Talent, OR; W. Roberts/Southern Oregon HG MYHRE, KEITH: Billings, MT; D. Gravage/Paradise Gliders STEVENSON, MICHAEL: Medford, OR; M. Knowlden/Rebel Wings STONEBROOK, PHILIP: Ashland, OR; W. Roberts/S Oregon HG Region 2 AMY, STEVE: Pacifica, CA; E. Pitman/Flv America ELHARD, TOM: Lodi, CA; K. Wright/Wright Bros. LEASH, NEIL: San Andreas, CA; R. Leonard/Advenmrc Spores Region 3 BAJULAZ, YVES: Solvang, CA; K. deRussy/HG PG Emporium CHAMBLEE, LAWRENCE: W Hollywood, CA; D. Quackenbush/True Flight CRUZ, PATRICIO: Redando Beach, CA; D. Quackenbush/True Flight PUTNAM, GREG: Haiku, HI; D. Darling/Maui Soaring RYAN, JOHN: Chula Vista, CA; R. lv!itchell/Eaglc's Wings

INTERMEDIATE RATINGS PILOT: City, State; Instructor/School Region 1 BOULTER, BELINDA: Seanle, WA; J. Reynolds/Cloudbase Country Club MASCHMEIER, WILLY: Langley, WA; T. Johns/Cascade Soaring NISEWANDER, STEPHEN: Cottage Grove, OR; L. Keller/Airtime OR THORESON, DAVID: Seattle, \XIA; T. Johns/Cascade Soaring Region 2 DENMAN, DONN: Los Gatos, CA; J. Bonon/lv!ission Soaring NUGENT, STEVE: Atwater, CA; \XI. Brown/Top Flite SALAZAR, ENRIQUE: El Dorado, CA; R. Leonard/Adventure Spans Region 3 COOK, JEFFREY: Rancho Santa Margarita, CA;]. Pin/Lake Elsinore HEALY, ERNEST: Escondido, CA; R. Mitchell/Eagle's Wings KING, MICHAEL: Fallbrook, CA; R. Mitchell/Eagle's Wings McINTYRE, TIM: Orange, CA; R. Pelletier/Flight Systems Region 4 HAGEN, JAMES: Golden, CO; M. Windsheimer/Golden Wings HAGUE, BRIAN: \XIest Valley, UT; C. Baughman/Vulrnre Gliders WILLIAMS, BRYAN: Aspen, CO; R. Kemp/Aspen Aero Sporr.s YOSHIMURA, KUNIO: lvlesa, AZ; R. DeSrephens/Zonie HG Region 7 BRADDOCK, SCOTT: Stevensville, Ml; J. Mitchell/] J Mitchell HG MAUK, DAN: Aurora, IL; B. Kushner/Raven Sky Sports

Region 4 BAZON, BURT: Ribera, Nlv!; M. Glantz/High Desen HG MANG, CHUCK: Albuquerque, NM; C. Woods/Up Over NM NORi\1AN, GLEN: Albuquerque, NM; lvl. Glantz/High Desen HG Region 9 MILLER, TIM: Brecksville, OH; M. OelSignore/Norrh Coast HG Region 10 POWERS, PRIOR: 'v(/est Palm Beach, Fl; M. Jones/Florida HG Inc STEWART, JEFFREY: Inman, SC; B. Burril/Ultralight Equip VANCE, BILL; Summerville, GA; C. Thoreson/Lookout Mm FP Region 12 SKlAR, DAVID: Cragsmoor, NY; I'. Voight/Fly High HG

FOREIGN RATINGS BEGINNER MEIJER, WILLIAM: Pickering, Ontario; M. Robertson/High Perspective TIEFTRUNK, ACHIM: Koblenz, Germany; J. Middleton/Silver Wings NOVICE EHLERS, TYSON: Naramata, B.C.; S. Kurrh/Airnautico MEIJER, WILLIAivf: Pickering, Ontario; C. Thoreson/Lookout Ivlm fl' INTERMEDIATE DINC, HUSEYIN: Toronto, Ontairo; lvl. Gates/HG Shop HERNANDEZ, EDWARDO: Guadalajara, Mexico;]. Greenbaum/Airtime SF

Region 9 RENWICK, DEWAYNE: Louisville, KY: F. Permenter/ivlaryland HG Assn

TANDEM ONE RATINGS Region 10 EUNICE, RICHARD: \Xlarner Robins, GA; J. Hooks/Lookour Mm FP FOLMAR, THOMAS: Sorrento, FL; M. Taber/Lookout lvlrn FP FURMAN, JON: B'Ham, AL; D. Murdock/Alabama HG

DECEMBER 1994

GUS JOHNSON

ORDER TODAY!

MoJo's ONE-STOP a magica[ se[ection of Accessory Shop f[iglit gear from 'Te;;cas. mo•jo (mo'jo) n.

Call: Fax: Mail:

FALL CATALOG UPDATES And Year-End GIFT Ideas

WRAP IT UP! We will Gift Wrap your order for $2.00 per Package.

GEAR FOR CROSS COUNTRY Instruments, radios, harnesses, reserves, helmets, paragliding boots, flying gloves, flight suits, tee-

shirts, sweat shirts, hats, caps, flying

pants,

survival supplies, sunglasses, eyeglass r c te n t i o n , goggles,

Flight c;ear Catalog

warmers, hardware, repair

--_·_1;1 1

1;,

stickers, art, gifts andMORE 1!!

:Vertcch PILOT Watch ........................... $119 , : PTf FINGERSWITCH .............................. $1!9

Lightweight sign tucks away until you need it, reads: HANG GLIDER

l :CamelBak Thermobak and IccBak systems $35 '': CamelBak Accessories Superflo,r ;..1outhpiccc ...................... ,.. ,.,,,.,,,,,,,,,,,,,,,,,,,,,,, $4 Tubing Extender Kit ....................................................... $6 Tubing Clip clip waicr tube to shin/hames~ """'"'"""'"""""" $2 Life-line Gripper :idhcrc wa!cr tube to base 1ube or helmet '"'"" $3

Excellent headset for all ixipular radios. We have Full Face and Open Face versions for YAF..SU, Kenwocxl, Alinco, ICOM and Maxon.

,,, ICOM AIRBANIJ A21 .................................... $599 Handhe!d transceiver with all 760 COMM channels and 200 NAY channels. 3-year warranty, auto noise limiter, 20 memory channels, and single knob tuning. If you fly near airports, keep in touch with this radio.

Camclilak Cool Skinz ... ,,,,,,,,,.,,,.,,,,,,,,,,,,,,,,, .............. ,... $14

_ :Weather Monitorll&Weatherlink ........ $469

Skinz slip m·er ony CamelBak drinking system and come in an

Purchased separaiely, this package would cost $560! With !he Weather Moni1or and Weatherlink' you can calculale average weather conditions, generate summaries, analyze trends and more!

assortment of colors and pattern~. Desert Camo, Moo/Purple, Zulu pmple /Black, Purple/Gold. Royalffurquoise, Woodland Carno.

GEAR TO WEAR :Windstopper Fleece Helmet Liners

, , : Gerber E-Z-Out Jr. Serrated Knife'""'""'"'" $28 Gerber quality knife with slot for easy I-hand opening, small enough for pockctlkcychain. 3 1/8" closed, 2 3/8" blade, weighs 1.7oz.

TOW-LAUNCH GEAR ·'': Mason Hang Gliding Tow-Release ................... $47 . : MoJo's Tow Winch with Rewind ...... $1995

k n i f e s , instrument

wallets, patches,

INSTRUMENTS

·: Hitch-Hiking Sign ............................................. $15

:l:[~i::·~~r::~ mounts, books, videos, maps, compasses, flares, signals, wind socks, weather stations, bags, briefcases,

VISA * MASTERCARD * DISCOVER

: MOJO's Survival Kit ............................. $55 Great value to prepare a pilot for those unplanned moments.

PILOT NEEDS RIDE TO CAR.

1800-664-1160/512-794-1 l 60 1800-261-6656/512-794-2957 PO BOX 200644 Austin, TX 78720-0644

HARNESS GEAR ·': High Energy Hang Loops ................................... $5 61)(X)# Type XVIII webbing sewn with 5 cord thread wilh a half twist for a smooth fie over your keel.

Royal Blue Balacava ........................................................ $25 Royal and Black Skull Cap ............................................ $15 For winter Oying .. liners will keep you to:i~ty. Balacava includes a neck and chin warmer. while the Skull cap covers your head and ears.

';: Winier Gliding Gloves ...................................... $31 Stay dry and warm with waterproof glove made of durable waterresistant nylon, thennolite insulation, and PVC liner. Palm is soft, supple cowhide with wear patches in thumb and palm areas. Black or Navy.

MORE GEAR AND GIFTS , : High Energy Hang Glider Bags .............. $110

Specify desired finish lenglh & width for this durable nylon glider

bag with rcinfon:cd end~ and a full lenglh zipper with 2 zipper pulls.

and

,. : HANG GLIDING PATCH

MoJo Dude, Available

'·: Hang Gliding Videos and Ilooks .............. $CALL Call for current selection: Extreme, E-Team Raw, Cloudb.i~e and MORE!

: 1995 Hang Gliding & Paragliding Calendars Call for current selec1ion.

NEW DECEMBER HOURS: MON-THURS 11AM to 7PM FRI-SAT Noon to 3PM CST.

PANORAMIC

P:i('ES'E/J{Tl'J{Ij J2l :l{'E'W 'VI'1YEO :F:1(0'.M T.1{'£ C:l('E.9l'IO:l( o:;: ,, T.J{'E 'E:l{'lJL'ESS T.J{'£:l('.M.9LL ,,

EX~~SE ME

w~,LE, ~,ss

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

$149

For your nearest dealer or to order :

(303) 278-9566 OR FAX: (303) 750-3226 TREKKINO USA, LTD, a divi,;,ion of NAS Di,;,tributinq, Inc.

Dream of flight, then do it! Check out the flying at Dunlap near Fresno, California, soar the California coast at Goat Rock near Jenner and fly Herd Peak near Mt Shasta. Head to the Regionals at King Mt near Arco, Idaho. Hang out with cross country pilots Frank Gillette, Al Whitesell, Larry Bunner and Andy Long; see what goes on in Frank's front yard! Visit the annual fly-in at the infamous Horse Prairie Hilton near Mt Ellis in Montana. Return to Lakeview Oregon and fly Tague's Butte. Fly the east side of the Sacramento Valley at St. John's Mt. Visit DeBeque in Colorado and enjoy some truly strange landscapes. All this and more! 70 Minutes VHS: $34.95 + 2.90 priority mail shipping. California residents, add $2.53 sales tax. Blacet Research, 15210 Orchard Rd, Guemeville CA 95446

Classifieds HANG GLIDING ADVISORY Uwl hang gliders should always be disassembled before flring for the first time and inspected carefully for fatigued, bent or dented downrnbes, ruined bushings, bent boles (especially the hca1T bolt), re-used Nrloc nurs, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on Rogallos, sails badly rorn or corn loose from their anchor points front and back on the keel and leading edges. If in doubt, mam' hang gliding businesses will be happy ro give an objective opinion on chc condition of equipment you bring rhcn1 ro inspect. Buyers should select equipment that is appropriate for their skill level or rating, New pilots should seek professional instruction from a USHGA-CERTIFIED INSTRUCTOR. FLEX WINGS

AAA 1v10YES GLIDERS - New. All brands used. Harnesses, parachutes, helmets. Afro USA, iv[icropanel, Cummulus 1 (airspeed, automatic flight recording up to 99 flights, air pressure, more) S499. Radio's, merchandise & more. (718) 777-7000. DESIRE 141 -

HARRIER 14~ - Two rone blue, excellenr condition S500. Digit,11 altimeter S 100. Cl! 0) 598-4272.

LA MOUETTE PROrIL 13 (145) tion S400. Call Erica (818) 767-4851.

HPAT 145 - \:e"· nwlar leading edge, new wires and more S1,000 firm, mu pa,, shipping. (208) 2337408.

c-L\RK IV 19 - Fxcellenr condition, tri-lam LF $1,500. (216) 722- 1204.

Hl'AT 145 - 1992, 80 hours. Blue, l'ellow, white. Foldingspeedbar Sl,850. (602) 581-0145. l--!PAT 145 - Like new, 70 hours, Thermitts, XC: bag, protec,iw storage cuhe 52,200 080. (503) 5480289. HPAT 158 - Spotless, low hours 51,800. i\-loves XS2 155-low hours, a real sweet diver S 1,200. HP2foll on AEROBATIC late model, immaculate S950. LaMouetrc Arias 165-like new S500. Ball i\[50-loaded S575. \Viii consider offers on ar1\'thing, must sell (30.3) 728-3905 Cl'enings. HPAT 158 - Custom sail, good condition Sl,100 080. (407) 642-2636.

$2,800. Combat II U9-great shape

S1,300. Sensor-best offer. Tim (510) 527-87 28. DREAMS IN STOCK (414) 473-8800.

All sizes, Raven Sky Sporrs

DUCK 180 - 50 hours S50. Harness/chute S300. (408) 946-0523. FORMULA 144 - Brand new, best offer over $2,000. (619) 561-1009 FORMULA 154 334-5572.

Grear shape $1,200 OBO. (209)

GLIDER BAGS - Camo XC $80. Standard S90. Sail \'(lings (501) 663-5166 phone/fox.

HPAT 158 - r\pril ·92, all whire, 1/4 borrom panel red SI ,800. Ra\'lnond harness, 6' +/-3", chute, rocker. macchcs glider S 1,000. Ball 652, base moum, fle, necks on air & TE probe S500. Reggie Jones (619) 445-3633. HPAT 158 - ~lagenca sail, good condition S 1,500. Z-3 harness, man\' extras, for 5'10"-6" pilot S275. Ball ~-[-22 ,·aria alcimcrer wirh total energ,· S300. (31 OJ .39.o-8494. K2 14 5 - Cond glider, mmr sell S 1,500 OBO. (509) 7 58-6.345. K2 155 4-B-6346.

Great condition $1,500. David (619)

Good condi-

1\fOYLS CTR 162 VC - Garage kept, good condition S900. (407) 724- 2845. ,\fOYES :-S[!SSION 16 7 - Double surface, cas\' handling glider. New condition S850. (508) 659-6267. i\IOYFS XS III lli2 - Low time, excellent condition 52,800. C,11 Erica (818) 767-4851. r,IOYES XS 155 - Grear shape, muse sell, best offer. Brad (414) 473- 8800. c-IOYES XS 155 - New upper & lower wires, new luff lines, comes with two sails. Recencl\' inspected by Mo\'eS California, \'Cl'\' good condition S 1,600 080. (.31 0) 429-8033. i\IOYES XS 169 (904) 552-0330

Suf,cr ship, like new 52,500.

c-10\'ES XTRALITE 147 - Almost new, <15 hours. Mo\'ing to Australia so willing to sell for 53,200. (_'ll2) 363-.3143 PL:LSE !OM - 40 hours. Picrnred in "A Training Od,·ssc,··· this issue 52,500. Call Geoff (410) 7524116 after 12/25/94. RA1v!AIR 146 - "Spli, \V\V", onlv 20 hours, assembled in Juh· '94. Still new, onh- $3,500. (714) 67556.36. RAc-IAIR 146 - Perfect' White ararnid LE, 4.0 TE clorl1, blue and magenta lower. <25 hours 53,200. Jim (505) 932-24.:F.

KISS 155 - 50 hours S999. \Vhite, red leading, blue under. Gern· (510) 528-1162.

1.--------------------------------------1 USHGA CLASSIFIED ADVERTISING ORDER FOAM

I 50 cents per word, $5.00 minimum.

I Boldface or caps $1.00 per word. (Does not include first few words I which are automatically caps.) Special layouts or tabs $25 per column inch. I (phone numbers-2 words, P.O. Box-1 word) I photos-$25.00 line art logos-$15.00 (1.75" deep maximum) Deadline-20th of the month, six weeks before the cover date of I the issue in which you want your ad to appear (i.e., June 20 for J J

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

I I I Please enter my classified ad as follows: I I Number of words: I Number of words:

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

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

I I

Begin with 19 issue and run for conseculive issue(s). My check :i, money order :i, is enclosed in the amount of $

NAME: -----------------

I I I

ADDRESS:

I II

PHONE: @ .50 =

L ______________________________________

DECEMBER 1994

I I

@ 1.00 =

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

E~ Classifieds RAMAIR 146 - Excellent condition, 20 hours, no logo. Aramid LE, 5.6 TE, bright green-magenta, xc bag $3,200. Dave (303) 933-7114. RAMAIR 146 - Excellent condition, delivery included $3,500. (303) 349-0931. RAMAIR 146 -

Like new, nice colors, flies beauti-

fully $2,895. (706) 398-3964. RAMAIR 146 - Red LE, yellow, blue, white. 7.5 hours airtime $2,200. Downtube $55. Spare wingtip faring and air scoop $50. Kurt (303) 661-9307. RAMAIR 154 (206) 778-4879.

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

SENSOR SlOE - Beautiful sail, awesome colors, great shape. Sell quick 5950. (406) 721-6056. SKYHAWK 188- Raven 229. (612) 688-0181. 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) 473-8800.

COLORADO HANG GLIDING WINTER CLEARANCE & CLOSEOUT

SPACE 24 - Good condition, low hours $1,600. (408) 247-2451.

NEW 24ft 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

ULTRALIGHTS

EXCEL 160 ....................................... MAKE OHER COMET 165 FOR PARTS ............... MAKE OFFER JvlYSTIC 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 TI 170 .......................................... MAKE OFFER Colorado Hang Gliding (303) 278-9566. GOLDEN WINGS 1103 Washington Avenue, Golden, CO 80401 ORDER PHONE 1-800-677-4449

SPORT 167 AMERICAN - Full race, excellent condition, lots of extras. Call for info, low hours $1,650. (704) 464-8675.

Mystic 177 VG ...... Great for rowing .... $800 Sport Americans & Euro Sports ........... $1,400-$1,800 Several Visions ..................................... $800-$1,700 New Spectrums in stock ...................... $Call Call for a complete listing of other gliders.

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

EMERGENCY PARACHUTES

SUPER SPORT 143 - Only 57lbs $1,900. Contact Paul Voight (914) 744-3317.

A BEST BUY! - $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes. Fully Guarameed! Colorado Hang Gliding (303) 2789566.

SUPER SPORT 163 - 50 hours, blue/magenta $2,100. Scott (310) 597- 1758. TRADE YOUR GLIDER! - We need clean used gliders! Immediate delivery new Ram Airs, Klassics, Super Sports, Pulses, Specrrnms. Call Matt, Lookout Mountain Flight Park, (800) 688-LMFP, (706) 3983541. TRX 140 - Flown one season, good condition $1,800 OBO. (407) 642- 2636. VISION MK!V 19 - Trilarn LE, speed bar, one hour airtime, red/white $1,750. (602) 995-5874. v1SION MKIV 19 - High Energy harness, helmet, Roberts vario, reserve chute. Complete package $1,900 OBO. (714) 760-0463.

JEFFERSON AERO SPORTS - Trikes and wings. Sales, accessories and training. Info pak $12. 15120 Skelton Rd, Jefferson OR 97352. (503) 327-1730. JETWING TRIKE - Demon wing, K440A, 5hrs, excellem condition $1,I95. (410) 267-7108. TRIKE WING - L~ Mouette 19 meter, nice condition $2,500 OBO. (708) 746-3815. ULTRAFLOATS - 9 foot lengths, never used. Lireweight for mono ultralite or tandem glider row use $500 OBO. (708) 746-3815. WANTED EXCHANGE - Brand new entry-level paraglider and/or Lr. Dream 220 Tandem (new) hang glider for late model jct ski and/or Quad ATV and trailers. Bill (619) 484-1094. WANTED - Used hang gliding equipment. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177. SCHOOLS & DEALERS

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

See

ROCKET CITY 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. We buy used equipment. (205) 880-8512, (205) 6514422.

ALL BRANDS - Bought, sold, and repacked. Inspection and repack $25- $35. Parachutes, bridles, inspected and replaced, paraswivels installed. AIRTIME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 94116. (415) SKY-1177.

ARIZONA

WINTER SPECIAL!! - $15 repacks. Professional parachme 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.

ADVENTURE SPORTS TOURS - Certified instruction utilizing the world's first man-made training hill plus other sites which all face every wind direction. Dealer for Pacific Airwave, Wills \•ling, Ball and High Energy, 1327 E. Bell De Mar Dr., Tempe, AZ 85283 (602) 897-7121.

PARAGLIDERS

AIRBORNE SPORTS USA - Newly imported australian hang gliders. parts, service & equipment remals. USHGA certified ground & tandem instruction. Guided hg & pg tours in southern Arizona's

ALL NEW/USED - $500+. Instruction, tandems. California (909) 654- 8559.

most scenic mountains. Call or write Tony Barton)

\11SIONS & SPECTRUMS - Bought-Sold-Traded. Raven Sky Sporrs (414) 473-8800. WW HPAT 158 (619) 561-1009.

Excellent shape $1,800 080.

\VlLLS WING RAMAIR 154 lent condition (208) 322- 7911.

COMET CXA- Excellent condition, -5 hours, harness, trimming risers, pack $950 080. (916) 7566590. NEW AND USED - Paragliders, most brands $800-$3,000. Colorado Paragliding (303) 278-9566.

Low hours, excelNEW PARAGLIDING RESERVES - Brand new 20ft PDA Skyangel PG reserves $385. (303) 2789566.

Airborne Sports USA, PO Box 2163, Sierra Vista AZ 85636. Ph/fax (602) 459-6305. ARIZONA HANG GLIDING CENTER INC. The only full rime shop in the state! Dealer for all major brands. Certified training program utilizing extensive randen1 instruction. \Y/e can teach you more in less time, see what a difference full service makes. (602) 772- 4114.

HANG GLIDING

Classifieds DESERT HANG GLIDERS - USHGA certified instruction. Supine specialists. 4319 \Y/. Larkspur, Glendale, AZ 85304. (602) 938-9550. SAFARI SKY TOURS ry. (602) 566-8026.

HANG GLIDER EMPORIUM - Besr rraining hill in rhe west! Full service hang gliding/paragliding shop, established 1974. PO Box 41339, Sanra Barbara CA 93140-1339, (805) 965-3733.

Same gringo-differem sto-

ZONIE HG - Tandem specialise. USHGA, FAA certified insrrucrion, CFil/iv!FI ATP. 4326 W. i\'lariposa Grande, Glendale 85310. (602) 582- 4471. ARKANSAS

THE HANG GLIDING CENTER - Located in beautiful San Diego. USHGA instruction, equipment rentals, local flying tours. Spend your winrer \'acarion

flying "irh us. \Y/ e proudh, offer Wills Wing, Pacific r\irwave, High Energy, Ball and we need your used equipment. PO Box 1049, Lakeside CA 92040, (619) 561-1009.

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

TRUE FLIGHT HANG GLIDING & SOARING SCHOOi. - 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 pares and accessories, rental gear and all cross countrv gear. \Y/e have a sewing shop in-house that makes the MANTIS harnesses. We are the most complete full service shop in rhc Los Angeles area and we have been training quality hang glider pilots for O\'er fifteen years. \\le are located at 13525 Eldridge Avenue, Svlmar, California 91342. 1-800-894-5433, fax (818) 367-0419. \Y/INDSPORTS - LA's largesr since 1974. Fifreen minutes from LAX. Central to Sylmar, Crestline, Elsinore and training sires. Vacation training, flying and glider sales packages including lodging and rcmals. The most popular gliders and equipment, new and used in stock. Trade in your old equipment. 325 sunny days each year. Come fly with us' 16145 Victory Blvd., Van Nuys CA 91406. (818) 9880111, Fax (818) 988-1862.

CALIFORNIA A BEAUTil'UL SOARING EXPERIENCE Awaits you ar Torrey Pines Glider Port, a full service USHGA certified hang gliding & paragliding school located on rhe most soarable coasral cliffs in rhe nation. On-sire training hill and tandem instruction

using rhc new dual purpose, lightweight carbon fiber XTC 205 for both (fly randem on the same glider vou use on rhe rraining hill). New/used gliders, equipment in stock. Buy/trade used gliders/gear, remals, glider repair. Get UP. 2800 Torrey Pines Scenic Drive, La Jolla CA 92037. (619) 452-3202. ACTION SOARING CENTER - In Lodi near Stockton. Personalized USHGA certified insrrucrion, 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. Complere, safe & fun, USHGA certified training program. Mounrain clinics & ground schools. ALL MAJOR BRANDS. Quality airframe and sewing by factory rrained repair technicians. Parachute services. Large selection of 2nd hand gear (buy & sell). Rentals available. Ncxr co !-'on

funston. The only full service shop in San l'rancisco 1 3620 \Y/awona, San Francisco CA 94116. (415) 7591177. CHANDELLE SAN FRANCISCO, INC. Complete hang gliding and paragliding sales, service and instruction since 1973. Northern California's most complete repair facility. New and used equipment and demo's, lesson packages, clinics and tandem lessons. 1595 E Francisco Blvd Ste F, San Rafael CA 94901, (415)-GLIDfNG. COMPACT WINGS PARAGLIDING - Tandem, Class fl! cerrified insm1cror. All major brands. Yearround flying. Best Somhern California sire. (909) 654-8559.

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

, -'

e.-~.'v,,, .:,-e<>~~

~ 1'\

ti~NG GLIDING ~BICYCLING P~,t~GLIDlNG 1-'ULL SERVICE SHOP - Located at rhe b.ise of rhe mounrain on H"T 74. Dealers of Moyes, UP, PacAir, Flytec, Ball, High Energv, Avocer & more. Call for free area info pack. Open dailv 9-6. Rentals available. Visa & i\·lasrercharge accepted.

909-67-1-2-153 31-101 Riverside Dr. Lake Elsinore, CA. 92530 LAKE ELSI!\'ORE \Xl!NDGYPSY - Airwave, :vloyes. Call for sire information. (909) 679-8994. ivIISSION SOARING CENTER - Serving the hang gliding community since 1973. Complete pilot instruction progra1n at our prcrnicr training sire. \Y/e

WRIGHT BROTHERS WINGS - Friendly USHGA certified instruction in the Modesto area. UP, Pacific Airwave, Ball, BRS, High Energy and more. (209) 586-6012 Sonora CA. COLORADO GOLDEN \XIINGS - Lessons, sales & service. USHGA certified insrrucrion. 1103 \Y/ashingcon Avenue, Golden CO 80401. (303) 278- 7181. CONNECTICUT MOUNTAIN WINGS -

Look under New York.

FLORIDA

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 rhe latest Moyes flying machines. Rentals, sales, storage, ratings, xc retrieval. Camping, swimming pool, picnic, familv 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.

offer supcrlirc gliders, rowing and comfortable training harnesses! Deluxe retail shop featuring a large

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

DECEMBER 1994

selection of specialized equipment. New, used and demo, \'(fills and PacAir gliders in srnck. Trade-ins arc welcome. Demo all rhe hot harnesses in our custom simulator. 1116 \Vriglev \Xlay, lv!ilpiras (near San Jose) Cr\ 95035. (408) 262-1055.

Sell your unused equipment here.

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

TRAVERSE CITY HANG GLIDERS/PARAGLIDERS - FULL-TIME shop. Certified instruction, foot launch and row. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our 450' dunes! 1509 E 8th, Traverse City MI 49684. Call Bill at (616) 922-2844. MINNESOTA

~~ :lilD@lllilD [)()@luJ<n @i1D®Dul9\VE HAVE - The most advanced training program known ro hang gliding, teaching you in half rhc time it takes on the training-BUNNY HILL, and with more in-flight air rime. YES, WE CAN TEACH YOU FASTER AND SAFER. For yen-round training fun in the sun, call or write Miami Hang Gliding (305) 285-8978. 2640 S Bayshore Drive, Coconut Grove, florida 33133.

SPORT SOARING CENTER/1V!IN"!EAPOLIS Instruction, equipment dealers for Wills \Xfing, Pacific Airwave & Edel. (612) 688-0181. NEVADA ADVENTURE SPORTS - Sierra tours our specialty - USHGA certified school and ratings. Dealers for Pacific Airwave, \'(fills Wing, UP, Enterprise Wings. Fly the Sierras with a full-service shop. 3650 Research \'(fay, Carson City, NV 89706 (702) 883-7070.

GEORGIA NEW JERSEY LOOKOUT lv!OUNTAIN 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 cenified 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- Uv!FP, (706) 398-3541. ILLINOIS RAVEN SKY SPORTS - (312) 360-0700 or (708) 360-0700. Please see our ad under WISCONSIN.

l'v!OUNTAIN WINGS -

Look under New York.

KENTUCKJANA SOARING -

See our display ad.

RAVEN SKY SPORTS - (414) 473-8800. Please see our ad under WISCONSIN. KANSAS PRAIRIE HANG GLIDERS - Bed & breakfast. Full service school & dealer. Grear tandem instruction, rowing &XC packages. (316) 697- 2577. MICHIGAN PRO HANG GLIDERS - I would like to say THANKS to the flying community for a great response co n1y services this year so far. If I can serve you, it would be my privilege. i'v[ichigan's most experienced school, teaching 17 years. Advanced Instructor, Examiner, Tow Administrator. Beginneradvanced instruction. Step row's to 2,000'. Ratings, gliders, equipment. Contact: Norm Lesnow, (810) 399-9433. 569 W Annabelle, Hazel Park /vii 48030.

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

CROSSROADS \'(f]NDSPORTS - Located on the awesome Hobbs Industrial Airpark. Offering platform rowing, candc1n instruction, XC guides. Representing UP, \'\fills & PacAir. Call Curt at (505) 392-8222. HIGH DESERT HANG GLIDING - Moyes, Airborne, Pacif-Jc Airwavc. Sales, service, instruction. Sandia mountain guides. Call (505) 896-HANG. UP OVER NE\'(f l'v!EXICO - Instruction, sales, service. Sandia l'v!ountain guides. Wills, Pacific Airwavc. Albuquerque, Nrv! (505) 821-8544. NEW YORK

TANDEM. UP, PacAir dealer. 6733 Columbia Ave., Hammond, IN 46324 (219) 845-2856.

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

NEW MEXICO

INDIANA

JJ MITCHELL -

FLY HIGH HANG GLIDING, INC. - Serving S. New York, Connecticut, Jersey areas (Ellenville /vltn.). 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 insrruction ... if you've finished a program and wish to continue. Fly the mountain! ATOL rowing! Tandem flights! Contact Paul Voight, 5163 Searsville Rd, Pine Bush, NY 12566, (914) 744-3317.

AAA SOARING CENTER MOUNTAIN WINGS INC. at the base of the ELLENVILLE MOUNTAIN. Full time professional, certified hang gliding and paragliding instruction. \Ve have been the largest, most complete hang gliding center in the NE for the past 14 years. Dealer for Pacific Airwave, UP, Sccdwings, Enterprise \'(lings. \'(/e arc the only dealer in the east for Bright Stars "Swift". \Ve also offer Edel, High Energy, CG, Second Chanez, Ball, Flyrec, Cloudbase, Litek, Alinco, r,,[axon, Brauniger, Kenwood, !com, Yaesu. GPS systems, \'(!heels, Uvcx, Reflex, Trek, Air. \Ve stock full face helmets, books, varios, hand fairings, tubing, speed bars, parachutes, camclbaks, liquipacs, clothing, gloves and more. \'(1e offer expert repairs, inspections, sewing, harness modifications, repacks, rowing, rande1ns, seminars and lCI' clinics. We specialize in first mountain flights with three way radios. Info on flying Ellenville /vioumain 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.

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 cast coast, just south of where the \'(fright Brothers' first flight rook place. Beginner and advanced lesson packages and camps offered. Advanced tandem tow instruction, 1500 fr. plus up. Dealer for all major brand gliders, complete inventory of new and used gliders, accessories and parts. OHIO NORTH COAST HANG GLIDING - Certified Instruction. New & used gliders. Specializing in Pacific Airwave gliders. Mike Del Signore, 1916 W. 75th St., Cleveland, OH. 44102 (216) 631-1 [44. OREGON AIRTIME OREGON - Certified instructor emphasizing Safeq·~Progress. NEW and classic trainers. Sales and service of hang gliding equipment and accessories. Most manufacturers represented and demos available. (503) 998-1220. SOUTHERN OREGON HANG GLIDING Certified instruction, ATV retrieval. Pacific Airwave, Wills Wing, UP. (503) 479-5823. PENNSYLVANIA MOUNTAIN TOP RECREATION - Certified instruction, Picrsburgh. (412) 697-4477. C'MON OUT AND PLAYl

HANG GLIDING

Classifieds ~~ MOUNTAIN WINGS- Look under New York. TENNESSEE ALPINE LODGE - Ar Raccoon Mountain. Private rooms, bunkhouse, jacuzzi, pool. \X1 ork program. (615) 821-2546 Chattanooga, Chuck or Shari. HA\XfK AIRSPORTS INC - P.O. Box 9056, Knoxville, TN 37940-0056, (615) 933-9296. Hang Gliding and \Vindsoks. LOOKOUT 1v!OUNTAIN FLIGHT PARK ad under Georgia.

See

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

TEXAS A.A.S. AUSTIN AIR SPORTS -

Certified instruc-

tion, sales and service for most major tnanufacrurers.

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) 47 41669, Houston (713) 471- 1488, or San Antonio (210) 824-1803.

WASATCH WINGS - USHGA cerrified hang gliding school, dealers for \Vills \Xfing, Moyes and Pacific Airwavc. Flighr operations at Point of the Mountain. Call Gordon (801) 277-1042. VIRGINIA KITTY HA\'\IK KITES -

KITE ENTERPRISES - Instruction, sales, repairs, rowing and foot launch. Dallas & North Texas area. 211 Ellis, Allen TX 75002. (214) 390-9090 anytime. Dealer, Pacific Airwave, \\fills Wing. RED RIVER AlRCRAFT -AUSTIN (512) 4672529. FT, WORTH (817) 921- 6957. Quality instruction, tours/guides/towing/glider service. Texas' leading PacAir and \'(fills dealer. 4811 Red River, Austin, TX 78751"'3108 Frazier, Fr. \Vorrl1 TX 76110. TOTAL AIR SPORTS - Area's OLDEST Wills \'\ling dealer. Certified instruction available. "I only DEAL with WILLS". 6354 Limestone, Houston TX 77092. (713) 956-6147.

ALL NEW ULTRA-LIGHT LAMBIE LID - The lightest, most comfortable hang glider helmet. ,\erodvnamic, low turbulence, low drag shape. Hightech look. Finish is clear resin over the gold/black weave of the super-strong carbon/kevlar omer shell. Open face, only 12 oz., price S 160. lnregral full face version, onlv 17 oz. $199 includes headset installation. ivleasure around head and from bottom of earlobe over top to botrom of earlobe for cusrom fir. From the designer, jack Lambie, 8160 \Voodsboro, Anaheim C,\ 92807. Phone and fax (714) 779-1877.

Sec Norrh Carolina.

SILVER WINGS, INC. - Certified hg/pg instruction and equipment sales. Proudly represenring Pacific Airwa\'e, Wills Wing, Secdwings & UP. (703) 5331965 Arlington VA. WISCONSIN RAVEN SKY SPORTS HANG GLIDING AND PARAGLIDING - Largest and most popular in the i'vlidwesr. Traditional curriculum, ridge soaring, mountain clinics, Dragonfly acrorowing & tande111.s hv Brad Kushner. Sales/service/accessories for all major brands. PO Box 101, Whitewater WI 53 I 90 (414) 473-8800. PARTS & ACCESSORIES

Business Week's Product of the Year 0 A w

0 0 Q

UTAH • NE\V! Pilar version now .l\'ailable. Highly accurate temperature cornpensated altimeter to 60,000 leer in 10 foot increments. • Records vour highesr altitude and best climb.

REBEL \,/JNGS HANG GLIDING - USHGA certified instruction. Operations conducted at Bauer Ridge and Jedi Jump. Dealer for UP, PacAir, High Energy, Ball, NAS. l\fountain tours, service & repairs. Contact ivlark Knowlden (801) 882-7042. SOUTHWIND HANG GLIDING INC. USHGA certified, tandem instruction. Beginneradvanced, yearound soaring, XC clinics. Dealer for: UP, PacAir, Airborne, High Energy, Ball, Brain Bucker. Call Bob Schick at (801) 359-6036. UP SOARING CENTER - Full serl'ice hang gliding & paragliding school. USHGA certified instruction (year-round) at the nation's most consistently soarable sire (minutes away). New/used gliders, equipment in stock. Buy/rrade used gear. Airframe/sail repairs performed at factory. Mountain clinics, tandem, ratings, ICP's, rentals, seminars, pilots lounge/videos, near-by camping/morels. 12665 S. Minuteman Dr., Draper UT 84042 (20 minutes from Salr Lake City). (801) 576-6460, fax (801) 576-6482. MC/Visa accepted.

DECEMBER 1994

Displays re1npcrarurc, barometric pressure and

ABANDON INFERIOR HELMETS' - New Jim Lee 1.5-lb full face helmets offer standard full face as well as innovative retractable "Arc" chin-guard model. Unlike cheaper helmets these are made with woven fabrics of carbon, kevlar and epoxy impregnated fiberglass. These are the onlv U.S. made helmets that passed preliminary DOT strength tesrs 1 Removable/washable liner. Arc model-5300, standard-$2801 Visor-$30. Free car,dog. Promotions Unlimited, 8181 Mission Gorge Road, Suire I, San Diego CA 92120-1600. (619) 229-0048.

trends. Fully adjustable wristband can be worn Ol'Cr your flight suit for quick access and easy viewing. The only light aviation insrrumenr that can record coral \'ertical feet. • All functions in Imperial or metric. • Only S120 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.

Sell your unused equipment here. 57

~~ Classifieds FAX your classified ad, membership renewal or merchandise order:

(719) 632-6417. We gladly accept VISA and MasterCard. BEST 12" WHEELS AVAILABLE - Super tough, lightweight, a must for training, tandem flying. Builtin bushings. Only USA-built 12" wheel. $42.95, quantity discounts. Immediate delivery. Lookout Mountain, (800) 688-LMFP.

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

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.

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 basecube. Approx. 4" wingspan. $12.95 from JUST FLY 1-800546-3596. Same day shipping.

KENTUCKIANA SOARING YOU SHOW US YOURS- And we'll show you ours. Best prices! Radios & more. Look for our display ad in this issue. (812) 288-7111.

CLOUDBASE HARNESSES - Quality harnesses at a great price. Example: COCOON $250. Buy direct and save money. Other designs available. Custom crafted harnesses since 1972. Cloudbase/Chris Smith, RR 1 Box 660, Rising Fawn GA 30738. (706) 3983964.

HANG GLIDER CAMERA MOUNT - Shown on 2-1/2" cube, $39.50 includes shipping. TEK FLIGHT PRODUCTS, Colebrook Stage, Winsted CT 06098. (203) 379-1668 (Camera not included). CG-2000 HARNESS - Single suspension, red, glider storage bag. Two camclbak pockets, radio holder, tow loops, 5'6"-5'10", used only 6 times $500. Call Richard (310) 434-1190. FLIGHT LOG SOFTWARE -

Record your flights,

calculate great circle distances and choose various sorts

February classifieds deadline: December 20 58

and filters for subtotaling and reporting your logged flights with chis "easy to use" computerized log book. Ideal for individual, club and competition logs. PRICES: $28.95 \Vindows version, $24.95 DOS version, includes s&h. Cloudburst Computer Works, 20120 Broken Sabre Lane, /v!onument CO 80132.

maxon

SP-20'.Xl Series

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

HANG GLIDING

Classifieds

OXYGEN SYSTEMS from 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. iv!ajor credit cards.

••

MINI VARIO - World's smallest, simplest variol Clips to helmet or chinstrap. 200 hours on batteries, 0-18,000 fr., 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.

'·-.~.,

=0:<--

QUICK RELEASE CARABINER - $49.95. Extra ball lock pin, $29.00. 10,000 lbs., dealers welcome, patent pending. Thermal 19431-41 Business Center Drive, Northridge, CA 91324. (818) 701-7983.

EDS-70 31b competition system (with TR-55), or EDS-180, both Owen's Valley proven, either system $799.95.

~j NAS RADIO AIRMICS - System eliminates all need for microphone. Virtual hands free operation allows you to talk and hear through a special patented ear plug. Transmission and reception is crystal clear because there is no wind noise. Satisfaction guaranteed. Complete with custom ear fit system. Mountable in ANY helmet. $170ea. (303) 278-9566. NEW BALL Ml 9E $325. (303) 589-2319.

Has full factory warranty

,J.uaf ~_11·i.

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

A GREAT CHRISTMAS GIFT! The

---=-£>

PTTClF FingerSwitch Radio Headset

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

DECEMBER 1994

~l~

~ ·

,-=--=-~J

...m..

SKYBOX MAXX - If you take your fun seriously, get the Maxx. Save 199 flights-58,000 data points. Send a barogram to ]\,[om. Call evenings or use your fax to "poll" ours. Above All, 3797 NW Wisteria \'ilay, Co,vallis OR 97330. (503) 752-6947, fax (503) 752- 8449. SPECIAL PURCHASE Maxon 1w or Tekk 2w, 1 USHGA channel $150 Yaesu FT 11 R $350. Uvex aramid foll-face helmet ! lb 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 basecube mount $99. Camelbak $35. Oxygen systems $150-S250. Electronic pulse system $450. Inflatable Aerofloats & hardware to fit your glider $995. PENDULUM AEROSPORTS, INC. 1-800-WEFLYXC

ALWAYS JUST A TOUCH AWAY - This unique system feacures a low profile PTT switch that "velcrocs" over your bare index finger or glove allowing

hands-free radio operation. Every kit includes the headset, connections and instructions. Two st:yles are available: the standard headset for open-faced helmets and the full-face style for full-face helmets. Available for Alinco, !com, 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.

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

~~ Classifieds PUBLICATIONS & ORGANIZATIONS

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

DOWNWIND

A True Hang Gliding Stoll/ by

DON'T GET CAUGHT LANDING D0WNWIND1 - 1.5 oz. ripstop nylon, UV treared, 5'4" long w/ 11" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 (+$4.00 S/H). Send to USHGA Windsok, P.O. Box 8300, Colorado Springs, CO 80933-8300, (719) 632-8300, FAX (719) 632-6417. VISA/MC accepted.

LARRY :FLEMING

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

TEK 6" WHEELS - $25 per pair, plus $3 S/H. Tek Flight Products, Colebrook Stage, Winsted CT 06098. (203) 379-1668. THERMAL IUDER - Detects minute differences in air temperature from each wing tip and unit itself. Signals well before your vario and also tells you which way to turn. LCD and audio signals. Cost $499. Will accept best offer. Also Ball 652 vario altimeter air/TE $395. Bob (619) 286-5604.

THE IMPROVED \VINDTALKER IV - Uses an upgraded outdoor sensor, surge protection and heavy construction. Many new features. Still only $895. Litek (503) 479-6633. BUSINESS AND EMPLOYMENT OPPORTUNITIES \v'ANTED USHGA certified instructors. Immediate full and part time positions. Year round instruction using the most advanced technology. Excellent salary opportunity. Send resume to rv!ission Soaring Center, 1116 Wrigley Way, Milpitas (near San Jose) CA95035. (408) 262-1055.

UVEX HELMETS - Ultra lightweight (one pound), most popular hang gliding helmet, full-face protection, using world's strongest fiber. $299. quamity discounts. (800) 688-LMFP, (706) 398-3541. VARIOS NEW AND USED - Ball, Brauniger, flytec. Also, we have a good supply of 652's and M50's. All in great condition, offered at great prices! Lookout Mountain 1-800-688-LMFP. WE PAY CASH - For your dinged cubing, or learn how to recycle it into delightful WIND CHIMES for fun and PROFIT. Make an $80 gift for peanuts. Satisfaction guarameed! Instructions $10. MASSACHUSETTS MOTORIZED, PO Box 542-G, Cotuit MA 02635. (413) 736-2426.

HANG GLIDING FOR BEGINNER PILOTS -

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

LET THE GOVERNMENT f!NANCE - Yam small business. Grants/loans to $500,000. Free recorded message (707) 448-0270. (FY7). TANDEM INSTRUCTOR WANTED Sky Sports (414) 473-8800.

Raven

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

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

HANG GLIDING

Classifieds OFFICIAL FAA SECTIONAL And VFR Terminal Area Charts. All areas, current (up co date New Airspace Classifications). Sectional maps $7 each, VFR Terminal Area Charts $4 each. Add shipping and (Cal. residents only) tax. Dealer prices. Airtime of S.F. (415) 759-1177, fax (415) 759-1182.

UL TRALINE - 3/16" 960# breaking strength, 7#/1000'. 3000' $105 shipping included. The original Ulcraline Source-Cajun Hang Gliding Club, 110 Kent Circle, Lafa)'ette LA 70508. (3 I 8) 981-8.372.

MISCELLANEOUS

This is the one I I ~ By Golden Wings

;; ERFORMANCE

.LYING b1 IJJ-7'..\l~Y~<.! \'

Tow line recovery System Nothing attached to pilot or bridle. H.0.-"i"t;;Glll»\C,J{C1f',fll\.'f.SfiJR P..'Tfll"lID!Alt"->;fJ,10\<1,1','<:Hll'll.OI'•

BAG TT! - If you don't have your copy of Dennis Pagen's PERFORMANCE FLYING yet, available through USHGA Headquarters $29.95 (+$4 s&h).

UNLIKE OTHER SYSTElvlS - No deployment mechanism required. $85 +$5 S/H. High quality Maxon helmers, only $55 +S/H. Golden Wings, Golden CO. 1-800-677-4449 TOWLINES

SPECIAL NEW PILOT EDITION - Hang Gliding & Paragliding magazine. l\ow available through USHGA Headquarters. $4.95 each +$1.50 s/h. Informative arricles and lot's of color throughout. SOARING - Monthly magazine of The Soaring Society of America, Inc. Covers all aspects of soaring flight. Full membership $45. Info. kit with sample copy $3. SSA, P.O. Box E, Hobbs, NM 88241. (505) 392-1177. TOWING

SPECTRA-Hollow Braided Cold Stretched 2000' or 3000' I Reel Pare# ........................... Price .................... Weighr SPCB-730 ................... 141/fr .................. <2#/'jvl SPCB-950 ................... 16~/fr .................. 2#/'r.•I SPCB-1500 ................. 1N/fr .................. <4#/lvl SPCB-2200 .................. 1N/fr .................. 5#/';v! DACRON-Hollow Braided Heat Ser & Srrecched 1500' I Reel DCCB-650 ................... Sc/ft .................. <5#/lvl DCCB-900 ................... 9c/fr .................. <8#/M DCCB-1500 ................. 1O~/fr ................. 12#/lvl DCCB-2000 ................. 12~/fr ................. 17#/'ivl Please allow 2-3 weeks for delivery, fax orders ro David F. Bradley, Braided Produces Division, PO Box 95, Hilltown PA 18927. (215) 822-1968, fax (215) 822-5852.

"AEROBATICS" - hill color 23'\ 31" poster featuring John Heiney doing what he does best-l.001'ING1 Available through USHGA HQ for just S6.95 (+S3.50 s/h). hi! that void on your wall' Send to USHGA Aerobatics Poster, PO Box 8300, Colorado Springs C:O 80933. ( USA & Canada onlv. Sorry, posters arc NOT AVAILABLE on international orders.) SPECIAL-Acrobatics poster & Eric Raymond poster-BOTH FOR $10 (+S3.50 s/h). AIRPLANES - For hang glider pilots. I.earn to fl,· airplanes. Fly over possible XC routes, look for new sites from the air, ere. San Carlos and Palo Alco airports. CF! Chris Bolfing (415) 726-656 I. CLEARANCE SALE - USHGA "Oatmeal" long sleeve mock neck S14.00. USHGA shorr.s Sl0.00 (specify regular or long). Add S4 s/h to your order. Limited quantities. USHGA, PO Box 8300, Colorado Springs CO 80933. CU;,vlUI.US CREA,\I ALE' - I lomehrew this \'Ourself on non-flvable d,!l's 1 S22.95 +S4s/h for ingredient kit or S59.95 +S8s/h for ingredient kit and a high quality equipment kit to brew 5 gallon batches or this superb ale. Free catalog. Send check or I\-10 ro BevArt, 10035 S. Western, Chicago IL 60643. (3 I 2)BEFR579. Beaurifullv etched eagle glass beer stein, S 16.95 +S4s/h.

VIDEOS & FILMS A NEW "MASON" TOW RELEASE - For the 1995 season, would make a great Christmas gift. Send only $47 co Mark Mason, 1239 Corrine, ldaho Falls ID 83402. (208) 529-2106. Price will increase in January. GET READY FOR SPRING - CUSTOM TOW SYSTEMS. Winches which bolt to your MasterCrafr/CorrectCrafr waterski pylon. \'(/inches with true auroleveling. Winches that mount on your receiver-type trailer hitch. \'(/inches with engines for outboard boats & trailers. Hydraulic winches and static cow systems. Plus, our $1,295 PriceBuster \'(/inch. LINE RECOVERY SYSTEMS guaranteed to automatically deploy only when you want it to. SPECTRA cow line at the best prices. Dealer inquires welcome. Barry "Towhead" Steele, Appropriate Engineering, 971 Fisherman's Cove, Seneca SC 29672. (803) 885-0949.

DECEMBER 1994

HANG GLIDING EXTREME & BORN TO FLY By Adventure Video and available through USHGA Headquarters, $34.95 each +S4 s/h. Great to impress your friends or for those socked-in days. Perfect gift for the launch potato turned couch poraro.

PARAGLIDE The Movie

CUSTO,vl HAND CRAFTED -

Ceramic hang

gliding pin.'), ornaments or magneL'>. Designed espe-

\'ilorld class paragliding ar the famous Owens Valley. Probably more paragliding action than you can handle in chis 40 minute video. Send $39.95 (+S4 s&h) to USHGA Videos, PO Box 8300, Colorado Springs co 80933. (719) 632-8300.

cially for the hang glider pilot and faithful driwr. CALL now for your order, (310) 37'7-6435.

~~ Classifieds DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITfING IN THE GARAGE. SELL IT IN THE HANG GLIDING CLASSIFIEDS.

-HANG GLIDING CHRISTMAS CARDSBlack & 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.

CLASSIFIED ADVERTISING RATES The rate for classified advertising is $.50 per word (or group of characters) and $1.00 per word for bold or all caps. MINIMUM AD CHARGE $5.00. A fee of $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to be in bold print. Special layouts of tabs $25.00 per column inch. AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writing 1 1/2 months preceding the cover date, i.e. October 20 for the December issue. Please make checks payable to USHGA Classified Advertising Dept. HANG GLIDING MAGAZINE, P.O. Box 8300, Colorado Springs, CO 80933-8300 (719) 6328300 or FAX (719) 632-6417 with your Visa or Mastercard. STOLEN WINGS & THINGS RADIOS - Stolen from ED LEVIN/BIG SUR CA. Two Yaesu Ft411E two meter FM transceiver, serial numbers 2D583205 and 1L511565, and a Realistic PTT speaker mike. Reward for info. leading to return. Call (717) 387-7734 leave message.

CHRISTMAS GIFT IDEA!!! - "Moonshadow" has derailed blue/white/purple artwork on black, preshrunk Beefy-T. Specif)• S,M,L,XL,XXL. Shorr sleeve $15, long sleeve $17, add $2.50 shipping. Send check or money order to: Sky \'\fear, PO Box 544, Signal Mountain TN 37377. (615) 886-7093. Dealer inquires welcome.

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 smrdy mailing tube $85 +$5 p/h. Money-back guarantee! West Wings, 1510 Sixth St., Berkeley CA 94710-1802, (510) 527-5895. VIDEOS BOOKS POSTERS APPAREL - Call USHGA for your Merchandise order form (719) 6328300.

VISION MARK IV 17 - Last seen September 17th, 1994 off a NE Indiana country road. Black LE, rainbow sail. Bicycle handgrips on downtubes, holographic chrome tape on kingpost & rear keel. Retractable towing bridle w/string-release attached to keel, bozo wheels. Audrey Fischer (312) 2335037, SPORT 180 - Stolen on September 29th, 1994, from south of MANASSAS VA (off Route 28). Light blue LE, white/purple sail, has 2 dark patches on left LE. Call John McAllister (703) 662-8054. DREAM 220, DREAM 185 & VARIOUS HG EQUIPMENT- Stolen along with car, on August !st 1994, 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 undersurface 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 PTT; Yaesu 411-E radio; 4 PacAir apron harnesses - 3 red, 1 blue; and other equipment too numerous to mention - REWARD. Walt Harrison (916) 5831317 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 tube from CAMPBELL CA, during late December 1993. Blue & white, missing two outer leading edges. Call Dan Harris, (408) 377-8809. TRX 160 - Stolen from NAGS HEAD NC, during Sept. 1993. Purple LE, purple/black/purple colors. Dayglow "UP" on right wing. Contact Bruce Weaver, (919) 441-4124 Kitty Hawk Kites. HANG GLIDING EQUIPMENT - Stolen along with car, WILLOW SPRING IL, on October 5th, 1993. Custom Airwcar 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 .................................... 4,38 AFRO USA ................................................. 8 Airtek ........................................................ 38 Arai Design ............................................... 49 Aircotec ..................................................... 47 Air Link .................................................... 47 Airtime of San Francisco ....................... .4,37 Ball Varios ................................................. 49 Blacec ........................................................ 52 Brauniger .................................................. 39 Flytec ........................................................ 18 Hall Bros ................................................... 47 Hang Gliding Center ................................ 47 High Energy Sports ................................... 38 High Level ................................................ 49 ] ust Fly ...................................................... 23 Kencuckiana Soaring .................................. .4 Lookout Mt. Flight Park ........................... 13 Mojo Gear ................................................ 52 NAA ........................................................... 7 Pacific Airwave ............................ Back Cover Sport Aviation Publicacions ....................... 30 Trekking USA ........................................... 52 UP International ......................................... 9 UP Sports ................................................... .4 USHGA .................................. 2,38,42,46,48 Wills Wing ........................................... 31,39

HANG GLIDING

~ Product Lines© 1994 by Dan Johnson ST. PAUL, MINN. -- About now, the Holidays are demanding lots of time. To help, this "Product Lines" focuses on gifts. •••At the board meeting in T,ake Tahoe, directors got a preview of USHGA' s 1995 calendar. It's a beaut' . Slightly wider than last year, a right column text area gives details about the photo, including camera equipment used. Learn from this and next year one of the stunning pictures of hang gliding/paragliding could be yours. See the color ad in this issue and order a few. We all know hang gliding "shows well," so you can buy these calendars for friends or family who don't fly. ••• HG entrepreneur, GW Meadows and his Just Fly organization have a whole bunch of nifty Christmas notions. GW' s got something else, too: a promise to ship items as late as December 23rd (a Friday), so you can get them in time for Sunday gift opening. With that and a toll-free number, how can you go wrong? Listen to this partial list of fun low-priced gifts: T-shirts (unique designs), polo shirts (excellent quality), hats (sharp colors), HG mugs, license plate frames ( "My other vehicle is a ... HG or PG"), bumperstickers, dingle balls (elcheapo strobe light ... a cool idea) , and all kinds of stuff with the Just Fly logo. Items start at a paltry $4. 95. Get some things for yourself and get some more for gifts. Gv\7 has exhibited at Sun 'n Fun and Oshkosh to find great sales potential, ' so his stuff makes for welcome gifts. I know this because my wife, Randee, helped examine the i terns Just Fly sent. She quickly grabbed a tee shirt with a hand-drawn eagle. (In truth, she's also a pilot, but looks at gifts with more of a "normal" shopper's eye.) Call Just Fly at 800 I

546-3596. ••• Speaking of shirts, Sky Wear, Inc., sent one called "Moon Shadow." A striking looking design, it features a purple and blue Earth with a silhouetted shadow of a hang glider. When I tried it out at work, several of my associates remarked what a nice design it was. Produced by Mary Clor of fly-town, Chattanooga (nearby Signal Mtn., actually), her new Sky Wear i company promotes the "Null-G Sports" logo. ' Available in short or long sleeves ( $15 or $17) , the black shirts are a heavy cloth that should last. Call 615/886-7093. ••• With over 400 sold and three years of experience, Mallettec is enjoying a good response to their Mini Vario. Weighing only 1. 6 ounces and measuring less than two inches square and an inch deep, this may be the smallest vario you can buy. Mallettec suggests you mount the vario near the pilot's ear. A tiny audio-only vario, the Mini secures to your helmet, an unobtrusive mount. A "heavy duty clip attaches to anything." Getting it off the control bar may save instrument damage as well. With a 200-hour battery life, the fact that it can zero itself in-flight (in case you forgot at launch), and a price tag of only $169, the Mini seems a good investment. Call 714/966-1240. ••• For those wishing to spend a few dollars less, try the Hall Bros., Mini-Wheels for your control

HANG GLIDING

bar. These aren't the same clunky old wheels you had as a student. They' re '90s-style wheels complete with a VG line pass-thru hole and priced in the gift range at only $20. Since many pilots feel their new glider can be challenging to land, installing inconspicuous wheels may reduce the whack-factor. Call Hall at 801/829-3232. ••• But if whacks are what make your life worth living, then you'll need Paul Voight's Whack Tape. A compendium of whack after whack, you' 11 have to act quickly to obtain one of the last available. I've seen it; it's a chuckler. The best news? The price is reduced to clear the inventory, just $20. Call Voight'er at 914/744-3317. ••• Today, most pilots at least experiment with cross country. Whenever you head out, you know you might land out. Carrying your heavy factory bag adds weight, so many pilots also own an XC bag. Gunnison Gliders makes a light one (200 denier fabric) with the zipper on the side. This makes it foldable. Indeed the sample Rusty sent rolled up to 12 inches long by four inches in diameter. Postpaid the XC bag sells for $65. If you want ' a matching harness bag, add $25. Gunnison has other choices, too, with good ideas like multiple-fabric bags to keep moisture out and to prevent zipper rash while on the rack. Write 1549 County Road 17, Gunnison CO 81230. ••• In the same price range, expatriated Aussie David Adams is promoting Ezy-Eye flight sun glasses. Bragging a high-tech lens to improve vision in bright conditions, the Ezy Eye glasses have a durable frame with rubber hinges. Called, "thermal seeking" and "bulletproof," maybe it's no surprise the Aussie HG team uses them exclusively. Call 213 /243-53 63. •••Let's go way , into Giftland with a couple closing items. First · is a small collection of hang gliding ceramics. These are hand made items that can be finished as a pin, ornament, or magnet. The stylized artwork can be personalized to reflect your hang glider's actual colors. Your name and likeness (e.g. , hair color) can be added as well . For $15 and another two bucks for personalization, your driver or eternally-patient spouse might like to have one. Call 310/377-6435. ••• At the end of a day of soaring, many pilots like to tell tales over a brew. If this means you, try Cumulus Cream Ale, the "first in a series of home brew kits for the sky minded from BevArt Inc." Designed by a pilot for pilots, you make your own batch of five gallons of "medium-bodied, full-flavored ale with a long lasting frothy head." Other blends are coming, to be named Blown-Out Stout, Wonder Wind Wheat, and Cliff Launch Lager. Two kits sell for $27 or $68 postpaid. One is ingredients only; the other includes everything except the bottles and a boiling pot. Interested? Get a free catalog by calling 312/BEER-579. Ask for Greg. •••That's it for '94. So, got news or opinions? Send 'em to 8 Dorset Rd., St. Paul MN 55118. Fax or V-mail to 612/450-0930. Happy Holidays To All! THANKS!