USHGA Hang Gliding January 1995 by US Hang Gliding & Paragliding Association

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16 Stratospheric Balloon Drop by Per Linc/strand Judy Leden makes a 38,000-fooc sled ride.

23 Telluride '94 by Ulrich Griff Aaron Swepsron becomes the new aero champ.

34 BS In The Internet LZ by Davis Straub and others AJ1 electronic hang gliding forum.

40 Interview: Danny Howell by Larry Witherpoon Danny who? Wait until you heac about his high-tech glider.

48 Product Review: The Casio Triple Sensor Watch by Mark "Forger" Stucky A look at a watch/compass/altimeter/thermometer.

Columns

Departments

USHGA Reports .................................... 14

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

Competition Corner ............................... 19

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

Viewpoint, by G.W Meadows ...............38

Calendar ofEvents ................................... 13

Accident Reports, by Luen Miller ..........45

Ratings ..................................................... 28

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

Classi£ed Advertising .............................. 51 lndex to Advertisers ................ ............. ....61

JANUARY 1995

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COMMENTS

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US/-IG/\

and Fxecu/i11e Commillee:

llill llryden, President Jim Zeise!, \lice f'wsirient Russ to<"ke, Socrc/ary Dan Johnson, Trensu/"i,r REGION I: Cienr! Mali.11<,ws, Ceorge Slurtevant. REC ION Russ Locke, R,ly Leonard, f>;iul Gazis. RECION 3: Mmrns S;llvemini, Joe Grebin, Lawless. REGION 4: Clen Nicolet, Jim Zeiset. 6: Ron l<en1wy. REGION 7: Bill REGION fl: R,rndy /\dams. REGION 'l: Pete, Williarn llennell. R['CION 10: G.W. Meadows, Mall Taber. REGION 11: Jeff Hunt REGION 12: Paul Voight, Paul Rikert. DIRECTORS AT LARGE: llarbilra Flynn, D;rn Johnson, ]illl Johnson, Dennis Pagen, 1\lan Chuculale. HONORARY DIRECTORS: Ed l)itman, Ken Brnwn, Doug Hildreth, Frank Gillette, Luen Miller, Sandy King, Mike Meic>r, Rob l<eils, Fred Stockwell, McNaniee, Mich,1el Robertson, Dave l(en Haicr, Fred Greg Art

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HANG GLIDING magazine is published for hang sport cnthusinsts lo create /mthcr interest in the sporl, to provide an educillional forum to advilnce methods nnd Contribulions are welcome. is invited lo mticles, photos, ,ind illustrations concerning hang activities. If tlw m.i!eri.11 is to

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must be ni.ctcfo of to 01hm hang gliding publicalions. HANG GLIDING magn-zine reserves 1he riglH to cclil omtributlons wlwre neres·s<1ry. The /\ssori,1tion and do not ,1ssume responsibility for the or opinions of contributors. MANG GLIDING c'ditorial offices: (,9SO J\r.igun C:irck,, Suite is, Buena Park, CJ\ 90620 (714) 994.:JO">O. 0

HANG GLIDING (ISSN oa•J:H33x) is published monthly by the United Stntes eliding Association, Inc., ·101, Colorado 5:,9 E. Pikes Peilk /\ve., Color,1do 80903 (719) 632-13300. FAX (719) Seconckbss postago is at Colorado Springs, CO and at additionill mailing

POSTMASTl'R: SEND C:HJ\NCF OF /\!)DRESS TO: 11/\NC GLIDING, P.O. flOX 11300, Colorado Springs, CO HO'J33-·8300.

The USHCi/\ is il rnernber--contmlled sport mP,mi7,,tinn dedicated lo the exploration rn,d ,wnmnl!inn of unpowen.,d ullrnlight ing and safoty of its nwmh<r>rh,in /v1nn,hnrshi anyone inlc,rested in this mc·rnrnship are $S4Jl0 the publication of/- laniJ $65 foreign); Canada & Mexico, should br, sc,nt six weeks in

USHGJ\ nurnber, prc,vious and new ,1ddress,

Dear Editor, I believe most USI-TGA members arc unaware of tbe end oC an era. Ar the recent USHCA Board of Direcrors meeting Gregg Lawless stepped aside as president. He was replaced by a capable Bill Bryden, and Gregg's timing is probably excellent, since the USHGA is in the best shape it's been in since I joined the Board in 1983. Gregg's stepping aside ends an era in 111y mind, as he was part: of the two-man team of' Russ Locke and himself: In the several years that these rwo men played a primary role in USHGA's leadership, the Association went from being broke and disorganized to financially secure and so well organized thar USHGA now draws genuine praise from many other aviation organizations and the !;AA. Russ still serves on the Executive Committee (a group composed of the four officers of USHGA), and Gregg will continue to ofTcr the Board his advice and counsel as a director. Nonetheless, the period of' I ,ockc and Lawless has ended ... at least for now. My purpose here is to offer my sincerest thanks to these two men. They have each given long hours of effort freely. They put their very finest efforts into making US HCA into the success it is today. Of course, many other directors were pan of the team, but without good leadership even the best team can lose its direction. We arc fortunate that both men will still serve the Board to the best of their ability. Still, now that Gregg has stepped aside, I am motivated to publicly thank these men and lo bring their dlcirts a bit more into focus for the membership at large. Thanks Gregg and Russ. It has been a wonderfol pleasure lo work closely with both of you. Perhaps now you can each find more time for some delicious rhermaling. You deserve it! Dan Johnson St. Paul, MN

Dear Editor, Paul Voight's comments on the Jnternct, in which he describes rhose on the Net as "netheads" and "pinheads" trading rurnors, was 1101 only out of place (in a glider review article?) but also not well thought out. Via CompuServe I have been communicating on rhc Internet frir rhe past three months, and in this short time I have received an amazing amount of useful informarion about flying sites, gliders, oxygen, helmets, gloves, harnesses, flighr strategy, accidents, safety issues, etc. The best part is that iris an interactive medium. The Net has signiflcanrly increased my knowledge of the sport. Sure there is some "baloney" ro be found, but no more than there is in any medium, including Hang Gliding magazine. I am a weekend pilot and often fly alone, so I have never felt "in touch" with the hang gliding community. I do now. The lnterner hang gliding list provides interactive informarion about our sport, every day, for free. h's a gold mine. Gerry Pesavcn to Kensington, CA

Dear Editor, Mr. Voight's remarks describing the manner iu which Internet Hang Gliding Digest members wrote about the RamAir stability issue are unfounded and inappropriately presented. A cursory review of' postings on this subject fails to substantiate any oC Mr. Voight's statements about distorted or malicious information gcncr-atcd on the Net. Evidently he reacted to inaccurate, third--hand inftirmation about the Net. Mr. Voight's abrasive remarks against this group add nothing of substance to his article, and reduce his credibility. Also, I wonder about the wisdom of alienating a signif1eant number of consumers right before the holiday season; after all, Mr. Voight is a merchant. I also question the editorial decision to include such remarks

ing label from a recent issue'. JANUARY "1995

VOLUME

ISSUE No. 1

Air Mail in what purporred ro be a descriptive article about a hang glider. The greatest irony, perhaps, comes from the fact that two orher anicles in that issue were authored by some of the very inclivid uals discrecl i ted by Mr. Voight. His statements directed against the Net seem more appropriate for the "Airmail" column, uninformed as they may he. J:inally, I wish to invite Mr. Voight and the entire hang gliding/paragliding community to become familiar with the Hang Glider Digest available through the Internet. At least one may be ahlc to read printed copies of postings. Just ask there is a netter closer to you than you think. If nothing else, this will add credihility to any criticism.

have an important place. T also access the rec.aviation.soaring Usenet periodically to sec what is going on in the sailphmc and soaring weather prediction arenas. Paul is a Wills Wing dealer. If you're going to neat the content of the Net "like a comic book" as lie says, l suggest you treat anything you read in Hang Gliding the same, especially by Paul about a Wills Wing glider. If you post something questionable on the Net you'll be challenged rhc next day, by folks who may very well know a whole lot more about the subject than you do. Dave Balcria Medford, OR

Felipe Amunategui Shaker Hts., OH

Another letter confirms that the cited '\·umor" messages werr never posted on the Internet. Hd.

Dear Editor, J was shocked and disappointed by Paul Voigl1t's disparaging cornmems regarding those many of us who subscribe to the Hang Gliding Digest on the Internet. l have been a Digest subscriber since April, 1994 and have noted that many rop pilots, USHGA Regional Directors (both of ours in Region l ), chapter newsletter editors and chapl"Cr officers arc contributing. Many excellent articles continue to appear there. In fact, tbc potentially lifesaving article on HIV/HBV in the same November issue was on the Net six months ago. Reports about site problems and closures, accidents and other timely issues such as glider tumbles appear there now, not two months later. Those of us intimately involved in hang gliding issues and/or events (Lakeview Fly-ln) have Found the Digest absolutely essential for fast worldwide information exchange. We also exchange e-mail directly with each other, as several of us did with T,ucn Miller concerning the Bcnrel fatality. 1 find no fault with Gil and Hang Gliding, but rather foci that both forums

[ )car Editor, l have not yet received my November Hang Gliding magazine. This is not unusual; T usually get ir about the 15th of the month. That used to be okay, but it is becoming a major point of frustration. I do some business travel and have made flying friends on the west coast. IF we talk on the phone, l feel lefr our. 'fopics arise from HG that I can't talk about because they get their mags about two weeks ahead oF me. This frustration has gotten magnitudes worse now that I am on the Internet. "fc)pics of conversation ("threads" to nctheads) related to HG arise and die long before my copy arrives and I can read the articles they refrr to. I would like to recommend that you pace the mailing of the magazine so that they arrive in all sections of the U.S. at about the same time. Although the process of holding back Califim1ia mailings seems to be contrary to the idea oF "news," this is not a significant concern. HG mag is not a "news" magazine; your publication lead time makes that impossible. lt is, rather, a valuable (and well-written) information tool that would not be hurt by a common nationwide release date. Brad Calcagni Rye Brook, NY

ft is not prttctical to mctil the magazine in stages. However, with our move to a new printer you will be getting the magazine much hopefi,1)/y before the.first of'the month muionwidc. See the notice in this issue's Updrtte column. Hd.

Dear Editor, Recent discussion and controversy about tumbles and rhe possibility of rumble-proof gl idcrs has demonstrated that there is no lack oF opinion on causes and potential solurions thereof, with opinions far outweighing solid knowledge about the mechanisms of turbulence-induced tumbles. Said another way, nobody really knows fc)r s11re what's going on. If we expect to progress we are going to have to get past the rhetoric and tackle the necessary engineering research. Steve Morris' excellent article in the November 1994 issue of Hang Gliding is a major step in this direction, 15 years afrer Gary Valle did his pioneering but rudimentary analyses of glider pitch stability as a basis for the original 11 CMA specs. Steve's work is a good illustration of how engineering analysis can help us understand the problem, by avoiding hypothesizing to apply sound theory to calculate results and help explain the cause of tumbles. Such analyses may eventually lead to significant improvements in glider tumble resistance if not tumble-proof gliders. Tt is entirely feasible to evaluate the influence of static pitch stability, sail and frame flexibility, pilot control strategies, and the effects of tail surfaces using such an approach. Although Steve concentrated on autorotating mmblcs, a fascinating problem for analysts, we need to further inves-· ti gate the departure/tuck phase of the phenomenon. The next logical step would be ro introduce the effects of glider acroelasticity, pilot rnotion dynamics, unsteady aerodynamics, and atmospheric gust excitation into the analysis. By pursuing both analytical and experimental studies together with the designers' innovation, maybe someday we'll

1-IANC GUDINC

Air M ii progress to the point where we c;m look back on tumbles as a thing of the past. Bob Ormiston Sunnyvale, CA

Dear Editor, 1 recently received a letter from Region IX Director Pete ] ,chmann in response to my Creg [ ,cMicux accident update which appeared in November's Hang Gliding: Pete (whom I know well and whose opinion I value highly) objected strongly to the opinions I expressed in the article, and was particularly concerned about the potential for disaster if a student pilot heeded my pushout advice as being the correct way to deal with the severe oscilla·· tion-inro-a-sideslip scenario that I described. I realize that by mentioning that l was an instructor, lcsser-·cxperienced pilots might simply accept my opinions as expert gospel, and f'm sorry if I worded the article in a way that could lead to that. 1 do not claim to have expert-level knowledge of aerodynamics, particularly as they apply to hang gliders. My opinion was based on my personal experience with that glider, as well as one (and only one) incident in which T sidcslipped after a series of severe oscillations. (I mistakenly used !'he word slip once in the article, which in my experience refers to those diving, uncoordinated turns some of us like to use ro squeak into tight I .Z's. I believe it's impossible to sidcslip a hang glider in the strict aviation sense of the term, but l think we can come dose.) On that occasion I was hurtling down toward the ground, tip down (span perpendicular to the ground), and l pushed om on the basetubc moments befrm: impact as a survival/lastresort instinct. The glider rolled 0111 violently into two oscillations, but quickly assumed a level attitude as it slowed down. It is my firm belief that this action saved my life that day, an opinion shared by another pilot who witnessed the incident. I did not mean to give the impres-· sion that this should be used as way ro

JANUARY 1995

recover from a slipping turn, which I view as an entirely different, in-control (though risky) flight event. Pete informs me diat the appropriate response in this siruation would be to pull in on the basetube. I agree thar in most sirnations speed is safe.. ty (I won't get inro pitch/balance arcana). Also, I've been informed that there is no mechanism in a glider's design that would induce "a tendency to roll out into the wind." I felt that slowing down a glider often leads to a phenomenon many pilots think of as "weather-vaning." I acknowledge the possibility that it is only subtle pilot input that causes this perception. The bottom line is that I cannot pre.. ciscly define a very complex series of aero .. dyn,imic events and their c;1use-and ..cffect relationships. I hope a more experienced pilot will come forth and help in this matter. I know that a significant number of fatalities have occurred as a result of sidcslips into the ground, and that is really the reason I wrote the article to begin with. I know that some very knowledgeable aerodynamic engineer types with intimate knowledge of hang gliders populate the Internet hang gliding forum (Davis S., Bob 0., Bob M., Mike V., etc.) and perhaps soliciting their analyses would be a good way to help the entire hang gliding community on this safety ISSUe.

Marc Fink Washington, DC

Dear Editor, The Houston Hang Gliding Club sponsored the Regional Xl Competition in Junction, Texas over the Labor Day Weekend. All the flights were tow launched lrom pay-out winches operated from trucks or trailers and I served as Safety Director. During two days of flying we logged more than 120 launches without any mishaps and only a handful of premature releases or weak link breaks. Actually, only three pilots experienced premature releases, all from very low altitude, just after releasing the nose bridle.

All in all, these pilots, launching from two different tow vehicles, had 14 premature releases. It so happens that t hesc were the only pilots who were using the Mason 1<lW Release System. One of these systems was brand new and another had seen some action. l don't know about the third one. In the case of two of these pilots we were able to completely rule out pilot input as rhe cause of five of the premature releases. One pilot was actually able to sec how the bridle would release by itself when the glider would leave the vehicle and the line was put under the initial pressure which usually causes some vibration of the bridle system. As fi1r as we can tell, there were rwo ways in which the interlocking pin malfonctioncd. l n one, the weak link loop would slip to the end of the interlocking pin, and the pin would bend a little and release the loop. Jn the other, the vibration caused by the brake pads transmitted th rough the line to the bridle actually pulled the pin up because of a weak retaining spring. (This happened with the used bridle.) I hope that this information may be useful to other pilots. I think the Mason Tow Release is a very elegant design but it has some problems. Perhaps a stronger spring would help, even if it makes it more difficult to release the line in no .. rension situations. I've been towing for several years using a ''two .. loop" system, and I've never bad a problem with premature releases, although I'm sure other pilots may have some stories about those releases too. [ just think that when it comes to most mechanical systems, the simpler the better. Juan Garcia Houston, TX

Mttson's Micro Mttchining is aware ofthe problems and is gratejitl.fi1r input.from pilots. The I 995 model corrects rtll o/these problems. ft h11s ct 7075-'/'6 aluminum pin, a slight{y stronger spring and longer pin insertion. !/you have any further questions Mark Mason can be contacted at (208) 529-2106. 7

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Update SAFETY ADVISORY: CURVED PIN WARNING High Energy Sports is advising all pilots to carefully check the curved pins on 1-beir parachute deployment systems for burrs. If the metal is rough you need to file it smooth ro ensure that the pin does not get snagged on the bungee loop. Be sure to keep the bungee on the shaft of the curved pin. If the bungee goes over the top of the shaft it will be impossible to get the parachute out withom breaking the bungee. If you have any doubts about the pin arrangement on your hand-deployed parachute system, practice pulling the handle and releasing the pins. 'fhey should release easily.

collecting. The article in next month's issue will cover this phenomenon and detail the histoty and use of telecards, as well as explain why we are developing the program and what the benefits will be to the USHGA and its members.

SKYRIDERS MOVIE POSTER

a very prominent place here at the national headquarters." The x 41" posters are hard-to-find collector's items and will be sold on a firstcomc, first-served basis. There arc very few remaining. "rhe price is $85 plus $5 postage and handling, and West Wings offers a money-back guarantee. The posters arc shipped in a sturdy mailing tube. West Wings also has some other SkyRiders posters in various sizes: two Style Band '"leaser" x 41" posters for $150 each. They have different images and arc more scarce than the Style A posters mentioned above. There arc also a few 14" x 36" and 40" x 60" posters for $300 each. Contact: West Wings Aviation Art Gallery, l 5 l O 6th St., Berkeley, CA 94710--1802 (51 O) 527-5895.

USHGA ANNOUNCES TELECARD PROGRAM 1995 ELLENVILLE ln the February issue of Hang Gliding magazine an in-depth article and advertisement will announce the introduction of a USHGA "telccard" program. A tclccard - sometimes referred to as "a debit card" or "prepaid calling card" is a telephone calling card which is paid fix in advance for a specific dollar amount. As the user places calls the number of remaining minutes is reduced. When the balance gets low, the card holder can simply call an 800 number and "recharge" the telecard with a Mastercard, VISA, AMEX or Discover charge card. ]elccards have been very popular in Europe and Japan for the past 15 years, and in most European countries a call cannot be placed without one. They have just begun to be marketed in the United States within the past two years. Since the cards arc prepaid there is no misuse, fraud, billing or delinquency. As a result, the cost of the telephone service is dramatically lower. The savings are passed on to the card users, allowing them t:o make calls for 40%-50%1 less on average when compared to credit calling cards. An international phenomenon called "tclcgcry'' has evolved around telccards, the hobby of collecting out-of-print and limited edition telccards, now recognized to be as serious a hobby as coin and stamp

The 1976 movie SkyRiderswas the only Hollywood full-length film to prominently feature hang gliding. Allblack hang gliders swoop out of rhe sky! Smuggler James Coburn leads a hang gliding team in an attack on a terrorist gang's impregnable mountaintop fortress a 14th Century monastery perched atop a finger-slim mountain in the Mctcora region of central Greece. The poster image is a gorgeous color illustration with lots of action: gliders, helicopter, explosions, machine guns, pistols and tracers zipping by. The Wills Brothers (Bob and Chris) were two of the pilots and technical advisors for the film. West Wings Aviation Art Gallery is selling these authentic, original 1976 SleyRiders movie posters. The posters are almost 20 years old. Jeff Elgart of UST--IGA Headquarters states, " ... I just wanted to let you know that we really enjoy the SkyRiders poster I purchased from you. ft will be hanging in

NEWS

Starting Janua1y I, l 995, for the first tirnc in several years, the Ellenville, New York flying site will be managed by the Southern New York Hang Glider Pilots Association. 'fhc landowner/pilot (and host extraordinaire), 'fony Covelli, has contracted the club's services to collect fees and enforce site policies. The good news is that Ellenville will remain a relatively secure, privately owned (top and bottom) hang gliding site for a long time. The less--good news is that both the dub and the landowner have been operating at a loss for a couple of years now. Therefore, a membership fee increase must be effected. While increased fees for pilots is not anyone's favorite idea, it beats going broke and having to sell the site to a developer. A full-year membership will be $150, but there is an "early bird" incentive of $130 if paid by February l. Pilots may opt for daily passes for $IO or weekly passes for $25. However, pilots can only milizc these options three times each (three daily and three weekly passes). Tel take advantage of the early bird option send a check for $130 payable to SNYHGPA to: 5163 Scarsvillc Rd., Pine Bush, NY 12566. Make sure it's postmarked by February 1. You will then be HJ\NC CLIDINC

u sent a waiver. Upon completion and return of the waiver yom helmet sticker will be issued. The gate will have a combination lock this year, and the cluh will screen pilots at the setup area fell' helmet stickers or tem-porary passes. There won'r be any pilots slipping through the system this year. Memberships and passes will also be available from the two local hang gliding shops ,mdMiss Kitty's 'favcrn, which is I /4 mile from the gate to launch and the "white house" I,'/,. The revenue will be used solely to pay bills and provide member services (newsletter, port-o-johns, site mainte· nance, insurance, etc.) and arc estimated ro only break even. Anyone with questions concerning the above can call either (9 l 4) 17 or (914) 647.] 008.

Moyes feels that the future of hang gliding is grim if manufacturers do not provide schools with easier, lighter, safer and less expensive gliders for their training programs. For this reason they have introduced a more user-friendly product, the single-surface 1 and 165 XL The control frame was designed to offer ample clearance for large wheels on the bascrube, and sernp and breakdown arc simple. The XI, was also designed wirh a low nose angle and high sweep, This results in a very stable glider thar provides the pilot with strong feedback. Moyes focls that the XCs light weight, easy setup and predictable flying characteristics make it ideal for beginners or pilots of any skill level. HCMA certification is in progress.

Arca Span Nose Angle Aspect Ra1io Glider Weight Pilot Weight Range Pilot Skill Level: Battens (per side) Retail Price Setup Time )ANU/\1,Y 1995

XI 165

XI. 115

165 sq. fr. 30' 118° 5.li5 55 lbs. IIJ0-200 lbs. Beginner

I li5 sq. fi.. 27' 6" 118° 5.2 li8.li lhs. I 00-16'5 lbs. Beginner 6 $2,895 li-1 /2 min.

7 $2,795 4-1/2 min.

Moyes is also introducing the Xrralitc J 64 for the big guys. According to the

manuhcturer it offers excclletH handling, pcrf1:lrmancc and easy landings.

Xtralitc 164 Specifications Arca Span Nose Aspect Ratio Glidn Weight I look-In Weigh1 Pilot-Only Wcighr Skill I.eve! Battens Bancns (lower) VNE VA Trim Speed Stall Maximum Speed Best Clide Speed Best Clicle Angle Cliclc Angle 10/ 1

161i sq. ft. .W 10" 130° 7.7 75 lbs. 187253 lhs. 176-209 lbs. Advanced 20 8 53 mph 46 mph 21 mph 16 mph 62 rnph 26 mph 13.02/1 35 mph

Pacific Airwave announces once again rhat it will be hosting the very popular advanced training seminars conducted by G,W Meadows. Pac Air is committed to the ongoing rraining of hang glider pilots, and will h1rnish all gliders fi)r the clinics. The spring clinics have historically filled up fast, and since space is limited it is recommended that interested pilots send in their deposits as soon as possible. Clinic dates arc: 'fowing Clinic, April 29May 'fandem Clinic, May .3-6; TC]~ Basic and Advanced, May 7 -10. Contact: Paci/Jc Airwavc (408) 422-2299 or C.W Meadows (919) 480-.3552.

Bill Nye, a retired South Florida flower grower, achieved his lifelong dream of soloing in a hang glider. l {is first solo ever was from a 3,000' aerotow. By 1be end of his fast week of hang gliding had flown over 60,000 verti-

Mrilcolm Jones, lefi; and Bill Nye.

cal foet. He almost gave up on his dream and was at first discouraged with rradirional hang gliding training methods. The "hill sessions" at traditional scl1ools did not fit Nye's needs. Nye remarked, "If it weren't for the Ranch 1 would have never learned to fly." Malcolm Jones, owner and operator of Wallaby Ranch HangGliding Flight Park, noted, "Acrotowing made hang gliding happen for Bill. ]-fr is a great example of the difference the Ranch can make."

Attention pilots with an interest in aer· obatic flight. The Acrobatic Hang Gliding Association (AHGA) is an independent group of pilots interested in the promotion and growth of acrobatic hang gliding. The AHGA is producing a standardized format for holding, hosting, sanctioning and scoring acrobatic meets in the form of a rulebook and guidelines. The AHGA is a fornm for acrobatic pilots throughout the world to communicate all year long with equal represcnta-tion, rather than only at the limited number of acrobatic contests held in the past. The AHCA produces a quarrerly ncwslct ter, and yearly membership dues arc $15. This spring, May 5--7, the first acrobatic competition designed entirely around the rules and guidelines of the AHCA will he held in Chelan, Washington.

Workshop-style training for aerobaric pilots of all skill levels will take place the week prior. Look for more details in the Calendar of Events in this magazine under North American Acrobatic Hang Gliding Championships. If you would like to become a member of the AH GA contact Aaron or Kerie Swepston at: A[ { GA, 2415 Forest Ridge Dr., Auburn, WA 98002 (206) 939-6248, fax (206) 939-8408.

Dave Sharp of the UP Soaring Center in Draper, Utah informs us that last summer he flew his TR)( 140 from Heber Mountain ro Red Desert, Wyoming for a distance of 190. 5 miles, setting a new Utah state record. Flying with him were Charlie Baughman (1993 record holder) and Steve Rathbun. Steve marngcd 95 miles while Charlie landed just past Rock Springs with 150. The X-C flight lasted five hours. This was Dave's first and only flight from Heber. Dave thanks Steve and Charlie for team flying with bim, Steve's girlfriend Robin fr)r encomaging him to go as far as he could, and Jake Pierce for driving.

Some gliders are available. Contact: Dave or Tom at (801) 576-6460.

The 1995 Regional Director elections arc finally over and the results have been tabulated. Congratulations to the follow-· ing people on their vicrorics: Region l Region 2 Region 3 Region 4 Region 7 Region 8 Region 9 Region l 0 Region 12

Gene Matthews Ray Leonard Marcus Salvemini Glen Nicolet Bill Bryden Randy Adams William Bennett G.W. Meadows Paul Rikcrt

Each of the above--listcd victors will serve a two-year term commencing January l, 1995 and terminating December 31, 1996.

High Energy Sports' 1995 deployment bag features parachute and line pockets opening at the top of rhc deployment bag near tbe handle. This system helps solve the problem of premature canopy exit resulting from poor rubber band maintenance. "It is not unusual," states Betty Pfeiffer of F!igh Energy Sports, "to sec a pilot practice throwing his parachute, and the deployment hag flies 20 foct but the canopy drops short." The new system docs not load the rubber bands with the force of the throw, which gives the pilot greater control without relying on the strength of the rubber bands. High Energy would like to thank Dave Sharp for his persistence in encouraging the development of this new feature. Contact: High Energy Sports, 1 521 E. McFadden #H, Santa Ana, CA 92705 (714) 972-8186, fax (Tl 4) 972-1430.

G.W. Meadows, John Heiney, David Sharp and Ken Hudonjorgcnsen will combine talents to conduct six different clinics this spring. The clinics will be held at the Soaring Center's 3,000 sq. ft. shop located just minutes from the nation's most consistent soaring site, Point of the Mountain, Utah. The dates arc: March Basic and Advanced lCP; March 28-30, Tandem 1 and 2/lnstructor; March 31-April 2, aerotowing clinic by John Heiney at the UP factory in Mountain Green, followed by an acrobatics seminar/photo clinic April April 3-9, Class 1 paragliding clinic for hang glider pilots by Dave Sharp and Ken Hudonjorgcnsen.

·12

HANC CIIDING

n Calendar of even rs items WILL NOT be listed if' only tentative. Please include exact information (event, date, contact name and phone nurnher). Items should be rcceivccl no later th,m six weeks prior to the event. We request two months lead time for regional and 11ational llleClS.

Jan. 14-1 G: !nstrurtor C'ertifimtion Program lor Basic and Advanced ratings. $150. Contact: Tom Johns, Cascade Soaring, li420 l 'JI sr Place SE, Issaquah, WA 98027 (20G) Fil 1(,li7. Jan. 17-26: Forbes Flatlands 1995 (mc/ud1r1g Australimz Nationt1l,). Rcgist ration and practice Jan. 15-1 !i. $ I 50 before Nov. 30, $1 G'S after. Minimum four paid entries per team. Inrermecl iate ,md Advanced pilots welcome. C:ontacr: Forbes Flarlancls, c/o Jenny Candcrton and Len Paton, "Boganol," Henry Lawson Forbes NSW 2g71, phone/fox 61-68 5:37220. Jan. 19-22: llmic and Adv11nrtd !Cl', Intermediate and Advanced pilots welcome. Novice pilots arc also welcome to expand on their skills. You may also earn yom tow raiat thi.s clinic. Feb, 9-12: 'lime/em 'lino Clinit. Earn yom certi/Jcarion over bcantifol Biscayne Bay and the Florida Learn to tandem over water with Miami Hang (;lidi11g's certified ianclcrn instructors (14 years experience). Log rime over the water. All Interrnediatc- through Advanced-rated pilots welcome. Tow nor necessary. C:ontact: Miami Ilang Cliding, 2(,liO S. Bayshore I )r., Coconut Grove, Fl. 3313:l (:305) 285-8978. Rio Fch, 18-19: frstiva! o/Mmquemde de Janicro, Brazil. ! Jang gliding and paragliding costume Contact: Popstar Travel AgC11cy, rel. (021) 255-5590, Eix (021) 2553644.

Feb. 18-19: Jld1Jrmcrd Gliding I Cl'. March 3-5: l'amgliding !Cf'. March 25-26: Tt1ndem Clinic. April 1--2: 'frmdem Gliding Clinic. Throngh March: Pams/<i C'linic. Contact: Advemmc Sports, ,%50 1122, Research Way, Carson NV 8970<, (702) 88:3'70'70. March 2-5: hm + silent air spons convention, Augsburg, ( ;crmany. 150 cxhibirors, filn1s, new proclucrs, symposia. Contact: tel. 082 I 25769-0, fox 082 I 257!i9-85,

JANUARY 1995

March 11-17: JGth International Venezuelc1 I fang Glidin,~ Competition, held in La Vicrnria. $150 U.S. (early registration l,cfore 1')95, .5100) includes retrieval transportation, maps, film and great flying aunospl1crc. /1ccommodario11 arrangements available. Co!ltact: Charles Dittmar (Sandy), Fdif,cio 1:ertcc, Piso 5, Av. Lihcnador, C:.iracas, Venezuela, tel. (582) 2(,5 171 I, fo, (582) 267-4:331. March 24-27: Rayfr 1112d Aduanced !CP. March 28-30: 'fr11ulem I and 2/!nstructor. March 31·-April 2: A Jrotowing clinic by John Heiney at the UP factory ill Mountain Creen. April :1--5: Aerobatic:, seminar/photo clinfr by John Heiney. April 3-9: Gass I /Jt1,,·c1,r,t1d.!11J!rlmic for hang glider pilots by Dave alld Ken I ludoJ1jorgensen. Some gliders available. Contact: Dave or Tom (801) 5/6-6460. March 26: NesenJt Chute Clinic (!IG/!'G). Contact: Chandcllc San Francisco, 1595 E. h,mcisco Blvd., Suite F, San Rafocl, C:A 94901 (415) CLIDINC. April 13-17: pcm1gliding and ultralight meet, Bassano dcl Crappa, Vicenza, Contact: tel./fox 049-5591198.

June 4-11: Srmdi11 Ot1ssic, Albuqucrqlle, New Mexico. Fifth a111rnal 450 WTSS point men at Sandia Peale The premier meet of' rhe season! Price includes: entry fee, topquality X C tasks, glider and pilot transportarion ro Ln111ch, tmnpoint nlrn and prcJCessrng, co:tnr>ure1'!'.1.cc1 scoring, hill-time paid srafl; free oxygen refills, ccrri/1catcs from local businesses, co11ve1fr·nt mee1 hcadqllarters, awards barbccm:, T-shirt and morel Sixty-pilot maximum /Jcld, !i'i spors reserved for pilots ranked in rhc top 80 USJIGA or in rhe rop 100 by !'IRS. Remaining emrics will be based on ranking, competition cxpcricnce and flight experience. USHCA Aclvancccl rating, all Special Skills, extensive mountain/clesert/X C: thermal experience required. Farly registration $:JOO if postmarked before May l, $350 after. Rdimdable until April 30. C:onracr: Mike 12117 St. Mary's i)r., Alhll<jllcrquc, NM 871 I l (50'5) 275-5978 or Mark Mocho (505) 298-2922. June 17: Jl()P/1 /\()PA I lcaclquaners, Frederick Municipal Airport, Maryland. Oc1. 19-21: AOPA l\Xl'O ''JS, Atlantic C:ity C:onvenrion C:enrer, Atlantic New Contact: Aircraft Owners and Pilors Assn., 421 Aviation Way, Frederick, MD 21701 (301) 695-2000.

Junc 18-24: British Pines, C'!I. One-on-one pylon speed l'ri,,cs and cash for top finishers in both as well as for best overall finish. April 20-2 I arc practice days, with final rounds held April 22-23. Pilots must be cu1Tenr USHC;A members and Class or Advanced-rated (or foreign equivalent). ( ::mtact: Pines ( ;lider Pon (6 I 'J) 45:\-3202. rrlffS at

April 29-May 2: Clinic. May 3·-6: Tandem Clinic. May 7-10: Basic and Advanced ICF. Contact: Pacific Airwavc (408) 422-22S''J or c;.w. Meadows (91 'J) 4803'552. May 5-7: North Jlmerican Aerobatic 1Jang 01,1m1)ionships, C:hclan, WA. Presenrcd hy ne Acrobatic Hang Cliding Association and Chelan Flyers. Chelan is known for its hospitality and hosting o!'.rncccssfol mcc1s. I. :ornc to the sire o!' this llang Cliding and Paragliding Nationals for the first aerok tic meet designed specifically around 1\llCP, rules and guidelines. Worl,;shor,-stvlc traini11g for acrobatic pilots of all skill lcvcls the week prior. Contact: Kcrie Swcpston (206) 939-624 8,

Pre- World

Lom/1et1t1on. hireign pilots welcome. Fntry

L70. Contact: Jim Bowyer, 2 Lion Terrace, Cilwern, (;went N1'7 OBLJ United Kingdom, tel. 44-187:l-8,1 l 6!i7, fox 4/i-1873-B:l 1 68. July 22-29: U.S. N11ti1m11L,, Chelan, WA. Famous Chelan in a nation al event. Previous national championships and last \v'omrn's World Championships have proven Chelan ro be possibly the best X-C: conrcst location in the world. Race-togoal, out-and-return and triangles. Chelan is a resort rown with many hotels (but make reservations early). Economical camping available. Minimum lmcrrncdiatc rating wirh FSL, TUR, RLF, X-C special skills. F.ntry fee of $325 includes transportation to launch, film and electronic scorawards. Limited ro 120 pilots maxi mum slors for ranked, women and foreign pilots), so cmcr to ensure a spot. Practice days: July 20-2 I. Awards: July 30. Contact: Rich Williams, 9807 40th Ave. F., Taconu, WA ')8446 (206) 5:)'J8423 (voice or fox), or Lionel (206) 599-2360.

u u I iI

h 1ew

by Dennis Pagen ccenrly, the USHCA :idopted :1 voluntary annual skill review program. The inspiration for this program came from general aviation the sailplane community. Herc, similar programs have been shown to reduce the number of acci-dems. In fact, insurance companies have offered reduced rates to pilots who have completed annual reviews. Perhaps in the future we will work out: such a deal, but right now an annual review can offor the immediate benefit of fower accidents. We urge all pilots to rake advantage of this evaluation of rheir flying skills.

ANNUAi, We learn to fly by adding skills and experience gradually. When certain skills become habitual we can go ou to the next step and add complexity. Because flying is so complex we must form good habits from the beginning, or at some point our dd1ciencics will show up and hinder progress if not compromise safety. Unfortunately, since we arc human it is very difficult ro evaluate our own performance imparti,1lly, and once we reach a certain level of competence we arc even less able to be objective in our self-examination. We have a rating system with tasks ar various levels to check our progress and performance. This rating system works fine for our initial flying experience. However, it docs nor provide a frequent enough check of our skills, or offer a deterrent to eroding skills. The solmion to the problems of objectivity and frequency of flying-skill examination is an Annual Pilot Review (APR). An APR consists of raking two flights, one in light conditions and one in windier

straps just before launching) must be performed. 2 ff the pilor is a Novice the turns should be linked 90° turns to 180° beading changes (not 360°). 3 Positioning consists of losing altitude and placing oneself in the proper place to enter the DBF. Ii A spot landing is an irnportant part of the rask because it requires control of final approach positioning.

conditions. A flight reviewer observes the flights and critiques each point as listed below. For an official APR to take place the reviewer must be a USllGA observer, instructor or rnastcr--ratcd pilot. However, we urge pilots to undergo an APR on a less formal basis as often as possible, with another pilot of equal or greater experience as the reviewer. 'fhe ideal situation would be to take an APR at the beginning of the normal flying season (APR can stand fcir April), and why not add one halfway through the season? Our intent is to make pilots aware of basic skills that need to be perfected, and where possible deficiencies lie. Such an awareness is a necessary ingredient in the safety recipe.

FUGHT lT (Wind greater than l O mph assisted launch) l) rlight plan 2) Judgment factors 3) }Tang check and hook-in check Ii) Assisted launch 5) Soaring passes5 6) Thcrmaling tmns5 7) Crosswind flying (crabbing) 8) Landing setup positioning 9) Lmding approach l O) Ample final speed J l) Flare/touchdown 12) Spot landing

These arc the maneuvers the pilot performs.

These arc the factors the flight examiner looks for. (Note: This critique sheet should be available to the pilot before the flight as a study guide. The flight examiner should write down the critique points so that they arc not forgotten, and the pilot should be critiqued as soon as possible after the flight. The pilot should keep the critique sheet as a record in a log book or some other convenient place. Radio communication is useful for the examiner to remind the pilot of the task sequence or for the pilot to alert the examiner to an upcoming task.)

FLIGHT I (Wind less than 10 mph self launch) l) Flightplan 2) Judgment factors 3) Hang check and hook-in check 1 4) Launch unassisted 5) Linked 180° turns2 6) I.inked 360° m rns:1 7) Diving turns 8) Very fast flight 9) Landing setup positioning.3 1O) Downwind, base and final (DBI;) approach 11) Ample final speed Flare/ touchdown 13) Spot landing4 Both a hang check (lying down) and hook-in check (lifting glider to feel

5 Novice pilots arc not required to perform items 5 and 6.

I l) The pilot should provide an oral review of the flight giving approximate positioning and sequence. The lower the pilot's rating, the more detailed this plan should be. Hi\NC CLIDINC

u 2) The pilot should be able to review the many factors currently present that will affect the fligb t (see the Robertson Charts of RcliabiliLy). An imponanr point that should be covered by the pilot is whether or not the site is high enough to allow all items to be completed in one flight with a margin of safoty! 3) The pilot must initiate the hang check procedure and demonstrate the hookin check just hdi)re launching without being rerninded. 4) The launch should be smooth with no sudden pitch changes, no roll corrections needed, no dramatic drop of the glider once airborne, and with a gradually increasing run to top speed. ] ,e)()k especially for the problems of launching nose high or jumping into the glider. 6) The pilor should perform all turns at minimum airspeed (maximum efficiency) with no changes in airspeed or control position once the turn is established. Entries and exits should be smooth and right on heading for 180° and 360°. 7) The pilot should dcmonsrratc a diving turn of at least 180° heading change (90° for Novice) in both directions. Look for smooth entry and exit with no oscillation in roll or pitch and a gentle return to rrim speed. 8) The pilot should demonstrate a gradual buildup of speed to maxim nm safe speed with no oscillation. The return to trim should be performed without ballooning.

]ANlJARY 1995

9) The pilot should lose altitude and control positioning without having to perform tight turns or sudden 1:,,yrations (preferably upwind of the landing point). The final position should lead readily to tbc DBF approach. IO) The pilot should perform the DBF with dd,nit:c turns of nearly 90° at the corners. 11) The final approach should be flown faster than best glide with a noticeable roundour about IO feet off the ground and a glide in ground effect. 12) The flare should be ample to allow a maximum of only three steps in no wind. Only the keel should touch the ground and the glider should settle on the pilot's shoulders. 13) The distance to the spot should be noted with a touchdown within 10 feet being near perfect. The spot is used to pro-" vide feedback to the pilot as to how he or she judges landing angles and manages altituclc.

II I), 3) Same as Flight I. 4) The pilot should infcmn the wire crew as 1·0 how they should perform and use the word CU:;JR. The actual launch should be straight with quick corrections if necessary and no changes in pitch. The run should be accelerating until liftoff occurs. S) The pilot should perform the first rum with ample safr clearance yet stay in

the lift hand if possible. This is a safety check, so the main point of examination is the clearance of turns and passes, although a critique of the efficiency of turns is also useful. If soaring isn't possible, passes in front oflaunch can still be performed as long as the landing field is reachable. 6) This item can only be practiced if thermals arc available and is thus optional. The pilot should demonstrate efficient turns (sec Flight l) in both directions (this tends to be the most common flying deficiency) and avoid dangerous drifting too far over the back of the mountain or away from the landing field. 7) The pilot should demonstrate a straight flight to the landing field from a crosswind position requiring crabbing flight. This can be performed after a period of soaring by flying to a point crosswind of the landing field then tracking straight toward it. Radio communication will help alert the examiner of the pilot's intentions. The ground track should be straight and directly to the landing area once crabbing flight has began. 8), 9) Same as flight I. 1O), 11 ), 12) Same as r:light I with added awareness demonstrated that wind requires more control speed, wind gradiem complicates matters, and the flare should be tempered to the wind velocity. The landing should be wid1 a maximum of one step in wind over five mph.

High Flying

tratosp eri c aoon

rap

A huge balloon lands with its sole occupant in the desert of Syria, having dropped Judy Leden in her hang glider from 38,900 feet MSL. reprinted from Ballooning Journal by Per Lindstrand

s we hoped, Operation Stratosfear made it to the stratosphe re. The top of the troposphere was 40,000 ft. char day, and the balloon and glider made it to 4 1,3 00 ft . before starti ng down to release the glider at 38,900 ft. The old record was 34,700 ft. le was cold up there, -87° F to be exact. In fact, the lower stratosphere above the Red Sea is the coldest place on earth. The Concorde SST once registered -130° F during flight testing there. This record brought back many memories, as I did the same thing 10 years ago when I dropped Rory McCarthy over Norfolk in England. There had been no serious challenge for the record since. Judy Leden, the world's leading female hang glider pilot, approached me early in 1991 about making an attempt to beat chis record. Judy, at age 34, is a professional hang glider pilot who has twice earned the ride of World Champion of her sport. She is a former nurse who lives in London. It wasn't until January 1994 that the required funding was in place. The sponsor was Roya l Jord anian Airlines, and therefore it was natural that we would make the attempt in Jordan. I couldn't think of a better place to do it than in the Wadi Rum Desert. In fact, for the 10 days spent down there, we could have flown the actual record flight every day. Judy had no previous experience at high altitude flight, and as we wo uld spend rime above 40,000 ft. I felt it was necessary to have the best kit available. I c;onvinced the Swedish Air Force to lend us scare- of- the- art oxygen systems. We got che latest one, including a partial pressure suit, which was used during flight testing the Saab Gripen balloon. This oxygen system was designed for emergency escape up to 55,000 fr. , and could easily handle much time at 45,000 ft. We also 16

H ANG GLIDING

did a pressure chamber run to 50,000 fr. with the actual gear, which gave Judy a taste of what was to come. Our performance limit was the ability of the hang glider to fall stably during the first phase after release, and its ability ro pull out to level flight without breaking up. Not a lot is known about this, but one thing was sure: I was going to give her the maximum possible sink rate before I cut away. The release attitude is critical, and we did a lot of test releases at various angles, finally ending up with 45° nose down as the optimum. JANUARY 1995

Clothing was, needless to say, critical, nor so much for me as for Judy, since her wind chill facror would be off the chart. Over the years I've tried most materials and makes. This time I used equipment I received by chance from Northern Outfitters in Orem, Utah . It was mos t impressive and by far the best I had ever used. Our launch window was the last two weeks of October, chosen because of excellent weather at Wadi Rum and moderate temperatures at the surface. The latter is important, as yo u need two hours of

TOP: The balloon and hang glider rise over the desert on their way to 41,300 feet. LEFT Per and Judy try on their flying gear before launching from the Jordanian desert. ABOVE: Judy happily returned to civilian attire after having broken the world altitude recordfor a hang glider drop.

preflight breathing tO de- nitrogenize the blood system in order to avoid "the bends." Also, the Jase thing yo u want is to get hot

and sweary on the desert floor and then shoot straight up into -87° tern peratures. Wadi Rum was the site for the King's Balloon Rally two years ago and you couldn't ask for a more beautiful place to fly. The infrastructure is a bit lacking - no phones or faxes - but there are cold showers, an excellent restaurant and plenty of Bedouin tents and camels. There are few roads, but you can drive on most of the desert. Luckily, we could also call on two Jordanian Air Force Super Puma helicopters which had full medevac capability. The launch was planned for first light but a drainage wind delayed us for half an hour. We probably had five knots on liftoff, a bit much considering the delicacy of my suspended payload. Anyway, we were finally off after three years of planning and it felt wonderful. We knew that the temperature at the tropopause would be fierce so my plan was to climb all out. I had brought the glider up as close to the basket as I dared to minimize rotation, and was at 41,300 ft. exactly an hour after liftoff My initial climb rate was 700 FPM increasing to 900 FPM above 30,000 ft. Judy initially wanted to release herself using a three- ring circus operated from the glider's A-frame, but knowing how well mechanical things work at -87° F, I had my trusry Swiss army knife ready. With all burners off, we started our journey down. When we reached a 1,500 FPM descent rate I called on Judy to go into the 45°-nose-down release position. She responded with a 10-second countdown so I flipped the camera switches to ON (courtesy of National Geographic) and with one eye on the glider and one on the variometer, I waited. Suddenly she yelled "Cut me!" over the radio and she was away, falling for an awfully long time before pulling out. I would shortly thereafter pass her on my way down. I maintained a descent rate of 1,800 FPM, but Judy couldn't come down much faster than 300 FPM and therefore was exposed to the low temperatures a lot longer. She had parachute-rype goggles underneath her helmet visor, but as they steamed up she pushed them up. The consequence of this was that after release, when exposed to the -87° F, the wind made her eyelids freeze together leaving her flyi ng blind for a few minutes. I leveled out at 8,000 ft. and stayed there for almost an hour waiting for Judy (and the helicopters) to catch up. All deserts look pretty much the same over there, but I finally got a fix for the helicopters. Judy never lost sight of my 240 and circled above. The two Super Pumas carried the National Geographic documentary team and were desperate to get down first and film the two landings. They managed to do so with only a few min utes to spare. I landed first, having flown into Syria, deflated, and started running toward Judy's estimated landing area. She had wheels on the glider because of all the extra weight she was carrying. We were a bit concerned since the desert was very rocky, but she was heavily padded and all went well. She wasn't as frozen as I expected because of the excellent clothing and a massive face mask. I was more worried abour eye injury, the main medical problem with high-altitude military ejectio ns, but she survived unscathed. The altitude claims from an electronic barograph were interrogated immediately after the flight, but will, of course, be subject to lab calibrations before we get final figures. As far as we know, however, the adventure established an ~ absolute world record for a hang glider balloon drop. ~ 18

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and assuring thar we all had a good rime.

Oh yeah, l almost fiHgot, we were rhcrc to compete. We were orga .. nized into seven five-human teams (bur one had six and another had a time-share pilot). Pilors were divided into rluce categories according ro their skill and experience. "A" pilots scored l 00 points if rhcy made goal, while "B" pilots scored 125 points and "C' pilots scored 150 points. If a pilot didn't make goal his or her score was a direct percentage of the porcn ..

11 pilot lrtunches into SeqtH!tchid bachground.

'/7;e notorious southwest wall is in the center

II by

Hurnphrey McGeke

his 'learn Challenge in the Sequatchie Valley near Chattanooga, Tennessee did more than challenge reams. It provided some great late···October flying, brought pilots together from all over the Fast for a fow rounds of campfire carousing, and proved to one renegade ramp .. diver that he too could have an illustrious career as meet director. In order to clarify these matters, imag.. inc a long and wide valley emhlazoncd with fall foliage under an oli:times clear, 111,n1111" sky. T\,ke :'>7 pilots eager for x . c and send them up, down and across rhis valley at a leisurely pace to goal. Now make a seven .. day stretch soarahle for most of the field. You h;1ve, as rhey say in the back hollers of rural' Jcnnesscc, "more fun ]ANUARY 1995

than a fatback hog in nrnck--wallow." The man of excellence who impressed us all with his general schol;uship, leader.. ship and stenrorian oration was none orh-er than Cmly "Mark" Dunn. (There were two Mark Dunns in rhis meet one a compcritor and bmh had curly hair. However, our meet director has about as much hair as Curly the Sroogc, so to avoid confi1sion we'll call him Curly and the other one Marl<.) Curly and his lovely, ralcnrcd wile organized the meet, roused us in the morning, set all our gliders up, pushed us off the hill, helped us find our first thermal, met us at goal, handed us a brought us back to headquarters, scored US, fed us and tucked us in bed. At least it seemed like it. They did a bmt()(:1<s--K1,c1<1nv job of running this meet

rial goal score. The seven teams were: Defy Craviry, the local favorites; Claire's Slaves (figure that one om); Didgcrecdoos, flying Australian (Moyes) gliders; Mountaineers I and 11, named f<.)r a solid dub in West Virginia; The Pcnerrators, a group of real men; and the Soar Heads from parry central, Pennsylvania. We could launch individually, or in any combinarion up to an cnrire ream. The idea was to do cveryth ing possible to get C: pilots to goal since they scored the most. This year ir was difficult to do this compared to previous years since the conditions exhibited generally light thcnnal lift with little or no ridge assist. The meet was over on rhc first day. The reason for rhis was that Mountaineers ll cleaned up by sending three pilots rn goal (two Cs and a B) while Defy Gravity and the Soar Heads had two each. These seven pilots read the conditions well and waired for a later turn-on rhat carried them out ro a somhern nirnpoint and back. Bur we didn't know that this was the winning round, so all teams continued l'O scratch and claw their way in a scramble for points. The second round was equally disas trous for most teams, for only four pilots - D;1vc Adams, Ron "Mufl" Dively,

Claire Pagen and W'arren Sicpman managed to get beyond the three-mile scoring limit. Dave, Ron and Claire eked out altitude on the brutal southwest face north of Henson's Cap launch, then therrnal--stcppcd north to win the day. Another memorable task was called by Curly on day fciur: 25 miles south to the Marion County Airport. This task had been used in the East Coast Championships, but only two pilots could husband the combination of conditions, luck and skill to make it. Imagine our sur-· prise when we had 11 flnishcrs despite light conditions and the need to thermal over the small foothills for the last flve miles. Other rounds were distinguished by remarkable person,11 perfrnmances. For example, on two rounds only one pilot rnanaged to get all the way to goal. On both occasions rhat pilot was Jeff Burnett, a stalwart member of the Penetrators. Jeff, you may recall, was a top competitor up until 1986 when he semi-retired to a lifo of married bliss. The bliss is still there, but now Jeff is hack to cm barrass rhosc of us with lesser natural skills (he used t·o com-petc and win with absolutely no artificial instrumcn ration). This year Curly added the wrinkle of tallying individual scores, giving each pilot the maximum of 100 points. On rhat hasis, Jeff won the meet thanks ro his lastday goal on a tough, tough task. Second place was garnered by Claire Pagcn who lost to Jell on rhc last day by missing one thermal and lacking a fr:w miles. Claire and Dave Adams were rhe only two pilots to score every day, thereby earning the Consistency Award. Other notables were Phil Procror who remained in first place most of the meet, but ended in third while collecting the coveted Sportsmanship Award. Dennis Pagen received a prize for rhc longest flight of the meet (:38.6 miles). Bqr the real glory story involves D.C. pilot Mark "Thermal Shark" (;ardncr, who, as the highest-placing C pilot, won the Rookie of the Universe Award. Mark also landed iu l 0th place overall. Lest we forget, this was a team meet and the first three teams were: continncs ...

The 1994 Chai lenge Fron1 the Perspective of a 11 C11 Cl Pilot by Mike Balk a call from my friend Jim Rowan, asking if [ would like to help form a Mcmrttainec:r team frir the 1994 Tc:am Challenge. A lot of things went through my mind. What the heck is a Team Challenge? J'rn not that great a pilot why me? How conld l compete with the "big boys"? Jim answered most of my qucsti.ons: 'T'he Thim Challenge is a fun/learning competition, with the emphasis on fun. It also turned out that my lack of experience would be an asset to the team. Being a "C" class pilot, l would a 50% bonus for all my points. Not only would my flying benefit the team, it would also allow me to compete with rhc big boys of hang gliding. It sounded like fun, and a week in Tennessee sounded good. I needed to out flying more anyway, so I decided to go for it:. I didn't have many preconceived notions about the upcoming competition, bur everyone [ talked to emphasized how much 1 would learn. "You'll land afrer scratching your butt off, thinking that no one could have stayed up in rnarginal conditions like that. Then, while you're breaking down your gl.ider, you'll look up to see a bunch of gliders flying overhead." My friends told me that the biggest thing you learn is that you have a lot left to learn. The first day of the meet was rainy, and it was obvious that we would not be able to fly. This was good for me, because it allowed me to get all of my questions answered. I learned what an FAf rurnpoinr photo was, how the scoring was going to be handled, and the difference between an ordered launch and an open launch. It was also a good tirne to meet the people I would be competing against. 'There were some famous names r have read about for a number of years. ft was fun to finally meet Dennis and Claire Pagen. There were some other A-class world competitors there also, like David Adams from the Australian world team. ("It's A Small World" note: I lived in Australia for a year in 1978, and it turns out that David and I lived than a mile apart in a small r{m1l town, had mutual friends, and we rnay have even met.) Steve Lee (the brother of Jim Lee) was an awesome wind technician, who along with Ken Brown (from PacAir) showed the rest of us how to fly. Since this was a' I earn Challenge we were competing as teams., where my bonus points would be counted. Flowever, it is natural to want to know how you stack up against the orher pilots, so we would also be scored individually without the benefit of any bonus points. I wonlcl soon find out how [ stacked up against the others a true measure of my hang gliding skills. The results of rhc meet arc reported elsewhere, but let me just say that even if you never compete in a "points" competition, the Team Challenge is fun! lf you do go on to compete, this is the place to get the competition experience in a fun and relaxed rnanncr. You will bccornc a better pilot. l know that Mark Gardner and I flew harder and better rhan ever before. Since it was a competition, we pushed ourselves to go farther. If we were just boating around our home sites we would not bother scratching frlr another quarter mile, and would probably just land in the primary LZ. We learned an awful lot, not only from pushing ourselves to rry harder, but by watching the other pilots, talking to them and asking questions. Because it was a fun meet (did I mention how much fun l had?) people were very open about what they thought of the conditions, and were willing to share their strategics for the day. The flying was great, the weather cooperated wonderfolly, and the two primary goals of t:he meet: were met: everybody learned a great deal, and everyone had fun.

l-i/\NG CUDINC

MOUNTAINEERS Jf Phil Proctor, Mark Gardner, John McAllister, Rick Jacob, Mike Balk

PENE'mAl'ORS Richard Cobb, Randy ( Jeff Burnett, Tim Donovan, Steve Arndt, Dennis Pagcn CL/\IRE'S SLAVES --- Mistress Claire, Subservient Mark Dunn, Obedient Randy Cohick, C;rovcling Ceorge H romnak, Boo dicker Ron Dively The top individual standings were:

I) 2) 3)

Jdf Bun1ett Claire Pagen Ph ii Procror Dave Adams

Dennis Pagen Rick Jacob Randy Cohick 8) Randy Crovc 9) Terry Pr·cslcy IO) Mark Gardner 6) 7)

As a special note there were flve pilots of the female persuasion in the meet, with three lrnsband-and-wifr: combinations. Two oF rhesc wives beat (in the air) their husbands! We invite all readers back next year for more hm and gains, in the air and on the matrimonial front. This is the best meet going in the fall and the most com-· fonable way ro experience cross-country competition for the fost (or hundredth) time.

Fi by

Baleria,

overage through August I ofcvems, records and resulrs of this hig a11J1U·· al fly-in appeared in the October and November issues. I !ere arc the results through September, and the final standings.

August stancd off sadly, with John Bemcl dying in a crash on top of Warners as reporrcd by Luen Miller in his Accident Review column. The Internet and fax. modems demonstrated their worth, with messages between his team, Luen, the Lake Coumy Sheriff's Departmem and me being very helpful. The assessment is that John was 1t1111bled, probably ar low altitude and possi-· bly by rotor turbulence, and died on impact with a tangled rockeL-clcploycd paraclrnte. Based on the 18 valid flight reports received for August, 837.1 miles were flown during the momh by just nine pilots, for an impressive average of !/6. 5 miles per flight. Why did just one new pilot enter in Ji\NU!\RY 19()5

great I03- and 102-milc flights, as well as from Mike Raby who Hew 92 miles. All 18 valid Augusc flights were made from Sugar Hill. Ramy was also in first place at that time for the $200 June·· September Accumulative X-·C award, donated by Thorron's Drugs. He had amassed 566 miles by the end of August, and had told me that this second week of flying was his last for the season. Thar would give some others like' Jerry 'faggan, with 399 miles, a chance fO pass him up in September. The August Random Drawing flight Report winner was Cheryl "C:hcz" Quirion, whose $50 was donated by Hunter's RV and ( ;rocery Srore. 'I 'his one flight was C:hez's first x.c attempt, made on August 1 on her Pacific Airwave Vision Pulse 9-·mctcr. She flew I G.2 miles north from Sugar Hill. Chez later told me that this flight was also very special to bet', as she flew with Neil Day and her friend John Bcntcl, who later died during his August 4 X-C flight from Black Cap. Chez, from Mountain View, C:alifrirnia, works frir 'frim ble, makers of rhe popular Trimble Flightmatc hand-·hcld c; PS.

Lakeview Fly-In Volunteer August, with two $50 random prizes still available for August and September, and $100 for the besl August flight and another $100 for the best September flight still coming? A sled run was just as likely to win the $50 as a l 00-miler; a Novice was just as likely to win as a Master. Why no more, with rhc live-dollar cnriy fee going into the Permanent Black Cap I Z Fund? Any The winner of rhe Best August X-C $ I 00, donated by Burger Queen, was none other than Ramy "Mr. J ,akeview" Yanetz, with a flighr on August 22 of 112 miles from Sugar [ lill to 11 miles north of l\enchglen. Ramy, flying a Pacific Airwavc Klassic 155, Lnmched at 1:00 PM, got to 15,500 feet MSL along the way, and landed at 5:30 Pm. He reported rhat it was a very tough flight, z1s he got below 1,000 feet AGL three rimes. On one occasion he made ;1 very low save, far from the road, wirh his harness um.ippcd in preparation for landing. He had some tough competition from \Xlaync Oster and Ken Strong, with their

Weather-wise, September is rarely as good a monrh for X-C as July or Augusr. In addition, very few come to Lakeview after Labor Day week. Bm we had 26 flight reports submitted by just eight pilots, with a total of716.8 miles for an average of27.6 miles per flight. 'faggart of Gresham, Oregon won the $100 September Best X-C award, sponsored by PT! Communications, with his great flight of 9G miles from Sugar Hill on the sixth. 'lcrry made six flights during the week of rhc Sept. amassing no fewer than 380 miles! I-le was indeed afrer for the Accumulative award! In the end Tc:rry won the $200 Most Accumulative Miles award (sponsored by Thorton's Drugs) f<:ir the June--Scprernbcr Season with his impressive 779.2 total miles. ·Jerry was our of work and came back to Lakeview over the Labor Day holiday week with the intent of beating Ramy Yanerz for the prize. Terry won the prestigious Accumulative 21

with 15 flights, averaging 5 I .9 miles each! He was so cager to win that on September 3 he flew 78 miles in two flights. First he left Sugar Ilill heading in the traditional northeast direction, and landed at 60 miles near Doheny Slide. Then he launched from Doheny, which is famous for !arc afternoon glass-off~, and flew 18 miles norrh along Guano Rim! With his $ I00 Ikst June X-C award ·ferry won $400 of the $1,800 1994 Hy-In purse. Ken Strong of Portland, Oregon won the September $50 Random Drawing, sponsoted by Java Stop and Chocolate Penguin, with his 44-miler on Sept. 2 from Sugar Hill. This was a nice consolation for Ken, as he also made 15 valid flights from July 30 to September 4, racking up a second-place cumulative total of 569 miles, averaging 37.9 miles per flight. Ken had one 1001 mile flight on August 28 from Sugar Hill, and several non--counting flights due to lack of witness signatures before the month-end deadlines. This, plus a new Doherty Slide X-C record, is commendable. Ramy Yanctz finished with a founh--place accumulative of 522 miles in just IO flights, averaging 52.2 miles. Ramy also won the July$ l 00 Best X-C with his new Oregon and Black Cap record of 157.5 miles."] hat new Black Cap record set on July 1 gave Ramy the $1,000 Black Cap July l -.1

"Grand X--C" prize pmsc. Then he won August's Best X-C $ I 00 with his 112 miles on the giving him a final winnings total of $1,2.00! le donated $ J 00 back to rhe Black Cap l ,Z fond. Ray Berger of Beaverton, Oregon came in third for accumulative miles with a rcspccrablc 554.6. l Jc made one flight over I00 miles (IO J. '5) on July 1 from Sugar 11 ill. Had he gone from Black Cap that day with Ramy, who knows how far they both might have gone into Idaho, over 200 miles? Ray submitted 14 flights, averaging 39.6 miles per flight, over the July 4 and l .abor I)ay holiday weekends, plus ,1 week in midAugusr. Sadly, he wo11 no money. Another supporter, also from Oregon, was Jim Spiering, of Foresr Crovc. He submitred 17 valid flights totaling 301.2 miles. Jim had won the J 993 $ I00 September Best X-C award, but as of the end of the 1994 season had not cashed the check! He plans to donate it for the specific purpose of working wirh Lake California area landowners. Jim says thar a pilots have been unwelcome upon landing there. Tt seems that these northern California landowners have heard old rumors abo111 other landowners being sued by hang glider pilots, and need to be educated on California's new public recreation no-liability law, which is similar 10 Oregon's. Buck Mrn., and nearby Baldy M tn., are needed cast-facing

sires in rhe mini-Owens Valley-like Surprise Lakes area, but the landing situation needs to be improved. 1 concur with the need, and we thank .Jim for his donation to the Committee to work on this. We had a final total ofonly 121 pilots entered in 1994, which was, sadly, fewer than expected, since we got out our advertising earlier this year. I'm embarrassed to say that only five Rogue Valley HCA members entered: Mike Stevenson, Jan Bailey, Darrin Clay, Steve Briggs and I. However, we know that many more pilots than the registered I21 came to Lakeview. One hundred sixty--one valid flights were submitted, totaling no fewer than 4,976.36 miles! These pilots gave us a new Oregon open distance X-C record of 157. 5 miles, and four new site records for Black Cap, Hadley Butte, 'fague's Bmrc and Doherty Slide! In addition to the many sponsors listed here and in the October issue who offered $1,800 in cash prizes, we owe our thanks to the supporting season-long sponsors: Lakeview Chevron, Stringer's Winery, f)aciftc Power and Lighr, and Moss Distributing. They paid for priming and other costs. Please consider patronizing them when flying Lake County, and thank them for their support when you do.

HANG CIIDINC

Aerobatics

photo by Gerry Charlebois

by Ulrich Grill hat started out as just a normal Telluride Hang Gliding Festival became probably the best meet ever. We came ftom Moab, Utah, and at first didn't have a good feeling about the weather, since we could see cumuli overdeveloping and thunderheads spreading out. However, the locals weren't really surprised '1t's hang gliding festival time, no wonder it's raining.'" was their comment. Indeed, the history ofthe Telluride Airmen's Rendezvous has been marked by rain on occasion, with pilots drinking at Telluride's many bars or burning gliders to appease the weather gods. But it was always a hell ofa lot offan.' JANUARY 1995

photo by Ulrich Grill

Because of the history of bad weather, chis year's organizer, Craig Pirazzi, moved the Festival daces from September to the middle of July. Bue there we were, standing in the rain and freezing our butts off, chinking chat it was nor such a great idea. How wrong we were! That very evening it cleared up, and Telluride was flooded with the incredibly clear and warm light of a Rocky Mountain sunset. Ali of a sudden two gliders piloted by R.C. Dave and Nick Kennedy appeared above Gold Hill, gliding out over the valley and cruising around in the bowl created by chose huge, majestic mountains. When they saw those gliders everyone was probably thinking: "If I could only be up there, playing in the wind and trying to 24

cheat gravity!" All in all there were just two days with some afternoon rain, which was okay since pilots flew early and had great soaring flights. The Sunday before the Festival pilots were getting up to an incredible 23,000 feet, and on Wednesday they were getting to 18,000. After four or five consecutive days of major altitude gains and airtime, many pilots were looking for a little rest. This year's Festival was packed with activities: slide shows, a manufacturers' night during which designers talked about the latest technology, dancing, a movie night and lots of ocher stuff. On Wednesday night the first round of the World Aerobatic Competition was scheduled. This qualifying

round was introduced for pilots who haven't competed in aerobatics before, to see if they can actually do the maneuvers safely. Conditions were perfect for the pilots to perform their routines, although we had to land in the Oops landing field outside of town which gave us slightly less altitude to work with. This caused some pilots to do maneuvers near the bottom of the aerobatic window, which is strongly discouraged. The judges said they would be strict about chis for the sake of safety, but at Telluride it's normal procedure for rules to be made and broken by pilots and judges alike, and in the end everything went fine. I was one of the first pilots to launch and trail some smoke for the crowds, which was

HANG GLIDING

photo by Gerry Charlebois

photo by Ulrich Grill

quire nice since I got to see the other pilots perform. It was soon obvious that the meet would be dominated by Ron Young, Aaron Swepston and John Heiney, who performed their routines perfectly. They are all capable of flying every possible maneuver, including flat spins and loops. However, rhe decisive maneuver for the tide at this meet was a loop with a somewhat more than 90° heading change at the top. Few people have seen this, and it was quire exciting to watch these guys compete. Thursday morning turned out to be perfect for aerobatics , and rhe pilots met at 7 :00 AM at Town Park, ready to trek up Gold Hill. However, one pilot was missing: John Heiney. Everyone was wondering why JANUARY 1995

he hadn't shown up, because he had been the first to register months in advance. Leo van der Bosch, the Meet Director, finally declared that John was our of the competition, since he had not shown up and the rules stated that this meant disqualification. But John, who tho ught the first round was Thursday night, showed up half an hour later and was quire aston ished that he had missed the truck and the meet. Leo tried to be firm about his decision , bur melted under pressure from the judges and let John compete, even though the pilots voted against him. In the end John gave a great performance, but was beaten by 0.2 points by Aaron Swepston who had a total of 73.90.

That evening another ro und was scheduled, and pilots were up on the hill, getting their gear together, setting up gliders and mounting smoke bombs. Suddenly, D oug Sty les saw our wi n d d umm y, He idi Attenberger, the organizer's wife, crash into the trees while scratching near the hill. John Heiney, Aaron Swepston, Steve Alford and Leo van der Bosch ran down the hill to see if she was hurt, and we were all really worried. In the meantime the crowds were waiting near the LZ to see the competition, so Ron Young , Do u g Styles a nd Steve Rodrigues flew down to do their routines. I stayed on launch, watching the gliders and preparing for a lonely, chilly sunset. It was a weird feel ing sitting and waiting up there,

LEFT: Aaron Swepston, fisrt. CENTER: Ron Young, second. BOTTOM· John Heiney, third photos by Ulrich Grill

not knowing what was going on or if the others would be back. However, they eventually returned, with news that Heidi was okay with the exception of two broken arms. It could have been a lot worse! By the rime everyone got back it was far too late to finish the routine, and roo dark to fly down. Driving up to launch in the aero-truck is always a lot of fun, and pilots make jokes and tell stories. However, on Friday morning we drove up to Gold Hill in the beaten-up trucks of the Telluride Air Force, which is usually a lot scarier than doing aerobatics; when you approach one of the steep, muddy parts of road you feel like you'd better be ready to jump. Up on launch I found that I was usually right behind Royce Anderson, the old gas machine! While we were queuing to rake off there was usually very littl e wind, bur with Royce's flatulence you could always tell rhe wind direction. It was kind of like an invisible windsock, with the exception that this one had the peculiar smell of hot chili beans. Maybe he was planning on using this as a booster during a slow loop! Anyway, round two ended with John in first place, narrowly ahead of Aaron, with Ron in third. Rounds three and four weren't much different, with these three pilots fighting for the title.

In the lower placings Doug Styles was coming up fast with an excellent second round, but in round three he was the last slated to leave the hill , and the wind was getting worse and worse. Eventually it became unlaunchable, so he zeroed the round. Had chis not happened he probably would have moved into fourth place. In the fourth round he tried to make up for this and pushed it a littl e too far, spinning and rolling negative our of the maneuver. Losing control of your glider usually means a zero for the round, bur the judges didn't notice that he had lost control! That's Telluride. Three-time world champion John Heiney didn't do as well in the fourch round and slipped back to third place. During his routine he never quite seemed to manage th e fluid transition from one maneuver to th e next that he is known for. The final round was scheduled for 7:30 Saturday night, and lots

H ANG GLIDING

of spectators were present for the big show· down. With the rop three pilots just 4. points apart it would be an exciting last round, and all three would be giving their all to will the meet. Conditions were perfect and the soft evening light filled the huge natural arena created by the Sall Juan Mountains. Pilots on launch were getting ready ro rock 'n' roll. During the next lt5 minutes eight of the country's best aero pilots would he demonstTating rhe best they had to offer: wingovcrs, rolls, loops, flat spins and corn· bined maneuvers. John, Aaron and Ron's routines were executed so perfectly and smoothly that people were in awe of how they could have such control of their gliders, especially while upside down. One maneuver was really incredible. The pilot dives in preparation for a loop, rolling slightly in one direction. As he is corning om of the dive he rolls the glider in the other direction so d1ar he is wings level at the bottom of the dive, but continues ro roll so that there is more rhan a 90° heading change at the apex or the maneuver. It was so weird and intricate looking that people could hardly believe their eyes. The audience really fre:1ked oul witnessing such great acrobatics, and they were all wondering who would take the title. The judges probably had :1 hard rime JANUARY ] 995

deciding, but Aaron Swepston finally emerged three points ahead of Ron Young and lt.7 points ahead of John Heiney. .rhar night the pilots all gathered at the Elks Club for the awards ceremony and a big parry. As in previo11s years there was the Golden I lammer Award for the worst crash, the Launch Potato Award for the pilot who waited the longest on launch, and many others. Chuck I .ist, Pcstival Director, officiated over the ceremony and rhankcd all the

Organizer: Club:

pilots, panicipams and sponsors of the 1994 Festival. Tdluride proved once ag;iin to be a great get-together For pilots from all over the cou mry, especi:1lly rhis year with such good weather. The only downside w:1s that pilots didn't have much rime to check out Telluride's bars because of all the good flying. The combination of gregarious pilots, a joyful atmosphere, Telluride\ charm and the majestic San Juan Mountains m:1ke for rhc best hang gliding festival 111 America. And for the pub1 ic it's a great way to catch a glimpse of our sport. The slide shows, Tom Tatum's movie night, tandem rides, free ground schools, hot air balloons, ultralights, etc., really appeal to the public. llopef'ully nexr year even more people will show up, and we'll have even more fun. Special thanks go to Meet Organizer Craig Pirazzi, Meet Director Chuck I .isr, the Town of 'Jclluride, the Telluride Ski Arca, Eric Trommer and all those awesome "lclluride Air hlrce members who worked on rhis great event. Thank you!

Craig Pirazzi, P.O.Box 846, Telluride, CO 81435 (303) 5793 Telluride Air Force, P.O. Box 456, 'Telluride, CO 81435 Gold I{ill, I-fang IV required or equivalent foreign rating Class 2

] 2,250' MSI.

Sites: Telluride:

8,700' MSL Crested Butte, Paradox Valley, Silverton, Willow Creek Old mining town with beautiful old Victorian houses 8,750' between tbe majestic San Juan Mountains. Lots great bars and restaurants. Also great for mountain fishing, hiking, skiing and a perfect place to spend a few ing days.

DAVID BAXTER DAVID NORRIS JIM ROWAN JAMES WOOD

AWARDS BRON7.R

BRIAN HAGUE ERIC WAKEFIELD HARRY WELLS

SJJ.VFR MICHAEL BALK BRIAN HAGUE !)/AMON!)

ROBERT REICH

BEGINNER RATINGS PILOT: City, Sratc; lnstnrcror/School Region 1 ERICKSON, CURTIS: Portland, OR. S. The Limit HAUSE, MICHAEL: Spobne, WA; D. Sandcrson/Wesr Inland He; KOSTECKI, RICHARD: Fr. Lewis, WA; C. Blackwell/Payallup Ile; SCHIRTZINGER, WARREN: Issaquah, WA; T. Johns/Cascade Soaring Region 2 ELMER, STEVE; Santa Clara, CA; P. Codwin/Western I JC MARCELO, MARLON: San Jose, CA; T. Cadora McCONACHIE, JON: l.os Catos, CA; S. Rodrignes/Mission Soaring Region 3 ELUCK, MICHAEL: Capo Beach, CA; R. Pcllcticr/Flighr Systems GLOVER, JOHN: Oakland, CA; T. Cadora/Mission Soaring MODARRES, KAZ: San Diego, CA; R. Mitchell/l~aglc Wings NICHOLES, ROBERT: Escondido, CA; R. Mircbcll/Eagle Wings PARK, JUNG: Vernon, C:J\; D. Quackenbush/True Flight PORTER, CURT: l.os (;aros, C:A; T. Cadora/Mission URIBE, JUAN: Calexico, C:A; J. Ryan/HC C:cnrcr SD Region 4 BENSCOTER, PAUL: Phoenix, A/.; D. Cordon/Adventure Sports BREWWER, KEN: Casa Grande, A/.; D. Cordon/ Adventure Sports DcPONTE, BRENT: Albuqncrquc, NM; M. Clantz/High Desert HC NEVJLLE, TODD: Flagsraff, Al.; S. Mish/Bandito Action Sporrs RAYBOULD, KEITH: Tuscon, AZ; D. Gordon/Advcmure Sports THOMPSON, BRUCE: 1-lighlands Ranch, C:O; M. Windsheimer/Colden Rcgion 6 BRUMBAUGH, MICHAEL: 1.irtle Roel,, AR; T. Middleton/Soaring Wings DUKEWITZ,JAMES: Springfield, MO; C. Thorc.son/Lookour Mrn fl'

Region 7 ALARIE, RAYMOND: Dearborn, Ml; N. Lesnow/Pro HC BERNEY, PFTER: Streamwood, ll.; 1\. Kushner/Ravel) Sports HERTEL, JAMES: Burnsville, MN; B. Weaver/Kitty llawk Kites Region 8 BLANCHARD, KEITFI: Clarksburg, :V!A; R. Corbo/Morningside FP EARL, J.C.: Amherst, MA; J. Nicolay/Mornillgsidc FP GERBERT, GARY: Sterling, CT; S. Comcr/Kirry Hawk Kites HUBERT, PIHL: Sandord, MF; D. Baxter/Morningside J:P MARKO, STEPHEN: Woburn, MA; B. Corbo/Morningside Fi' O'NEAL, JAMES: Manchester, NH; D. Baxter/Morningside Fl' YUREK, CHRISTOPHER: Claremont, NH; D. Baxrer/Mornillgsidc FP Region 9 GOURLEY, HARRY: Sellersville, PA; J. I larpcr/Yallcy Forge HC HORVATH, MICHELLE: Charlottesville, VA; ll. Haggwood/Kiny Hawk LITTLE, VINCE: Bdsano, PA; C 1':lchin/Kitry llawk Kircs PAYNE, HIRAM: Dayton, Oll; J. Hooks/Lookout Mrn Fl' ROSSITER, CHRISTOPHER: Montgorneryville, PA; B. l lighrowcr/Kiny Hawk STAND'!', DAVID: ( :ham illy, VA; J. Middlcron/Silver Wings Region IO BARHNART, DAVID: Durham, NC: S. C:orncr/Kirty 1-Tawk Kites BARNHART, GABRIELE: Durham, NC; S. Corner/Kitty llawk Kites FRENDBERG, TIM: Norcross, GA; A. Bloodworth/Lookout Mm Fl' HAYES, ROXY: Fayetteville, NC:; I\. I lightower/Kiny Hawk Kites HAYES, CHARLES: Fayetteville, NC; rl. Hightower/Kitty Hawk Kites Hlt:TON, REED: Birmingham, AL; R. Lislc/l.ookout Mm FP LeFEVER, DANA: Smyrna, CA; C. Thoreson/Lookout Mm FP LEWELLEN, VIC: Walnut Cove, NC:; T. Hager/Lookout Mm FP LODEN-DOWDLE, CYNTHIA: Lookout Mm, CA; C:. Thorcson/1.MFP MACLEAN, LANCE: Naples, FL; C. Thoreson/Lookout Mm FP McCUE, T.J.: High Point, NC: C:. DuPaul/Kitty Hawk Kites SHEA, DENNIS: Atlantic Beach, FL; C. Dul'aul/Kitty Hawk Kites STEWART, LEE: Ormond Beach, FL; C. DuPaul/Kitty Hawk Kites WENDT, GEORGE: Hags I lead, NC; B. llaggwood WILLIAMS, DAVID: Stone Mountain, CA; B. Hightower/Kitty Hawk Kites WILSON,JOHN: Camden, SC; C. Dt1paul/Kirry Hawk Kites Region 11 GILBERT, KENT: Houston, TX; C. Thorcson/l.ookour Mm FP JONES, TROY: Tomldl, TX; J. Hunt/Red River Aircraft Region 12 FRENDBERT, NORMAN: J:airporr, NY; T. Hagcr/l.ookout Mm FP JAIN, RAVT KANT: New York, NY; B. Hagewood/Kirty Hawk Kites TUCCI, PETE: West Paterson, NJ; S. Comer/Kitty Hawk Kires

NOVICE RATINGS PILOT: City, State; Instructor/School Region 1 ARMSTRONG, DAWNA: Seattle, WA; T. Johns/Cascade ERICKSON, CORTIS: l'ordand, OR; S..\,1111c,rwc1m/.',b's the Limit GARDNER, CHRIS: Ketchum, II l; C. Kastner WALLNER, JOHN: Klamath hills, OR; I'. Beger/Klamath Falls HC

H/\NC GLIDINC

n Region 2 BUCK, SCOTT: Fremont, CA; P. Dcncv:m/Mission So,iring ELMER, STEVE: Sama Clara, C:J\; I'. Codwin/We.1tc:rn ! IC JONES, GREG: Mountain View, CA; B. Ream/Mission Soaring SMITH, ERIC: Santa Clara, C:1\; J. Woodward/Natural Region 3 BIVENS, MARTY: Chino I !ills, C:A; P. Phillips/1.akc Elsinore JONES, KENNETH: Sylrnar, C:A; A. llccm/Windspons lm'l KIMBELL, GRANT: Santa Barbara, CA; Brown/Foor Launched I'S ME.JlA, MARCO: Redondo Bch, C:A, D. (~uaclm,bush/True Flight IUJDAKEVYCH, PAVLO: IZcdondo llch, C:J\; I'. Phillips/Lake Elsinore UIUBE, JUAN: Calexico, CJ\; J. Ryan/l IC C:rntn SD ZELEDODN, MARVIN: N. l lollywood, C:A; I). C)1tackcnlrnsh/True Region 4 BERRY, RUSSELL SCOTT: AZ; R. DeStcphcns/Zonie I IC DcPONTE, BRENT: Albuquerque, NM; M. Cbnr1./I ligh llcsen l \C DUNTON, STJ~PHEN, llroomficld, C:O; M. Windshcirnc,·/(;oJdcn Wing.s HANSEN, RICHARD: Roy, llT; D. Sharp/UP Soaring LEENSTRA, STEVE: !'ark Ciry, lJT; C:. Baughman/Vulrurc Clickrs SHOEMACHUR,JAY, Phoenix, AZ; R. De J !C SMITH, BRYAN: Aurora, CO; M. Windsheimer/Colden Wings THOMPSON, BIUJCE: I lighlands Ranch, CO; Iv!. Windsheimer/Colden Wings Region 6 DUKEWIT7., JAMES: Spring/idd, MO; T. l Lign/LoDkour Mtn Fl' Region SHORT, DAMANJ: Whirewat,T, WI; B. l<ushncr/Ravcn

Sports

Region 8 HABCHT, BOUTROS: Quincy, MA; R. C:orho/Morningsidc FP HABCHI, KHAUL: Quincy, MA; R. C:orho/Momingsidc 1:p MAXWELL, WILLIAM: Marlboro, M1\; J. Nicolay/Morningside FP TRUDEAU, GARY: Ch,,shirc, MA; R. Corbo/Morningside FP Region 9 GEORG, JAMES: Dowingrown, l'A; D. Meycrs/Mounrain Wings McGOWAN, TOM: Annondalc, VA; J. Middleton/Silver Wing Inc SELDON, DIANNA, c:!cvclond, OH; Iv!. Dclsip,norc/North Coast I IC Region 10 ARTHUR, ROBERT: IJc!Ray llc:ich, FL; J. Tindle/Miami I IC COlJPE, MICHAEL: Crcenvillc, SC; R. I lunt DOTTER, DAVID: Winter I Liven, l'L; M. Joncs/l'lorida J Jc; FR.I'NDBERG, TIM: Norcross, CJ\; A. Bloodwonl,/Lookout Mtn FP HIITON, REED: Birmingham, AL; R. l.islc/Loolrnur Mtn Fl' KUPSTAS, EILEEN: Chapel I !ill, NC; ll. Summers/Lookout Mtn Fl' LEWELLEN, VIC: Walnut C:ovc, NC; A. Bloodworth/! .ookom Mtn Fl' LODEN-DOWDLE, CYNTHIA: I nokout Mm, ( ;A; A. Bloodworrh/lnoko11t Mm MACLEAN, LANCE: Naples, Fl.; C:. Thorcson/LDokout Mtn l'P SALOPEI(, AL: W. !'aim Beach. l'L; J. Tincllt-/Miarni I JC SHEFFIELD, ROBERT: Archer, l'L; S. l'lynn/C:cmral Fla SPEIGAL, STEPHEN: Arlanta, C ;A; J. Thorc.son/1.ookout Mm 1'1' Wll<NER, TONY: Clern1011t, Fl.; R. Brown/Quest Air Inc Region 11 GILBERT, KENT: l lottsron, TX; C:. Thoreson/! nokout Mtn l'l' GROESHELL, TRE: hi.1co, TX; D. Broyles/Kite E11tcrpri.ses

]ANLJARY 1995

Region 12 DROPPA, TIM: Skaneateles, NY; l . Monct1/Land Sc:1 & Air FRENDBERT, NORMAN: h1irport, NY; T. I lagcr/1.oolmut Mm Fl' GERGELY, MARK: Clcn Cardncr, NJ; D. Mcyers/Moumain Wings

PILOT: City, State; !nstntctor/School Region 1 FISHER, ROBERT: Cig !!arbor, WA; L. Jorgensen/NW Moyes MATYLONEK, .JOHN: Corvallis, OR; R. Ench/ Airtime of OR STATEN, GARY: llazclron, ID; F. c;i!lrn,/lviatiic Valley Cliders Region 2 MACON, MIKE: Dorringron, CJ\; D. Quackenbush/True Flight MlLLER,JEHlREY: Moutttain View, CA; A. Whircldl/Clundellc SF ZELEZNOCK, MARK, Alamo, C:J\; J. Crcc11liaum/Airrirne o(SF Region 3 DELF, ERIK: Laguna Niguel, CA; R. Pcllcricr/Flight Systems HAMll:fON, BRONWYN: ( ;r,md Terrace. C:J\; !'. Phillips/Lake Elsinore LEE, CHRIS: Stevenson Ranch, CA;(;. Rceves/Windsporrs lnr'I PITTS, SHANNON: Nortluidgc, CJ\; D. Quackc11busli/Trnc Hight Rcgion 4 DENTON, TIM, Litrlcton, CO; C. Earhcrto11 Region 7 JOHNSON, ERIC: Douglas, /v!l;J. Mirchcll!JJ Mitchcll l-lC THIMSEN, BILL: Brooklyn Park, MN; C . l<11utson/Sporrs Soaring Region 8 LANNING, TOM: I .ittleto11, MA; J. Nicolay/Morningside FP Region 9 HARDWICK, BRIAN: Rockville, MD; K. Pierce HILL, WILLIS: Marysville, OH; J. Simmers/Ohio McCOY, MARK, C:lcveland, OJ I; M. DclSignore/Nonh C:oast HC McLAUGHLIN, HENRY: Mechanicsville, VA; l'. Phillips/Lake Elsinore WAKEHELD, ERIC: Jlaltimorc, MD; D. Brono/Maryland School of HC Region 10 MARTIN, THOMAS, Decatur, CJ\; C. Thoreson/Lookout Mtn Fl' NESTER, ARTHUR: Princeton, FL; C. Thoreson/Lookout M111 Fl' VOISARD, BRIAN: Wimer Haven, Fl.; M. Jones/Florida J IC WJESEHUEGEL, GENE: Orlando, R; M. Jones/Florida l l(; Region 11 FRITZ, JERRY: Copperas Cove, TX; .J. Hunt/Red River Aircraft HAYDEN, HAL: Austin, TX; J. l ltm1/Rcd River Aircrafi MURRAY, REED: Austin, TX; I<. Roliinson/Cloudstrccts

Region 12

BOHORQUEZ, JOSE: Woodsisdc, NY; T. C:ovclli/Fllcnville Mm FP McCOY, JOSEPH: l lopcwell Jct, NY; P. Voight/Fly l ligh l IC MOSSBROOK, DOUG: Canandaigua, NY; B. l.yon/Rochc11cr Arca l'lycrs PERRY, DAVE: Waverly, NY; D . .Jvwcll/J:J;g\11 Works

ADVANCED RATINGS PILOT: City, State; Instructor/School Region I

HOSTLER, HERB: Porrland, OR; L Jorgensen MTNSHULL, GEOFF: Mr. Vernon, WA; L. Spacc/Cloudbasc Coumty Club NYGREN, PETE: Bellingham, WA; I,. Spacc/Clouclbasc Club Region 2

DAVIS, KERRY: Alamo, CA; P. Dcncvan/Mission EGGART, ElRE: Fremont, CA; J. Newland/Wings ofRogallo HARR, ROBERT: Oakland, CA; W. Brown/Top Flite HG LARSON, !RIK: Kensington, CA; D. Murphy/Pm Leisure Team Region 3

FLOOD, TYLER: San Diego, CA; R. Mitchell/Eagles Wings WILLER, KENT: San Marcos, CA; R. Mirchell/Eaglcs Wings Region 4

SHAFFER, STEVE: Farmington, NM; M. Francis VAN DER BOSCH, LEO: Telluride, CO; K. Gendron/Telluride Air Force WEST, LARRY: Albuquerque, NM; B. l.cmon Region 9

FAYERWEATHER, DAVID: Newark, OH; J. Simmers/Ohio Flyers PEIRCE, KELviN: Vienna, VA; R. Millman Region 10

BLOODWORTH, ALAN: Rising hiwn, GA; C. Thorcson/Lookom Mm Fl'

Airspeed Indicator™ A precision instrument for 1he serious pilot.

Rugged, dependable and easy to read.

RATINGS NOVICE GOODWIN, ROBERT: Syd11cy, Australia; B. Kushner/Raven

Sports

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

INTERMEDIATE

BOGSETH, LEE: Willowdale, Ontario; M. Gates/The HC Shop

NEW! SMALL HALL Great for hand--hcld wind measurement or paragJider Airspeed Indicator using Brackc1. Small Hall ... $23.50 Para glider Brackct ..... $6.50

PATENT PENlllNG!

Now i1vailablc: Small Hall for hang glidcn;, Oto 70 mph

ADVANCED PICHLER, JOSEF: Vienna, Austria; M. l.assachcr/Ncw York Towing Club

Hall Brothers P.O. Box 1010-H, Morgan, UT 84050, USA 5" Dia. ABS Plas1ic Wheels Mastercard I VISA I C.O.D $20.00/pair Phone (80 I) 829-3232 Fax (80 I) 829-6349

WILLIAM LAURENCE

ERIC WINKI,ER

N NATESCArnS

DALE COVINGTON

...

ls hang gliding a hot news item in your local paper? send clippings of stories, photos or articles to the Public Relations Committee through the USHGA office. We want to see your name, your club or your mentioned in print! Public Relations P.O. Box 8300, Colorado Springs, CO 80933

HANC GLIDINC

VARIABLE. CAMBER - A

HIG HER

PL A NE

EXISTENCE-

N:it Sl:xi(I MOM

PflOlo:Brof111~

INTRODUCING BOB TRAMPENAU'S FLAPS (VARIABLE CAMBER) SENSOR 610 F IT HAD TO HAPPEN. SPECS. SENSOR 610 F - FLAPS.

Flaps expand the overall performance of the SENSOR 610 F by increasing its lift therefore reducing the stall speed. Flaps off a llow the clean, highly loaded wing, to ny efficiently at higher speeds. Vehide tests prove a 4 MPH lower stall speed and a 65 MPH VNE. Hundreds of hours of 11ight tests indicate the Sensor 610 F may be the 01ost signlflcant jump in performance since we invented VG and the enclosed crossbar.

Stall speed - 19 MPH correct air s peed w/ flaps Stall speed -- 12 MPH indicated air speed w/ flaps Min. sink -- 160 FPM est. ,tt l.8 lb. per sq. ft. Glide ra tio - 14 to 1 est. measurements to follow VNE -· 65 MPli

VA - 55 MPH

Sizes -· 152 144 135 Area - 150 ft.2 143 ft.2 135 n.2 Span - 3 5 ft. 34 ft. 33 ft. A NEW WAY TO FLY. 69 lb. 66 lb. Weight - 72 lb. "Under 20 mph, my 144 transforms into a super floater Wing loading recommended--1.8 lb. per sq. ft. and will go up in the lightest lift. I can fly my 6LO at Nose angle -- 132 degrees 15 and at 65 with top performance throughout the Double surface - 80% speed range." (Jay Gianforte, manufacturer of CG Aspect ratio - 8.1 harnesses, Chittenango, NY.) FLOATER & SCREAMER IN ONE. "Th is is the first time in the history of VG gliders that Flaps for more lift on take off, rhermaling and landing. the best climb and sink rate are with the VG in fuU Shear ribs (which are fabric a irfoil p rofiles inside the loose. Pull the VG full tight and hold on! The glide is double surface) reduce 'ballooning" and improve the unreal. Finally, this is the way a VG glider s hould be." glide ratio at higher s peed. A qu ick set up with a one (Dave Ledford, Ashville, NC.) step rear attachment, 4 to 1 ratio Spectra wing tip INTUITIVE HANDLING. purchase and new no tangle bridles speed assembly. A "I felt as though the glider was actually a part of me. highly developed sail with cap strips, 5.8 ounce TE This is the way hang gliders should fly; it is as dose cloth, a Kevlar band and dacron cord hem e n hancc the to effortless bird-like performance I have ever shape and longevity of the airfoil. The LE tubes and experienced in 14 years of hang gliding." (Chris ribs are 7075 and the cross tube is now semiKastner, Su n Valley ID.) cantilevered positively and negatively.

THE SENSOR 610 F - WHAT YOU ALWAYS WANTED FLYING TO BE. CALL SEEDWINGS SEEDWINGS 41 AERO CAMINO SANTA BARBARA CA 93117 8059687070 FAX9680059

Hang Gliding E-Mail

in the Internet

LZ A

by Davis Straub and Various Participants in the Hang Gliding Mailing List

they so metim es say in e- m ail messages, the title says it all. Well, almost all.

T h ere is a con versati on goin g on and you're welco me to join in at any time. A group of us hang glider and paraglider pilots are sitting aro und at home (welJ, some are at work) send ing retorrs back and forth . If you're new co this conversati onal format you can lurk about until you feel at ease. Have yo u noticed that pilots often talk about stran ge stuff? Popular items in our conversations in clude tumblin g, helmets, aerodynamics (even speed-to-fl y), why I fl y, flying dreams, accidents, fulJ -face hel mets, m eet res u lts, more helm ets, carabin ers, hawks, rherm ali ng techniques, requests co stop the talk about helmets, wet paragliders, water landings, flying (and rumbling) in the Owens, first aid, more on rumbles, ball varios, hitch hiking strategies, RC's and hang gliders, etc. I don't listen to some of it (the helmet scuff) . Un like conventional co nversations, you don't have to listen co anyth in g you don't wan t co. Here's a sample message which we'll co ntinue later in the article:

Date: Tue, 18 Oct 1994 09:14:57 -0700 From : canant @ix . netcom. com (Richard Canant)

H AN G G LIDING

To: ht111g-glidi11g(r11lists. Utfl h. edu Subject: Close encounter ofthe R11ptor Kind

Tt w11s a weird d11y at Marina Beach on the central California coast last Tlnmdt1y A blob of air just ojfhore was cttusing the prezMiling west wind to push up over the blob cmd hc1d:: down, resulting in a small-scale wave. (A similar condition hcts been /mown to cause incoherent bribbling on the Net about The Shear when encountered by new I fang I J's.) Unfimunately, this time the lifi was out over the ocean and the downwrtsh was tit the This made for smce mechanical lifi from the wt1s competing with the downwrish of the wave. Instead of the usual mix ofgood lifi and light lifi it was okay lifi and moderate sink Like any conversation you need to get someone interested enough to talk to you. You'll want to say something interesting rhat will elicit a response, and perhaps initiate an ongoing dialog. We can't all get together to converse ing as how we're spread out all over the world), so we carry on our discussion from places where we arc comfortable. And we get to formulate our answers over a period of time of our choosing, maybe even a day or two, if ever. This conversation is collcc:rcd and dispcrscd at hang-glidingvJ)Jists.utah.edu, the mailing list server for the worldwide hang gliding and paragliding community. Anyone with the ability to send electronic mail to Internet addresses can join in. That's what that thing with the@ symbol in it is, an Internet address.

Anyway, I was flying down by the gunnery mngr: at Fort Ord when J spotted what J thought must be 11 Ferruginous ffllwk (insider's joke) coming in from down the ridge. As it (he?) got close1; J could see his tail and said to myself;' Whaddaya lenow, red-tailed hawks really do ha1Je red tfiilr! He flew about I 0/i:et below me and then came up le1Jel with my lefi wing about 50 feet away, and parked himself in the lift. I slowly drifted his way, thin/::ing about Mrzrk Grubbs' story o/ interspecies frmdling (cmother imider'., joli:e), but not plcmning to get that close. (The air wasn't nearly smooth enou,~h.) I got to about 20 feet away and glanced down to check the ric{ge. When I /ooleed back up, he was gone. Our conversation is carried out through the medium of electronic mail. You join the hang gliding forum and then get all the

JANUARY 1995

A. y\(WW servc1· (or the foot-launched

com1T1uni1y

CAUT 10 r-1: You may want to tum aut,:JI o:ad1 r·1.£ c,ff for slower connecti om

than

Other Services

messages that arc sent to hang·gliding(a)Jisrs.utah.cdu. You can get the messages as they arc sent in or you can get a bundle of them once or twice a day (called a So how docs one join in? Yi:iu "subscribe" to the hang gliding mailing list. You can

subscribe ro either the list (continuous stream of messages) or the digest. I suggest subscribing to the digest unless your computer is on line all rhc time and your e-mail cost is zero per message. So here's the nut. You're going to need a computer with a modem or access to one (or to sornconc who has access to one) to be able ro subscribe. You also need to be able to send mail to an Tn tern ct address. You can use a service like America On-line (AOL) or CompuServe, or an Internet Service Provider (ISP) which will give you dial-in access through a modem to the Intcrnct. Andrew Pizziali writes, "You may also wanl to mention frceNct, local lnrcrner access available through community col-lcges. I belong ro a local Dallas lunch bunch

which provides free e-mail service through one of the universities." If you have a computer at work (and you work for a university, defense comractor or some large company) you may have access to the: Inrcrnct through your local area network. You don't need full Internet services to participate in this conversation, just mail.

l looked around fin' a while and didn't see him anywhere, so, gl~d to have experienced a taste of what some of the rap tor stories are about, I flew on down the ridge, working the best lifi and going nowhere in particular. Subscribe by sending an c--mail message to hang-gliding-d-reqnest@lists. utah.cdu. Put the word "subscribe" in the Subject: field of your message. This gets you the digest subscription. Leave out the ".d" if you want the list subscription. A computer answers this mail it is nor touched by human hands so you don't need to put anything in the message itself. 'The computer will just take your e-mail

return address and put it on the subscribers list. As Rhett "Jonzy" Jones, the human mail list manager, says, "'fo nnsubscribe from a mailing list, simply send a message with the word (you guessed it) "unsubscribe" in the Subject: field to the -request address of that list." You can also ask for help, or help on the archive of past conversations, by sending a message with "help" or "archive help" in the Subject: field to hang-gliding-d· request@lists. u tah.edu.

After about .five minutes I started to get this fanny feeling. f craned my head around looking tlt the glider, trying to figure out why. Clearing a turn bad: along the ridge I caught a glimpse of something and twisted around There behind me, not more than .five faet fi'om my leeel, was the hawk f reversed my turn and falt lilee a fighter pilot with an ace on his six. Whipping my head.from side to side, trying to see behind me, that hawle stayed.five faetfrom my leeel, directly heh ind me, .for a good .five minutes. And I couldn't even really enjoy flying with him, because he wouldn't come out u1hcre I could see him! This was NOT the w11y I imap'ned flying with the raptors would be. I w11s thoroughly humbled America On-Linc doesn't charge for incoming mail, so that might be a good bet, and their rates arc less than $10.00/month. CompuServe does charge for mail, but gives you a $9.00/month in-mail credit with its basic rate of $8.95/month. If you use CompuServe, download the WinCIM 1.3 or MacCIM programs. They have built-in mail composition programs that aid in sending and receiving mail. Barry Morse writes, 'Tm a Delphi (an ISP) subscriber, but I used to be an AOL subscriber. From the standpoint of case of use, AOL is unsurpassed. Delphi and CompuServe, while somewhat more diffi .. cult to master, offer more complete l ntcrnet support, but AOL doesn't even require instructions for its e-mail." There are lots of Internet Service Providers (IS P's). If you're in a large city there is probably a local one. You can get a basic account (often called a shell or console account) for about $10/month. Your computer gets turned into a dumb terminal and you do everything logged onto the UNJX computer at the ISP's office. Ir's pretty grim (unless you know and love UNIX). You can get a SLIP or PPP account with an ISP for $22.50/month. If you have the

r r'f here is a lot more you can do once you've come this far, but you don't have to go any further. You can keep it cheap and maintain peace of mind by going only ... this far. Fair warning. Three years of b,tck issues of digests and hang gliding photos arc available on the World Wide Web from the Hang Gliding Mosaic Picture Server at DRL:http://cougm:stanford.edu:7878/B GMPSHomePage.h tm I. You'll need to use Mosaic or Cello (botb are software programs) to access the World Wide Web oh the Internet. You'll need full Internet access to use Mosaic (not AOL or CompuServe). 'These programs are free and can be downloaded from a myriad of sources (ftp.ncsa.uiuc.edu is one for Mosaic), including CompuServe. Most likely your local ISP has copies. Once you get Mosaic or Cello up and running you can use the above URL (Universal Resoutce Locator) to find tbc Tfang Gliding Mosaic Picture Server. You just click on a digest or picture to download it to your computer. T'he last five months of messages sent to hang-gl.iding((illists.utah.edu are archived in gopherspace via gopher.utah.edu in: Off Campus Informat:ion\Rccreation\hang-gliding. Each message for the month is listed by title. You can search through the messages by key word (like helmet), You can use Mosaic as n gopher search eng.ine or download another gopher from the Internet (frp.lister.cc.ic.ac.uk). Rhett "Jonzy" Jones also says, "Back issues of the digests are available from the hang gliding archive server automated e•mail response system. You'll need to send e-mail to hgservcr()/ciwa7oef<2Vnsd.3com.com with "help" (sans quotes) in the message body."

There is a conversation going on and you're we/come to join in at any time ... If you 1re new to this conversational format you can lurk about until you feel at ease. 11

the hmuk m well, hecttuse he to stoop. Ahout the time f was thinl::ing to myself that f was going to get to see ti ht1,1,u/, ttd:e a mbhit while flying in my hangglide1; the h11wk broke the attack only 11 fi:wfeet aw11y and.flew had: up the lee side of the hill (on!.y inches above the ground cmd well below the rotor, I noticed). The mbbit had turned foe!finto t1 cat and wrts watching the hrtwhfly off,' /oohing rather pissed at having been mis111lecn fiJr a rah bit. As Iflew by the haw!?, he wouldn't loole dt me. Maybe he was emharrassed

right software (Eudora, for mail, for instance) then this is a much better way to go. l share my account (web(d>halcyon.com) with a friend, so it's half cost to me. Be sure to have the ISP personnel lead you through the steps, and get a diskette from them that: includes Trumpet Winsock (with the correct "'frumpwski.ini" file), a News reader for Windows, and the shareware version of Eudora. Be aware that doing it this way may take a lot of hand holding from an Internetsavvy person.

Hefintzl6, broke offand went back to where I had first seen him. A bit l11ter, as I was flying back, I saw him ag11in. This time, when I was about 50 feet away, he broke off his soaring tmd stt1rted diving on something out in the scrublands ofthe gunnery range. I spotted wh11t he had spotted; it looked lilee a r11hbit hojJping 11round. Well, l guess it looleed lil,e a rahhit to

Rich11rd Canant Boulder Creele, CA Pred Vachss (skypig(dlvachss.risc.rockwcll.com) writes, "Galen Hekhuis organized the list at U. of Virginia back in late 1989 and there were about l O charrcr members, mostly drawn from those posting hang gliding articles on rcc.aviat-ion. I know, I was one of them. Galen ran the list a few years, and as it grew eventually added the digestifr-· er feature. He eventually handed over the reins to Jose Fernandez in southern California (though t:lic mailing list site remained in Virginia). Finally, earlier this year, Rhett Jones significantly updated and automated rhc whole shebang." The Internet LZ can be a busy place but often fewer. 20 or 40 messages a day Ignore it when you gcr busy: Pick up the conversation later. Hi\NC CLIDll'\C

DEMAND THE

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Some.folks see with a bird'.,-eye view, Others haven't got a clue. ---Jimmy Buffet

n my opinion there is substantial cvi--

dcncc that only a limited number of humans were meant to fly. There arc even fewer who were meant to soar. Sure, we can fantasize about tens of thousands of folks becoming hang glider pilots, providing us with greater security and lobbying power, but if we honestly examine what's happening in our sport it's obvious that this is never going to happen. And if it could, would we really want it to? The number of pilots it would take to make us a formidable group of aviators with more clout would impact the airspace to the point where more regulations would surely be brought upori us. Besides, not everyone is meant to be a hang glider pilot; it takes a really "special" person to become and remain one. These people don't hang glide for social status, money or to appeal to the opposite sex. They fly because something inside calls them to. And it's not just the "act'' of flight; it goes way beyond that. You can get licensed to fly solo in an airplane for close to the same amount it takes to do the same in hang gliding. In fact, the actual annual cost of flying general aviation aircraft might be lower for some of us. But we aren't just interested in driving airplanes; we want "birdlike" flight, the kind that can only be experienced in a hang glider. This we have in common with all our hang gliding buddies. Which brings me to my point: ff a guy just likes to do sled runs, is he any less a hang glider pilot than the guy who

national organization is here to represent the entire hang gliding community. If sanctioning aerobatic meets wi II promote standardization of format and safety requirements, and help pick a valid national champion, I'm all for it. 11

never flies un lcss he knows he can go cross-country? How about the guy who only flies at coastal sites where the air is smooth, or the pilot who only tows? How about pilots who push the limits by flying cross-country during the summer in the Owens, or stay in the air for 10 hours at a time, or sit in a gaggle of more than GO pilots over the "cauldron of hell" in front of Sandia Peak? Are they crazy? I think nod If that is the kind of flying they really enjoy, shouldn't they be fully accepted by the rest of us in the sport? What I want you to think about was spurred by something that happened at the recent USI-IGA Board of Directors meeting in Lake Tahoe, and the attitude of some of those who are leading our sport politically. For several years the U.S. acrobatic community has been getting more organized about promoting acrobatic competitions. Over the last two years they have been testing the waters within the

USHGA in hopes that the Association will sanction and standardize acrobatic meets, and promote a universal scoring system and safety rules. When the sub· ject was brought up in the Competition Committee I was stunned by the harshness of the language that was used. It seems that if you do aerobatics in a hang glider you arc considered crazy, and the USI{GA is not in the business of sanctioning lunacy cir promoting the flying of hang gliders beyond placarded limits. l'vc run many world-class cross-comitry meets, and can tell you that you must exceed the placarded limitations of your glider if you have any hope of being competitive. Pilots race to goal at G0-·70 mph on final glide in gliders placarded at 50 mph VNE. l'vc seen gliders break in both aerobatic and cross-country competitions as a result of exceeding the placard. The subject of acrobatic photos in the magazine also came up. The concern was that innocent pilots will think that this is what the USHGA and hang gliding is all about. In my opinion the USHGA is about all its members, and if some arc doing aerobatics, acrobatics should be part of what the USHGA is about. There is obvious concern about liability, but rhis is the body that governs hang gliding in the U.S., not bowling. The USHGA regulates towing, hut not all gliders arc certified for towing. We regulate tandem, but we don't require the use of a certified glider. Let's be coura-geous and serve our members. Our national organization is here to represent the entire hang gliding community. If sanctioning acrobatic meets will promote standardization of format and safety requirements, and help pick a valid national champion, I'm all for it. Pbisc take some time to think about this subject and let your regional director know your feelings. Better yet, write the USHGA (not the editor) and express those feelings. T,et the people who make the rules for our sport know what you want. Please understand, I have nothing against any kind of hang gliding or the great group of folks running our sport. I think that sometimes we just forget where we came from. Let's go flying! HANC GLIDING

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Interview

(And His Apex Rigid Wing) How about a wing that can be launched, flown and landed just like a hang glider at typical hang gliding sites, but that gets a 20/1 glide at 30 miles per hour! by Larry Witherspoon

H ANG GLIDING

anoy who? Danny HoweU, as in Bell a nd Howell, rhymes with o,vl. You say you havcn·c heard of Well, you probably haven't, and it's not coo surprising. D:i nny isn't associated \vith :iny large (or small) hang glider manufacturer, de•Oer, school or renegade splinrer group. He•s not a

rum?

'hreU ..known compcticion pilot, d ub officer,

equipment distributor, phocographer_. '\vriiter or d river. But in the coming year it's likely that some or all of the above will change. If all goes well, in the nexc few months che development and ccsting of one of the mosc exciting rigid wing/hang glider mar• riages since the Fledgli,,g should be complete. ActualJy, the development work is j ust abour finished, with the rr.1nsition to pro-

duction corning soon. Danny's name might not be familiar, b ut maybe you. recall obscure references to a glider in the works called the ''Apex." The JANUARY 1995

Apex is Danny's bab)'. He conceived and incubaccd it, and is jusc about ready co hacch

ic. Danny came to my attention - or L should say J came to Danny's - as a result of a letter I wrote which ,vas published ln the November '92 issue of Hang Gliding, in wbic h I expressed a desire for a "Super Fledgling.· Danny was a litcle burnt out, and had just about decided thar he had raken the Apex projecr as far as he wanted ro, bur oould see from my lerrer that we shared a common philosophy about hang glider design. He concacrcd me about ,vriting an article that would hopefully inccrcst a third pany in helping put the Apex into production.. By rhe cime time I got around to visiting him a few weeks later he had changed his mind. He still wanted me to do an article, buc he couldn't bring himself co kick bis hacchling out of the nest. He had decided to

nunure it aU the ,vay into rhe sky- a natural desire for any parenL Danny's odyssey has been one of truly parental pmporrions.

LW: T,,/1 us hew nnd wlM11 you became intermed in the sport.

DH: Well, around 1975, .i the age of 15, l had already accumulared some sailp lane rime and had an awareness of Jiang gliding. My ambicion then was ro obrain a degree in aerodynamics, beco1ne a designer at a_ major sailplane company. and to bujJd a foorlaunched, collapsible Icarus V. LW: Mod,:st mough for a 15 year old. Whm

did you actually get started? DH: A couple of years later I was moon• lighting at C h uck's G lider Sup plies (aka CGS Flight Systems), working on sails and

frames, resting and teaching. I had envi .. sioned wings something like what we have today, ,vhich at the time v.·ere generally con.siderOO too complex to be praccical.

LW: When didJ'(J" gei what most efus 1wuld

L\V: And thm ,vas born the origi11n/ idea far

the Apex. DH: Yes, chat's where I reolly first sat down and worked out some design paramerecs.

ro,uMer a r,a[ gig?

LW:Al,d ..

DH: Afcer CGS, in che '79 co '80 cirne frame, I landed a job with che wind tunnel model test group at McDonneU Douglas.

years, then, in true :lerospace engineering fashion. I swi,ched co a position "''ith

DH: Well, che de,ign fonguished for a few

Leading Sy,;cems, a manufuccurer of aU-com-

posire, high-alcimde, remotely pilored vehicles (RJ'V's) in Irvine south of Los Angeles. The RPV's were built using technology chat had been in use for 20 years to build sailplanes in Germany. and chat had a direct applicttion for rhe Apex. LW: So yvu rtetually broke ground on tht project, u,/,11.1, a decade ago> DH: Well, actually ir was in 1985; rhar woufcl n1ake ir about nine years. Abour che.n

L\V: That; n nifty ji:ather in any aspiring

aerQdyna111ieist's cap. Was that whrre )'OU began UJ fannulau a tksig,1 o/J'Our tJwn? DH: No, not quite. First I recurned co school, and in '8 1 was awarded a B.$. degree i~ Aerospace Engineering from the University of New York or Albany. With degree in hand m<.i experience under my heJr. [ was able to come back out ,vest to Northrop Ventura for -another st int with ~ wind tunnel tes1 group, and ar the same cime complete my sailplane ticket at nearby Tehachapi, Colifornia.

LW: WO'l4 yt>u musr hove been chomping 11.t the bit by then. Is that where y,,u rtnfly ttarted to get dt1ngerous? DH: Righc, f'd say it wa.~ right a,ound rhac time. l had been hanging out a little with Taras Kiccniuk, checking ouc his Icarus 11 and V designs, and decided t0 build a better mousetrap - something between a foot.. launched sailplane and a hang glider.

TOP: An early restfligln on the tmiJ1ing hill A.BOVE: Mi,d, McA/m mtjlyi11g a11 Apex prolfJtype at Crtstlim, u,/ifomia.

HANG GLIDING

l hooked up with Lonnie Fisher, a hang glider pilot wirh composite technology background, and Hoyd 1:ronius, a tool builder/master machinist sailplane owner. With material donations from companies like Barracuda 'lcchnologies, Hexccl, Ciba Ceigy and Fiberite, and the help of Floyd and Lonnie, I was able to start building the female plug molds for the Apex composite superstructure. LW: And how far did you tah it from there? DH: Well, that was about it for a while. Then in '87 another job took me up the coast to Scatrle, where I worked for Boeing ;is a consultant in the structural design dcpartmenr under a gentleman named Mike Sandlin. Mike introduced me to a Mr. Jack Wimpress, who was affiliated with an "extracurricular" organization called the Flight Research lnstiture (HU) which is supported Boeing and which sponsors worthy projects in various ways. 'T'hrough the FRI my project was the fortunate recipient of access to tlie c1:n lab, LW: Whf!t is CF!J

not cheap fish dinner I

DH: !Iopefolly not, if you can avoid ir.

company selling rigids on the side. LW: So you

!!!fin parted wtzys, and you were about ready to p11t something together thttt would reallyfly, right?

DH: Just about.

lW: When did you {lctually haz;e something to see, touch rmd tr1ste?

DH: By early '89 the first prototype h:1d been built, but the Washington rainy season and its inherent lack of decent flying conditions would keep the ship on the ground, so Momc Westlund and I revisited Southern California to do sorne testing with Floyd Fronius and Harry Martin. This crew ended up contacting ex--Klinghcrg Wing test pilot Monte Bell, who drove his motor home out from Colorado, and suggested Billy Floyd, being the great "rudder pilot" that he was, as the logical best person to perform the initial test flights. We got hold of Billy, who looked the wing over and took it down ro the beach to "kick the tires" with Monte Bell. Then, bcf()JT making any Further commitment be said, "I ,ct rne sec you truck ir." So everyone went on down to Ul~ and Mitch McAlecr conducted a vehicle test which correlated surprisingly well with the analytical data predictions.

CFD is an acronym for Computational Fluid Dynamics. Ir's a complex technique of analytically simulating an airplane's aerodynamic performance. I\ natural extension of work in the C:FD lab was Cray supercomputer access and JD design modeling. There was also additional financial support. With assistance from Jerry Block, Monte Westlund and Lonnie Fisher 1 was able to finish the plug molds, and provide Boeing engineers with valuable hands-on expen·encc, another purpose of FRI,

lW: Sounds Me you were in the right place at the r~,;,;ht time. I know of'some other developmental efforts up there about then. Did you run into anyone else headed in your direction? DH: Yes, as a man-er of fact I did. Ir was right around the latter part of '88 that I met Tllan Kroo, one of the original designers of the Swifr rigid wing, We crossed paths for about ;:i week and discussed the possibility of a collaboration on our respective projects. We each, however, had slightly different visions. I had envisioned a whole line of rigids from an exclusively rigid wing company, not just one craft, and not a flex wing

IW: So dnrm, did you fly or not?

DH: Well, we were really looking for the right pilot, conditions, location the whole enchilada, you know. We wanted everything as good as it gets.

lW: I hear you, optimum everything: So when did_youjly?

DH: 'The team met a few weeks later at Point of the Mountain, Utah for the first high altitude flight. Billy l~loyd at 200 pounds plus, and the first prototype at 180 pounds, yielded a 380- to 400-pound gross weight for ;, very conservative proof of aerodynamic concept. Billy reported the yaw/roll coupling to be fair to good, even wirh rudders which were considered to be somewhat small.

IW: lcncoitrczr:m·J!. what was next? DH: Next I would need to start work on the pre-production design.

LW: More

worh? And people wonder

why somebody's not crawling out of' the wood-· worh with some hot new wing every day! When were you rettdy? DH: April of '91. 'Icam Apex, with additional financial support from Phillips Petroleum and the Flight Research Institute, migrated back to Southern California. Through Billy Floyd T met Scott Kurth, with whom I set up shop to build the pre-· production wing, along with Billy, Monrc Westlund and Floyd Fronius, By then, folly committed, my wife and l bought a house in the Lake Elsinore area with tbc expressed purpose of opening a business inaugurated by the Apex, intended to be the first in a line of rigid wings from our company, Glidcrsports International. This was a mar· keting decision based on :l belief tbat the Apex would give pilots what they wanted most in what T was predicting to be the next-ordcr··of-rnagnirudc hang glider.

IW: And you're currently twealeing the pre-production wing with IV/itch McA!eer as primary testpilot. lr that correct? DH: 'fbat's where we arc right now. Mitch took the wing off Crestline a few weeks ago and when he landed his first words were, "It's a hang glider, dude!" That just about brings us up to date. And now, even as T write, the pre-production wing and $100,000 worth of tooling lies in wait, in preparation for the first production run. Technically, in aircraft parlance, the Apex is an unpowered, single place, cantilevered, swept, tapered, two-axis tip rudder con·· trolled, weight shift augmented, foot launched flying wing sailplane, Danny likes to call it a hang glider. Take your pick. The wing construction utilizes a "D" tube back to the 40% chord. Each wing contains I I upper and 11 lower surface trussed ribs which plug into clips at the shear web, the rear wall of the "l)'' tube. The diameter and wall thickness of the ribs give the desired aeroclastic characteristics of rigidity and flexibility at predetermined chordwise locations. From 40°;h back a sailcloth zippers on and tics into the ribs ,lt the trailing edge with conventional lanyards, and straps buckle it into position along the root at the keel. The wing roots bolt together around a specially extruded 2-1 /2" outside diameter aluminum tube keel with an internal web using 1/2- and l /4-inch machined alu-

minum plates in typical beefy sailplane fashion. The keel has soft points designed into its telescoping structure so that the occasional nose-in will cause minimal and predictable damage to inexpensive and easily replaceable parts, not to the major structure. In a similar fashion, the leading edge "l)" tube and associated foam nose cone arc more of an expendable aerodynamic fairing than a structural member. The primary structure is a conventional two-spar box that is protected by the sacrificial "D" tube. The hang glider-style control bar tics into rhe keel's internal web to allow the elimination of side wires, and of course there is no kingpost or upper surface rigging. Twist grips similar ro those on a Flcdgl ing actuate specialpurpose rip rudder airfoils through a sano system of pulleys, fittings and bell cranks with l I 16" stainless cable. '!"here arc currently two sets of sails and ribs which rmy be interchanged to optimize the airfoil for varying conditions, but normally the sail remains permanently attached unless a ch,rnge is desired. So setup essentially consists of attaching the keel wirli two tapered lug pins IO irs fitting between the wings ,n the root, then spreading tbe control bar. The control bar is perrnancntly attached to the keel, but hinged in the middle of the basctube so that they make a nice compact package wirh their own bag. The wiugs are then spread, the nose lifted, and the control bar pulled forward and wired to the nose so the wing can rest 011 its tail. The rudders are then plugged in, the ribs popped in, and the sail tensioned, which is accomplished hy simply pushing outboard on a graphite defined-tip rib that: swings on an overcentcr locking strut and then nests into a pocket in the end of the sail. Once set up, the wing looks as though it would fly away if ir weren't tied down. 'Iesting started with about 7-1 /2 degrees of dihedral (settings arc essentially inilnitcly variable). Quarter chord sweep is 14-1 /4 degrees, span 12-1 /2 meters (41 feet!), and

cost to fly. Some of the bangs for all those bucks include: /\bout a 20/1 glide at 30 miles per hour, based on comparative flying. 2) An airframe that, if prop-erly maintained, should last for l O ye,1rs or more without becoming obsolete (as opposed ro a few seasons for a conventional hang glider). 3) An airframe designed to be protected from normal hang gliding abuse which can quickly render any glider unflightworthy, and which allows quick, inexpensive repair and maintenance when necessary. 4) !\ choice of two sails which arc replaceable, if necessary, for between $700 and $1,000 each because of their simplicity. 5) An aircraft with advanced rigid wing performance tha1 can be rolled up, bagged and car-topped with conventional hang gliders. 6) !\ wing that can be launched, flown and landed at typical hang glider and that: can slow down and thermal almost as tightly as a hang glider but with a much lower sink rate. It docs well what it was designed to do: be a hang glider. About a 20/l glide at around 30 miles per hour, based on comparative flying. l)

Mitch McAleer h~~h over San Bernardino, CA.

the interchangeable sails give wing areas of 156 and 142 square feet. The respective aspect ratios arc 10.7 and 11.3. As of rhis writing the wing weighs approximately 110 pounds, but is on a diet which is calculated ro bring it down to about 97 pcrnnds. The airfoils used for the wing and the tip rudders are Danny's own designs, and were generated 011 the Cray XMP supercomputer at Boeing's Flight Research Institute. I guess about now you're wondering how much all rbis will set you back. Well, now it's time to get real: rhc price will probably be about Ten Big Ones. 'fhc market for the Apex will probably consist of a few, serious, Hang 4. 5 pilots who are willing and able to drop $10,000 a copy for a customized machine. 'The price may seem steep, bm there arc two ways to look at the expense: the cost to buy and the

The Apex is nor for everyone, bur neither is hang gliding. This glider is for those pilots with rhc wherewithal and attitude necessary to make an ordcr--of-magnirude rransition to the latest technology.

The .fi1llowing people were instrumental in the development of the Apex: Monte Westlund, Monte Bell, Mitch McAleer, Billy Noyd, Scott Kurth, Floyd Fronius, Steve Loury and others too numerous to mention. Without their help the project would not have been possible. Danny Howell may be contacted at: Glidersports International, 23111 Joaquin Ridge Drive, Murrieta, CA 92562 (909) 696-0887

HJ\NC GLIDINC

I by Luen Miller '

rail on launch conrinues ro be an extremely major cause, if not the major c1use, of death and injury."~ Doug Hildreth, /WW By l 98G or 1987 the situation had changed. Since that rime, the number of crashes 011 landing (not fatalities, as l erroneously reported in the October issue) have been about double those occurring on launch. "We all know rhat our new gliders arc more difficult to land. We have been will ing ro accept this with the rarionaliz:1tio11 that it is the unavoicbhlc consequence of higher performance. But I sec my job as ;1 responsibility to challenge :iccept:rnce and rationalization. I:rom my perspective, what I sec in rhe landing zone and what I see in rhe statistics column is not acceptable. Crashes on landing arc causing too many bent clowntuhes, too many minor and too many seriously or fatally injured pilots. So what arc we going rn do? We've been trying [the reaching! approach fr)r the past few years and it has NOT worked! I have no problem with continuing to do rhat, but it is obviously not the whole answer. A second approach is to make the gliders easier ro land." Doug Hildreth, 1989 After conducting an informal poll of high-annual-airtime pilots, as well as observing /cir myself'. it is obvious that those who can afftird to fly quire ofrcn say, more than 200 hours per year generally have much hct:rcr landing technique than rhc rest of us. Based on a large number of accident reports, as well as my own diligcm personal research, I have also come ro the cold conclusion that modern high-performance hang gliders arc generally roo difficult for most pilots to land. )ANUi\l<Y ] C)<J r:i

One sentcncc on this subject is about as far as l ever get before instrnctors and pilots who fly every day say, "That's bullwasb. JC you would just practice rcligious-ly, and follow these few, simple instructions, you would realize that landing a hang glider can have a soothing and even relaxing effect." 1 believe that the evidence clearly indicates otherwise, and simply concentrating on instrncriun will nor solve the problem. f won't argue the point that almost all of us could use more time on the training hill pr:icricing approaches and perfecting rhat flare. But r defy you to find another form of flying that produces lousy landings as regularly as hang gliding. (l 'm making the rules here, so leave balloons out of ir. Balloons don't fly, they float.) Besides, I also have to believe that most hang glider pilots, when given a free weekend, arc going to go on that trip to Slide Mountain rarhcr than haul their gliders up some hot, dusty hill ro practice landings. I know, because that is what l would do (have done!) in rhc same situation, and l arn a very average pilot. Actually, l don't blame us. Why should landings require such diligent practice and attention? Should it really be that difficult? Anyway, trying to get pilots to practice landings regularly, instead of going off to fly as high as they can, is like trying to srop the tide from coming in. (Hey, did you say you were going to Slide? Got room?)

l:'DTl'OR'.S' NO'll:'.· All ofthis remind;- me o/r1 mmrnmt lv!il:e Meier rrwde when he wrts ID .f!.y sai!plcznes. I le mentioned how emy it was to land a st1ilplttne (with 1poilcrsj-i1r glide-path control and wheel,), and then "Jfother aircrr.ift were as di/ ficu!t to land as hang gliders no one would .f61 them."

Event: A pilot came in slightly high on a landing approach, appeared ro stall an "S" turn trying to shorten bis glide path and dove approximately 60 feet to the ground. He was killed on impact. Event: In another incident similar to the one above, a pilot completing a crosscountry flight encountered lift on his approach into a tight, narrow beach covered with people. Near the end of the while mushing out trying to lose energy, he stalled at 30 feet. Fie dove into the sand but was fortunate enough to only suffer a concussion and minor injuries. The pilot reports, "The emotional afrermath of all this trauma is obviously going to afh:ct my attitude toward serious X-C over difficult terrain." Event: After a 30-rnilc cross-country flight, a pilot set up a landing approach over a large field into a light wind. The accident report comments: "Using his standard slipping turn at 80 feet, the glider [rolled to] a 90° bank angle, stalled, and foll 40 feet sideways before the nose dropped through into a dive. The pilot recovered from the dive at about 70 mph with the basetube about t-wo feet from the ground. ]-Jc might have managed a landing between traffic on the highway," but the leading edge caught a power pole and the glider and pilot whacked and scraped onro the asphalt. The pilot suffered a concussion and severe road rash. "This very well could have been a fatality, but his skills saved him." The fast problem with landing a hang glider is the approach. Screw up the approach and you have often screwed up the landing. This is even more important than in other forms of flying because we don't get to go around for another crack at a Lmding if something is not right the first time. Unfortunately, it is very easy to screw up an approach. We had at least one fatality last year which was directly the result of this problem of not being able to put it down when desired, with another strongly linked. In addition, the vast majority of "hit something while flying" incidents occur on approach because of how the pilot had to set up his landing. Other

problems slipped, high-bank-angle turns, for example arc usually traceable to the same thing. We shouldn't need to resort to such maneuvers in order to get lined up for landings. We need to develop systems that let: us spoil lift in order to shorten the glide path on approach. One of these systems exists now, but almost no one is using ir. It is the keel-mounted drogue chute. Arc there any problems with their use? ff so, I haven't heard of them yet. I would strong· ly recommend that pilots test rl1cm out for themselves, especially those who need to regularly land in restricted flelds. Pilots flying East Coast sites and those flying cross--country arc two groups which would seem to bcncfo most from being able to shorten their approach and final. Even if problems become apparent with the drogue chutes we now have, that shouldn't stop us from improving them or switching to another lifr-spoiling system. Anyone who doubts rhe concept need only to look at sailplanes. Mentioned on the [nternct Digestifier was the fact rlrnt in sailplane spot-landing contests, "if you

aren't within six inches, you arc prerry much out of the competition." That is amazing perform,rnce, if true. Those I have spoken with agree that landing sailplanes is far easier than landing hang gliders. Right here is where those who don't want to use a system such as drogue chutes or spoilers pipe up with, "But it introduces more complexity," as if anything more complicated d1an what we have now is auromatically bad. Our gliders arc certainly far more complicated than the early hillow-sailed behemoths, but they are unquestionably safer and more reli,ible. The same can be said for jct engines versus piston engines, transistors versus vacuum tubes, etc. Spoilers ccnain-· ly add complexity to sailplanes, but that hasn't stopped those pilots and designers from creating an effective, safe, reliable system. Let's get on with it in hang gliding as well.

GERRY SMITH ACCIDENT CLARIFICATION

showed it had stabilized in a southerly direction. This direction was the complete opposite of what I was used to at this site, bur at 200' I was running out of time and altitude, so [ decided to get clown as quickly as possible before it changed again. This approach required flying close to the cliff and parallel to a row of tall trees. T was nervous to say the least! I began highspeed "S" turns. As I turned on final I hit strong turbulence at about 50' AGL Again l looked at the flag. lt showed that l was indeed still flying into the wind. l was now concentrating on my flare timing, and as I approached stall speed the sound of the wind suddenly stopped. T slammed the control bar up and landed with a mild whack. I turned the glider around to walk it to the breakdown area and was surprised when it lifrcd off my shoulders! At the last second the wind had shifted again. I began breaking clown my glider and noticed that although the wind was still strong (15 .. 20 mph), the direction in this

Dear Ediwr, I thought some additional information might help shed some light on Gerry Smith's accident which was reported in the December issue. 1 was the first pilot to approach Sand Dollar LZ (Big Sur, California) that day with about 500' AGL. l found the windsock ,md it was blowing down (offshore) strong. I had never seen this before, so I began conserving my altitude to sec if it would change (on my glide out to the LZ other wind indicators showed a strong onshore flow). After a couple of minutes it switched again to a strong onshore flow. I began to move my glider into position. Looking back down at the flag again showed it had switched 180° and was still blowing strong. 'J'his immediately indicat· eel to me that there would be strong turbulence in the LZ, but I had no choice bur to glide across the field to set up my approach. Looking at the windsock again

Next month: more on this subject, Wendell 'fj1le1; eating dirt, and how to put your head through your sail.

area was very srable. I pulled the battens, folded the wings togerher and lcfr it. Then l began watching other gliders landing. The flag was still switching and pilots were making approaches in every direction imaginable. EVERY pilot who landed in this field experienced turbulence at abollt the same 50' elevation. Most seemed to suddenly climb 10--15 feet and then continue on final. One pilor overshot and whacked in some bushes. Another also overshot and disappeared behind some tall trees. If you squatted low you could see him pull off a perfect no-· step flare. Amazing! Yet another pilot crashed very close to the cliff and bent a downtubc, although I'm sure he began his approach into the wind, a glance at the flag showed he bit downwind. I believe it was this same pilot who then marched across the field, pulled the flag out of the ground and began carrying it off the field with gliders still coming in! I ran over to him and asked him what he was doing, and he said the flag was in a roror and needed to be placed in a more stable area. I explained to him that the entire field was a rotor and we compromised on a new flag location. The flag showed a stable onshore wind direction and didn't change for the remainder of the afternoon. Now it was Gerry's turn. He entered the airspace with two other gliders and began doing large "S" turns just above trim speed at about 500' AGL I figured he was either "milking" his flight or was giving right-of-way to the other gliders (knowing Gerry, it was the latter). From this point on I am speculating abour Gerry's thoughts bur not: about his actions. Knowing him as well as ] do, I foci J have the right. Gerry was doing big slow "S " turns at about 300' AGL and why not? The flag showed a strong stable breeze and the air he was in was smooth. It was a great day at Big Sur and be was having fun. This scared those of us who had already landed because we knew about the rotor. Gerry had no idea. At about 70' AGL he decided to land and began his regular approach. l know this approach well, because after seeing him perform consistently good landings I adopted it as my own. First, you climb to HANG CunlNC

the upright position at ahou1 70' J\C Lon your base leg, with a slight turn toward final so as not to be bumped downwind. Second, you turn the glider into the wind and begin final approach. Third, you pull in the bar. I know Gerry pulled in the bar because I saw him do it. Granted, you can't pull it in very far but he did pull in. It was right abour there, at about 50' ACL that his nose pitched up hard, but there was no gain of altitude as with the other pilots. It looked very strange, almost as if it had gusted from behind. The glider pitched nose down and began to fall. It was still moving at the same ground speed but was obviously not flying. Everyone knew he was in 1roublc. I kept waiting for the glider to recover but it rcfoscd umil about 10' ACL when I saw the bridles kick in and the nose start ro pull up. I assume Gerry knew he was in trouble and flared rhc glider to brake his descent, but still nothing. He impacted at high speed with the base wbe hitting just bd<nc the nose. C;crry was unconscious when l reached him and very badly hurt. At that moment I thought he was gone, but after a couple of seconds he started to moan. He slowly regai ncd consciousness, asking what had happened over and over. At one point he said he remembered saying "Oh shit!" and was worried about what his wife Ben would do when she heard. After they loaded him inro the helicopter the chief paramedic pulled me aside and said he folt Gerry was in good shape for his age and could rel! he was a fighter. We all folt very optimistic 1hat he would make it. We were wrong. Ccrry

had severe internal injuries and didn't stand a chance. I feel that, considering the the accident, he remote location received prompt and adequate care, and l thmk everyone who tried to save his life. ( ;erry was a topnotch pilot with J 4 years of experience (USI !GA #216) and a father to the entire "E" '!cam of Elsinore, California. He is survived by wife Bert, son Jim and daughter Stephanie. 'fo artributc this accident to pilot error is absolutely incorrect, and an insult to Ccrry's memory. ( ;oodbyc ( ;crry. I will miss you for the rest my life.

Rich Collins Morgan F !ill, CA

Dear Editor, Accident reports cannot tell about Ccrry Smith rhc man, the pilor or the warm and generous friend whose loss will forever he folt by all of us fonunatc enough to have known and loved him so much. The "E" Team is world renown. Fun loving, wildly irreverent, often raucous or even raunchy, they spend their days adorning the skies over Lake Elsinore, California and produce some of the world's most talented pilots. Hang gliding for them is much more than just a unique form of flying, it is an integral part of a constant celebration oflifo itself, and Gerry Smith was certainly the High Priest in that regard.

Send $45.00 to: Diego Hernandez, I~O. Box 13280, Portland, 9721.3-0280

is made

before or after glider setup. of waterproof nylon fabric,

syncl1etic fur insulated. Colors: purple, )ANUJ\RY 199'5

dark blue, light

Every flying day (and sometimes night) was a party when Gerry was in the I with gliders all around in various states of disassembly. He and the wondcrfol lady who shared his life, Ben, sitting in some convenient shade, would gencr-· ously open their seemingly bottomless ice chest to all who came near, as the telling of the day's flying became more animated and embellished with the cracking of each new can. And Cerry in the middle of it all, laughing, talking, kidding and cajoling in his soft, educated baritone 'lcxas accent, was like the ancient Celtic god Pan, bringer of good things and happy t imcs, bidding everyone to gather round and partake of all that life offorcd for enjoyment at the moment. Ccrry had that rarest of talents for making a person /-eel good just by being around him. As generous as he was in sharing his love oflifo, Ccrry was equally generous with himself: He was always the first to offer aid and comfort ro anyone who was iu need, whether it was money, a ride, physical help or just a comforting hug. Many of us were mellowed and com/c)rted by his gentle voice, always calm and rea· soncd, cooling passions or helping to sofrcn some of lifo's harsher blows. He would let us sec by his own example that there was a greater scheme of things, and that our troubles could be overcome and would soon pass. 'lwo days afrcr the accident, by sheer coincidence, l peer our rhc window of an Mn-80 and am looking down at Big Sur. I can see Ccrry's last LZ before "goin' west" and l am glad for the sunglasses l'rn wearing. l can't help feeling bis presence. h's alrnost as though I can bear him talking, telling us that it's all okay now this will pass, don't shed any more tears, go fly and enjoy your lives one day al a time. Then he laughs that wondcrfol, hearty laugh of his and tells us to have one hcllu-va party in his honor. Coodbyc old friend. We'll never be able ro thank you enough for all the joy you brought us. You'll be sorely missed, but as long as there arc hang gliders and "E" 'framers you will never be forgotten. Jules Cilpatrick Alameda, CA

Product Review

TheCasio Triple Sensor Watch by Mark «Forger" Stucky ast year I evaluated the Avocet Vertech Alpine and Casio Dual Sensor altimeter watches. Comparing these two wrist instruments was like comparing apples and oranges. I found the Casio to be a fine multi-function sport watch that displayed altitude, while the Avocet was an outstanding altimeter which also cold time. Recently, Casio threw another watch into the ring: the new Triple Sensor model. The Triple Sensor comes replete with a digital compass, barometric pressure transducer and thermometer. Although the Triple Sensor's altimeter, barometer and thermometer functions are similar to its predecessor, this watch is not a Dual Sensor with a compass added on. Unfortunately, unlike the Dual Sensor which worked ro nearly 20,000 feet, this altimeter pegs out at 13,120 feet MSL. In addition, it does not have the capability to

measure water depth (although it is water resistant ro 100 meters). On the positive side, the altitude alarm has been improved with a full-dial analog display, bur it is still of dubious utility unless you ensure that it's in the high-sample-rate mode. The digital compass does nor work full time, but requires a momentary depression of a large orange button while holding the watch stationary. The sensor rakes a "snapshot" and displays the cardinal heading and digital bearing (e.g., NNW 334°), as well as a compass rose around the circumference of the display. Like a wet compass, the heading is not accurate if the watch is not level. In fact, anempts to sample bearing in a banked turn will result in very erroneous and misleading indications. This watch will not help you find wings level if you inadvertently get sucked into a cloud. The magnetic detector can also be confused by nearby ferrous metal, therefore Casio advises

against using it inside cars, aircraft, buildings, etc. I found the co mpass to be extremely accurate and useful. As long as I made an effort to keep my forearm level, displayed bearings were right on the money whether I was standing in a field or Aying a hang glider. Bearings were even accurate in my car if I held the watch away from any metal and gave it a clear view out the windshield. The compass mode repeatedly came in handy; it even helped me find my way back to my car in the dark after a Crosby, Stills and Nash concert! On a recent business trip ro the West Coast I had a free day so I made a whirlwind trip up to the Owens. At 3 :20 PM I launched from the Coyote site in the lnyo's into southwest winds. A couple of thousand feet above takeoff the winds increased to a 25 mph quartering tail wind. Any time spent thermaling meant a long drift back

H ANG GLIDING

into che high country. 1 was forcunate because I was oo a lumAir and had my ~1ighcmate GPS. Each time Lwondered if I was getting too· far back, or if the winds

score 50 alcirude measuremenis. The altitude memory is independent of warch opcr· acing mode and scores dace, time, alcirude and remperarurc., as ,veU as n1inimuru and

~·ere coo strong to safely penetrate to che

maximum altitudes. AJchoug.h it's not a barograph it is fun co use co reconstruct a flight or gee an idea of how many chermals

front of the range, I would point into the wind, pull in on the control bar and instantly verify a positive ground spt<'d on theGPS. When I decided co leave a thermal 1 would look downrange co my next expected thermal source. Using rhe Casio, I would get the bearing to that poim and then turn the glider w1til tile GP$ crack matched my desired bearing. Voila! Despite the strong c,rosswinds. in a few seconds 1 ,vas on an exact cow,se co a distant point. Without the watch or the Gl'S rhis process could have raken several ireracions and minutes of close: observation. The Casio has a memory for putting dace/time stamps on bearing or al~itude measurements. You can manually store five bearing measureJ.n ents and a u tomatically

you were in, average alcitudes, and so fotth. The firsc thing people notice when ch.ey spy a Triple Sensor is its size. In my line of work l am tL't£d co jokes about pilots h3'•ing large wacches, but the Triple Sensor makes even jaded NASA pilots inquire about chat large hunk of plastic on your wrjsc. If you like big belc buckles you'll love this watch. The good news is, despite the large amounc of Oesh ic covers up, che Triple Sensor is lightweighc and comfom,ble; it does noc dig into my wrist like the Avocet can. I do have a few gripes about ,be watch. First, I wish the alcimccer had a greater range, sanlple rate and tcmpera,ure conlpensacion. Second, I wish the wacch used sea JeveJ-correcccd barometer se<Tin~. This

is haJldy for reading an unknown altitude in cases ,vhere you know the barometric pressure. W ichour chis feature you arc forced co 1nanually corrccc chc barometer

using rhe rule of one inch per thousand feet of akirude. For example, ac 4,000 feet in Bishop, California you would set 25. 92 jnches, even though che Fligh, Service Station is reporting 29.92. This feature ougbc to be srandard for a wacch marketed co pilots. Third, the rotating bezel is very hard to rum and does not protccr che crys· cal as well as che ring surrounding che Dual Sensor model. I like tbe Casio Triple Sensor. Dcspice ics limitations it is a handy aid ro have on your wrist whether you are gliding or jusc scout· ing ouc a new site. Wii:h ics mulciplc functions, many alarms and n..1.gged case it is rhc watch I wear daily. It is Mt ex,1c1.ly d,eap suggested rcrail is $249 but it can be found for under $200. If you <lesire a single wacch that can hand.le most situations rhe:n rA11 ~

the Triple Sensor m.1y be for you.

Australia and beyond ... contact the following dealers for gliders and fast spare parts. USA S cott Johnson , 932-6th Street, Clarkston , Washington 99403 USA. P h o n e 509 243 4988 Fax 509 2 4 3 4 935

Tony Barton, 1 845 Viola Place, Sierra Vista, A r izo n a 85635 USA. Phone/Fax 602 459 6305 Tony Covelli , H ang Glider Road . E lle nv ille , NY 12428 USA. Phone/Fax 914 647 10 08 CANADA Bob Loude n , A irborne Can ada. 1764 Cedar Hill Cross Road, V ictoria BC. Canada. P hon e/Fax 604 477 2 4 61 AUSTRALIA Airborne Aust ralia, 22/30 Kalaroo Road, Redhea d, NSW 2290 Australia. Phone +61 49 499 199 Fax + 6 1 49 499 395

JANUARY 1995

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

TOTAL

INSURANCE INFORMATION The cost of the insurance is included in the full membership fees with the memher 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. lJSHGA'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) 63,2-6417

(11/93)

s HANC CLIDINC ADVISORY Used hang lw disassemhled bclc,rc should first time inspec1,·d c,rcfiilly f,,r hell! or dcllted dowlltuhes, milled lmshillgs, hcnt holts (espc cially the heart bolt), re-used Nyloc llllts, loo.sc 1himl1lc~, Cr;iycd or rt!Sll'd cables, tangs \Vith 11on-circula1 holes, and on Rogallos, s:lils badly torn or torn loose Crorn lhcir ·,mchor points front ;md h;ick on the kcl'l alld leadin!', IC in doubt, h,mg gliding

h;1ppy to give an

businesses will

opinion

on the condition of equipment you bring them to inspect. Buyers should sclccl equipmcn1 1hat i.s appropriate for their skill level or rating. New pilots should sec!, professional instruction from a USHGA· CERTll'IED INSTRUCTOR. ROG Al.LOS

AAA MOYFS CLIDERS New. All hrands used. Harnesses, parachutes, helmets, Afro USA, 1Vl1cropa1wl, C:1mrnl11s I (airspeed, a111oma1ic 11p 10 lJ') /lights, air pressure, more) Radios, mcrcl1'mdise & rnorc. (71 il) /77-7000. DREAMS CLEARANCE SALE All sizes, $500$ I ,500. Ravrn Sky SpDm (Ii I Ii) IJ/}-8800. DUC:I< I 80 50 hours $50. l Lirncss/chutc $.\00. (li08) 9/i/i.-0523. FORM lJLA I !iii Brand new, best offer over $2,000. ((,I')) 'i(,1 1009.

l ll'i\T 1/iS hcrory recondi1ioned sail, new mylar pockets, rip panels tightrncd, 11cw vc; cornpcnsa10r. New perf,rnnancc at half ,he price $1,500. Cemini I <,Ii $500, Moyes CTR I 62 $5'50. (708) .\2.'J-81:l7. - 19'!2, ilO l1ours. llluc, yellow, white. folding .speed bar$ I ,850. (602) 581-0 ,i 5.

I Il'i\T lli5

I !PAT l'i8 ( ;oorl rnndition $1,iJOO OBO. Ken U03) 27'l-T700.

1<2 lli5 ·- $1,500. Moves XS Ill ili2. $2,600. Moyes CTR 165 $200. Comer C:2 1/i'i $150. Comer CJ. JS5 $'i0. Duck 180 $100. Two Avsac Flii;ht Cear harnesses, lits 5' I ] " $ J'i(J each. 2.0 gore chute $100. Ball 65 I vario ((,I')) 9)5-4688.

MARI( IV 17 Excellent condition, low mileage, wheds included $?.,000. Never used Tracer harness $1t'i0. Never \lscd \Jvex medium helmet $2.00. (70(,) 2,IJ.(i.l68. MARK JV 19 $],500. (216)

Fxcellrnr condition, tri-larn LF. 120ii.

c;aragc kept, good condiMOYFS (;TR 162 VC tilll, $900. (IJO/) ;21J. 2845. MOYFS XS 142 - Crear for small pilot. llluc LF, flumcsceut yellow great shape, speed and han· dling, ltns, two extra dovv111uhc:s, one basctube $1,800 OBO. Jim (21 '5) <,5'.J/i,159.

HlRMUI.J\ lli5 1 ')lJ/i, /i').5 hom.s, likv new, extras $1,'JOO. (503) (,(,8.8206.

Very low hours,

I'm raking a beating at FORMULA

clean, king 1,200. (80 I)

Low hours, good condition pa1·;1CJHJ1C, hellllet, Roberts vario

MOYF.S XS 1S5 - Crear shape, must sell, best offer. Brad (ii I Ii) /i7l. 8800. FORMULA I 5/i :lYr-5572. llPJ\T 1/iS ')/i5,')8T!.

Crear shape $1,200 OBO. (209)

19LJ2, well kept $1,700 OllO. (LJOLJ)

MOYES XS I 55 ·- New upper & lower wires, new 1,df lines, mmcs with two sails. Recently inspected by Moyes C:alif,,rnia, very good condition $I ,GOO OBO. (310i li2980.l:l.

USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum. Boldface or caps $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs $25 per column inch. (phone numbers--2 words, P.O. Box-1 word) j photos-$25.00 line art logos---$15.00 (175" deep maximum) Deadline-20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue). Prepayment required unless account established. No cancellations and no refunds will be allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:

r.,

I I I

I I I I I I I I ILNumber of words: ·-· JANUARY 1995

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

MOYES XS 1(,9 ~- Super ship, like new $2,,500. (90/iJ 5l20Jl0. l'ULSE ')M l\rnnd new, never flown. l'ilo1 lcaviug sport. l,ime green LE, magenta & purple $5,}50 Oil(), Call Brnce at Kitty Hawk Kites (LJILJ) liiil Ii I 2/i, Rita ('JI 'J) Yl0-'i621 nir;hts. l'lJLSF I OM · New, little airtime, wheels included $.'l,000. New Tracer harness $/iOO. New l!vex lllcdi um helmet $150. l'amily has eliminated flying. ('70(,) 2Jii-(,:)68.

PUI.SL JO MFl'FR - 10 hours, ucw $2,500. I !arncss P,00. (407) li8'J· 2.581. PliLSF l OM -- /i() hours. Pictured in ";\ Training Odyssey" last issue $2,500. Call Ceo fl (Ii I 0) Ii 116. RAMAlR l/i6- I lave rwo fc,r sale! !loth less than 2.5 hnurs, pcrFcct condition, with XC hags, extra down· rubes, no logos. !lest offer (:lOJ) ')33-71 lli or CJO:l) 932 ?lil7. RAMAIR IliG "Split WW", only 20 hours, ,1ssc·rn· bled in July '9/i. Still new, only $3,500. (71/i) 67556)6. RAM All<. J-16 -~ Red LF, yellow, blue, whire. 7. 5 honr.s airtime $2,200. Downtubc $55. Spare wingtip faring and air .scoop $50. l<u11 (JO})(,(, I -'JJ07. RI\MAIR l'i!i 7700.

20 hours $:l,2.00. l(en ()().'\) 27'.J

RA VFN 27,'! $650. Dream 1Ii 5 $1,200. 1<2 154 $1,800. (717) 86/i-.1448. SENSOR 51 OB I 60 --- l .ooks & !li,,s great! Only $375. Linrnln ((,19) 4JIJ-24LJ7.

I I I I I I issue and run for _.._________ consecuBegin with _--···----money order U, is enclosed in the amount of tive issue(s). My check I I I NAME: I ADDRESS· I I PHONE: I USHGA, P.O. Box 8300, Colorado Springs, CO 80933 (719) 632-8300 I Wanted Towing Videos Schools and Dealers Ultralights Rigid Wings Publications & Organizations Paragl'lders

ifi SENSOR 51 OE Excellent condition, 30 hours $1,800. SENSOR 51 OA- w/v.g. and half ribs, very good condition $500. COMET 1165-good condition $250. (215) 322-1029. SENSOR 5 IOE Beautiful sail, awesome colors, great shape. Sell quick $950. (406) 721-6056.

EMERGENCY PARACHUTES A llEST BUY! $265, never deployed, new bridle, bag (PDA's $300). Inspected and repacked, all sizes. Fully Guaranteed! Colorado Hang (;tiding (303) 278· 95(,G.

ALL BRANDS SKYHAWK 188

Raven 229. (612) 688-0181.

SPECTRUM 165 Immaculate, <2 hours, folding speed bar $2,500. (719) 380-0959. SPECTRUMS & VISIONS Bought-Sold-Traded. Raven Sky Sports (414) 473-8800. SPORT 167

GOOD SHAPE. (916) 6625315.

SUPER SPORT 163 50 hours, blue/magenta $2,100. Scott (310) 597- 1758.

ARIZONA

l nspccrion and inspected and paraswivels insrallcd. AIRTIME OF SAN FRANCISCO, %20 Wawona, San Francisco, CA 94116. (415) SKY- 1177. WINTER SPECTAL!! $15 repacks. Professional maintenance by factoty ma.ster technicians. swivels, new bridles, any other required repairs. Parachurcs by orhcr manufacturers OK with instructions. Call Abraham for details at (909) 2451734 days, (')09) 245-2770 nights.

TRX !60 Full race, one season. This glider is very clean ,md flies sweetly $2,900. Jersey (G 19) 793·3li32. VISION ECLIPSE New wires, Z3 harness and parachute, two watt two channel radio, Lambie Lid helmet, wheels, water bottle. Friendly glider, great beginner package$ l,500. (610) 604·0869. VJSJON MKIV 19 Trilam LE, speed bar, one hour airrime, ml/whire $1,750. (G02) 99Vi874. VISION MKJV 19 lligh Energy harness, hclmer, Roberts vario, reserve chute. Complete package $1,900 OBO. (714) 7G0-0463.

ARIZONA ! JANG CL!DfNC CF.NTFR The only Full rime in the state! Dealer

major bra11ds.

training program

extensive tandem instrucrion. We can teach you in less time, sec whar a difference foll service (602) lil iii.

DESERT !!AN(; GUDERS ··- USHGA instruction. Supine spc:cial1s1s. 4319 W. (;kndale, AZ 8'i504. ')18-9550. SAl'ARJ Sl<Y TOURS ry. (602) 56G-8026.

PARAGLIDFRS TRADE YOUR GLIDER! ... \Y/c need clean used gliders! lmmediarc delivery new Ram Airs, Klassics, Super Sports, Pulses, Spectnuns. Call Matt, l.ookom Mou main Flight Park, (800) 688-LMPP, (706) .398-.3541.

ROCKET CfTY AIRSPORTS vice and certified instruction Curley, Alaharrn\. 1:or information send SASE to 301-A Franklin Street, Hunrsville AL 8801. used cquiprncn\. (205) 880-85 I 2, (205)

ALL BRANDS Ncw/nsed paraglickrs, most hrnnds $800-$3,000. Colorado Paragliding (303) 278 .. 956G.

ZONIE HG

$500+. Instruction, tandems. ALL NE\Y//USED California (909) 654- 8'i59. ARKANSAS CHALLENGER C 2.5M <20 hours, and speed risers, new $:3,695-demo $ l ,li95. 33M-/O hours, high performance wing, new $3.SOO. demo$ l ,.'395. Dealer dose our. (7 I 1) li95··8051.

OZARK MOUNTAIN 1-IANC CUDERS service and instrucrion. I GO Johnston Rd, 72 lli3. (501) )79-2ii80.

NEW PARACLlD!NG RESF.RVES Brand new 20ft PDA Skyangel PG reserves $385. (303) 278· 956G.

SAIL WINGS Lessons, sales, Towing, foot-·launch. PO Box 559:J, l.irde 72215. (501) G63-J 16(, phone/fax.

SPACE 2.4 ( ;ood condition, low hours $1,600. (408) 247-2ii5l.

CAT.ll'ORN!A

A BEAUTll'lJL UURALIGHTS

VISIONS &: SPECTRUMS Bought.. Sold-Tradcd. Raven Sky Sports (414) li73-8800.

\Y/W HPAT 158 (619) 561-1009.

Excellent shape $1,800 OHO.

XTRALITE 147 (316) 697-2425.

Sale or trade for Klassic 155.

COLORADO HANG GUDINC \Y/INTER CLEARANCE & CLOSEOUT USED 24fr TANDEM RESERVE ................ $350 TRAINJNG HARNESS ............................... $100 NEW PARAGLIDERS ................................. $800+ NAS DEMO, USED VARIO/AJ:r ............... $220 ROCKlff WJ'r!-1 RESERVE ........................ $700 COMMERCIAL TOW WINCH ................. $950 MAXON 120 WATT CAR MOUNT .......... $650 EXCEL !60 ....................................... MAI<E OFFER COMET 165 FOR PARTS ............... MAKE OFFER PHOENIX 6D NEEDS PARTS ....... MAKE OFFER LT DREAM 185, 220 115 ................ MAKF. OFFF.R SPORT 150 FR ................................. MAKE OFFER PROSTAR 160 ................................. MAKE OFFER COMET IT l GS ................................. MAKE OFfl<'.R HP I[ 170 .......................................... MAKE OFFl-:R Colorado Hang Gliding (303) 278-956G.

Yout own BACKPACK POW .. BUILD/HY ERED PARACHUTE for fon/profo. Takes off from level ground unassisted. Safe, simple, inexpensive. No licensing required. Derailed guide a11d somce book for beginner includes info on plans to build yours for as little as $900. Now only$ J '). 95. Easyl/p, J 089 Medford Ccnrcr 11244g, Medford OR 97504. JEFFERSON AERO SPORTS Trikes and wings. Sales, accessories and trninin~. Info pak $ J 2. 15120 Skelton Rd, Jefferson OR 97352. (503) 327. J 730. WANTED WANTED Used hang gliding cquiprncnr. Gliders, instruments, harnesses and parachutes. Airtime of San Francisco, 3620 Wawona, San Francisco, CA 94 I 16. (415) SKY-J 177. SCHOOLS & DEALERS ALABAMA LOOKOUT MOUNTAIN FLIGHT PARK ad under Georgia. (800) G88·· I .MFP.

Sec

narion. On-site training hill and tandem rnstru,rnc,n using dw new dual purpose, lighrweigh1 c;,rbon XTC: 205 for borh (fly tandem on the same glider use on the training hill). New/used gliders, cqL11p1nc11t in stock. Huy/trade used gliders/gear, repair. Cct UP. 2800 Torrey Pines Scenic Jolla CA 92()37. (G 19) 452-3202. ACTION SOARJNc; CENTER In Lodi Stockton. Personalized US! lGA cerri/Jcd instruc:tio,11, sales and service. Emphasis on special skills, niqucs, launching & landing. Demo's. Ask abour cli11ic. (209) .368-%G5. AIRTIME OF SAN GLIDING & PARAGLIDING. Complete, fon, USHGA ccnificd training program. ,v"'"'1""" clinics & ground schools. ALL MAJOR'"'·"'''"-''''' Quality airframe and by technicians. l'arnchutc hand gear (buy & sell). Rentals Ncxr to hmston. The only fit]) service shop in San 3620 Wawona, San Francisco CA 9/i 11 G. (Ii 15) 1177.

HANC Cl.lDINC

ifi Cl IANDFLLF SAN FRANUSCO, INC Comp!c1c hang gliding and paragliding sales, service and instruction since I')l.l. Northern CaliCorni,1', mo~t cornp\c\c New and used cqu ip 111c1H and demo's, clinics and tandem Ste F, San Rafocl CA lessons. 15')5 E Francisco 91')01, (lil'i)C;UI)!NC.

FLORIDA

Sell

A CENTRAL l'LORIDA HYERS - Teaching gliding in l'lorida for I Ii yc,irs. l ligh alrintdc tan<krn hoJt tow and ac.:rotow instrunion, and foot la11ncltcd training. T,rndcrn lligh1s >20 min111cs, >;,,000 ACI., allowing mosr s1udcnts to solo ,if1cr less 1han 15 tandem flights. We arc tlw oldcs1 school in

COMPACT WlNCS PARAGLIDING ·- Tandem, Class II! c,Tt if;ed instrnctor. All major brands. Yeat round flying. llrn Southern California site. (909)

Florida and the only one 1h,n olfrrs complete, rc,1son· ably priced instruct ion and sales and service for all major glider and equipment manufoctmcrs. Call

6S4--8S5'J.

(li07) 89iJ-57 I 5.

!'LICHT SYSTEMS New location. Dealer fo1 the BIG TJIREI,. Wll.l.S W!NC, PACIFIC AIRWAVE ,rnd MOYFS. All kinds of ;iccessorics. I nnders1and

HANG GLIDING ,,,.131(fCLING

i-he cxisi-ing piloi-~ need to get ;1 sweet dc;tl! 1 need

HJI.L SFRVJC:F SHOP Loca1cd al 1he base of the mountain on l!wy 71. D,:alcrs of Moyes, UP, Paci\ir, Flytcc, Ball, I ligh Fncrgy, Avoccl & more. Cill for free '1rca inf,, pack Oprn daily 9-6. Rcn1als available. Visd & Mas1crcltarge accepted.

trade-ins. C:all me l:i.s1. "I'll cat ;1 hnf,." DAN SKADAL Gil l•LIGIIT SYSTEMS, I 'J151l F. I<atclla. Clrangc CA 97,667. ll 1 (ncw)639·7l77. IIANG GI.IDER l'Mi'ORJ!JM lkst training hill in 1ltc westl Full service h,rng F,lidinglparagliding shop, csublishcd 1971. PO !lox 41.l.J'J, Santa Barbara CA 'll I liO U:3'J, (80'i) %'i-l!.l:l.

PA~fll'!illDIN<i

World bmons l lang Cliding !'light 1',nk

909674-2453 31401 Riverside Dr. Lake Elsinore, CA. 92530

Tl IF I IAJ\C C:I.IDINC C:FNTFR Loca1,·d in lica111i{,tl San Diego. USI lC1\ ins1ruc1ion, cqnipmcm rentals, local

i-ours. Spend yo1Jr "vini-cr vacation

/lying wi1h 11s. pro11dly olfrr Wills Wing, l'acilic Airwavc, 1-ligh Energy, Ball and we rn:cd yo11r med cq11ipmcn1. PO Box IOit'J, Lakeside C:;\ '!2010, (61 ')) 'i(, 1-100').

LAI<F FI.SINORE WlNDCYPSY -~. Airwave, Moves. Call f,n site inf,,nna1ion. (909) 679-8991. MISSION SO;\RJNC (:l'NTER gliding community since 97:L J

premier training site \Xie

and comforral,lc trainshop fc,n uring a large oi" specialized equipmclll. New, used and demo, Wills ,rnd PacAir gliders in stock. Track-ins arc welcome. Demo ;111 the lint h:irncsscs in our custom sirn11lator. 1116 Wrigley Way, Milpitas (near San Jose) C:;\ 950:15. (it08) 262 1055.

TRUF I'IJ(;JIT !11\NC CIID!N(; & SOAR.INC SCI 1001 - The shop al world Etmous Kagel mountain in Los We offer US!lc;A certified inst-rw.:t-ion and sales of rnost all major hrands of hang gliding cq11ipmen1. Our shop is fully stocked wi1h pans and ;1cccssorics, rental gear and all cross counny

HlCI I ADVl'.NTURF I Lrng paragliding school. Fquipmrnt sales, service, a1 Southern CiliCornia'.s mile sire, Crestline. USI/C;\ Instructor Rob 1v«. 1"""·1L". By a1,pointrnc11t year round. (909) 883-8488.

gear. We have a sewing shop in- house tha1 makes the MANTIS harnesses. We ,ire the mos\ complcrc full service shop in the Los area and we have been pilots for over !1f1ecn 13525 Eldridt\e Avctrnc, :alifornia 9 Uli2. l-800-891i-5133, fox (818)

WINllSPORTS

by more

WALLABY

minute!; Cro1-r\ LJ\X.

since 1971. Fifteen to Sylmar) c:rest\inc,

Elsinore and training sires. Vacation training, flying and glider saks packages including lodging and rentals. The most popular i)idcrs and equipment, new and used in .110ck. Trade in your old eq11ipmcn1. :l2'i sunny d;iys each year. Come fly wi1h us! 16lli'i Vinory Blvd., Van Nuys Ci\ ')iii()(,. (818) 9880111, Fax (818) ')88-1862.

ACF.S 13 TO Tl llAVF LFARN.EDTO FLY I !ERE YFAR ROUND SOAR INC Ol't;l\! 7 DA VS A WEEK 8 Mll.F.S l'ROM DlSNEY/ORLANDO

611 instrncwrs Adv,rnced R,1ted & Certified Tandem. Demo all rhe la1cst Moyes f1ying machines. Rcnuls, sales, s:-or;igc, ratings, X-C rcuicv;1b.

C1m11ing, swimming pool, climbing wall, picnic. Great scene for family and friends.

Read its in J IANC: (;Lf[)JNC, Aug. 1991. J<ITPI.ANI:S, Jan. I 995, Sl<YWINC:S and C:ROSS COUNTRY Plc:1sc ask 1ts for rcforcnccs in your area. (813) lt21J 0070 ~- Ranch phone & fax Evenings (/i07) 896-7311

State of" 1hc Art• C:onscrv,11ive l'l.C)R]l)/\ I IANC CI.IDIN(;, !NC: FLYil\'C Fl.ORI DA SINCE I ')71

IOOKO\IT MOl/NTi\IN FUCl!T !'ARI< Nearest hang gliding mountain training cenrci ro

Florida. Sec ad under Ceorgia.

NO MORE BUNNY... THE HILL WITH IT!

WE l lAVE .- The most advanced training program known to hang gliding, reaching yon in half the time it takes on the 1raining-BUNNY HILL, and with more in-fligh1 air 1i111c. YES, WE CAN TEAC:11 YOU FASTER AND SAFER. For y,·ar-round train· ing fun in 1hc sun, call or write Miami llang Cliding (305) 285-8')78. 2f,li0 S Hayshmc Drive, C:oconut Crov,·, Florida Tl 133.

CONNE(:TICUT MOlJNT1\IN WINCS JANUARY 1995

Look under New York.

ifi

GEORGTA

NEVADA

LOOKOUT MOUNTAIN J:LICI IT PARK America's II 1 hang µ;liding school, since 19'78. l'ind om why i<,ur times as many pilors earn their moun·· rnin wings at l.ookour! Complete certified training· first day to mounrain soaring, best facilities in USA. We wrote USHCA's Official Flight Training Manual! Our specialiy customer satisfaction. Lesson packages, ratings, glider rentals. Largest invcmory new/used hang gliders, equipment. Complete sail/airframe repairs. Camping, swimming pool. Send $2 for infor .. mat ion. Route 2, Box 21 S·H, Fawn C:/\ .30738 (20 minutes from Chattanooga, (800) 688 LMFl', (706) 398·.3'5/i J.

Sierra rours our ty USH(;/\ certified school and ratings. l'acifJc Airwave, Wills Wing. \JP, Enterprise Fly the Sierras with a foll-service shop. %50 Way, Carson City, NV 8')'706 (702) 88,3 .. '70'70.

ILLINOIS RAVFN SKY SPORTS (312) 36() .. 0700 or (708) :l60·0700. Please sec our ad under 'WISCONSIN.

NEW JERSFY NORTII CAROLJNA MOUNTAIN WINC:S -· Look under New York. NEW MEXICO CROSSROADS WI NDSPORTS Located 011 the awesome Hobbs lnclusttial Airpark. Offering platform Representing 392 8222.

INDIANA

UP OVER Nl·'.W MEXICO Instruction, sales, scr· vice. Sandici Mountain guides. Wills, Pacific Airwave. /\lbuqncrque, NM ('iOS) 821 ·85/ili.

JJ MITCHELL

NEW YORK

TANDEM. UP, Pac/\ir dealer. 67:l.} Col1Jmbici Ave., Hammond, IN lr6.32/i (219) 845,2856. KENTUCKIAN/\ SOARING ... Sec ollr dispby ad.

RAVFN SKY SPORTS ..~ (41/i) li73-8800. Please sec our ad under WISCONSIN. KANSAS PRAIRIE JIANG GLIDERS Bed & breakfast. Full service school & dealer. Creat tandem instruc· tion, towing & XC packages. Cl 16) 697· 2"iT7. MICHIGAN PRO HANG GLIDERS J would like ro say THANKS to rhc flying community for a great response to my services this year so far. If I can serve you, it would be my privilege. Michigan's most expc· rienced school, teaching 1 years. Advanced Instructor, Examiner, Tow Adminisrrator. Beginner· advanced instruction. Step tows to 2,000'. Ratings, gliders, equipment. Contact: Norm Lesnow, (81 O) 399.9433, 569 W /\nnahelk:, I laze! Park Ml 48030. TRAVERSE CITY HANG GLIDERS/PARAGLID· ERS FULL-TIME shop. Certified insnucrion, foot launch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Corne soar our 450' dunes! I 509 E 8d1, Traverse City Ml li9681J. Call Hill at (616) 922.,2844. MINNESOTA SPORT SOARING CENTER/MINNEAPOLIS lnstmcrion, equipment dealers for Wills Wing, l'acilic Airwave &. Edel. ((,12) 688,0181.

FLICJIT S\JSQlJEllANNA PARK Cooperstown, NY. Certified Instruction, Sales and Service for all major manufacturers. /i() acre park, 5 trnining hills, jeep rides, bunk house, camping, hor showers, 600' NW ridge. We have the best facilities in N. New York state to teach you how to fly. RD 2, Box 3/i8A, Coopcrsrown, NY I 3526, (3 J 5) 86(, .. 6153.

MOUNTAIN AAA SOARINC: CENTER WINGS INC. at rhe base of the ELLENVILLE MOUNTAIN. Full time professional, certified hanrs gliding and paragliding instrnnion. We have been the largest, most complete hang gliding center in rhc NE for the past J 4 years. Dealer for Pacilic /\irwavc, UP, Seedwings, Emerprise in the cast for Bright Stars . We also offer Edel, High Energy, CC, Second C:hanrz, Ball, Flyrec, Cloudbasc, l.itek, Alinco, Maxon, Brauniger, Kenwood, lcom, Yaesu, Gl'S systems, Wheels, Uvex, Reflex, Trek, Air. We stock /i,l] face helmets, books, varios, hand fairings, rubing, speed bars, parachutes, camelbaks, liquipacs, clothing, gloves and more. We offer expert repairs, inspections, sewing, hcirncss mod-

COROLLA FLIC:HT America's most experienced tandem !1ight instmcior, tcacl,es utilizing t\TOL and Double Vision. Call or write for information C:rcg llcWolf, Corolla ]'light, PO !lox 1021, Kitty Hawk NC 2/lJ/i'J. (')19) 261,6166 KITTY HAWK KITES, INC P.O. Box 18:19, Nags !lead, NC 27959 (919) 4/i1-li!24. Learn to hang glide on .Jockey's Ridge, tlie sand dune on the cast coast, ju.11 south of the Wright Brothers' first flight took place. Beginner and advanced lesson p,1ckages and camps offered. Advanced tandem row instmction, 1500 fr. plus up. Dealer for all major brand gliders, complete inventory accessories and parts. of' new and used OHIO Ccrrir,ed NOH.Tl 1 COAST lI/\NC CLlDINC Instruction. New & used Specializing in Pacific Airwavc gliders. Mike Del Signore, 19 l <, W. 75th St., Cleveland, OH. li4102 (216) (i,3]. 1144. PENNSYLVANIA MOUNTAIN TOP RF.CREATION - .. CeniFied instruction, Pittsburgh. (Ii 12) 69'7·4/i'7'7. C'MON OUT AND PLAY!

ifications, repacks, towing) tandems, sc111inars and lCP clinics. We specialize in first mounrain flights

MOUNT/\JN WINGS

with three radios. Jnfo 011 flying Ellc11villc other nearby sites. Demos in stock. Mounrain YOUR ONE STOP HANG Gl.lDER SHOP. 150 CANAL STREET, ELLENVILLE NY 12li28. (914) 647,3377 OR 1 800,525-7850. Visa, MC, Discover. Caralog available. Same day UPS on mail orders. Civc us a chance ro beat any legit price.

TENNESSEE

fl.Y HlCIT HANG CUDJNC, INC. Serving S. New York, Connecticut, Jersey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instrnction. 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 tow· ing 1 Tandem flights! Contact l'aul Voight, 5163 Searsvillc Rd, Pinc Bush, NY 125(,6, (914) '71Jli,331 '7. IKAROS SPORTS AVIATJON - NYC's only certi· & paragliding school. Also ficd hang Pararnotors, Aero and Microlites. Full service and equipment at best prices. Exclusive MOYES deal· er . .Storage available. (718) '1'7'7-7000.

I .ook under New York.

At Raccoon Mountain. Private ALPINE LODGE rooms, bunkho1Jse, jacuz,i, pool. Work program. ((, 15) 821-2546 Chattanooga, Chuck or Shari.

JlAWI< ATRSPORTS INC P.O. Box 9056, Knoxville, TN 379/i0,0056, (615) '>33·9296. Hang Gliding and Windsoks. LOOKOUT MOUNTAIN FLICIIT PARK ..~ Sec ad under Georgia. TEXAS AAS. AUSTIN AIR SPORTS

Certified insrruc·

don, sales and service for mosf major rnanufacturcrs.

Tandem insm,ction available. Tow-· launched training progr:irns for Hang ].. Hang JV pilors. Mountain flying in Mexico year round. Write to Steve Burns at I 712 Waterson, Austin TX '78703 or call Austin (512) 47/i · 166'), lfousron (713) li'71· 1488, or San Antonio (21 O) 824·· 1803.

HANC GLIDINC

s K!TV ENTERPRISES - lnstrnction, sales, repairs, lowing and foot launch. DalL1s & North Texas area. 211 F.llis, Allen TX 75002. (21/i) :3')0-9090 anytime. Dealer, l'aciflc Airwave, Wills Wing.

RED RIVER AIRCRAFT - AUSTIN ('512) li67 25?9. FT. WORTH (817) 921 69'57. Qnality instruction, tours/g11idcs/rowing/glidcr service, Texas' leading Paci\ir and Wills dealer. ~ 81 l Red River, Al!S1i11, TX 78751'*':-3108 Frazier, Fr. Worth TX 76110. Area's OLDEST Wills TOTAL AIR SPORTS Wing dealer. C:enifo,il instruct ion available. "I only DFAL with Wfl .I.S". 6354 Limestone, I Iouston TX 77092. (7U) 956-6lli7. PARTS & ACCESSORIES UTAH NEW! Pilot version now available. I lighly accurate temperature compensated altintcrer to 60,000 Fccr in IO foot increments. Records your highest altitude and best climb. Displays temperature, barn111c1ric pressure and

RFHF.L WlNCS HANC CLI!l!NC t ifled instruction, Operations conducted al B,1t1e1 Ridge and Jedi Jump, Dealer for UI', PacAir, 1ligh Energy, Ball, NAS. Mount,1in tours, service & repairs. Contact Mark Knowlckn (80 I) 882-/0li2.

trends.

SOUTIIWIND HANG GJ.IDlNC USH( :A certified, tandem insrrucrion, advanced, ycaround so,rring, XC clinics, \JP, l'acAir, Airborne, J ligh Energy, Ball, Bucker. Call Boh Schick at (80 I) :l'i9-(,0.%.

lJl' SOARINC CENTER - Full service banr; gliding & school. USI !CA cenilicd insrruc1,yc,ar-ro,rncl) ai the nalion's n1ost consi.stcni-ly site (minutes away). New/used gliders, ment in stock. Buy/trade used gear. I\ 111'ir,,me/,",r repairs performed at factory. Mounrain clinics, t;rndcm, ratings, ]CP's, rentals, .scmi11~1rs) pi!o1s lounge/videos, near-by camping/morels. 12665 S. Minurcman Dr,,, Draper UT Wi042 (20 minmcs from Salt Lake City). (801) 576-6460, fax (80 I) 57(,,(,/182. MC/Visa accepted.

ABANDON !Nl'ERIOR llFLMFTS' - New Jim Lee l.51b f,ill face hclmns offrr S1a11dard full face as welt as innnvarivc retractable "Arc'' chin-guard model. Unlike cheaper helmets these made with woven fabrics of carbon, kcvlar and epoxy impregnated fiberglass, These arc the only U.S. made helmets that passed preliminary DOT strength tests! Rcmov,t!,le/washabk liner. Arc rnodcl-$300, standard-$2801 Visor-$30, Free catalog. Promotions l/nlirnit,·d, 8181 Mission Corgc Road, Snite I, San Diego C:A 'J2170--1Ci00, (61<J) 22<J-OO!i8.

,m·

l't1l!y adjusr;,ble wristb,rnd can be worn over yum flight suit for quick accccss and easy viewing, The only light aviation instrument that can record total ven ical feet. All fi111crions in Imperial or metric Only $120 includes U.S. continental shipping within 2/i hours,

Visa/MC accepted. SATISFACTION GUARANTEED! .30 DAY MONEY BACK, 2 YEAR RFPLACFMFNT WARRANTY. Call Owens Valley So;uing (619) 387-2673.

WASATCH WINGS~- US! !CA certified hang gliding school, dealers for Wills Wing, Moyes and Pacific Airwave. Flight operations al Point of the Mounrain. Call Cordon (801) IO!i2.

VIRGINIA KITTY HA WK KITES~-- Sec North Carolim.

BEST 12" Wl !FELS AVAIJ.ABLE SILVER W!NCS, INC. -~- Certified hg/pg insrruc· tion and equipment s:1lcs. Proudly rcpresc:nring Pacific Airwave, Wills Wing, Seedwings & UP. ('70'3) 5.3.'3· 1%5 Arlington VA.

WISCONSIN

RAVEN SKY SPORTS l !ANC CLIDINC AND PARACUDING l:.\l'gesr and most popular in the Midwest. Traditional curriculum, ridge soaring, mountain clinics, ;icrotowing &. tandems

hy Brad Kushner.

for all major brands. l'O Box 10 I, Whitewater \Xii 53190 (Ii! Ii) liTl-8800.

]ANlJARY 1995

ALL NFW lJLTRA-LlC:I IT LAMBIE LID The lightest, most comfortable h,ing glider helmet. /\eroclyt11anHc, low wrhulencc, low drag shape. Jl ightech Finish is clear resin over the gold/black weave of the super-strong ctrbon/kevlar onter shell. Open face, only 12 oz., price $160. lnregral /idl face version, only 17 oz. $19') includes headset installation. Measnre around head ,rnd from botrom of car .. lobe over top to bottom of earlobe 1,n custom fit. From the dcsi[\llC'I', Jack Lambie, 8160 Woodsboro, Anaheim CA 97,807. l'hone ,md fox (714) 779-1877.

Super lightweight, a must for training, tandem in bushings. Only USA-built 12" quantity discounts. Immediate delivery. Lookout Mountain, (800) 688-LMFP.

your support and patron-· Tell the1n you saw their ad in Hang Gliding.

n.i tn.,~·rmal

$i5 eacfi

o$3 s/h (1-3 shlrls)

"$4.50 (4• .h;rl.) USA & C..M<la

•fnf1 ~ ""'1l• Fax "''

PO USHGA Box 8300 r. Colorado Spr;nqo CO S0933 (719) 632-8300 f3x 632-6417

O"'"'

..:.-.... . ..-

,----~

Photo By Reto Schaerli.

Photo By Kevin Kratina.

- .• .;,

Please rush me _ _ 1995 USHGA Hang Gliding Calendar(s) at $9.95 each.

stupp11J1qquant1tv sh1ppmq 1-3 $3.50 4-6 $5.00 7-10 $6.00 m the 48 states. we pR€r€R to Ship Via ups. canaba & mex1 co a<)<) $.75 PER caLEnOaR. mt'l SURj:.\C€ aOO $t.50 pER calenOaR mt'l an~. aoo $5.oo peR calenbaR

visa o~ m/c (circle one)

Calendar Subtotal$- - - Colorado residents add 3io tax $- - - -

# _ _ _ _ _ _ _ _ €Xp._/_

11 \')U'! 0 " \-0\l.1>

s1qn._ _ _ _ _ _ _ __

\-ll.'""t,1

Shipping ( see chart) $- - - TOTAL (Payable to USHGA) $_ _ __

nallle~~~~~~~~~~~~~~~~~~~

StR€€tabbR€SS _ _ _ _ _ _ _ _ _ _ _ __

city ________ state _ _ _ zip _ _ __ MAIL TO: USHGA, PO Box 8300, Colorado Springs CO 80933-8300 Phone: (719) 632-8300 FAX: (719) 632-6417 -

new life for your equipment cash in your

a deal! 10-CI !ANNE!. PROCRAMMABLE MAXON SJ> 2550 5 wart two-way radio wirh charger. Three lJSl )CA, three weather, four programmable frcqucn· cics. Durable, rugged, easy to use. Nicad battery (typi cal 10 hour). Pilots /11 choice! Special $31J9. Additional opt ions available. [ .oolwut Moun min Flight Park, (800) 688-l.MFl', (706) 398-35/i 1.

BOLT-ON WI !EELS Best removable intcrnmliate/advanccd wheels. Sturdy, tough, (," diameter. Won't pop off basctube like snap-on's. Separate hub has hole for VC string though it, remains on base· mbc. Removable wheel halves screw together using thumb screws. $99/sct, quantity discounts. Immediate ddivet-y. Lookout Mountain Flight Park, (800) 688· LMFI', (706) 398-354 l.

CLOUDHASF HARNESSES Quality harnesses at a great price. Fxamplc: COCOON $250. Buy direct and save money. Other designs available. Custom crafted harnesses since 1972. Cloudhase/Chris Smith, RR 1 Box 660, Rising l'awn CA 30Tl8. ('706) 398-

3%/i.

CAMERA RFMO'J'F 20', fits most cameras. Snaps on over existing shutter release. $4 5 (ask about our introductory $IO rebate). Tek Flight Products, Colebrook Stage, Winsted CT 06098. (Camera not included.)

HANG GLIDER CAMERA MOUNT Shown on 2-112" tttbe, $:39.50 includes shipping. TEI< FJ.JGHT PRODUCTS, Colebrook Stage, Winsted C:T 06098. (20:l) 579-1668 (Camera not included). CC-2000 f IARNESS ~·· Single suspension, red, f;lid er storage hag. Two camelbal, pockets, radio holder, tow loops, 5'6"Sl0", used only 6 times $500. Call Richard (31 O) li3ii 1190.

Fl.TC! IT l oc; SOFTWARE Record your flights, calculate great circle distances and choose various sons and filters for subtotaling and reporting your logged flights with this "easy 10 me" compmcrized log book. Ideal for individual, club and competition lop,s. PRICES: $28.95 Windows version, $24.95 DOS ver· sion, includes s&.h. Clo11dbmst Computer Works, 20120 Broken Sabre !.,me, Monumem CO 80132.

HIGH PERSPECTIVE WHEEI.S,-REAJ, LIFE SAVERS! 12", light, rough. Pits all gliders. Send $37 + $3.95 shipping per pair to Sport Aviation, PO Box I 01, Mingoville PA 16856. Ask ahom our dealer prices.

KENTUCKIANA SOARING

MINI VARIO

World's smallest, simplest vario! Clips to helmet or chinstrap. 200 homs on batteries, 0-18,000 ft., fast response and 2 year warranty. Great for paragliding too. ONLY $169. Mallcttec, PO Box 15756, Sama Ana CA, 97,705. (714) 966- l 240. MC/Visa accepted.

NAS RADIO A!RMICS System eliminates all need for microphone. Virtual hands free operation allows you ro talk and hear through a special patented car plug. Transmission and rcccpt ion is crystal clear because there is no wind noise. Satisfaction guaran· teed. Complete with custom car fit system. Mountable in ANY helmet. $135ca. (303) 278-9566.

YOU S!lOW US YOURS-· And we'll show you oms. Best prices! Radios &. more. Look fot our dis· play ad in this issue. (812) 288-7111.

HANC GUDINC

NEW lli\MFXAM No-Code Technician Test and St11dy Cuidc for the conqmter. Amateur radio licen.se study guide and test gener;ttor in Apple M.iclntosh or PC: Windows version. The fostcsr and l'asicst way to prepare for the Tcchnici;tn Cl,tss Arna\l'.l\r lbdio License examination. lJsl'd hy instnict-ors, vo!unrecr cx:1mincr.s and amatc11r radio cl11h.s nationwide. Cost $!iii. h,r more information call: 800 Yi\TESl<,.

From Mountain! ligh F&S CO. 5Hi 12th Avc111tc, Salt Lake UT 8/i l USA. 1-800-li68-8 i 85, local (80 I) 171, C1x (80 I) :l61i-6207. Major credit cards.

SPECIAL PURCHASE M,txon lwor'J'ckk2w, i LJSJJ(;Achannel$125 Yacsu Fl' I IR $350. Uvex aramid fi.tlJ .. face helmet 1]b oz $300. Optional visor, headset. Smoke br,mbs, as low as $Ii.SO. Signal mirror $8. Jack-The-Ripper knife $15. Silva with 111011111 $99. Oxygen systcm.s $150-$250. Camclhak lnflat,tbk J\crollo;trs & hardware to fit your glider $995. PENDULUM AEROSPORTS, INC. l-800-WF FLY XC i\LWi\YS JUST A TOUCII AWAY l'earnring a low profile PTT switch that "vclcros" over your index finger or glove for hand.s-,frcc radio operation. l ncl1Jdc.s headset, t'onnccrions and instructions. Two

styles available: stan,Lud kit for open-faced helmets and J'ull-focc helmcr style. Alinco, lcom, Kenwood, Maxon, Yacsu and other radios. Provide style and Call for dealer radio make ,1nd model when m .send $92 ,$5.50 ship ro: !'CC, PO Box 70.31, Tarnrna WA 98110/-0031. Ph/fox (206) 272-12/i:l.

most popular hang gliding rion, using world's strongest fiber. $299. quantity discounts. (800) 688-1.Ml'l', ('106) 398-3541. FDS-70 31b competition EDS-180, hod, Owc11's $799. 95.

(with TR55), or V/\RIOS NFW AND USED -· Ball, Brauniger,

Flytec. Also, we have a good supply of' 652's and M50's. All in great condition, o{Ic,rccl at great prices 1 Lookottt Mounrain 1-800-688-LMFP.

QUICK RFLl'ASE CARi\BlNFR

$49.95. Extra ball lock pin, $79.00. l 0,000 lbs., dealers welcome, Thermal I ')li31-li l Business Center Non111·1c1r:e, CA 9 J:l24. (8 l 8) 70 l-798:l.

Wl' PAY CASH ~ For yom dinged tubing, or learn how to recycle it into dclightfol WIND CHIMES 1,,r fun and PROflT. Make an $8() gift for peanuts. Sat isfoc1iot1 guaranteed! l nstructions $10. MASSACHUSEITS MOTORIZED, PO Box 5ii2-C;, C:otuir MA 02635. (Ii 1J) TlG- 2ii26.

XCR-180, with remote on/off valve and NELSON flow control regulator & oximizer only $3/i9.95.

your classified

(719)

gladly ""'""'""'I-' . .

JANUARY 1995

ff' you take your frtn seriously, get the Maxx. Save 199 flights .. 58,000 darn points. Send a barogram to Mom. Call fox ro "poll" ours. Above All, 3'797 Wisteria Way, Corvallis OR 9Tl30. (SO:i) 752-69/i7, fox (503) 757.- 84/i9.

DON'T CET CAUGHT Li\ND!NC DOWNWIND! l.'5 oz. ripstop nylon, UV rrcated, 5'/i" long w/ I I" throat. Available colors fluorescent pinlc/ycllow or fluorescent pink/whi1c. $39.95 ( ,-$/i.00 Sil I). Send ro US HCA Windsok, P.O. Box 8300, Colorado Springs, CO 80'J:l3-8300, (7 \ 'J) G32 8300, FAX (719) 632 6417. VISA/MC accepted.

PUBLICATIONS & ORGANIZATIONS

THE fMPROVED WINDTALKER IV Uses an upgraded outdoor sensor, surge prorcction and heavy constn1ction. Many new foat11rcs. S1ill only $895. Litek (503) 479-6633.

BUSINESS AND EMPLOYMENT OPPOJl'll/NJ'J'll\S INSTRUCTOR PARAGLIDING !TlJNTFR Instruct paraglidcr srudenrs in proper flight proce·· chm,, techniques and s,ifcty tegnla1ions. Accompany swdcnts on training

b11

IAr<RY PUtMINC:f

DOWNWIND l'rom the early days of 1he 70's, to air of Owen's Valley, DOWNWIND is wi1h thrill and exhilaration ol' cross country for both pilots and 11011. adventure. The perfect pilots. SllARE THE A true well told. Available from USIIGA Headc1ual'lcrs only $10.95 (,$?. s/h). 1'0 Box 8:rno, Colorado Springs CO 80933.

OFFICIAL FAA SECTIONAi. And VFR Terminal Arca Charts. All areas, current (up to date New Airspace C\assif"ications). Sectional maps $7 each, VFR Terminal Arca Charts $Ii each. Add ship .. ping and (Cal. residents only) rax. Dealer prices. Airtime of S.I'. (Ii 15) '/59-11 Tl, fox (415) 759-1182. NEW FOR 1995 U.S. NATIONAL SITE GUIDE FOR HANG GLIDING AND PARAGI.IDING. Send a check for $48.50 ro: John I .. Byrne Ill, PO l\ox 404, Morris NY J:l808-0/i()/i.

Demonstrate techniques

for safe, assisted and nnassis1cd rnke .. offs, turns, maneuvers under diHercm wind condirions. Explain operation of canopy, proper way of folding, storing and maimcnance. Civc prohcicncy tests al termination of the training. lj() hrs/wk, 10arn-7pm, $9/hr, !IC grad, 3 years cxpcricnc;c on job required. Job order IINYOOO 172.0, DOT code 153.227 .() 18. Send resume/letter in dHplicatc to: NYS Dept. oC Labor, Community Service Ccn1cr, Suite 13C: Nonhway Plaza, Queensbury NY 1280/i, Atrn: W.J. DeDcll. LET THE GOVERNMENT FINANCE Your small business. (;rants/loans ro $500,000. Free rccorclcd message (707) li48-0270. (FY7). TANDEM INSTRUCTOR WANTED Sky Sports (Ii 14) li73-8800.

Raven

WANTED USBGA certified instructors. Immediate full and pan rime positions. Year round instruction using the most advanced ITclrnology. Excellent salary opportunity. Send resume to Mission Soaring Center, 1 I 16 Wrigley Way, Milpitas (near San Jose) CA ')5035. (408) 262-1055.

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

Hang (Jliding.

HANG GLIDING FOR BEGINNER PILOTS by Pere Cheney. The Official US! ICA Training Manual, NOW IN ITS SECOND EDITION. Ovct 260 pages, with more than J(,() casy-t<H111derstand illustrntions and photos. Your library stans with this hook! $29. 95 (plus $Ii.OD s/h) Colorado residents add :l'Yr, tax. SEND/FAX/PHONE TO USHGA BOOKS, P.O. Box 8l00, Colorado Sp1·ings, CO 8093.38300, FAX (719) 632-6/il'/, i'HONF (719) 632 .. 8300. VISA/MC acecptcd.

BAC l'T'! ff you dot1'r have your copy of" Dctrnis l'agen's PERFORMANCE FLYING yet, awtilablc through US HCA llcadqwmers $29.95 (+$4 s&h). SPECIAL NEW I'll.OT EDITION --1 Lrng Gliding & Paragliding magazine. Now available through USJIGA Headquarters. $1.95 each 1$1.50 s/h. Informative arricles and lot's of color throughout. SOAR.INC Monthly magazine of" The Soaring Society of America, Inc. Covers all aspccrs of soaring flighr. Full membership $45. Info. ki1 with sample copy $3. SSA, P.O. Box E, T lobhs, NM 882/i I. (505) :392 .. 1IT/. TOWING

HIGHER THAN EAGLES by Maralys & Chris Wills. The life & times 01 BOBBY WILLS, hang 1hc triumphs and tragedies gliding legend. of the Wills and the evolution of Wills Wing. S/11), sec preceding classi .. $19.95 hardcover ficd for USHGA BOOKS ordering info.

CE'!' READY FOR SPRlNC CUSTOM TOW SYSTEMS. Winches which bolt to your Mas1erCraft/CorrcctCraft water.ski pylon. Winches with ITtte autolcvcling. Winches that mount on your receiver .. type trailer hitch. Winches wirh et1gine; for outboard boats & trailers. llyclraulic winches and sta .. tic tow systems. Pitts, our $1,).95 PriceBusrcr Winch. LINE RECOVERY SYSTEMS guaranteed to auto· deploy only when you want it to. SPECDealer inquires welTRA row line at the best come. Barry Steele, Appropriate 971 Fisherman's Cove, Seneca SC 885-09li9.

HANC CLIUINC

ifi M [SCELLAN EO US

VISION MARK IV 17 Last seen September 17th, 199/i off a NE lndiaua country road. Black LE, rainbow sail. Bicycle hanclgrips on clownrubes, holographic chrome tape on kingpost & rear keel. Retractable rowing bridle w/sning-rclcase attached ro keel, bozo wheels. Audrey Fischer (3 l 2) 2:13· 5037. SPORT 180 Stolen on 29th, 1994, from somh of MANASSAS VA Route 28). Light blue LE, white/purple sail, has 2 dark pruches on left LE. Call John McAllister ('703) 662·8054.

TIil' NIW 199S MASON Tow release is here. Several changes have !wen made, giving the Mason rlw ability to hold 011 ro the tow systems and surging boat 10ws. The hcan the system is a longer pin, JHJW nwde of 7075, J'(, alu111in11m. This reduces die pin mass hy (/)t}h! line forces remain very low at ,111 tow tensions. a bargain ,11 $52. Srnd to: Mark 1Vlason, 12.l') Corrine, Idaho Falls fl) 8Yi02. (208) S;>•J.2106. TOW l.lNES SPECTRA.J lollow Braided Cold Stretched 2000' or 3000' I Reel Part SP<:lP.lO .. Sl'C:lVJ'ill .. SPCl\.1500 ... .SP<:nnou ...

.... 16,/li .. . .... 17~/fi .. . ... IN/Ii ..

...211/M ...<111/M ... 511/M

DACRON·llollow Braided ! !cat Set & Snctched l 500' I Reel llCC\H,50.... .. ....... 8Glft .. . ...<511/M

...dW/M DCC\\ 'JOO .................. ':H Iii .. . llC:CB· hOO.. .. .. ]()q /11. .. ...1211/M DC:Cll· 1.000 .. .... 17.,'flt. .......... 1711/M l'le,tsc allow 2·'.l weeks for delivery, fox orders to David I'. llndley, Brnidcd Products Division, PO Box ')5, llilltown 1'1\ 18')27. (7.15) 8D.. 1%8, fox (215) 8V58S2.. V!DEOS & FILMS

HANG GLIDING EXrRFME & BORN TO fl Y By J\dvcnrnre Video and available through US!!(;;\ I $Y1.')5 each +$4 slh. Crcat to your or for those sockcd·in days. gi!i for the launch potato turned couch porrito. "] !OW I)() TRIKES !'LY'" ·-· Trike aerodynamics, preflight, ground handling, flight demonstration, ks· Red Wing trikes, 28 minures. $29 check to: Ultralights, 2165 Xavier J\ve., Turlock California 95:382.

DREAM 2.20, DREAM l 85 & VARIOUS HG

EQUIPMENT-- Stolen along with car, on August "AEROBATlCS" -- l'ull color 2'l"x 31" poster foa. rnring John l kincy doing what he docs best·LOOPINC! Available through USHGA l-JQ for just $6.95 (1·$:l. 50 s/h). Fill that void on your wall! Send to US] !CJ\ Acrobatics Poster, PO l>ox 8300, Colorado Springs CO 809:l:l. (USA & Canada only. Sorry, posters arc NOT AV J\l l.J\BLl\ on international orckrs.) SPECIJ\L.J\crobmics poster&. Eric Raymond poster BOT\! FOR $10 (+$'.l.50 s/h). 1\IRPI.J\NFS i'cn hang glider pilots. Learn to fly rtirplancs. over possible XC routes, look for new sires front air, etc. San Carlos and Palo Alto airports. C:1'! Chris Bolting (Ii I 5) 726·6'S61. !IJ\VE YOUR ORDERED YOUR 1995 HG CALFNDJ\R YET? (71 'J) 632-8300 MC/Visa. VIDEOS BOOKS POSTl-:RS J\Pl'J\REI. Call LJSJ !CA for your Merchandise orckr form (719) 6:\2· 8300.

DON'T LEJ\VE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE IIANG GLIDING CLASSJ ..

FIEDS. CLASSIFIED ADVERTISING RATES The rate for classilied advertising is $. 50 per word (or group of characters) and $ I .00 per word for bold or all caps. MINIM UM J\D Cl-li\RGE .$5.00. J\ fee of $15.00 is charged for each line an logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LJ\RGER TUAN 1.75" X 2.25". Please uudcrline words ro be in bold print. Special layouts of tabs $25.00 per col·

umn inch. AD DEADLINES J\ll ad copy, instructions, changes, additions and cancellations musr be received in writ· ing 1 I 12 months the cover date, i.e. October 20 for the issue. Please make checks payable to USH CA Classified Advertising Dept. HANC CL!DINC MJ\GA'.I.INE, P.O. Box !;:JOO, Colorado CU 8093:3·8.300 (719) 632· 8300 or FJ\X (719) 17 with your Visa or Mastercard.

1st I 994, parking lot in TJ\HOE CITY. The car was recovered August 6rh completely torched. The follow· ing have not yet been recovered: 220 Dream, white sail, blue leading edge, Advemurc Sports printed in large blue letters on the undersurfacc of the sail; 185 Dream green sail with black srripe; High Energy trac er pod, black with yellow, purple, and green stripe; Ball M-22 vario; Jofo helmet with Yacsu headset ct1s· rom PTT; Yaesu 4 I ] .E radio; It PacAir apron harnesses 3 red, I blue; and other equipment too numerous to mention· REWARD. Wair Harrison (916) 583· U 17 or (702) 883,7070. STOLEN WINGS arc listed as a service to US! J(;;\ members. Newest entries arc in bold. There is no charge for this service and lost and found wings or e<Juipment be called in ('719) 632·.S:lOO or fax it in (7 I 9) for inclusion in Hang Gliding magazine. Please call to cancel the listing when gliders arc recovered. Periodically, this listing will be purged.

Adventure Video ........................... 30J7 AirBorne ............................................ 49 Airtek ...... ,.......................................... 37 Arai Design .......................................... 9 Aircorec .............................................. 18 Airtime of San Prancisco ..................... .4 Blacer ................................................... 2 Diego Hernandez ............................. ..47 Flytec ................................................. 37 I-lall Bros ............................................ 30 High Enert,iy Sports ............................ 37 l-ligh Level ........................................... 9 Just Kentuckiana Soaring ............................ 2 Lookout Mt. Flight Parlc. .................. 15 Pacific Airwave ..................... Back Cover Seedwings ........................................... 31

Sport Aviation Publications ................. .4

March

STOLEN WINGS & THINGS RADIOS Stolen from ED LEVIN/BIG SUR CA. Two Yacsn Ft4 ! IF two meter FM transceiver, serial numbers 21)583205 and ] LS] J 565, and a Realistic PTT speaker mike. Reward for info. leading to return. Call (717) 387· 7734 leave message.

JANU1\KY 1995

Trekking USA ...................................... 2 UP Sports ............................................. 2 USHGA ............................. .37,50,56,57 Wills Wing ........................................ 8,9

1 1995 USHGA Calendar - Beller than ever, buy one for a friend. Available in September. 10x13 full color .................................. $9.95 OTHER USHGA CALENDARS SPECIFY YEAR: 1994 1991 1990 1989 Excellent Photography- collect them all! .............. @ $1.50 **NEW** USHGA BARBARIAN RUGBY JERSEYS super heavyweight 100% cotton embroidered bold 4" ash/navy/purple/forest green striped, traditional collar or mock turtle neck. SIZES M L XL (XXL $45.95) ................................ $39.95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. SizEJS Med. Large XL ................................. $29.95 COLLEGIATE SWEATSHIRT Super heavyweight 1·1 oz. fleece· 95% cotton, cross-weave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL (sweatshirt/sweatpants combo $60.00) .................................................... $34.95 "FREESTYLE" SWEATSHIRT 9 oz. seHn 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. seHn fleece 50/50 heavyweight, red and white on navy. SIZE: M L XL ....................... .. .. $19.95 USHGA Goll Shirt 100% combed cotton. Colorfully embroidered. Colors: White l'led 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 Fer those up and corning pilots. SPECIFY SIZE: 8(6·8) M (10-12) L(14· 16) ... .. ..... $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR: NAVY WHITE 1,URPLE RED........................................ .. ..... $9.95 PERFORMANCE FLYING by Dennis Pagen. Covors just about everything for the Intermediate & Advanced pilot ................... .. ... $29.95 "SPECIAL NEW PILOT EDITION" magazine. Specify hang gliding or paragliding (circle)............. .. ................ .. ........ $4.95 DOWNWIND by Larry Fleming. Share the experience of over 20 years of hang gliding flight- a true story, well told .. .. ...... $10.95 Higher Than Eagles by Maralys & Chris Wills. The story of early hang gliding and Bob Wills. Hardcover........... .. ..... $19.95 UNDERSTANDING THE SKY by Dennis Pagen Micrometeorology for pilots. Almost 300 pages, 260 photos & illustrations. .......... $19.95 USHGA INSTRUCTOR'S MANUAL by Dennis Pagen. Over 100 pages, plenty of illustrations........................................... ........ $10.00 THE ART OF SKYSAILING by Michael Robertson. Covers material used in ICPs, including Charts of Reliability............... .. ...... $9.95 PARAGLIDING· A PILOT'S TRAINING MANUAL Produced by Wills Wing. Everything you wanted to know about paragliding ......... $19.95 HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney The Official USHGA Training Manual. Over 200 pages... . .... $29.95 ALPHA FLIGHT by Mark Wright Covering all aspects of paragliding, complete with illustrations ....... ...... $19.95 PARAGLIDING FLIGHT-Walking on Air by Dennis Pagen Covering all aspects of Paragliding. Over 140 illustrations ................... $19.95 HANG GLIDING FLYING SKILLS by Dennis Pagen Our most popular book. For the beginner to intermediate pilot. ....................... $9.95 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, humor, techniques and personalities ................................. $8.95 FEDERAL AVIATION REGULATIONS Federal Regulations covering ALL types of aviation.............................. .. ........... $8.95 RECORD ATIEMPT KIT All forms needed for national and world record attempts... ...................................... .. ....... $15.00 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, maintenance, inspection, terminology ... and more .............. $4.95 USHGA X-C LOG BOOK 64 pages. Very clean! For those who like to document their flight. ............................................... .$3.95 USHGA FLIGHT LOG BOOK 40 pages. The official USHGA flight log book......................................... ................................. $2.95 USHGA Certification Booklets. Document your skill level sign-off. Specify hang gliding or paragliding ................................................. $1.95

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USHGA STADIUM CUSHION Comfortably protects your assets .............................................................................................................. $5.95 OFFICIAL USHGA WINDSOK 1M Pink/yellow or pink/white.................... .................... .. ......................................... $39.95 USHGA LAPEL PIN Beautiful multi-colored Mtn. Glider design. Custom shaped pin w/ military clutch and epoxy dome. ... .. ... $3.95 USHGA MTN. GLIDER SEW-ON EMBLEM The most beautiful patch you'll ever own. 12 different colors used ................................... $3.95 USHGA MTN. GLIDER DECAL Full color 6" diameter vinyl decal. Guaranteed to last!................................................. .. ........... $1.50 USHGA KEY CHAIN "Soft Feel" Plastic. Custom Mtn. Glider shaped. Screened wl1it,i on red............................................ .. ..... $1.50 USHGA SEW-ON EMBLEM Our original logo, in its original colors on this 3" circular emblem ............................................................... $1.50 USHGA EMBLEM DECAL Our original logo, in its original colors on this 3" circular sticker........................................ .. ............ $ .50 USHGA LICENSE PLATE FRAME "I'd Rather Be Hang Gliding" or "I'd Rather Be Paragliding" Chrome plated ................................. $6.50 *BORN TO FLY Great flying action, meet Larry Tudor, The Green Team ... Fly Owens, Sandia ... you name it (50 min.) ..................... $34.95 *PARAGLIDE: The Movie Owen's Valley world competition. More action than you can probably handle. 40 min........ .. ..... $39.95 *FLAMENCO DUNE Special Version Extreme paragliding in Namibia. Superb editing, original sound track. (20 min.) ................... $19.95 *DAREDEVIL FLYERS Ill• THE PARAGLIDING VIDEO The Wills Wing gang paraglides at Telluride, CO (50 min.) ........................ $24.95 *HAWAIIAN FL VIN' video. Hang gliding and paragliding in paradise! Awesome scenery! (46 min.) ...................................................... $33.00 *HANG GLIDING EXTREME video. Let's you see some of the most spectacular sites in the U.S., hot pilot profiles. (50 min.) ............. $34.95 MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold lettering. Hang gliding or paragliding (circle one) .......................... $9.00 **USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at 17,000 MSL over the Sierra Nevada Range .............................. $5.95 **USHGA AEROBATIC POSTER 23" X 31" Colorful keel shot of John Heiney looping skyward ............................................................ $6.95 "Posters are NOT AVAILABLE on International Orders-SORRY! SPECIAL- BOTH POSTERS FOR ......... $10.00 ' All videos are in USA/VHS NTSC format.

CHARGE MY CREDIT CARD VISA or MASTERCARD (circle one)

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

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SUBTOTAL COLORADO RESIDENTS add 3% TAX SHIPPING (see chart) TOTAL ENCLOSED

SHIP TO: (Street address if possible)

UNITED STATES HANG GLIDING ASSN. P.O. BOX 8300 COLORADO SPRINGS, CO 80933-8300 (719) 632-8300

FAX (719) 632-6417

© 1995 by . Dan .fohnson ST. Pl\UL, MINN. In what indeed seems 1ike the dead of winter (at 1east up here in the southern 'rundra), more to ta1k about tha.n do. in some sunny area where you re st U 1 soar_in Lt so, Hang Talkin' be aided this co1urm1, in which I'm to focus on some trends and information. 'The data come from three sources: our reader survey card in the October '94 :t ssue; from the US.HGA office review of their member records; and from a outside sources. Information i:3 power. Here we go. ••• to USHCA offices, continues a s1ow but climb in the ratio of tota1 association memben,. A~, of 30th last year, 73% of al1 , 21% were p21r,1g..LJ_CiJ_ng and 5 % carry dua1 Director, Phil Bachman, told the board of directors, "We' re an averagc0 of 4 0 members a month and 10 hang you review the last four yea:n,." ••• This may be identified in results from the Hang Reader Survey of last Octobc~r. 'J'he on tha1·: survey card asked you, "Which do you bc~Jieve more to the non-j c?" 1be choices included gliders (20%); paragliders (29%); ( 17%) ; and conventiona1 aircraft not only beat wrote comments in the to one of two reasons why. iders seen as safer, friendlier, " and look easier to learn." ••• Another surVC:N card dealt with your interest in aircraft other than , with the Swift as . The results me not so for the direction of responses but in their your interest on a scale of 1-5 with 5 being the strongest interest, 31% said "Strong Interest" for the Swift and its relatives. Another 20% wrote in "4," so that ':51% of n-,aders say arc "Very" or Interested" in these machines. "Not At AJl Interested" responses totaled 16%. Even when added to the "Not---too Interested" responsE:,, less than a third (31%) answerec'l as or . I have little trend information, so don't know which way this interest is However, interest in , " while a much smaller share so I I

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choices. ••• Earlier surveys have shown that hang do other types of aircraft, and this trend continues though at a modestly s1owing pace. Half of you now say you conventional aircraft, or ultralights, with "Conventional" accounting for 44% of these or 15!r; of all hang glider About 10% of all members a1so and 9% Perhaps those with other inclinations account for the strong "Swift response" of the question. ••• Members were somewhat ambivalent about Asked about your of interest either as a competitor or for the benefJts you feel it , 30% voted the middle choice. A slim maj (37%) voted in the two more positive choices about while a third (33 90) voted in the choices. While two a for competition support among members, it indicates a strong overall faith in the value of contest ••• Let's stray away from tJ1e nest a bit and see how we compare to the "outside." Business people 1n hang gliding that compete with other aviation segments but to a far greater with all the other choices consumers can make. A German lc''"'-'··-""·u,~ company askE;d Eu.ropeans about the trendiest sport in the summer of '94.. rrhat high-brow research the results. Mountain biking was fin:>t (30%), fo11owe:?d by beach ( 9 96) , and followed by body and . As my source, UK' s BHPA Skywings magazine, said, "Hang it appears, is not considered glamorous."••• Since we've entered yet another new year, this last item seems timely. In the last USHGA survey/ballot (run in the fall of '93; new results will be released soon) , we found that the average age of hang glider has climbed to 3 8. 6. By now, it's not unreasonable to be1ieve it passed 39. oice that it's sti11 not fortysomething. However, a recent Wa ..Il Street .JournaJ story indicated that the average age of has now dropped to 39. Omigod! Hang on average may be older than the average . Are we becoming a bunch of umpin' duffers'? Makes you think, eh'? Mak.es me laugh, too. ••• ...Welcome to 1995 ! Let's make it a great year for our favorite way to . So ... Got news or VJc-'4.s., ... ,,,.,"'? Send 'em to: 8 Dorset St. Paul MN 55118. Fax or V--rnail to 612/450 0930. ',l'HANKSl. f