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

QJ;JlnA!°'Jto A QUANTUM SEF:IIES PAHAC&-m by High Energy Sports Judge for yourself. The table reflects your expected rate of descent on a standard day at sea level conditions. These calculations are without the extra drag of a hang glider. Your rate of descent will vary according to density altitude and mode of hang glider failure. The landing impact of a :20 foot per second rate of descent is like standing on a six-foothigh platform and having a trap door open below your feet. lfANG GLIDER £:MERGENCY PARACHUn:s OLD GENERATION VERSES STATE·OF-THE-ART TECHNOLOGY

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

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THE ART Of FLYING

EUROPEAN VIDEO THAT EXPLAINS ALL ASPECTS OF HANG GLIDING AND PAFlAGLIDING FLIGHT FROM THE · FIRST STEP TO PROFESSIONAL COMPETITION FLYING, ANO FROM SAFETY ASPECTS TO METEOROLOGICAL CONDITIONS. FOR PILOTS AND NON,PILOTS. 40 MINS. $49.95 SEND CHECK OR MONEY ORDER WITH POSTAGE & HAl\ll>LII\IG - 14.00 If,

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Lighlwcight, strong, comfortable. Designed specifically for paragliding and hang gliding, this helmet oilers comfort and full-face protection without restricting peripheral vision. Constructed of polyester polymer nnd reinforced wilh chop fiber, ii allows the hclmcl to be strong but lightweight. The "REFLEX" helmet is lined with highimpact foam and brushed polyester fabric for a comfortable fit. Weight 21 oz. Sizes S, M, L XL. Colors: blue, black, white. (Dealer inquiries welcome.)

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18 Thermal Searching Theory by Mark "Forger" Stucky Finding chat elusive rising air.

23 Top Landing Down Under attic!e antiphotos by GeoffMunifo,d

Geoff's continuing excellent adventures.

34 A Rear-Bumper Storage Tube by ]irn Palmieri More helpful hints from the Sky Dog.

40 The 1994 Arizona X-C Contest by Bob Thompson John Johnson sec a new Arizona scare record of 221.66 miles.

47 Curtis James: Aviation Pioneer by Steven Holte An aviation legend who got his start with motorless flight.

Columns

Departments

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

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

Accident Reports, by Luen Miller .......... 20

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

Ask GeeDub, by G.W Meadows ...........28

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

Exec's Corner, by Phil Bachman ............. 36

Ratings ...................... .............................. .49

Hawker & Vario, by Harry Martin ....... .38

Classified Advertising .............................. 51

Competition Corner ...............................43

Stolen Wmgs ........................................... 62

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

Index to Advertisers .................................62

117 -r FEBRUARY 1995

1 Ql\'

IQIAl.

1995 USHGA Calendar- Better than ever, buy one !or a friend. Available in September. 10x13 full color ................................. OTHER USHGA CALENDARS SPECIFY YEAR 1994 1991 1990 1989 Excellent Photography··- collect them all! ............. @ *'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 (reg. $39.95) SALE! .. COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstring. Sizes: Med. Large XL .... COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece 95% cotton, cross-wEiave w/ side gusset, 3 colors on ash. SPECIFY SIZE: MEDIUM LARGE XL (sweatshirt/sweatpants combo $60.00) . .. ............. .. "FREESTYLE" SWEATSHIRT 9 oz. set-in fleece 50/50 heavyweight, beautiful multi-color design on white. SIZE: M XL .. ALSO FREESTYLE T-SHIRT 100% prnshrunk cotton Med. Large XL .. USHGA Golf Shirl 100% combed cotton. Colorfully embroidered. Colors: White Red Navy Yellow Jade Black SIZES: Medium Large X-Large XXL (in navy & jade only) ..................................................................................................... .p,,,,.~_, USHGA MTN. GLIDER T-SHIRT I 00% cotton. most popular shirt. SPECIFY SIZ[: M L XL COLOR white ash .. USHGA YOUTH MTN. GLIDER T-SHIRT For those up and coming pilots. SPECU:Y SIZE: M (10 12) L(14-16) ... USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR NAVY WHITE PUF1PLE PERFORMANCE FL YING by Dennis Pagen. Covers 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 qliding 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 of Paragliding. Over 140 illustrations... .. ... $19.95 HANG GLIDING FLYING SKILLS by Dennis Pagen Our most popular For the beginner 10 intermediate pilot. .................... $9.95 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair Overview, techniques and personalities.. ....... $8.95 FEDERAL AVIATION REGULATIONS Federal Flegulations covering ALL aviation.... .. .. $8.95 RECORD ATTEMPT KIT All forms needed for national and world record .................... .. ... $15.00 USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, rules, inspection, terminology .. and more. . $4.95 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 OFFICIAL USHGA WINDSOK'M 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 rnost 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 whito 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 Pamgliding" Chrome plated. . ... $6.50 POINT OF THE MOUNTAIN Utah. Hang gliding and paragliding at one of America's most visi1ed sites. (52 min.).. .. . . . $29.00 '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 rnin. $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 FLYIN' 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 rnin.) .... .. $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 USNVHS NTSC forrnat. PAYMENT must be included with your order. F014EIGN orders must be in U.S. FUNDS drawn on a U.S. BANK!

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632-6417

Gil Dodgen, hdit()J;/Art Director John Heiney, Gerry Chi]rlnbois, teroy Grannis Photqgraphers Hany Martin, J//t1$!rator Dennis l'aacn, Mark Stucky, G.W. Meadllws, Jlm l'alrnieti S1i1l/'Writers Tim Rinker, Dave Pounds, Desi8tl C01wu!tanrs Phil Bachman, r:xecu1ive Direclor Grng Huller, Ratings & ICP's

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REGION 'J: Pele Willi;iin 11ennetL 1O: C.W. Moi\dows, Mi\lt Tabr,r. REC ION 11: Jeff I lunl. REGION 12: Paul Voigh1, !'au\ RikPr1. DIRECfORS AT LARGE: Barfi,Hi\ Dennis /\l;1n TOl~S:

Dan Johnson, Jcrn Johnson, HONORARY DIREC

Air Mad INTERNET CHARTER Dear Editor, !11 his article (Nov. '9/i), Paul Voight seemed to imply rhat subscribers to the Internet I should be held accoumablc for their conversations and the illlpact they have on the greater hang gliding and paragliding communities. Thar's certainly worth thinking about and discussing. I told Paul 1hat (unlike rhe HCMA, for example) the has no collectively declared charrcr and no agenda. Pcrkips, however, both charter and agenda arc implied by our mere existence. Perhaps we do need to think about accounrabilitv. I think the dcb,nc is healthy. · Barry Morse Jersey C:iry, NJ

VOIGHT RESPONDS TO INTERNETTERS rhe United Sliltes

/\wxi,11ion Inc. is i\11 air the National Aemniluti, ;\s,;ociatkin (NA/\) which is the official of the FecMralion /\c,ronauliquc (F/\1), of the world body for ;;port nvi;ition. The NAA, which ;11 FAI hilS to the

HANG GUDING m;igazirw is published for hang sporl enthusiasts lo ncrale further inleresl in tlw an c·duG1lion,ll forum lo mlvanw h;mg c1rnl Contributions ;1rc welcome. is inviled to ;11'1icles, photos, and 1llu:slralior1s concerning hang tlClivitics, If th(~ material is to bQ returned, a return mus! be enclosed. must be, m;ide of lo other hang gliding publications. HANG GUDING rnaga· zine rese?rvc,s tho righl lo edil contribulions where? neccs, do not assume sary. The Association 1111d responsibilily for the or opinions of contributors. HANG (il!DING c)ditorial offices: 69!i0 Aragon Circle, Suilc b, Buena Park, C/\ 90(,20 (7'14) 994,3050. HANG GLIDING (ISSN lla9S,A33x) is published rno111h .. the United Swtcs

Pikes Peak /\vc., Hl'I, Colorado 80903 (719) 632 ..1)300. FAX (719) Seconcklass postage is ;it Colorado Springs, CO and ;\I ;rddilional

POSTMASTER: Sr:NU CHANGE OF ADDRESS TO: HANC Gl.lDINC, P.O. BOX fl300, Colorado Springs, CO

ilO<J):J .. frJOO.

rlw lJSHC,;\ is a rncrnlwr·conlrollcd sport oriian11alio1· dedic;1!ed to lhc and orc>11'10,!iOI' ,111 facels of unpowmcd flight, to till' education, rr,rin· ing and safely ot' ils n1C:111berhip. 10 anyom1 in1ercs1ed in this m,11111 of flighl. full rnc,mt,,crsllip i\re $'54.00 (of which ($(,() the pul'llicatic>n foreign); suliscrip!ion Crnada & Mc'xico, should be sen! six wcc1ks in USHCA number, pr,,vious and 1ww address, ing label from a recenl issue.

FEl3RUARY 1995

VOL.UM£

ISSUE No. 2

Dear Fdiror, I loly mackerel, Andy two months of' Inrcrncr responses makes three)! Did I hit a nerve or what') I guess I have to respond. Listen, I really didn't mean ro offend so many individuals with my Imernct com .. mcms that appeared in my Ram/\ir glider review in the November issue. Okay, hnc's what happened. I rncam the term "ncthead" rn be hulllorous. Humor is a writing tool, folks. The term is so benign (deadhead, skinhead, redhead, tcchhcad, etc.) thar the Ol)errmction to it indicates a hit of' oversensitivity. Jeez. If I were a ncrhcad I'd make up an 'Tm a Ncthcad" 'J' .. shirt and have some fon with it. The term ''pinhead" rclerenced past and potential aurhors of bad information. l didn'r expect any reaction from any011c up to being a pinhead. Again, this is also a humorous rerm, if vou have a sense of humor and aren't takin'g it personally. l have fric11ds on the Net who thought it was hilarious. I can sec now, however, 1hat (writing being the exact science that it is) my intentions didn't make themselves apparem (my fault), and that's the way ir goes. This focilirared the flamc-frst of'thc century, which, in the long run, unified the lmcrnct some, and undoubtedly improved the reliability of information ro be found on the Net in the fiimrc. I did mean ro (a11d still do) caution first-time

and casual viewers to scrutinize the sources of information found on the Net. The Labloid, inflammatory "information" Lhar leeched om to our local si1c (and to my attcmion) with 1hc Internet as the claimed source (concerning the RamAir controversy), was, in focr, a reality. My frustration about this seemed, at the rime, 10 have a pL1cc in the article. l still have a problem with the amount o/' credrnce people will give a piece of "information" simply hcmusc it errumfltts .fi'om a compltler. It is not gospel. It's jmt people talking. The problem is cornp!Nely diffi:rent than a convers:1tion in the I Z. J\ pinhead (just a humorous term!) is a whole lot easier to pick out live than on a screen. (Docs this mean l'm going ro get flamed by the minions of!,/, pinheads now?) In regard to my being a Wills Wing dealer amhming a Wills Wing glider review: I assure you that any potential Ram Air purchasers within 300 miles o/' my area already know my opinions and rcpuu· tion. I made no effiirt to be subtle or coven ahmll any conflict of interest in my article, i11ld I applaud those clever individu.1ls out there who ·'saw through ir"! Actually, like Drnnis Pagcn (a somerimes dealer), I simply choose to write abom things I like and believe in, particularly if I don't sec anyone else doing it. The bottom line is that I frlr il1cn, :111d still feel now, rhar the RamAir is an outstanding glider. J also fc:cl that the design suffrred an extraordinary amount of over· analysis, which resulted in a lot of conf'u, sion, misinformation, and to some degree an unjust maligning. I wamcd people considering owning Rarn/\irs, as well as pilots who already own them, ro have the facts available to them. I overly implicated the Intcrnct as a whole in my article, for which I have more than a Ii n lc regret. In cone! usion, there arc plcn t y of good people doing good things on die Net, and there is plenty of good information to be extracted from the forurn. This l neglected to say in my article. My recommendation that you neat it like a comic hook may have been a little strong (although I have a four-inch srack of' material here that is awfitlly comical!) and I acquiesce. How let's get on wirh our lives and expend some energy on something importam! Paul Voight Pinc Bush, f\Y

Dear Editor, On October .30, 1994, while at rending an annual lly-in at Cape Cod Massachusetts, a fellow pilot l:mdcd his hang glider in the bay. The water landing was nor wirnessed by anyone Oil the beach and was at least a quarter mile from the normal landing area. This downed pilot had only one chance of surviving this incident. John Me/\ward (sorry if l spelled your name wrong) from Massachusetts was flyin the area and happened to sec the landing. I le proceeded ro land on the beach, strip oil his harness, and with no reg;1rd for his own lilt: run imo the fourfi:Jot surf ro save another pilot's life. When the resr oft he folks Oil the beach realized what was happening all came to aid in the rescue. Everyone contributed in sornc way as one would expect of a tight group such ,ls ours, but ii it were nol for the selfless and cfllcicnt action ofJolrn Mc/\ward, thar pilot would have undoubtedly drowned. John Mc/\ward is nothing less than a flrst-class hero, and the Water Cap Hang (;!iding Club wams to thank him for being in the right place m the righr time and then doing something about it. John's actions made 11s think preay hard abom what we would have done i1wc were in his shoes. Now we all know what we would have to do. Thanks John. Bill Watters President, Water Cap I lang (;!iding Club

GOVERNMENT Dear Editor, Everyone has heard of or experienced bureaucratic government red tape that closed down a hang gliding site somewhere. I lowevcr, here in ( ;corgia we have encoumcrccl an arm of d1c state government which has been cooperative and gone out of its way ro cut through red tape. We have had only positive experiences with the Department of N arn ral Resources at Crockford-Pigeon Mt. Wildlife Management /\rca. On DNR land at Crockford-Pigcon Mt. \l(!ildlifc Management Arca is a hang gliding site known as Pigeon Mt. The launch is about 1,.300 feet above the landing zone and it is on a long soarablc ridge. People have flown there for years, but it

was not a well-used sire because of a difficult launch and a 7:1 glide to rhc landing area. Lasr year the Georgia Hang Gliding Association decided to rry to improve the sire. We contacted Mr. /\lien Padgett, the /\rea Manager, and told him who we were, what we were, and whar we thought would improve the sire. Mr. Padgen's rcsponsc was a pleasant surprise. He considers hang gliding a low-impact sport since we only touch the ground at launch and landing. (There is already a road which goes within I 00 feet of the launch and he deals daily with hunters, cavers, campers, 4x4's, ere.). /\frcr some discussion we jointly arrived al a plan to improve the sire. /\s stipulated by Mr. Padgett, we used native rock and built a retaining wall ar launch. This was back filled providing ample room for wire-· men and sufficient room and slope for a running launch in light winds. We also cut the brush and small trees that had grown up just below the launch. Mr. Padgett, who wanted additional fields for deer grazing, used a bulldozer to expand two small fields which we helped select. These fields arc at a 2. 5: I glide from launch. While not gigantic, they provide close landing areas that a Hang 111 should be able to land in. /\II rhat was asked of us in return was rhat we erect a covered at: launch, so that a map 01 the landing arcas and a lisr of sire mies could be posted. There is no charge to fly at Pigeon Mt. and the Crocldcird-Pigeon Mt. Wildlife Management /\rca is on most Georgia maps; just ask for directions at the ranger station. We have put a lot of work into this site and the DNR and Mr. Padgcrr have been extremely helpfol, so if you choose to fly Pigeon Mt. please follow the post·cd rules. Two that need to be emphasized arc: land ONLY in the designated landing areas and NO alcoholic beverages arc permitted ar launch or any of the LZ's (it's state law in Georgia). Timothy Patterson President, Georgia Hang Gliding Association

was a human being and thar you cared about his passing did not come through. Dean was the best son, brorhcr, husband and father a family could wish for. Ile was well disciplined and dedicated to his family, profession and hobby. He accomplished more in :-30 years than many of us will ever accomplish in our lifetimes: a graduate of the Air Force /\cadcmy, and Air Force officer, a black belt in 'T'ac Kwon Do, a rock climber, and a career in computer science as Chief Scienrist at the Decision Science Applications firm in Colorado Springs. Flis most recent hobby was hang glid· ing, which he enjoyed immensely. Dean devoted considerable time, resources and effort ro being the best pilot he could he. l personally observed his performance as a srndcnt, flyer and instructor and I was impressed with his adherence ro safety. Thar is the reason I am concerned that you and others who read about him and his passing might dismiss the reality of the individual. ft is unfortunate that most people didn't get to know him for the person he was: caring, concerned, dedicated and very loving. To say that Dean was "gung ho" docs not reflect rhc real individual. His devotion to the sport ,,nd desire 10 be the best is reflected in his flying hours and his interest in helping others excel. His many friends, fellow flyers and others who knew him will attest rhat "gung ho" as I believe you meant it is out of place. Dean was a man who was motivated to do his best: successful, self-confident and able to achieve whatever rask lay ahead. lie was his own man, a credit to his family and 10 our counrry. Those of us who arc lcfr behind should be very grateful that he was among us even if for a short while. Finally, afrer all is said and done, I am reminded of a saying l confront daily in my work as an Air Traffic Conrrollcr: "There arc old pilots and there arc bold pilots, huc there arc very few old bold pilots Check Six!" Carmelo M. Gonzalez

NM RECOMMEND REMEMBERING DEAN Dear Ediror, After reading yom review of the Dean Gonzalez /\ccidcnr l was surprised to note that you were so hard on one of your own. In my opinion, the fact rhar my son, Dean,

Dear Ediror, l thought of Hobbs, New Mexico (the well-known X--C sire), as an inhospitable location with lots of big air. However, my mind is changed forever. Curt Craham of Crossroads Windsports has worked hard to establish HANC Cllll!NC

ir Mail hang gliding as a lcgirirnatc business in town. His shop/hanger is located on a retired air force base with runways in every direction. Curt offers towing for visiting pilots, and his shop is big enough to srorc a number of set-up gliders. During the summer he's even arranged for local srndcnts to acr as chase crews for those mile-hungry X--C: pilots. l 11 foct, the chase crews have worked so well that Larry Tudor brought one of the students to Wyoming for his 1994 record-breaking flight. Accornmodations in Hobbs arc plentih1l. The Soaring Society has a clubhouse 100 yards from Crossroads Windsport's hangar where pilots can stay for a f,~w bucks a nighr. lfyou arc into camping, a quarter mile down the street is Stare Park C::1mping Sire. There arc also a number of hotels in town which have good rates. l visited Hobbs in late September when most U.S. sites arc winding down frlr the season. l Iobbs' dry desert conditions make it flyable ycar·round, hut I'm rold that spring and foll offer the best conditions. This foll was no different. Hobbs is ideal, since X--C flights arc possible in ,rny di rec· tion, and late September conditions tend to produce high cloudbascs. Our flying was over a live-day period when a high pressure cell had just moved through. The first day after the high's passage cloudbasc was at 14,500', with light and variable winds alofr. lfasically, you could fly in any direction you wanted. The next day proved even better with cloudbasc at 18,000' (14,400' ACL). X-C fligh1s were just short of I 00 miles and maximum oneminute avcragcrs on our varios were reading 1,400 1,600 /i:./min. Incredible flying for this rime of ycarl The accommodations and other locd flying sires within one ro three hours oC Hobbs acid to the grear flying cxpcricncc. One hour to the west arc rhe Cuadalupc Mountains, and two hours beyond them is Alamogordo, a popular site for New Mexico and Texas pilots. Next time you plan a flying trip consider Hobbs. You won't soon forget it. Peter DcBcllis Brea, C:J\ C11r1 Grahmn crm be contacted e11 (505)

'>97-363R, R;>))

GPS FINAL GUDE Dear Ediror, I .arry Tudor's article (November '94) expounded on rhe value of CPS units for various purposes, bur users should be careful whrn using any fonctions rhat rely on rhc aliimdc derived from rhc satcllircs. I surresr that anvonc with a C[)S rake a drive mounr:;inous terrain (or thermal flighr), place rhc CPS in the Vertical Information Screen (prcfc:rably using an external an tcn na if driving) and place I he altimeter next to it for a comparison. ln my testing the CPS was off by +/-700 feet and very erratic in its response. However, since we have accurate altimeters on board it is easy 10 calculate yom final glide cleva· rion wirh the CPS. Ir is nor important to know what rhc acrnal glide rario will be for final glide, we just need to know ifwc arc high enough to make goal. You should have the goal coor-dinarcs in the CPS and you should know rhc elcvat ion at goal. Several thermals from goal, you should note your altirndc and distance from goal as you leave the thcr111als. Then, assuming you arc heading straight for goal, note when you arc one mile closer and note the clcvarion differ-· cnce. Suppose you lost 500 frcr. IC you arc IO miles from you'll need to be 5,000 fccr higher rhan goal (500 x 1O). If you arc ar I 0,000' MSL and goal is 6,000' MS!., you'll need ro get a bit more lilt in between your prcscm position and goal. !fat scvrn miles from goal you hit a rl1ermal, you will know 1hat you need a minimum of'),500' MS!. to make go:11 (7 x 500 + (J,000). Keeping rrack of additirnd data points while you glide will help you more accurately track your loss/mile value, never actually having rn l1gure the glide ratio value. This method takes a little arithmetic in the head, bur it's a simple process, no external charts arc required, and it employs ;1 much more accurate altirudc reforcncc. The method can also be used with kilomc-tcrs or reversing the process by noting your distance per 500 fret of loss. J\s with all final glide assumptions, iris still imponant to assess rhc conditions close to goal to speculate as to whether they arc similar ro those on previous glides, and rhrn make adjusm1cllls h,1sed 011 rhe ,1sscssmc1H. Also, iris irnporram that you properly set the Datum in the CPS unit, as most of the maps here in the Stares arc based on the North American 1927 Datum, and units such as the Trimble dcfoult to the

ii~ro

World 1984 Datum. This can cause an error of more than a 20th of a mile. This has caused some confusion when coordinates were compared ro very accurate map· ping systems, such as arc being employed i11 scoring al major mccLs. Once 1he technology improves to rhe poinr where our altimeters and CPS unirs arc tied 1ogethcr, we can dispense with the arithmetic and let the instrurncms rell us when iL's time to go for goal. Still, the CPS is a wondcrfol X--C: tool even in its present form. Lionel Space Glacier, WA

WHEEL STIGMA Dc;ir Editor, We recently had a tragic accident in New England. A pilot broke his neck because he had trouble with his harness while on final approach. I le took his mind off flying for ,1 moment to fix it and slipped sidcw,1ys in10 the ground. l believe rhat wheels rnighr h.1ve made a difference in this case not at the poim of impac1, but when he made the decision to fix his harness rather than fly his glider. [, mo, have had equipmrnr failures whileon final. Whc11 this happens [ invariably choose ro fly rhc glider. This usually means coming in on my slOmach. Because I have large wheels on my base bar this is gencrally an easy decision to make. I am one of the only l Lrng Ill pilots in my area who 1rill uses wheels. I am often laughed at on launch for this. I have been rold rhat "good pilots don't need wheels." I've seen pilot after pilot get rid of his wheels as quickly as possible, and new pilots ofrcn assume I'm a beginner because I still use them. Wheels are not a sign of poor skills. They arc an important safety device rhat can be critical nor only during an cmcr· gcncy impact but in rhc dccision--making process that precedes it. There arc certainly times when wheels arc useless or disadvantageous. They can be slippery on a srccp slope or ramp. and they arc of lirtlc v.iluc when rhc landing field is rocky or rutted. In these cases (and others) the wheels can be taken off rhe glider. I will always fly with some sorr of wheels, just as I will .dways wear a para-chute. I am not advocating this for all experienced pilots. I would simply like to sec wheels lose their negative stigma so that

Air Mail new pilots entering the sport will not feel pressured to take them off in order to prove themselves. And maybe there will be one less fond··· raiser in our future. Karin Muller Arlington, MA

DO'S AND DON'TS CLARIFICATION Dear Editor, I feel I should clarify a couple of points made in John Heiney's letter to the editor, "ffang Gliding Do's and Don'ts" (Dec.

'94). First, the Hang II pilot John mentioned was not my student. He had received some instruction from another instructor in our area some years before, and was issued his Hang ll in Tennessee. I did, however, sell him his new glider, harness and parachute. Second, it: is our club policy that every pilot who flies from any of our mountain sites do so only if they are using a para .. chute. Although this is club policy, some pilots have been able to fly without: parachutes in the past. This is wrong and the policy is now being enforced more strictly. John made it sound as though the Hang I] was going to be allowed to tow without a parachute. This was not the case. During the previous towing clinic another pilot without a parachute wished to tow, and was told he must first install a para .. chute, which the club then provided him with. There is no way the pilot mentioned in John's letter was going to learn to tow without a parachute. The evening prior to his deployment he performed his first aerotow. Although I was not his instructor, I mentioned that I thought it might not be a good idea for him to try it. At that time I had no aerotow experience myself, and told the Hang ll that I wasn't going to try it. After talking to some pilots with aerotow experience, and consulting with the tug pilot, he made the decision tony it with the mg pilot's glider that was set up specifically for aerorowing. The pilot then proceeded to make a perfect flight. The following day, around 3:00 PM, after several truck tows, the sky cleared and the wind subsided. The towing instructor suggested that the conditions looked good for aerotowing. The pilot ve1y much want· eel to aerotow with his new glider. Being a bit leery of ir myself: I volunteered to try it

anyway to check the conditions out. While l was going through the ground school and preparing to launch, the Hang IT noticed bow nervous I was and stated that he didn't realize :1ll the danger involved in this. He also stated that ifhe knew how nervous l was going to be, he would not have tried it. My flight went off without a hitch. During the entire flight I encountered no turbulence. Afrer landing, I suggested that if the Hang Tl was going fly that be use the instructor's glider again, but he wanted to fly his new glider. Having had a prior sue.. cess, he again made bis own decision to fly his new glider. There were three of us there who should have simply said no. But we didn't. I have regretted it since. Hang gliding is a sport which requires individual thought and decision making. With gliders becoming easier to fly and soar, many students arc forced to make decisions for themselves early on, and thus find it more difficult to listen ro what other pilots have to say. As more experienced pilots we often soar for hours alongside these new pilots, and tend to forget what their true experience level is and let them make decisions they shouldn't. There is no more "intermediate syndrome." There is now only "novice syndrome." If we, as experienced pilots, don't take some respon .. sibiliry, someone is going to get killed. If you sec someone doing something you don't feel they should, say something. John's suggestion for a section in the magazine dedicated to do's and don'ts is long overdue. This is like all the suggestions I've beard John make; it's simple and sensible. I sincerely hope that people will take the time to get involved. Scott Jewell Binghampton, NY

A SUCCESS STORY! Dear Editor, In the December 1993 issue of Hang Gliding I reviewed a proposal of the National Park Service that would require all people participating in what the Service described as "high risk" activities to pay for their own rescues. Hang gliding was listed as one of the activities covered. The article, "Responding To A New Danger," noted that the proposal based upon costs incurred rescuing mountain climbers on Mount McKinley stated that participants must purchase a rescue insurance

policy. The article noted, however, that private rescue is available, that the rescue insurance the Park Service wants is not available, and outlined a number of prob.. lcms including sticky issues ofhow to apply the proposal. The article called fc)r USHGA members to write their representatives in Congress and send a copy to the National Park Service, expressing their views on the unnecessary inclusion of hang gliding. The proposal was on the agenda of the National Summit on Outdoor Recreation when industry representatives met in Washington, DC in 1994. The Rogallo Foundation worked closely with the Summit's working group on Search and Rescue as it addressed this issue, bringing attention to the lack of need for the proposal to apply to hang gliding. The Foundation also worked on the matter during the year with the Outdoor Recreation Coalition of America, and dis .. cussed the Park Service proposal with indi .. viduals attending meetings of the Congressional Sport:men's Caucus. All the effort paid off for hang gliding. The National Park Service has backed off from its original proposal. Hang gliding and all outdoor sports have been exempted except mountain climbing. Beginning in 1995 climbers on Mount McKinley and Mount Foraker in Denali National Park will be charged a "Mountaineering Program Fee" of $1 50 per person. The Alpine Institute says the charge discrimi-· nates against climbers because other park users are not: required to pay $150 for ranger stations and educational materials. Mountain climbers are likely to keep the matter alive. The Rogallo Foundation plans to closely watch the issue and work to keep any changes from applying to hang gliding. Following publication of the article in 1993 Treceived letters stating that writing to members of Congress and the National Park Service about a hang gliding issue was a waste of rime and postage. Well, here is an example of people working together to bring their views to officials and getting the results sought. Writing letters worked. My thanks to everyone who made the investment to help ensure the freedom of hang gliding. Vic Powell Rogallo Foundation Annandale, VA

HANG CL/DING

,our skill level as a pilot, you will find the Falcon both easier and more fun to soar than any other glider you have f/

iifu

OPTIMUM PILOT BODYWEIGHT 140 Falcon•

42 lbs.

170 Falcon 195 Falcon 225 Falcon•

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LU~

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Nfi 'l~IJ l ;

~ .

The Sabre wing is now being rnanufacmred in the USA at the Sabre 'f\-ike Factory located in the old Goodyear Aerospace facility in Goodyear Arizona (the same factory rhat manufactured the Goodyear blimps). The new Sahre 1(1meter wing, put inro production in the summer of 1994, is the result of a sixmonth development program by Sabre Aircraft's Richard Helm, and Mitch McAleer. Mitch McAleer is a five-time world aerobatic champion and brings 13 years of sail production, design and test flying experience to the Sabre wing project. The design goal was to narrow the speed performance gap between the double-surface wings and the better-handling singlc--surfoce wings. With the stock 3/iOpowcrcd Sabre trike, performance nearly equals comparably sized, more complex double surface wings, with a cruise speed in excess of45 mph (on only 32 hp). According to the manufacturer, the new 16-metcr single-surface wing combines extrcrnely quick and light handling with a broad speed range and forgiving low-speed characteristics. 'J 'he Sabre wing is virtually impossible to spin and, wirh a single pilot, will slow down to 20 mph and take off in under 100 feet. The standard Lwo-seat Sabre trike with the new wing is priced at $6,495 ready to fly. The wing is rated for even the largest two-scat European trikes wirh four-stroke VW and BMW engines. The price of the wing only is $3,000. The Sabre wing uses American--madc components, domestically available tubing, and local service and pans availability. With the help of Sahre's Al Homison, and his 1 5 years of hang glider frame production experience, wing production is now integrated with trike production so that Sabre Aircraft is able to offer reduced delivery times, custom sail work at reason-

able rates, and factory sail and airframe repair. Also new for 1995 is a full fiberglass pod f'or the Sabre trike. The Sabre pod is unique in thar it has removable side panels that provide access to a baggage area located under the rear scat. 'I 'he pod provides for the largest cargo area of any trike on the market. Camping gear can be stored inside the fiberglass pod, eliminating the risk of strapped down baggage foiling into the prop. The pod also has a large dashboard which provides ample mounting area for most gauges. The pod ,ilso directs airflow away from the pilot, allowing for more comfortable flying in cold weather, The streamlined pod produces minimal drag. The price of the foll pod and wheel pants is $795 retail. Those who already own a Sabre trike arc entitled to a 15%i discount on the new pod through the end of March. The trike can handle two 200--lb. pilots and cruise at over /i5 mph with low fuel consumption. This system is also available with a Rotax 447 for $7,695, and with a Rotax 503 DC and three-blade adjustable pitch GSC prop for $8,596. Coman: Sabre Aircraft, Inc., 1300 S. Litchfield Rd., Goodyear, AZ 85338 (602) 925-6685, fox (602) 925-6686.

SACRAMENTO, NEWS For the past few years there have been two glider dealers in the Sacramento, California area: George Hamilton of Sacramento Hang Gliding and Bret Hilliker of Pilot Supply. As of Decem bcr 1, 1994, George Hamilton became the Wills Wing dealer for the Sacramento area, and Pilor Supply is no longer in business. However, Bret will continue to work with George and Wills Wing on service and maintenance of Wills Wing gliders, and Bret will assist in the instruction of new pilots acquiring their Hang Tl ratings.

NEW

COAST VIDEO

W'.1ync Bergman of East Coast Video present a new release rhat has been two

years in the making. The 52-minute video features hang gliding and paragliding at Point of the Mountain, Utah. It also includes 3-D computer animation and the story of the Tcrratorn, a giant ancient bird that lived in the area ages ago. ·rhe video sells for $29 pl t1s $3 shipping. Contact: Wayne Bergman, 80 E. Lincoln, Muskegon Heights, MI 49444 (616) 739-5363.

Peter DeBcllis, Eggler Headsets representative, has a new address and phone number: 1717 E. Birch, Apt. FF-203, Brea, CA 92621 714-529-6920. Products offorcd include: full-foce style headset ($11 jct helmet style headset ($125), 2M radio antennas ($35). Postage is $2.90 for two-day UPS delivery. Checks should be made payable to Peter DcBc:llis. All headsets come with a one-year warranty and satisfaction is guaranteed.

+FUNINDUGA \X/itl1 11,000 visitors and more than I 00 firms and exhibitors represented, Fly + Fun lnduga has become a Mecca for silent airsports. Flying freaks from all over the world will throng to this big trade show from March 2-5 in Augsburg, Germany. Hang gliding and paragliding arc the focus of the event, however, there will be a large ultralight and motorlcss glider exhibit as well. Winch-towed and aircraft-towed demonstration flights will be made at Augsburg Airport. Commercial exhibitors arc invited to attend. For further information contact: tel. 0821-25769-0, fax 0821-25769-85.

WALLABY RANCH AWARDS Florida Hang Gliding, fnc. announces standing cross-country awards for flights made from the Ranch. These include: $1,000 for the fost flight ro Georgia (approx. 150 miles); $2 50 for a new Florida state record (currently held by Hi\NC GLIDINC

Rob Kayes at 118 miles); $500 for a new cast co:1st record (currently held by ( ;ary Engelhardt at 153 miles); $5,000 for a new world record (rnrrern ly held hy l .;ury Tudor ar 307.8 miles). The Florida l<.idge exrcnds 200300 miles and passes directly over rhe Ranch. Sailplanes and hang gliders consistently soar there. The Ranch offers acrotowing into far thermals and easy retrieval. hll' more information call (813) 42/i-0700.

Eves 'fall ChiefIV celebrated his 200th llighr in Yosemire Nation:11 [lark 011 July Ii, 199/i. Eves' son, R;mdy Skywalker, was in the air wirh good old dad 011 his fourth /light in the Parle (Cot a long way to go to catch up son!) Pictured arc a number Wings of Rogallo club pilots, Eves' wifr, daughter, four granddaughters and his wcll--known chum !)11ckwheat, all of whom came for the celebration. J\t this writing Eves is working on his 210th flight in Yosemite. C:ongrarnlations Chiefl

The Utah Cup is awarded for the single longest flight originating in Utah. A Class is for pilors who have previous hest flights of over 50 miles, and B Class is for pilots with best flights under 50 miles. A Class results: first, Charlie Baughm:rn, Desire 151, I 62 miles, Heber to cast of flt. of Rocks/1-80, Wyomi11g, second, Steve Rathbun, RamAir 158 miles, Frisco ro Alpine, 6/ I 2; third, V,11 Stephens, Desire 151, 118 miles, Heber to west ol'Creen Rivcr/1-80, Wyoming, 8/25. B c:lass results: first, Par Cameron, TRX I 60, 48 miles, Blue Mr. to FillRLIAl,Y 1995

second, Cary Sunbeam, CO, !frowning, Super Sport 153, 10 miles, Commodore to 'Icioclc J\/1~ 7/10.

lkaros Sport Aviation has imporred ;1 number of new products for the hang gliding and paragliding marker which arc available by mail order. One of the 11cw items is the Fa1Tdk, which uses an invisible microphone in a compact car piece. The device allows pilots to talk with others on the radio witl1 hands free for flying. The high-quality transmission is inrcrfercnce free. The Eartalk works by convening the vibration the voice in the eardrum into an clecrricd signal th;1t goes direcrly into the radio. No environmental noise is picked up to create interference. Just plug the Eanalk into the speaker/microphone outlet of the radio and press the PTT button on the control piece when talking. The control piece can be attached ro your forefinger or harness. Incoming sound volume is adjustable volume regulator through an conrrol piece. An on the side of' cxtcndablc cord enables rhe control unit to be hooked in any position. The Earralk sells for $89.95 with shipping and han dling included lkaros Sport Aviation is rhe sole distributor of Afro USJ\, rop .. qualiry flight instruments imported from Germany, and a variety of' other products that make flying easier and more enjoyable. Comact: lkaros Sport Aviation, 29-31

Newtown 7T7-7000.

Astoria, NY 11102 (718)

This new T-shirt design was created from rhe Aborigine-inspired prim now seen on the Moyes Xtreme harness. The design was so popular that Moyes decided rhey had to pm it on a Tshin as well. The shirrs arc primed by J11st company in eanh .. tone coral, 1eal green and blue-gray, so they really stand our.

·l'he l ;edcration J\eronantiquc lutcrnationalc (FAI) is holding an Open l nternational Photo Competition for air sports photographs which could he used to prornorc those sports. Prizes iu U.S. dollars will be awarded to the first three places. These include: first place, $500; second place, $200; third place, $100. ln addirion to cash prizes the winners will receive a Certificate of Recognirio11 from l;J\l. hfry Consolation Prizes, in the free suhscriprion ro form of a one Air SJ>m·ts the FJ\I maga·1ine, will also be awarded. The cntranr nmst certify th;H rhc photography is his original work. Entries nmst he signed and submitted to the following address no later than June 15, 1995: Editor.Jn-C:hicf (°x. Publisher, Air Sporrs International, D-H), Ni1.amuddi11 West, New Delhi 110013 INrnA.

lend Calendar of events items WILL NOT be listed if only tentative. Please include exact information (evcm, date, comact name and phone number). Items should be received no later than six weeks prior ro the event. \Xie requesr two months lead rime for regional and national meets. UNTIL DEC. l: 1995 Region 9 Yecirlong X--C Contest; Recognil.cs the longest nights flown in rhe Region. Three class-cs: Rookie, GO-mile and Open. entry fee. Conrnct: Pete I .ehmann (It 12) 661-3474 (hcforc 9:00 Plvl), fox 34.%.

FEB. 9--12: Tandem Tow Clinic. Earn your certification rowing over bcautifid Biscay11c Bay ,md the Florida Keys. Learn to fly tandem safely over water with Miami Hang Cliding's certifted tandem instnictors ( I It years experi-cnce). I .og time over the warer. /\II l mermediare- through Advanced-rared pilots welcome. Tow ratings nor necessary. Contact: Miami Hang Gliding, 2640 S. Bayshorc Dr., Coconut Crovc, Fl. 33133 (305) 285-8978. FEB. 18-- I 9: Festival of'Mc1.,qum1de Rio de Janicro, Brazil. Hang gliding and paragliding costume flying. Contact: Popstar Travel tel. (021) 2555590, fax (021) FEl3. 18-19: 1/d/!anced Hang Gliding JCP MARCH 3-5: Paragliding !CP. MARCH 25--26: Tr.mdem Paragliding Clinic. APRIL 1--2: Tandem Hang Gliding Clinic. THROUGH MARCH: Pamski Clinic. Contact: Adventure Sports, 3650 #22, Research Way, Carson City, NV 89706 (702) 883-7070. FEB. 24--26: !CP Clinic, Sonora, C:J\. Beginning and Advanced lnsrructor certification. Contact: Steve Bickford (209) 928--3253. FEBRUARY 25--26: 11:chnical classfi1r cmu1teur mdio license preparation. Study material and radio gear necessary for attendance required beforehand. Cost: $170, prepayment necessary. Technical class arnarcur radio rest given on March 4, $5.92. MARCH 3: Weatherstt/ety rmd X-C seminrtr, by Steven Makrinos. hw those who wam to know more about meteorology, X--C flying, and Staying Otll of' trouble. Cmt: $55.

Contact: !bros Sport Aviation, 29--31 Newwwn Ave., Astoria, NY (718) 777-7000. MARCH 2--5: Pun + Fly !nduga, silent air sports convention, Augsburg, Cermany. 150 exhibitors, films, new products, symposia. Contact: tel. 0821-25769--0, fax 0821-25769--85. MARCH 6--8: fnstrul'tor c;erti/ica,!wn Program for l'l.1sic I nstmctor rating. Requirements prior to attending: Hang ff 1 ra1ing :md complcred Red Cross Standard First /\id. ln addition, 10 apprenticeship sessions must he com-pletcd prior to the issue of rhe instrncrorship. $150. Maximum of six students. Comacr: Lookout Mm. Flight Park (omsidc Chattanooga, TN) (706) :398-.J541. Rt. 2 Box 215-H, Rising Fawn, GJ\ 30T38.

Fcarnrcs: lecture, video presentation, care & maintenance instruCLions, prac-tice deployments ancl a demonstration of rhe proper method of stowing lines. Cost: $50, or free with parachute purchase from MSC. Advance reservations recommended. APRIL 2: Launch 6· L,mding Clinic. Taught by its origina-tor, Pat Dencvan. Covers all aspects of bunch and landing including cquip-mclll evaluation, weather and pilor habits. Features: lecture, simulator practice, and specific hillside training exercises using the "grip alert" light-touch training system. Cost: $95. Limited space av;1ilablc. Advance reservations required. MAY 7: l.mmch 6· ,,11,,u,11x Clinic by Pat Dencvan. Sec above for details. MAY 23: Parachute Ginic. Sec above for details. Contact : Mission Soaring Center, 11 16 Wrigley Way, Milpitas, CA 95035 (near San Jose) (lt08) 262--1055.

MARCH 11-l

Venezuela

Competition,

held in La Victoria. Emry $150 U.S. (early registration hcfcm: 1995, $ I 00) includes rerricval transportation, rnaps, film and great flying atmosphere. J\ccommodarion arrangements avail-able. Comact: Charles Dittmar (Sandy), Edificio h:ncc, Piso 5, J\v. Liherrador, Caracas, V enczucla, rel. 2651711, fax (582) 267-4:331. MARCH 17--19: USHC:11 Board of' Directors Colorado Springs, Colorado. Ice-breaker the evening of the 16th. Everyone is encouraged to anend and visit USH(;J\ headquarters. Contact: 9) 632-8300. MARCH 18-MA Y 2 l: I 'J95 Re,_gion 9 Championship. Weekend X-C from any site. Best three totalled. Limit of 60 miles per flight. Rookie, 60-·milc and Open Classes. $1 0 entry fee. Contact: Pete Lehmann (lt12) G61--3ltllt (before <):00 l'M), fox 3/i3G.

MARCH 24-27: BmicrmdAdvrmced !CP. MARCH 28--30: Iandem I rmd 2/!nstmaor. MARCH 31-APRIL 2: Aerot,ouJinvclinir by John Heiney ar the UP factory in Moumain Crccn. APRIL 3--5: !lerobatic:, semirwr!photo clinic by John I lcincy. APRIL 5--9: Oass I pc1mgliding clinic for hang glider pilots by Dave Sharp and Ken Hudonjorgcnscn. Some gliders avail-able. Contact: Dave or Tom (80 l) 57G 6460. MARCH 26: Reserve Chute Clinic (I !GIP(,). Contact: Cliandclle San Francisco, 1595 E. Francisco Blvd., Suite F, San Rafael, Cl\ 9490 I (4 I 5) CLIDII\C. J\PRII. 1--2: Oceanside Open, Oceanside, OR. Sponsored by the Oregon Hang Gliding /\ssociatio11- Contact: Allen Swingle, l 1495 SW 13th, Beaverton, OR 97005 (503) 644-8919.

pamgliding and ultrci!~~ht meet, [\assano de! Crappa,

APRIL 13-·ll: MARCH I 8-21: Instructor Certification Progrmn (B;1sic IC:P). Intensive frmr--day training course taught by Pat Denevan who pioneered many of' the concepts and techniques used hy hang gliding schools throughout the counrry. Features: lectures, workshops and on-the-hill training. Cost: $250. Advance reservations required. MARCI I 28: Prm1chute <.tinic. A must for any pilot who cirrics a backup parachute.

Viccnza, lraly. Contact: rcl./f;ix 049559-1198. APRIL 20-23: gliding and paragliding air races at Torrey Pines, G'/. Onc--ononc pylon speed racing. Prizes and cash for top flnishers in borh categories, as well as for best overall finish. April 2021 arc days, with final rounds

HANC GLll)INC

r held April Pilots must be current USH( ;A members and Class or Advanced-rated (or foreign equivalent). ( :on tact: Torrey Pines Glider Pon (619) li52-3202. APRIL 22--28: '/he Gm1t Rttccat Lookout Mrn. ];light Park (20 minures from Chattanooga, TN), 2 l-mile round trip ridge race. J:ly any day or every day. $1,000 as \Nell as 01hcr prizes. l)rcpaicl enrry fee includes comperition, week-long flight pass and rhe c;reat Race dinner and keg party on April 28 ($5 for non-parricipants). Contact: Lookout Mm. Hight Park (oursidc Chattanooga, TN) (706) 398 :)541. Rt, 2 Box 2] 5.f I, Rising ]:awn, CA 30738, APRIL 29-MA Y 2: Towing Clinic. MAY 3-6: T:rnclcm Clinic. MAY 7-10: B:1sic and Advanced ]C:P. Contact: Pacific Airwave (408) li22-2299 or C.W. Meadows (919) 480-3552.

North !lmcriran !lr:roht1tic Jlc1ng Gliding Championsh1jJs, C:hclan, WA. Presemed by Lhc /\eroha1 ic llang

MAY

Cliding Associarion and Chelan Flyers. Chelan is known fclr its hospitality and hostint; of successfol meets. ( '.omc to 1he site of'this year's Hang Cliding and Paragliding Nationals for the first acrobatic meet designed specifically around AHGA rules and guidelines. Workshopstyle training for acrobatic pilots of all skill levels the week prior. ( '.omac1: Kcrie Swcpston (206) 939 621i8. MAY 27.. 29: 18th Annual Srarrhistlc Meet, Rogue Valley I ]GA, Medford, OR. Fun Ay .. in. I lang Ill, or I Jang II with instructor release. Entry fee includes Saturday night barbecue. Camping nearby. Contact: Newt Stevenson (503) 773-1 l 87 (days), or Jan Bailly (503) 846-G228. JUNE 1i.. 11: Sanditl Albuquerque, New Mexico. Fifth annual 450 WTSS point meet ar Sandia Peal<. The premier meet of the season! Price includes: cntry t<lp·quality X-(: tasks, glider and pilot transponation to launch, rurnpoinr film and processing, computerized scor.. ing, foll-time paid stall free oxygen refills, ceniflc1tcs from local businesses, convenient meet headquarters, awards barbecue, 'I '-shirt and more! Sixty.. pilor maximum field, li5 spols reserved fi:1r pilots ranked in the top 80 Fllll<U1\RY I 99S

US! IC/\ or in the rop I 00 hy PIRS. Remaining entries will be based on ranking, competition experience and fligh I experience. US! !CA Advanced raring, all Special Skills, extensive mo1mtai11/descn/X-C thermal experience required. Early registration $300 if postmarked before May l, after. Refundable until April 30. ContaCL: Mike 12117 St. Mary's Dr., Albuquerque, NM 8711 I (505) 5()78 or Mark Mocho (505) 298-2922. MAY 27- 29: GmJl()n Memorial nay Alamogordo, New Mexico. rhe Rio Crande I fang Sponsored Cliding Association. Ft111 flying, con .. tests, dinner, ere. Meet in L/, al 9:00 J\M each Emry $20 in advance, $25 on site. Contact: Dave Church (505) 527084/i or Tommy Wesr (505) 437-5213. JUNE I -SEPT. 30: lakcvicw, Orrxon

Gliding Cflpitt1l oj'thc \Vest" 1995 Fly-In. June-Sept. Flight ( :ontes1s. $ ,60().purse planned, with $100 for longest X-C flight, and $50 J

momhly random drawing From all other months' valid flighLs fi·orn recognized Lakeview area sites. Where else can vou win $50 for a sledder or late afrcrno,011 utass .. ci111 And the rnore flights you submir, rhc bcner your odds! 2nd Annual $1,000 "Grand X-C" Contest (changed for 1995), Most Accumulative Miles flown from Black Cap during rhc four rnomhs. Prc-rcgisrration required, still only $5 (for the permanent Black Cap I Z fi.rnd, inclt1dcs cnrry for 4rh ofjuly Holiday Fly 111 conresrs too)! Contact: I ,ah: Count v Chamber o/' Commerce, 513 Cenrcr St., Lakeview, OR 97630 (50:'>) 9li7-60li0, FAX (503) 947-li983 for entry frirm and other /ly-in cvcms info, and send $5 to enter and receive the updated site guide (to include new Bald M rn.) and flight report forms. JUNE 17: AOPA Ply-In, /\OP/\ Headquarters, hcderick Municipal Airporr, Maryland. OCT. 19 .. 21: J\OPA EXPO '95, Atlantic C:iry Convention Center, Atlantic City, New Contact: Aircraft Owners and Pilots Assn., li21 Aviation Way, Frederick, MD 21701 (301) 69'52000. JUNE 18-2/i: British (,cc1guc Pre· World Competition. 1:oreign pilots welcome. L70. Contact: Jim Bowyer, 2 Lion Cilwcrn, Abergavcnny,

Cwcm NPl CJBU United Kingdom, tel. lili-187:)-831667, fax 41i- J 87}-83 l-(J8. JULY l -4:

Oregon C:rlpital oj'thc West" 1995 6th "Run-Ridc1th o/ju!y J-/oliday Clidc" foot race, mountain hike and spot landing team event, best X C:

awards each day and accumulative July 1-3 hang gliding and (new) paragliding Adjusted Distance Spot Landing Contests. hce pilots' family swimming, rnerchants coupons, much morc 1 I ,al c rcgistrarion Jnne :10/6:00-l 0:00 l':v1, July 1/8:00 A:vl-?. Pilots' meetings June 30/8:00 I'M and July I/9:00 /1M, Registration required, sLill only $5 (for the permanent Black Cap L/, li.md, includes entry for July-Scpr. 1:Jight Contests roo)! C:onLacr: Lake C:ounry Chamber of ( :ommerce, 513 C:cmer St., Lakeview, OR ')7630 (50:'>) 94760/iO, FAX (503) 91i7li981 for entry form and orher fly-in eve ms i11 fo, an·d send rn enter and receive the updated sire (ro include new Bale! Mrn.) and flight report forms. JULY 22-29: U.S. Nr1tiorwL,, Chelan, WA. F:1mo1ts Chelan flying in a natiord event. Previous national championships and last Women's World Championships have proven Chelan to be possibly the best X-C: contest loca· tion in the world. Racc .. ro-goal, ourand-rcrurn and triangles. Chelan is a resort town with many hotels (bur make reservations early). Fconornical ctmping available. Minirn11m lnrcrmediatc raling wirh FSL, TUR, RIX, X-C special Ice of $.'32 5 incl udcs trans .. skills. portarion ro launch, film and processing, electronic awards. Limited slots to 120 pilo1s maximum for ranked, women and foreign pilots), so enrcr early to ensure a spot. Practice days: July 20-21. Awards: July 30. Contact: Rich Williams, 9807 liOrh Ave. E., Tacoma, WA 981i46 (206) 5:39-8li25 (voice or fox), or Lionel Space (206) 599-2360. AUGUST 13-19: Hobhs 'Fow/11rn, li50 WTSS poi ms guaranrecd. Class f & II divisions, individual and ream Three people per hce entry with a tow svstem. Colllact: Crossroads Windsports, Curr Crahm (505) :)92 8222., or Red River Aircraft, Jcffl !um (512) li67-2529 RR/\Jcff(i!aol.corn.

SAFFTY & TRAINING •

• •

M by

fluller

he Fall 199/i Board oF Directors

The 1 spring BOD meeting will be held March 1 19, 1995 in Colorado Springs1 Colorado. There will be an ice-breaker the evening of the 16th. Everyone is encouraged to attend this meeting and visit USl-fGA headquarters. 11

AWARDS Created I 0- :md 2"i mile XC :1ward badges. • Moved publication of awards nomi· nations ro May, June and July.

Pl!!JJJCA T!ONS A wrincn contract with Prm:rg!iding; J'he to be developed. • P:ml Cazis to submit an Internet proposal at next BOD.

NATIONAL C'OO!W!NAT!NG •

• •

Modified ICP prerequisites. Amended the instructor program to include a Basic and an Advanced insrrucror.

M FM HERSH IP DFVELO PMPNT Approved a library book exchange

•

All 4"i0point meets will be submitted for FA! sanctioning.

prograrn.

TOWING TANDFM •

Modified Paragliding T'.mdern I nsnucror requirements. Modifled 'fandcm Administrator requirements and appointment procedures.

PARAGIJDING Modified Class [[ and Class II requirements.

• •

meeting was held November 2-4 in Lake T1hoc, Nevada. For the first time in several years, every voting director was prcsem. The major decisions and topics of discussion arc as follows.

Nl1770N!IJ, F!Y.!N • Recommend that ft1rure bids for national fly-ins incorporate both hang gliding and paragliding.

•

Alan Chuculare and Paul Voight added as Paragliding ICP Administrators. New hang gliding instructor written exam approved. Dave Wills Observer Manual approved. All non,.fatal accidents to be kept confidential. New Intermediate writren exam approved. Jack l·lodges to oversee Class Ill writ .. ten exam rewrite. Dave Sondergeld to oversee paragliding r:iting structure change.*

•

Accepted Platform Launch Towing Administration procedures.

hIFCT!ONS c}·AL!.OCAT!ONS • At-Large/Honorary Director norninarion and election processes rransfrrrcd hack to General Session.

Gf:NERA/, SESSION •

New officers elected: Bill Bryden, President; Jim Zeiser, Vice-President; Russ Locke, Secretary; Dan Johnson, · ri·casu rer. • New At-1.argc Directors elected: Dennis Pagcn, I)an Johnson, Alan Chuculate, Jan Johnson and Barbara Flynn. New Honorary Directors elected: Claudia Stockwell, Frank Gillette, Mike Meier, Rob Kells, Greg McNamee, Dave Broyles, Sandy King, J .uen Miller. • Orlando, florida chosen as the foll l 995 BOD meeting site. • Dissolved rhe Ethics Committee. *ft should be noted that there was considerable discussion over a proposedfive-tier paragliding rating system that was com .. piled by Jacle Hodges and initially apjJroved by Safety and 7h,ining. After further consideration, and due to the mrignitude of the proposed changes, the Board decided in general session to send the issue to rt subcommittee (chaired by Dave Sondergeld) for further review and resuhmission at the spring BOD meeting.

The l 99"i spring BOD meeting will be held March 17-19, 1995 in Colorado Springs, Colorado. There will be an icebreaker the evening of the 16th. Everyone is encouraged ro attend this meeting and visit USHGA headquarters.

UJMPET7T!ON •

Competition Rulebook to be rewritten.

H1\NC GLJDINC

NEW

SEX

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•

With the USHGA Telecard, you can save 40%-50%•..and support the United States Hang Gliding Associationwith every long distance call!

r--Yes! I want to save mon --------ey and help USHGA with every .... I long-distance call I make! I send me IJSllG,\ Telccud(s) al $15 each! I Plea,;c (Includes 20 minutes or airtime) I Name I Address City/State/Zip _ __ _ _ _ _ __ _ _ _ __ _ __ I Phone (__) U5BGA Member I I D F.ocloooo is my check lor ($ 15 per card)

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VARIABLE CAMBER - A

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INI'RODUCING 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

Stall s peed -- 19 MPH correct a ir speed w/ flaps Stall speed - l 2 MPH indicated air speed w/ flaps Min. sink -- 160 FPM est. at 1.8 lb. per sq . ft. Glide ratio - 14 to l est. me.asuremencs to follow VNE -- 65 MPH VA - 55 MPH Sizes - 152 144 135

wing, to fly efficiently at higher speeds. Vehicle tests p rove a 4 MPH lower s tall speed and a 65 MPH VNE. Hundreds of hours of fligh t tests indicate the Sensor 610 F may be the most significant jump in performance Arca -- 150 ft.2 143 ft.2 135 ft.2 since we invented VG and the endosed crossbar. Span - 35 ft. 34 Ft. 33 ft. A NEW WAY TO FLY. Weight - 72 lb. 69 lb. 66 lb. "Under 20 mph, my 144 transforms into a supe r floater Wing loading recommended--1. 8 lb. per sq. ft. and will go up in the lightest lift. I can fly my 610 at Nose angle -- 132 degrees 15 and at 65 with top performance throughout the Double surface - 80% speed range." (Jay Cianforte, manufacturer of CG Aspect ratio - 8.1 h arnesses, Chittenango, NY.) FLOATER & SCREAMER IN ONE. "This is the first time In the h.istory of VG gliders that Flaps for more lift on take off, thermallng an d landing. the best climb and sink rate a re with the VG ln full Shear ribs (which are fabric airfoil profiles Inside the loose. Pull the VG full tight a nd hold on! The glide Is double surface) reduce "ballooning" and improve the unreal. Finally, this is the way a VG glider should be." glide ratio at higher s peed. A q uick set u p with a one (Dave Ledford, Ashville, NC.) step rear a ttachment, 4 to 1 ratio Spectra wing tip INTUITIVE HANDLING. pu rchase and new no tangle bridles s peed assembly. A "I felt as though the gilder was actually a part of me. h.ighly developed sail with cap s tri ps, 5.8 o unce TE This is the way hang gliders s hould fly; it is as close cloth, a Kevlar band and dacron cord h.em enhance the to effortless bird -like performance I have ever shape and longevity of tbe airfoil. The LE tubes and experienced in 14 years of hang glidi ng." (Chris ribs are 7075 and the cross tube is now semiKastner, Sun Valley IO.) cantilevered positively and negatively.

THE SENS OR 6 1 0 F - WHAT YOU ALWAYS

WAN T ED FLYING TO BE. C ALL SEEDWING S SEEDWINGS 41 AERO CAMINO SANTA BARBARA CA 93117 8059687070 FAX968005 9

by Mark ''Forger" Stucky

any of us in non ..mountainous areas have only a shor t

,une (0 6nd a chermal or we must resign ou rselves to an

eorrhhound face. With jusc a bi, of preflight p l:1 nning we can in_c(ease our chances of

finding chose elusive bubbles. Lee's cake a look 3t a cypical summer day in Houston -

~ p lace nor known for

booming chermals or greac cross-counuy Aying. On a soarable day the air can be broken into several relatively distinc, )3ycrs. Frorn Figure I you can sec that a, around 800 feet AGL weak bubbles of lift combine to fo,m a core of suicable she for circling. The chccmal slowly increases in size and srrengcb as it rises above the moist coa.sml air n,ass. From a cypical tow release ar 1,500 feet a pilot may only h:tve LWO minutes in ,vhjch

to find his soaring uckec. The small volume of sky .--..il,ble for rhermal seeking is effeccivcly reduced even further, since there is a specific landiog area chat must remain 1,virh..

in reach. Too ofr~n. pilots ffy around aimlessly or simply head directly over a dark field hoping for a beeping vario. You can make your seareh more tjfective ifyou visualize

AVERAGE

THERMAL RISE (FPM)

400 600 800 1000

AVERAGE WIND SPEED 20MPH IO MPH 13° 25° 20° 35° 25° 45° 30° 50°

Thermal Drift Angle (from horizon)

how far dnwnwind thmnals drift fo,m rheir source by the time they hdtt( climbed UJ your altitude. Ir is difficult co visually judge this chan.ging hori1..onral distance, so I recommend char you gauge your angle from the thermal criggcr source instead. This may seem complex since boch the wind and thermal velocicies change with :ilrirude, bur wich a bit of simplification we can come u p with a 1nechod chat works wichout needing a scienr:ific calculator and

prorraccor scrapped co our control bars. The enclosed rable shows various rhermal drift angles as measured from the hori· wn. Using it for reference v.•e can intecpo-latc as required. Note chat chc checmal rise race is the climb rare of ,he thennal i,self, wbicb will be about 250 fj,m faster than che climb me of a shallowly banked glider cir• ding inside it. To properly gauge angles we can u.se an old ascrono 1n cr's trick. With your arm extended in front of you, hold your hand verticaJly wirh your chumb and little finger HANG GUDING

4000ft.

t 2000ft. I I

I !

I I

800ft.

"1 I

I I I

I I

1 I

WOfpm

Figure ]. S'implijied thermal development outstretched in a Hawaiian "chaka" (bang loose) The angle subtended from the top of your thumb to the bottorn of yom little finger is approximately l 5°. You can guesstimate l 0° by clenching your fist or 5° by extending your index, middle and ring fingers par;illcl to the horizon. Using combi-nations of the above it is easy to measure angles with sufficient accuracy. So let's consider a typical Houston day. The expected thermal strength is 600 finn ;md the average wind speed is l mph. Using the table we can interpolate that the thermal drifr angle will be about 28°. ln other words, for every foot the thermal rises it drifts two feet downwind. If you find this amount of drift surprising then this technique should help you. Remember, you do not need to waste time and brain power defining some exact angle. Shoot for a cone thar covers the esrimated angle with plenty of room for error. Using our example I would cover angles from 15°-45°. At lower altitudes it is best to reference this cone to 1·hc suspected thermal source. Ar higher altitudes you may find it better to FEBRUARY I 99rj

reference a building cumulus. If you arc lucky enough to spot other gliders or birds in a thermal then reference the cone to them. Whether you head upwind or down-· wind on your thermal search largely depends upon your altitude and relationship to your landing area. Heading downwind will normally increase your chances of randomly gliding into a columnar thermal.

Regardless of your choice, you should intercept a track running directly upwind or downwind from the source. This theory works best with columnar thermals, but in the real world we can also find bubble thermals and hybrids. Regardless, this rechnique only requires a few moments of preflight planning and l encourage you to rry it out.

by Luen Miller,

Accident Review Chairman

picture really worth the risk of flying that close to another pilot or those on the ground?

II Pilot:

Chuck Nilsen 31? Age: Rating: ~Hang III Experience: About 1 1/2 years, "many platform tows" Glider: WW Sport 167 Date: 12/ 11 /94 Injuries: Unknown Fara! midair collision Event: with an ultralight 'lwo pilots were apparently trying to conduct a late afternoon photography session in which an ultralight pilot would be taking pictures of a hang glider pilot dressed up in a Santa Claus outfit. The ultralight pilot took off in a trike (a UP Axis retrofitted with fan propulsion and pilot suspension equipment) and climbed to about 900 feet, The hang glider pilot launched under platfonn tow and flew to an undetermined altimde, probably that of previous tows (1,000' -1 ,400' AGL) before releasing. The two pilots flew toward a spot near one end of the runway and the midair occurred, The two craft fell, tightly entangled, about 400 feet to the ground, Chuck Nilsen was declared dead at the scene. The ultralight pilot, Doug Stiles, was also a hang glider pilot (Advanced rating), He was evacuated by helicopter to a nearby hospital but was declared dead a short time later, Witnesses have reported that some change in the ultra light's engine speed occurred just prior to the accident. Whether or not this was due to malfunction or the pilot atternpting to avoid the hang glider has not been determined, 'The investigation into this accident is continu ing,

Regardless of the results the investigation, and how much of the following per-

rains ro this accident, I will take this opportunity to bring up several points that I think need reiterating. When~ver aircrafr of different performance capabilities operate near each other (paragliders and hang gliders, hang gliders and airplanes, any aircraft near descending parachutes) extra caution is necessary. Reaction times and courses of action will likely be different from one class of aircraft to another. How do you know that the other pilot secs you? Which way is he likely to go when he does see you? Pop quiz: When flying a hang glider; what types of aircraft do you have to yield to? You should know this automatically, Answer in FAR Part l 0.3. Whenever non-standard flight equipment: is used (modified harnesses, getups and outfits, modified tandem setups, stum gear, coupling to other objects like windsurfers the· list is endless) even more caution is necessary, The list of possible problems can't include those you fail to predict. The potential problems with your standard gear may seem obvious, and you are almost certainly aware of most of them because of the experience of others, Remember that when you are testing new gear and non-standard configurations, you are acting as test pilot for the rest of US,

When performing for a camera, have a safe, rock-solid flight plan, and do not vary from it unless dictated by an unfore-secn safety consideration. Whether performing for friends and family or the crew from Eyewitness News, remember thar cameras can ind11ce pilots to greatly exceed the margins of safe flying, and at least present a potential distraction. Concentrate on carrying out your regular preflight and flight routine, and ignore the extra artention, Also remember that operating a camera while flying greatly increases the chances of a mishap, fncludc your camera gear in your preAigh t routine, and allow plenty of' clearance from the ground, obstacles and other aircraft. ls getting a

"Hang gliding ain't patticakes!"

Wendell Tyler, 49er running brick Event: A pilot executed a good approach, but on final she "leveled off with a high pop-up," stalled the flare, then fell off to the left side. Besides bending her downtube slightly, the pilot also dislocated her elbow. Event: After flying in light thermal conditions, a pilot set up an approach to an alternate J,Z, He slightly misjudged his glide path, and "on final approach a 'small' bush loomed larger." Concentrating on rhc bush, the pilot flared late and nosed over heavily, although he was rolling on wheels, Ffe dislocated one shoulder and broke another. Event: A pilot setting up an approach over rolling terrain decided to land into the wind (8-10 mph, but downhill) rather than landing crosswind (level or uphill). She popped up on her flare, held on, and the glider nosed forward, whacking "with extreme prejudice." She aggravated a pre-· vious thumb injury. Continuing with the theme oflast month's column, these three reports are very typical of landing incidents in which I think rhc characteristics of our aircraft are at least as responsible as pilot training and ability, Our landing speeds arc probably too high by at least five miles per hour, '] 'his critical factor, as well as unforgiving stall characteristics, leads to poor landings, injuries and loss of confidence, Landing is taking the fun out of flying, Event: A pilot misread wind direction and encountered heavy sink in his pattern, "I was out of synch with what was happening and ended up making a downwind landing in about five knots of wind. The landing was fairly good, but J wound up landing literally one inch from a wall of HANC CLIDINC

frnit trees and broke a downtube. I really scared myself and almost quit flying." Event: A pilot saw he would overshoot his i mended Ian ding area and decided to flare early. lie popped up to 15 feet, held the flare, and involuntarily let his legs come forward. As the glider dropped, one leg was trapped underneath the basetube and was broken. "'This accident should not have h;ippened. l have flared early many times \without incident]. This is the sec> ond time in two ycirs that I have broken my leg on landing. When I started flying again after the flrst time, l promised myself that if l ever broke another hone l would quit flying. I did, and have. I shall miss flying hang gliders and all that it has meant to me over the past five years, in a way that words cannot describe." Wendell Tyler said it best in his quote above. (Actually he said football, but he meant to say hang gliding.) The real problem is rhar hang gliding in its currcm form involves a lot of putting your face in the din, principally on landing. Most people l know don't like to put their foccs in the dirt. l believe (as you can tell from rhis and my last accident report) thar this is one of the more significant factors in people leaving the sport and new pilots not conrinuing their training. The energy of a 2.0-mph impact is a little less than twice the energy of a 15mpb impact. Modern high- and mediumperformance gliders land at about 2.0 mph (assuming average pilot weight and land-ing at sea level on a calm, warm day). If the flare is mistimed, this speed is ar the upper running-speed range of a pilot in gear holding onto two downtubcs, and borders on requiring landing on wheels and a runway. Add a little weight and an L'.l. at 6,000 feet on a hot day, and you'll he landing at 2.5 mph or higher. Let's hope you don't commit the unpardonable sin of misreading wind direction, and aren't the poor, unfortunate wretch who has it shift on him at the last minute. Landing downwind in anything but a light breeze at sea level is a good way to put your head through your sail and/or seriously injure yoiirsclf Looking ar all the reports of cuts, scrapes, sprains, bruises, and broken bones FEBRUi\RY 1995

When performing for a camera, have a safe, rocksolid flight p/an1 and do not vary from it unless dictated by an unforeseen safety consideration. Concentrate on carrying out your regular preflight and ff ight routine, and ignore the extra attention.'' and tcerh, l can't help but think that peo-plc involved in our sport arc primarily those willing to put up with such injuries in order to keep flying. If you manage to slow down to near stall speed, keep your wings more or less level, head into whatever breeze is present and attempt a flare, you can generally survive a landing relatively unscathed, but that doesn't mean it's easy or fim. 'fo reiterate what I said. in my fast column on the subject, I believe that consistently performing good landings in a high-performance hang glider is easily the most difficulr thing in our sport, and is beyond the ability of a large number of pilots. [ had been dcvclopi ng this point of view since l agreed to take this job earlier this year, but what made me decide ro bring this discussion before the readership was seeing Dr. Fred Moy's 1993 Pamgliding Accident Summary, a copy of which was kindly forwarded to me last fall by Jeff Ilunt, Region I 1 Director. What really grabbed my attention was that less than 20 pcrccnr of paragliding accidents involved landings or approaches. This is in strong conrrast to the sport of hang gliding, in which we suffer well in excess of 50911 of our accidents on landing or during landing approach. Who knows what the real accident rate is for landings? This may be our most underreported category. A poor landing in a hang glider that breaks or bends downtubes and even involves bruises or sprains is thought of as so common and unworthy of mention that most pilots don't even bother to file an accidcnr report. Many

pilots don't even bother reporting bad bndings in which bones arc broken. We have come to accept poor landings as a normal part of hang gliding, a necessary sacrifice in the quest for performance. While paraglidcrs have their own set of problems including (as pertains to landings) penetration and susceptibility to turbulence near the ground landing a paraglidcr is almost certainly simpler and safrr rhan landing a hang glider. I believe one result of hang gliding landing anxiety is rhar the sport is losing potential new pilots to other activities like paragliding. If present, this landing anxiety is not a concern that most active pilots will readily admit to. These days, one of the criteria for sorting out pilots is the quality of their landings. Prom an ego standpoint, this is great for those with consistently good landings. From a safety standpoint, I think the ulti-" mate goal should be to get to the point where landings have no ego value at all. lr would be great if landings were so easy that nobody watched them, and messing one up was a rarity. Pilot skill would be judged by other criteria. It is very easy ro second guess someone for a poor landing and blame the pilot, instead of recognizing how unforgiving landing a hang glider is. How many times have you heard, "Well, it's obvious he just didn't flare soon enough," or, "She should have come in faster." You might as well watch people swing at curve balls. In the future will we look at landing speeds the way we now look at accidents in early gliders. Accident reports of the era reveal that pilots who tip-stalled or found themselves diving into the ground in divergent gliders were usually blamed for inadequate training or simple negligence. The deficiencies of the equipment they were using were not recognized until later. l believe that while we have seen 2.5lYci gains in almost every area of glider performance since the introduction of double surface, high aspect ratio wings, landings arc only marginally easier and safor. We have all been chasing performance because, while most of us who buy those gliders aren't great at landing them, we think we are good enough. We arc good enough, until some slight mistake leaves us driving for others while we recuperate

from a sprain or broken bone. The manufacturers know that pilots would appreciate gliders that land slower, even if the pilots don't want to admir it. Jn fact, they have been concentrating on jusr this area. I find it interesting that the two comments 1 hear most about the newest high performance gliders is, "Wow, it sure is fast!" and, "Wow, it sure is nice to land!" If manufacturers would declare a policy of lowering landing speed a half mile per hour per new model, and pilot consumers would accept nothing less, 10 years from now we might have gliders landing three or four miles per hour slower, and that would be significant. If manufacturers had adopted this policy with the introduction of the Corner, and if consumers had been insisting on lower landing speeds, I believe modern gliders would land 25°i<i slower than they do. Wouldn't that be great? A 12- to ] 5rnph landing speed? The gliders might look differem from what we have now, and have flaps or be of more complicated design, but if they were reliable and did

their job, I think pilots would accept them. For the present, we arc stuck with reality: In exchange for not having ro land on runways like sailplanes and airplanes, we have to put up with the landing characteristics of the current generation of gliders. 'rhere are two ways to make the best of the situation. First, buy a new glider (cue wild cheering from the manufacturers' section). Second, practice your landing technique. This means that instead of planning weekends that include nothing but specking your brains out, you ought to be going to those launch and landing clinics to minimize your chances of cnd·ing up as the driver. l am a big believer in the value of repeti rion and concentration in learning almost any task. There is a huge tendency in this country to discount the value of practice and repetition in learning. Most Americans believe that you've either got or you don't, be it mathematics, drawing or basketball. 'fake your clue from those consummate pilots, the ones who fly maybe

300 rimes a year and only pound five or

ren landings maximum. R.epetition and practice will do wonders for your technique. Sign up for that landing clinic, and tty to follow the recommended voluntary proficiency standards which were adopted at the last Board of Directors meeting. Do everything you can to become known for your landing technique. The prize will be not having to watch yourself in one of Paul Voight's videos. Note: In the October column it was stated that fatalities on landing were double those on launch. I did not write tbat; my evil twin Skippy did. I would like to apologize for his misbehavior and correct that statement to read, "crashes on landing were double those on launch." ff preflight problems are eliminated (not hooked in, glider not rigged right, etc.), and lockouts and similar problems added in for towing, the numbers for the last l O years arc roughly equal.

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HANC CLID\NC

Hang Gliding Adventures I

own (Geoff's Continuing Excellent Adventures) article andphotos by GeoffMumford

LEFT: The author scratching above Coowola Beach with a view ofthe Coral Sea. ABOVE: The Carlo Sand Blow hosts the Sumhine State Paragliding Open.

was recently introduced to a great flying site with a huge set-up area, easy ridge soaring and an ideal top-landing zone. The only drawback: the drive. It's 10,000 miles from here but well worth the trip. At the northern tip ofQueensland's Sunshine Coast are two ofAustralia's finest flying sites: the Carlo Sand Bww and Teewah. They were the goal during a December tour ofAustralia's east coast hang gliding sites. FEBRUARY 1995

coastline:, that, despite: its potential~ l'Clnain.s

largely undeveloped for hang glid ing because cherc: arc only t\\'O active pilots

Qason and Jeremy) in che area. Jim's imerest in getting us inro che air safely was always par:unoum. To that end he gave us rwo pieces of memorable advice before that premier llight. Firsr, he mid us they haven't had a hook-in failure in Austt;Jlia since adopcing a policy of hooking the harnes.': inro the cara.biner and then step-

ping into the harnc:ss. (When in Rome, ete., so I became used co chis and it worked out fine.) Second, he is opposed co crying co cut yourself with a hook knife after a water landing, and suggescs rhat instead you get out of die harness. His club has performed simulations in the ,vacer, and he says chat with a glider overhead you'll float imo the sail and find ir extremely difficult, if not impossible, to get ar the hang scraps wirh a hook knife. I'm hoping co hear other points of view from pilots with actual water landing experienoe. Ar the end of our fount. clay we arcived at Rainbow Beach, a small, self-concained community miles from anywhere, with a fe\'\, motels and rc:scaurants, a seaside campground and an Auscralian pub. Rainbow Beach is the gateway to Fraser Island, which

provides a pro[tmd environment (a! pm of che World Heritage Lise) for much of Australia's c.ndangcrcd ,vildlifc. The "rain-

Twmty-five mile, from Ttewah launch, rhe wreck of1he Cherry Venmne l,,o,,,s up in d,e distance with Doubk lskmd Pov11 in d,e backgro1111d (top). Over the wreck I remnnber that shiJ>s have 1he right efway (middlt). Docked awnuide for an ice =m breail. A u1tle paint, a new propelkr and we're out ofhm (bonom). Our guide, Jim Allen, operaces Australian Hang Gliding Advenrurc Tours, and conduces 14-day unscrucrured surveys of ease coast flying sires with the intent of maximizing aircimc. He cries to U1nit che

group ro four pilots co allow use of his 4WD, th us maximizing , he number of launch and retrieval options. Jim and che other half of our group, Theo and Anke Baumann (newlyweds from Backnang, Germany} picked me up in Gosford where I'd spem a couple of days wich my Uncle John and Auntie Doreen gercing in couch with 1ny roots. Jim had hoped co see lLS launch ar m·cral sites en route to Rainbov.• Beach, hue 'IA'C ran inro bad weadier and winds during rhc early part of the trip, so we used thar rime co puc as many miles behind us as we could on our

reek nordt. Our ovemighc accommodations varied, bu c mosr nights we camped in trailc:r parks with really good facilities (i.e., hot showers and laundry). Jim tows a "home away from home" behind his veh icle, including an eight-man tent (in addition ro individual tents for .s11oring sii,gles, honey.. mooncrs or bed wetters), deck chairs, rwo multi-burner propane sroves and a banery• driven rcfirigcrator. His passion for cooking probably comes second only 10 his passion for hang gliding, and we certainly never \YCn t hungry. He cooked 3$ much as ,ve could cat and then so111e.

We took our 6rsc flight (and saw our firsr kangaroos) on the second day of the trip in a litde bowl at Diamond Head in Crowdy Bay National Park. This is part of a large chunk of the central New South Wales

bow" in Rainbow Beach is a reference co the multicolored bluffs of sand along chi, ridge which terminate;: at che northern end jn God's gift to hang gliding, the Carlo Sand Blow. My first look ar this place left me grinning from ear ro ear. I\! have difficulty esrimaring the dimensions of the Blow, and my gue.ss is that rhcy are changing alJ the rime. But imagine all the sand at Jockey's Ridge multiplied by JO, poured into a rree-lined bowl and pc:rfccdy graded co support soaring ilighc on the easr rim and cop landing on the west. The Blow works its magic bcsc in che nonhcasc ,vinds chat prcdon, inacc through the summe r

months of December, January and February. And like Jockey's Ridge it'll turn you imo beef jerky if you're noc careful, so pack the sunscreen and rhe carnclback (midday ccm· perarures avcraged 90•.95•). Rainbow Beach is one of two home sites for members of the Sunshine Coast Hang Gliding Club, but is well known throughout eastern Australia as hang gliding Mecca (without the stampede). Having scco this glorious sire, v.ie Vl'Cl'C ceased for five days as an unseasonal southerly drifted up rhe coast H ANC GuDINC

ABOVE: The setting tun cam long J,a,/Qws 011 the Cui,, Sand Blow. Parngudm cnn ~ 1«11 ill flight for 11 sense ofproportion.

RIGHT: Alon Goldsword.,y m1ise, by on a P"'' flying an Enterprise Aero at Carlo Sand Blow.

from Sydney and held us ac bay. :But no worries, the second SCHGC site, Te<:wah, is an equally remarkable southca« laU1J1ch an hour away. T he coasts bcrwccn Tc.,..vah to the south, and the Saod Blow to rhe north, curl around to a central easterly headland caUed Double Island Point. So you ,end up with six miles of northeast ridge extending south aftet launching from the Blow, and 30 miles of southeast ridge extending north afte, 1.aunching from Tecwah. Boowab!

Still encountering southeast winds on the morning of the fifth day we ventured off to make our first cros,;-countty flights. There arc a couple of routes co "reewah, both tequiring 4WD. The quickest involves nine miles of 4WD at the fron t end, then a Straight run south down the length of the beach. But because Jim wasn't sure of the condition of the beach this first day, he opted for the in.land toute on a State Park road, crossing che river on a punt and driving four miles north to launch. On subsequent days we took d1e direct route down the beach to launch, and Jim followed us straight back up the beach for retrievaJ. The Queensland pilots deserve a lot of credit for coordioacing with tbc National Park Service ro build ecologieally-corrccc 1rails to cheir launch sites. Teewah, is no

exception, and this rrail included professionally cr.atted stairs and r.aised wooden walkways at several points to prevent erosion.

The ramp is positioned just 70 feet above FEBRUARY 1995

the beach, buc provides easy access to 15 like I was one of their in-laws, and I decided miles of 200-fooi-high ridge to the nonh of co just take my rime and fed our the ridge. launch. Around the 15-milc mark the ridge Jim W3S left to run retrieval, and we ,..,-ere in begins 10 dcccrioraie and pilots need to ge1 consr.anr r_adio and visual contact with_hjm high where they cw, then pull on their bes, throughout the flight. The cask was called to VD in hopes of gcrting co 1he next peak. run the ridge and the goal w•s the wreck of When I was clccccd wind dummy ic was the Cherry Venruce, an old fishing crawler blowing with a lictle righr cross, and the beached about 25 miles co the north, just a locals agreed that conditions called for a couple of miles short of Double Island shoct right turn to gain some alrinide and Point. then best glide on thar tailwind tO get on The view en route is prercy tough to top. We had a good 15-20 knots a, launch, beat, with lots of inl:111d lakes.and dunes to and wiih two $!Cps I was on my way. I the west and the colored bluffs of Cooloola cruised around for 30-45 minures between Beach set against the Coral Sea co rhe east. I 500-1,000 feet over, wairing for T heo and spenr a lot of rime working the high poims Anke to launch. They were flying Enterprise hoping for a tug up to doudbase from the rentals ,vith an option to buy, Theo was 0 11 cumis drifting overhead, but 1,500 feer over a demo Foil and Anke a factory-fresh Aero, was the besr T could do. All good things and this promised to be a good shakedown nlust come co an end. and Anke ran out of flighr for !heir new gliders. But when those air a mile or so short of goal, but Theo landhoneymooners goc up they raced pas! me ed just past the wreck and I set up an

LEFT: Over launch at Dianwnd Head in Crvwdy Bay Natwnal Park BELOW: Jim, Theo, Geoff and A11ke posr in front ofthe Canu11gra Hang Gliding Club m routt home.

I walked the Spon around to the Ice of the wreck and parked it next co Theo's Fo il as several touris ts came up to ask us abo ut

our crip. And just when the water in 1ny camel-

back was reaching body cempc:racure, a.n ice cream vendor arrived ro scU the crowd something cool. So

Jim and Anke saw two very happy skysailors docked alongside the Cheery Venture when they drove up to complete the reuieval and congmularc us on our flight. We were blessed with cliree more days at that site, but the southerly wind lighrened up and nuned more e;1stel'iy each day. The original goal was then out of reach and the flying became more challenging. But these were ideal conditions in which to resc our skills, with no penalty for trylng co ger a lirtle higher o.r fly a little fanher. When we ran out of lift we landed on an endless l.Z with

an instant rccriev3L

At the end oF our last day at Teewah the ,vind actually turned no rtheast as "''C

recurned co camp, and ,vc decided co go up

and rest-fly the Sa.nd Blow. Jim warned us of lWO potential problems: I) Getting down for a cop landing in this bowl can actually be cough, because the ,vind gets vencuried duough a narro,v section in che c.cntcr and

pumps megalift toward the back, just ar the point you'd hope to be losing altitude. Solution - do a go-around and try again. 2) A subscanrial rotor can develop o"er the crc.e lines coward ,he back if the wind is approach to meec him chere. Apparently, right-of-way rules haven't be"n c:,;tabli,hed bcnveen n1otorizcd ve.hicles on the beach

and hang gliders on final, but you can imagine rny surprise when l saw some joker in a

truck positioning himself right below me as 2&

I came in to land. Thanks mate, whoever

you \Vf.fe. Ocher than this minor d.istracrion,

it was a perfect LZ wi th a strong coasral headwind for landing and the immediate shelter of the Cherry Venrure for breaking down.

crossing at all our in front. Jin\'s recom.men· dacioo was co watch the \Vi1\d lines on the \Yater, al,vays be prc1>3red for rotor, an<l add

whatever speed necessary to fly through it. In add ition co Ji m's suggestions ,ve

received a very thorough preflight and loads of helpful advice from local pilot Alan HANG GLIDING

•

Goldsworthy. Alan has been providing both solo and tandem instruction at the Sand Blow for years, and practically lives in the bowl. The winds were pretty light that evening, hut to show us just how easy it was to soar this site Alan volunteered to test fly Anke's Aero, which had been slightly damaged in a mishap at T'eewah. He put the Aero through an impressive series of maneuvers that more than convinced us of bis piloting skills and rhe integrity of the glider. l launched next, and my run took me back to those first days at Kitty Hawk where the soft sand and an unlimited takeoff area combine to provide optimal conditions for a relaxing launch. But unlike Kitty Hawk, here l was guaranteed to soar. This was a trne test of faith in Jim and Alan's analysis of the conditions, hecausc it was their guaran-tcc, and I was really just maintaining across the lip of rhc bowl. But as they had promised, when I reached the main part of the ridge to the south I started going up. When J finally gor on top I was mesmerized by the soothing sound of a trillion cicadas luring their mates in the eurnlyptus canopies he low. Dcspi re thci r tern pti ng offers l snapped out of rny trance and decided it was time to try my hand ar top land-The first was a piece of cake, bm on my second approach I caught a healthy dose of the rotor I'd been warned about, and although the landing was unevcntfol it was a very steep final. Enough excitement for one day, the sun was setting and we'd already had a full day of flying, so we tied rhc gliders down and headed back ro camp. The next day, the Blow was host to the Sunshine State Paragliding Open, a fun competition with balloon grabs and spot landings. As conditions started to build, more and more paraglidcr pilots launched, tested their skills in the competition and then took their place on the ridge. American gliders arc something of a novelty in Australia, and Alan Goldsworthy asked if he could rake my Sport hH a flight (to add it to the 50 or so other types of gliders he's flown). Having seen him fly rhc day befi)re, T told him to go for it. He soared up and out of the bowl without any problem, and when he finally carnc back to roost he brought it in for a no-step landing on the spot set up for the paragliders not bad for a first flight. I eventually suited up and launched for a couple of magic hours during which the paraglidcrs and hang gliders mixed comfortably and colorfully, adding to the natur;il beauty of this site. Jr was indeed a day to FEBRUARY 199 :i

My [takeoff] run took rne back to those first days at Kitty l-1awk where the soft sand and an unliJnited takeoff area combine to provide optimal conditions for a relaxing launch. But unlike Kitty l-1awk1 here I was guaranteed to soa,: 11

share the air, as several RC glider pilots scnr their aloft to join the rest of the floats in this Rainbow Beach parade. As I looked down the beach I saw a mass of hang gliders ser up below the ridge and a truck reeling out several hundred feet of static line. It appeared that the locals were opting to tow up to the ridge rather than compete with the paraglidcrs for foot-launch in the "confines" of rlic Blow. But even when all rhe locals had released to join us on the ridge there was never any sense o/'congcstion. J was sorry that WC had to ]cave bcfcJrC rhc annual Rainbow Beach Competition which is held just after Christmas. Ir's a three-day event which usually draws 70 or so pilots to the Blow to compete in speed nms to the south, LID runs to the north (with beach retrievals) and spot landings in the bowl. But we were l 1 days into our trip and it was time to start thinking about heading home. My flying at the Blow ended later that cby after a string of successful landings when I rotorcd in and arc some sand while transitioning to my uprights on a squirrely final approach. No injuries, bur I took our a downrnbc, hem the corner bracket and somehow broke a couple of battens on the opposite wing. I'd brought extra downtubes, and al though Jim :md 'T'hco did a great job repairing my battens, we were beaten by weather and didn't get to fly the inland sites we'd hoped to on the way home. Still, the scenery at those !au nchcs was spectacular, most notably at Mt. 'famborinc, one of tbc home sites of Australia's largest hang gliding club, Canungra. The inland sites arc peaks in the 1,500'-2,000' range strung together across sm:tll valleys with great thermal potential, and in several areas,

top landing for advanced pilots, All the sites were well-maintained, and most were wellmarked with the names and telephone numbers of local contacts as well as regulations and recommendations for launch and landing. As if great coastal and inland sites weren't enough, there were also several airparks along our route staging acrorow operations as yet another way to get off the ground. This tour may not be for everyone, but it provides a good introduction to hang gliding in Australia, which has evolved, much like its flora and founa, in a unique environmental niche. Jim Allen ran other tours long hcforc he got interested in hang gliding (e.g., for scvcrnl years he drove a bus from London to Katmandu), so he definitely understands how to organize a trip. I !e's a nice guy, easy to get to know and clearly loves hang gliding. He is a conservative pilot, first and foremost interested in rhe safoty of those in his charge. In addition, he has the necessary connections wirh the three major Australian hang glider manufacturers (Airborne, Enterprise and Moyes) to facilitate rentals or purchases, and is wcll--intcgratcd within the local flying communities. Ar this wriri ng he is president of the Northern Beaches !fang Gliding Club based in Sydney. ff nor for factors beyond ] im's control (like weather), we most certainly would have done a lot more flying, but the flying we did was spectacular and included my first cross-countries and top landings, Many thanks to Jim for making my return to Australia such an enjoyable experience. J\H information about Jim's tour: Jim Allen Australian Hang Gliding Adventure 'fours 3 Derwent Street Wheeler I !eights NSW, Australia 2097 'Tel. 011-Gl-2-971-l715 Fax Ol 1--Gl-2-98 l--3728

For information about flying or instruction at Rainbow Beach: Alan Goldsworthy ([ll J>hoen ix Avionics Tel. 011-G l-74-499-369 ·1c1. 011-61-15-677--495 For general information about temporary HCFA membership or hang gliding in Australia: Hang Gliding Federation of Australia, P.O. Box 558, Tumut NSW, Australia 2 72 () Tc l. 0 1 1 -6 1 - 6 9 !r72888, h1x 011 6J-69-47/i328.

Ask

n un h © 1994 by ear GeeDub, l have hec1rd a lot ofj;eople say (even in mtmuals and magazines) that you have to point the nose ofthe glider a little bit up (or not too low) when launching. J belie1Je that the chances ofstalling when launching this way are greater than ifyou pull in (as in a dive). ! have developed my own launch tecknique and sticle to it. When I launch, I stand up with the basetube t(}uching my legs. Then I run as hard as I can and pull in until I am flying. J don't thin!, about whether the nose ofthe glider is at the right 1mgle or thinc~s like that; lrun and dive, thenfly. Jfthe basetube touches my legs then the glider is at the right angle. Thcwe ltiunched on gentle-slope ramps without wind or problems, howeve1; people lceep telling me that my nose is too low. ls there anything wrong with this? I heep thinhing thtit it is better to have too much .1peed on launch than not enough. Thanles.fr1r this and all your other ad1Jice. Hang .Gliding magazine i:, a little better since your column has been running.

worst case, a launch with too high an angle of attack will result in a crash back into the hill. So, you arc rightfully concerned about launching too nose high. Unfortunately, you're a victim of the "rnore is better" mentality when it comes to keeping rhe nose down. 1 wish l could say that you're better off with the nose too low than too high, bur your method is extreme, and you should not be launching this way. You must seek professional help to fix this bad habit. I have seen people get hurt launching with your technique. They, like you, were under the impression that if it is a good idea to keep the nose down, it is an even better idea to keep it way down. 1 fear tha1 you arc going to get hurt if you continue tbis practice. Let's delve into the two-fold problem you're experiencing.

WMeadows

I'm very glad that you have written in with this question. Ycrn have a problcrn that a lot of pilots live with, which is created by flying mechanically rather than by feel. If that weren't enough of a problem, your "mechanical" system is ill conceived. I understand where your thinking cornes from. We all know that having the nose too high will create at best a "mushed" launch, during which the pilot is marginally in control of the glider. ln a

for a given glider with a given pilot weight, any srabilized angle.: of attack will produce a given airspeed. That means that if you wanf to launch your hang glider at 22 mph you'll need to run witl1 the angle of attack that produces that airspeed. This sratement is a lirtle oversimplified, but not to the extreme. Let's back up to the basics. It's important to remember that angle of attack is relative to the airflow. 'fhat means that to launch at the same airspeed for all your varied launch sites (flat slope, cliff, etc.), you'll be changing the glider's angle rela-

Name withheld by request 2B

HANC CUDING

launch. What l'm about to tell you cannot

befully learned by reading about it. YrJU must go to a good training hill in smooth or ltj?,ht wind to learn this properly.

rive to the horizon, but your angle of attack will remain the same (given equal density altitude). One of the most overlooked keys to good launches and good landings is the trim position of the glider. If your glider is trimmed improperly you will not have a good feel for what bar pressure is tdling you. A properly trimmed glider will fly "hands off" at a few miles per hom above stall. l n other words, to check your glider's trim, fly it in smoorh air, rake your hands off the bar, and the glider should cominue to You sho11ld have to push our on rhc control bar about three to six inches for the glider to mush and begin to stall. lf rhe glider is trimmed in a stall, or at a very high speed, you'll have a very hard time sensing the feedback that the glider is givyou. Suffice it to say that the first step to good launches (and landings) is your glider's trim position. Make sm-c it's trimmed as described above. Tf you have any doubts, ask another pilot or an instructor you trust ro fly yout glider.

Let's look at the mechanics of a good launch from the flying end first. You should be aware that the glider has a speed at which it handles most predictably and FEf3RU1\RY 1995

quickly. 'This speed (on a properly trimmed glider) will be between trim and best glide speed. In ordet to fly at this speed you'll have to pull the control bar in a frw inches. If you have a light grip on the bar while doing this you'll feel ir pushing against your hands, trying to return to trim. Tt is very important that you feel this. 'fo practice, go upright on the downtubes while flying high in smooth air, and feel this feedback from a position rhar is much closer to your launch position than flying prone, Now that you know that the best rnancuvcring speed (for non-gusty air) is few miles an hour (or a few inches of con-· trol bar pull in) faster than trim, you can relate this speed and the corresponding glider feedback feel to the speed at which you want to

Launching a hang glider is not at all about a given nose angle relative to the horizon (which is what you're talking about when you put the control bar against your legs), but about proper angle of attack and acceleration. Since I know where you live, l 'll give you an exercise ro get a feel for proper angle of attack. The next time the wind is blowing onshore ar about 15-18 mph, go to the beach, set up your glider and book in. Point the glider's nose into the wind and feel what happens as you slowly change the angle of anack. You'll notice that your properly trimmed glider will fly hands off up to the limits of your harness lines, and stay at the same angle with very little input. If you pull in slightly on the down tubes you'll feel the feedback ofthe glider trying to return to trim. ff you pull in too much, the glider will set itself down on the ground. If you let the nose up too high you'll fed the glider going out of control. Notice the

Ask

glider's angle when it is flying a little faster than trim speed. ff you're standing on a Oat beach you can assurne that the air is moving parallel to the horizon, so (in tbis case) your angle of attack is the same as your angle relative to the horizon. Using this technique you can get a feel for the angle of attack with which you'll want to begin your launch run. The next time you go flying, imagine the wind flowing up the side of the hill and apply this same angle of attack to that wind. On a flat-slope launch the angle of the glider relative to the horizon will be slightly lower than it was on the beach, but the angle of attack relative to the wind will be the same. At a normal cliff launch the glider's angle to the horizon will be noticeably lower, but, again, rhe angle of attack will remain the same. The most extreme case [ have seen is at Makapuu Point on the island of Oahu in Hawaii. The wind there comes up the cliff face almost vertically, so you can imagine how low the nose has to be relative to the hori· zon.

You shouldn't try to learn how to hang glide by reading this magazine; this column is just a forum for technique tweaking. 11 11

So, in light winds set the angle of attack as described and begin your run. As you accelerate the glider will lift off your shoulders, and at about 7-10 mph airspeed the glider will begin to give you feedback It is at this point that you start flying the glider (even though you're still on the ground) and maintain the appropriate angle of attack by pulling in on the bar slightly to get the same feedback you learned for proper flying speed. In higher winds, where the glider is already flying and off your shoulders, you can set the proper angle of attack easily, and then

maintain it through glider feedback during the entire launch sequence. The most important thing to remember in both cases is that it is absolutely necessary to feel the glider once you've started your run. Your problem probably dates back to when you were learning to fly. Either you weren't caught proper launch technique or you chose to ignore your instructor. The best thing you could do at this point is to seek out a launch clinic with a competent instructor, and learn to launch by feel instead of mechanistically. You shouldn't try to learn how to hang glide by reading this magazine; this co] .. umn is just a forum for technique tweaking. I hope you realize that your biggest problem is not your launch technique (although it isn't acceptable), but in the way you're attacking the problem. More is not: always better.

Questions may be directed to: G. W Meadow.1~ just Fly Aviation Gear, PO. Box 450, Kitty Hawk, NC 279491-800546-3596. 1ca.

111nm BR , 111111111 Ill ... to the time making important determinations at competitions where each second can mean victory or defeat. "

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Hints & Tips

The author p/,acing downtubes into the bumper storage tube.

A Rear-Bumper Storage Tu e by Jim (Sky Dog) Palmieri

he rear-bumper storage cube is an easily made, water-tight storage device that serves multiple purposes for the hang glider pilot (see Photo 1). The storage cube is inexpensive co make (approximately $20) and materials can be purchased at any hardware or plumbing supply score. The author uses his storage cube to carry downtubes (no t that he needs chem!), landing zone wind flags and streamers, extra glider tie straps and a first aid kit. In addition, the top of the storage tube in combination with the top of the bumper serves as a stable work area. Making the ·rear-bumper storage cube requires the following: a length of fourinch-diamerer plastic ABS pipe (pipe comes in black, white and green, although black is the lease expensive and looks best on most bumpers); a fo ur-inch end slip cap; a fourinch ABS co upling hub ; a four-inch cleanouc collar; and a four-inch ABS plug MPT screw cap. In addition, you will need a can of ABS cement and four 1/2 x threeinch round head carriage boles with 1/2inch hex nuts and 112-inch flat washers (see Photo 2). The length of the storage tube is determined either by bumper length (you may not wish rn have the storage tube extend beyond the length of the bumper) or by the length of yo ur downtubes. In the first case measure the length of your bumper and subtract four inches. This will be the length of the cut plastic cube. In the second case measure che plas tic cube co the length of your downtubes. This will give suffici ent length for both downcubes, basetube, and wind flag storage. Next, drill fo ur holes along the mid-line of the bumper with a 5/8-inch drill bit. Two holes sho uld be pl aced four to six inches from each end, and the remaining two holes equidistant in the remaining middle space of the bumper. Make sure that the holes are lined up along the mid-line of the bumper. Next, place all end fixtures on the rube without cementing. Hold and center the cub e on the bumper while someone outlines the cut bumper hole positions onto the plastic cube. A black marking pen works well. Once outlined, remove the end fixtures and drill four 5/8 -inch hole s as marked. T he drill bit will tend to melt the plastic along the drill cut so remove chis flashing with a sharp knife. Next, with a chisel, score four corners in each hole (chis will aid in preventing the carriage boles from turning). Place the tube

H ANG GLIDING

Lefi to right:· Four-inch slip cap, coupling huh, deem-out collflr tlndfour-inch screw plug

up against the bumper so that the holes overlap. Place a bolt through the hole inside the bumper tube and then through the bumper, and loosely secure with a washer and nut. Repeat until all four bolts arc loosely set in place. ·righten all holts until the plastic tube just begins to deform at the site of bolt head attachment. Finally, apply cement to the inside of the end slip cap and immediately place on the tube. (This must be done within five seconds.) Tap the cap several times using a wooden block and hammer to force the slip cap securely into place. Cement the cleanout collar to the coupling hub and then cement to the open end

FEBRUJ\RY "1995

of the storage tube. Apply a heavy grease or Vaseline to both the threaded four-·inch plug and the cleanout collar and then screw the plug into place. This will prevent the plug from sticking to the cleanout collar and guarantee that the tube will remain water tight. Should you prefr:r access to both ends of the storage tube, substitute a coupling hub, cle;inout collar and screw plug assembly for the end slip cap and adjust tube length apprnpriatcly. The only caution that this author makes is to beware of so--callcd pilot friends in the LZ who will use the bumper storage tube as a beverage can recycling center.

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by Phil Bachman) USHGA Executive Director n this and subsequent issues of Hang Gliding magazine you will find a fullpage advertisement for the new USHGA Telecard program. I want to describe for you some of the background of this new phenomenon, and why we have created a telecard program for the benefit ofUSHGA and its members. In future issues, in this new Executive Director's column, I will be discussing such subjects as how the USHGA works as a business, as well as the many differ-· ent, diverse and serious issues facing the USHGA now and in the near future which have, or more than likely will have, monetary costs associated with them. Tl1ese include such things as: large potential increases in our members' third-party insurance premiums, especially in 1996; the rapidly-building issue in several areas of the country involving proposed military operating areas (MOA's) which infringe on our established flying areas; the continuous effort to retain our current flying sites and protect them from increased demands by landlords/agencies; and the upcoming challenge for control of the airspace over national parks, to mention just a few. In order for the USHGA to be effective in supporting its members' rights to continue to enjoy the air, we have to be prepared with the financial resources to support these efforts now and in the future. Por this reason, when I started with the USHGA in late March, I immediately began to look for alternate ways in which we could begin to develop the necessary financial capability, other than by just falling back on dues increases. When I learned about the telecard phenomenon, which is in its infancy in the United States, it was immediately obvious that

We all make long

distance

from time

to time. Regardless of the amount of calling we do1 if we can save 40%-50% of the expense then let1s do it 11

this was a natural for rhe USHGA. So let me tell you about it.

A telecard, sometimes known as "a debit card" or "a prepaid calling card," is a telephone calling card which you pay for in advance for a specific number of minutes or dollar amount. You pay for the card up front in any denomination, typically $2 to $100. Then you call a tollfree number, punch in the card's account number and place yout call. The account is drawn down as you talk, "spending" your time. The cards allow calls to be made from any touch-tone telephone, including cellular, hotel and pay phot1cs. Naturally, as wirh any debit card, the user will eventually run out of money (or in this case, time) if the card is not recharged. When your time runs low it may be replenished within the hour via your VISA, Mastercard, Discover or American Express card. Furthermore, a minimum balance can be established, or the account can be automatically recharged to a predetermined balance on

a monthly basis. You can check your remaining balance any time with an 800 number. Prepaid calls are almost always cheaper than calls made with telephone credit cards, collect calls or cash at a pay phone. You dial an 800 number, enter a pass code, then dial the number you want to call. The price of the call is automatically deducted from your prepayment amount. The cost per miirntc for all domestic calls is the same, regardless of the time of day or the location of the called party. As an example of rhe cost savings, imagine placing a call during the week from San Francisco to 'fampa. You would pay 75(/: for a three--minute call with your telccard. The same call would cost $1.80 for a user of the AT&T TcleTicket card and in coins at a pay phone. Part of the appeal of tclecards is their simplicity. They arc so low-tech, telephone industry experts say, that they undoubtedly will become part of the future of just about every shopper or traveler in America. A markedng Vice President for LDDS is quoted as saying, "The prepaid business has grown by leaps and bounds for us. It has the highest growth rate of all our products." Extremely popular in Europe for more than 10 years, telecards are already so widespread there and in Japan, Hong Kong, Singapore and Australia that most public telephones no longer even accept coins. In these countries the need to make calls away frorn home created rhe prepaid calling card business. In the United States, where most peo-ple have credit-based calling cards attached to their home or business telephone bills, prepaid relecards are only now coming into common use. Telecommunications fraud has topped the $1 bill ion per year mark and is still growing. Since telecards arc prepaid, fraud, misuse and problems typically assocfated wirh billing customers (i.e., delinquent account receivables and nopays), are eliminated. The surcharges :md/or additional costs normally associated with conventional calling cards are not needed. The phone companies don't have to send you a bill or worry about you exceeding your budget and being unable to pay. Hence, one can make a 25(/: cent Hi\NC GLIDINC

per minute rclecarcl call anytime, clay or night, within the United St;ites. In other words, you save 4(J<Yci-50rYci when using a tclccard versus a calling card. Prepaid phone cards were created in Italy during the fall of 1975 by a manufacturer and supplier of vending machines. All of the Italian cards were magnetically encoded. The cards failed due to production costs and the easily damaged prim surface, hut finally evolved into rheir current form in late 1976. Similar cards have been offered for years in 150 fcireign countries. 'foday, Italy is second only 10 Japan in the use of prepaid phone cards. More than 8"i(J«> of all phone cmls in the world have been issued in Japan. '] 'he average prodnction run of a Japanese phone card is 17,000. Contrast this wirh vvhcrc the average card is ma1111the facrurcd in much smaller quanritics, because the market is much younger and less developed. The phone card marker in

the U.S. is beginning to hoom, with final 1994 production figures expected to be five ro rc11 ti mes as grcar as the previous year. !\ long rime ago I learned the impor-rancc of remembering to answer the WflrM question when presenring a new idea (WlTFM What's In Jr For Mc?). Your memher cost to place a call any-

where in the U.S., any time, ;my day, is 25ct per minute.

The USHGA telccard represents a savings of 40%--50rXi over standard long-distance calling cards. The USHCA tclecard includes an l nter;1crive lnfonnation Service with more than I, 100 options, including stock reports, news lines, sports updates, weather reports for cities worldwide, ere. USHCA telccards arc fully rechargeable by calling the 800 number on the back of the card. Provide a credit card

............. $305.00 ........ 275.00 Yaesu FT11 l'l-5W................ ... 305.00

Icom .. .. ........ too many to list... Call Alinco D.118Dh-5W................. 259.00 Kenwood_Tl-l28A.~.· ..... 329.95 Kenwood 11122.... ~ _ . ..... 289.95 50W mobiles ................ .trom 329.00 All ham radios available with . . warrantied MARS/CAP mods

VARI OS Ball M-19demo .................. $393.00 Aircolec Piccolo demo .. 354.00 Afro-Cirrus .... we beat any price* Brauniger............................. Call Flytec.. ............... Call with your best Davron .............. .. price. We'll beat it/ Tangent Computer... ~ -.... Call W1th1n reason, of c o u r s e ~

OTHER ELECTR

TUFF

site with consistent

number and your tclecard is recharged within the hour. The concept of a tdecard program for USHCA members obviously mal,es sense. We all make long distance calls from rime to time. Regardless of rhc amount of calling we do, ifwe can s;1ve li0%-50% of the expense then let's do it. The frosting on the cake for offering this program to the membership, with all its bcnefos, is that USHCA will receive a six-percent royalty on the dollar amount of all calls placed hy members using their cards. Over the years this could become a significanr factor in offsetting the anticipated expenses associated with the continued protection of our flying rights, as well as others. Next month, in Pan 11, l will you some background on another interesting facer of telccards: rhc phenomenal growth of the tclccard collecting craze.

E!VE!rvlhi111a a student pilot needs. eq1u1pmeint, and a ideal for This means

more have more fun, and become a better pilot time ..• You want it? YOU It! • Lessons taught daily, year-round. • Soorable conditions 300+ days a year. • Smooth fJrassy ridges "mode for sooring". Lesson pockages for beginners or your first 100 mile X-counlty. • Tandem/Solo Hong gliding & Pmogliding lessons. • Pro site guides for 2,000' 5,000' mountain lounch sites. Demos & glider rentds. • Sail & oirfrrnne repairs by foctory experts. • Full service shop with products from most dealers. • Free Camping at the lounch. • ICP's and aerobatic clinics.

Flightmate Pro GPS with full accessories ...... ...... $759.95 Avocet flight watch. Best price anywhere Including shipping! ................. $119. 95 PTT finger switch.. . ........ 89. 00

ANTENNAS /4 wave duck .. .............. $14.95 5/8 wave duck ............... 17. 95 5/8 wave telescoping .. ... 20.95 5/8 wave mag mount ... ..... 38.95

MISCELLANEOUS Avenue Clarksville IN 47129 812/288 7111 Fax 812/284-4115 Send SASE for current sale flyer showing even more products.

FrnRLJARY 1995

Dealer: ........ UP....... Pacific Airwave Hook Knife (the good one) . .... $14.95 Harnesses:High Energy.... CG1000 1/4" braided poly line ....... .$35/1000' Mason release ... ................... $47.00 Helmets: Reflex ... Panoramic ... Lee Airspeed Indicator: Wind Advisory And so much more...

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Australia and beyond ... contact the following dealers for gliders and fast spare parts. USA Scott Johnson, 932·6lh S treet, Clarkston, Washington 99403 USA. Phone 509-243-4988 Fax 509-243-4935 Tony Barton, P·.o . Box 2163 Sierra Vista, Arizona 85636 USA. Phone/Fax 602-459-6305 Tony Covelli, Hang Glider Road, Ellenville, NY 12428 USA. Phone/Fax 914-647·1008 CANADA Bob Louden, Airborne Canada, 1764 Cedar Hill Cross Road, Victoria BC, Canada, Phone/Fax 604-4n-2461 AUSTRALIA Airborne Australia, 22/30 Kalaroo Road, Redhead, NSW 2290 Australia. Phone +61 49 499 199 Fax +61 49 499 395

X-C Con1petitio 11

• IZ

H ANG GLIIJING

LEFT: 1994 Open Class winner john Johnson streaks akmg fQ a new Arizona state record o/221.66 miks. Photo by Rik Fritz BELOW: ff launching his RamAir 146. Photo by Rik Fritz.

John Johnson sets a new Arizona distance record of 221.66 miles flying from Mt. Elden to Cortez, Colorado. by Bob Thompson

he 1994 Arizona Cross-Country Ha.og G liding Contest came 10 a dose at t he end of the year, and the results were quite diverse. Fo, starcers, John Johnson set a 11ew Arwma distance record of 221.66 miles (erronoously listed by Wills Wing in their advertisements as 219 miles), flying from Mr. Elden co Conez, Colorado on a d.ty that saw only one glider launch JJ. JJ was dc6nitdy "the class of the Open Class" last year, flying his new RamAir 146, showing many pilots throughout the year how to go farther and fas ter. The previous year's Open Class winner, Orrin Smith, gave it his best, taking second place with a 130.11 -mile flight made while test-flying a new Airborne Blade 141, a week before tumbling h is K2 on another X-C attempt, ,vh.ich resulted in a seasonending totalled glider and broken back. Orrin did manage a shockingly speedy recovery, get ting back in th e air months ahead of what the doctors advised, bur, unfortunately, after all the reasonable X-C air had subsided for the year.

Hi.s Oying partner, Jacque Neff. who showed great promise early in the season, ended rhe season premacunely by flying k,,v imo a dusc devil during the Sandia Classic, and never did F,le any flights in the

WP LEFT: /olm Joh11so11 and erew - /rtfianne, Matthew a11d Suzie.

Phow by Rick Pottr.

Ari~.<.)1'1:t contest. We heard something about his rocket going off

i,J.Jidt> his harness, resulting in a "burn and crash11 ,vich no chute deployment. Let's hope next year brings bmer luck co southern

TOP RIGHI: A11dy Rockhold soaring 1/,, Aubrq Cliffe. Plx,ro by rhe pilo<

Ariwna pilots. Don Jones glided imo chird place in che Open Contest with a flight of96.68 miles on his K2, launching from ML Elden and coding up a few ,niJesshore of Lower Gr=ewood on the Navajo Indian Reser,,.arion. Andy Rockhold managed a :great final glide in bouyane air for a 58.4 1-mile fourth place in his TRX. I plummeted ro fifth with a 53.35-mile flight along ,he same route as Andy, on a different day. Ralph Bergh, flying his HP AT 158 42.09 miles from Mingus

BELO\V: Andy Rockhold"""' rk Painted D"'"· Phow by Rik Fria.

Mouorain co the norch end of Mormon L'llce, iVOn che I00-Milc Class in a hard-fought bacrle with the e.lemenrs, wit-h no chase driver. Frank Schwab Hew his HP AT 145 in,o first place in the 50-Mile Class wich a 53.35-mile flight from Mingus to che same bend in Big Chino Wash where I had landed a month earlier. It~ nice ro know that the local ground suck has more than jusr my name on it. Frank \viii no\v be forced into joining Ralph next season. Jerry Dalen

coaxed his K2 ITocn Mingus ,o the Sedona airporc, good for second place. Awards were presented at the December 13 AHGA mee,ing. These included cusrom s1:,ioed glass wall plaques for placing pilots, shirts for all conrescanrs, on Avoce, Pilo< watch for first place in the Unlimiied Chss and ge2r bag/backpacks from Wills Wing for firsc in cl,e 50- and 100-Mile Cl:isse,. The top-placing pilots in eve!)' class were flying Wills products, •gain. M,my thanks to the fine folks a, Wills Wing for supporting our contest throughout the years. Three pilo1s entered the Non-Scraigh1-Line Class, but nooc fded any flights, and no one entered the Paras'ider Cl,ss. Wh,r • year: fewer entries and fewer flights filed. Yee, there were still some /011g Aiglus, indurung )J's new Seate record. Ne:rc year promises some interesting flying. as Dana Kyle jusr 100k delivery of his new Swift. Several of us flew them and it was really fun. They are easy to lly, and the performance - holy root! I can foresee 300-400 miles on one of chose things! Several more Swifts are scheduled for delivery this win<er and early spring in our area. Competition could be s1iff in a Fixed Wing Class. Come oo'95!

.A.. ~

HANG GLIDING

1 July 22

, Washi by Rich Williams

he 1995 U.S. National l lang Cliding Championships will be held in Chelan, Washington from July 22-29. The awards ceremony is scheduled for July 30. July 20 and 21 arc official practice days that will enable pilots unfamiliar with Chelan to gain experience with the local flying conditions, and to practice flying under the rules and format used in rhc competition. We've secured a video production company to cover the competition ;md have exciting and innovative ideas for exhibiting our sport to the general public. This company has experience producing action sports videos for major networks. We arc also actively seeking major corporate sponsors for the com· petition. Chelan is one of the best and safest cross-·country competition sires in the world. The Women's World Championships held there last year offered ;1 perfect example of the caliber of tasks that can be flown from this site. More than half the competitors completed a 100-mile race-to-goal, and two days lat· er more than 20()'(1 of the competitors completed a l OO···mile our-and-return

the USHGA. We will award trophies for rhc top 10 places overall, the top 10 women, and other categories yet to be determined. The local hang gliding community and the town of Chelan fully support our efforts to nm the best, most professional national competition ever held. Their support and active participation arc critical for our success. We expect a large turnout for the 1995 U.S. Nationals, possibly more pilots than we can accommodate. We will accept· approximately 120 competition pilots based on the following criteria:

• The top 25 ranked U.S. pilots. • 'The top lO ranked U.S. women pilots (not ranked in the top U.S. pilots overall). The top l O ranked intcrna· tional pilots not ranked in the top 2 5 in the United States. • The remaining 75 slots arc reserved for pilots who will be accepted on a first· come, first-served basis according to the order in which entry fees arc received. 'The entry foe for the U.S. Nationals is dollars (U.S.). If yon arc interested in flying in the competition we strongly recommend that you cmcr early. Jr's very likely that the available slots will go quickly. Ifwc do not receive entry foes from pilots in the first three categories (top ranked U.S., women and international pilots) by May 1, 1995, those slots will be allocated to pilots on a waiting list in the order rhat we receive entry fees. Send your entry fee to: Rich Williams, 9807 40th Ave. F., 'l:1coma WA 9Wi!(G (20G) (voice or fax), or Lionel Space (20G) 599 2360.

I I Alamogordo, New Mexi by Robin l{astings·

rnsk! The Nationals will feature race-to-goal, om-and--rcturn and triangle tasks. When conditions permit, we will offor the option of several out-and-return and tri angle tasks that meet the FA! criteria for world record races. Also, some of rhcsc tasks will offer an opportunity for women's world records in out--and-returr1 ;:md triangle distances. Wirh the quantity and quality of't-he competitors cxpcctccL it's possible that one or more men's and worncn's world records will be established or broken. If you're not familiar with the requirements for setting a world record, get the World Record package ($1 5) from FEllRlJARY 1995

lamogordo and the Rio Crandc Soaring Association had a high...a. uvu,,, success October 8-10, 1994. Twenty-some pilots showed up for the annual no .. fccs, no-rules, no-problems flying fcsrival. Best of all, there were no lllJuries nOl" even a broken down tube (al though a few whackers tried awful hard). On all three days there was flying, although on Saturday rhe 8th, wi rh the winds rurning northeast, only two early birds from out town took to the air, determined to get something in return for all that driving.

Alamogordo has three good sites coy.. cring every wind direction bur cast. I )ry Canyon, facing southwest, still saw almost 20 brightly colored wings dis-· played, as fanatic optimists from all across rhc West kept telling each other, "Well, as soon as it heats up a bit, and sends some thermals up the face ... " About 3:00 PM everyone finally admitted that ir just wasn't going to happen that way or that chy. Tom and Cindy West reported cast winds of 15 mph down in the I and everyone made the humpy journey back down the hill to Alamogordo. Still, the day was not lost. A 101 of good flying talcs

nWeddi

d(Almost) ly-1

twas a dark and stormy night. Chilly, too. October J4 saw the worst storm of 1994 as a Baja hurricane whipped an arm across the Southwest. Tony and Megs, and most of the Barton family, watched ln dismay as the rain pounded the backyard and all the carefol preparations they had made. Sierra Vista, Arizona is just not known for this kind of weather. As the guests began to arrive (many of them pilots who bad never been seen in a suit before), a minor miracle occurred. The clouds began to drift eastward, and Tony Barton quickly said, "It looks like there's a hole in the clouds. Let's get going!" A simple, sincere exchange of vows then took place beneath the moon and stars, in a service conducted by a bishop of the Church of Latter Day Saints. It was a happy crowd that congratulated the new Mr. and Mrs. Barton. It got mighty cold when those clouds went away, and everyone was happy to be in a crowd of heat sources! 'The well-wishers filled Bill and Nancy Barton's living room and ya.rd, imd the.re was pl.enty to cat, drink and talk about (like the newest gliders, the latest flying, and whether the weather would break for Hying in the morning). 'fony and Megan plan to open a Hying school near Sierra Vista's fimmus Miller Canyon site, and everyone was hoping for some One conditions the next d:ry. Sad to say, that didn't happen. By 9:00 AM it was pretty obviously blown out. 'fhe Bartons and other locals took vJsitors up for a look at the launches (north, cast and southeast, now) and estimated the gusts at 60-70 mph. No matter, though, pilots were already at 5:00. That's one nice partying at Nick's Place by the landing zone, and everyone was looking forward to the big Mexican food thing about Southern Arizona (and visiting) pilots; you really don't have to Hy w have a good time around them. So, with their foet on the ground and tbeir eyes on the sky, we all wish a happy married lifo to two of the nicest people in hang gliding. Good landings to you both!

were told in the LZ that afternoon, and later that evening at the Western Sizzlin's back meeting room. Saturday had seen threatening clouds, bizarre winds and dust devils. In contrast, Sunday's winds were l 0-15 mph at launch, straight om of the sourhwcst, without a cloud to be seen. Under clear October skies everyone got pretty much all the airtime rhey could stand. From the launch at 7,000 foct most people cruised easily up to 9,500' or I 0,()00', and boated around to their heart's content. No oJJe X-C, however. All that lift ar the motmrain had to be paid for somehow, and venturing into the flatlands meant a quick trip earthward. 'That evening in the landing zone there were enough grins to last a year, and all agreed that it more than made up for Saturday's inauspicious beginning.

/t was what a fly-in is supposed to be. Lots of friends got to meel~ talk, laugh and fly together during one of the loveliest weekends of the year. If you have a yen to travel, soar or just 111eet some al/around good people, plan a trip to Alamogordo next 1 (), u ,L..--, We /I be glad to meet you."

Similar conditions prevailed for the lucky dozen or so who could stick around for Monday, and some real converts ro the sire were made that weekend. "Beautiful!" s,1id one pilot, a first-time high praise visitor from ( :olorado indeed, ft)r someone whose home site is William's Peale

Ir was what a fly-in is supposed to be. Lots of friends got to meet, talk, laugh and fly together during one of the loveliest weekends of the year. l f you have a yen to travel, soar or just meet some allaround good people, plan a trip to Alamogordo next October. We'll be glad to meet you. HANC GUDINC

rl n

ul by he Region IX Yearlong CrossCountry Comest runs from l;ebruary 1 to December 1 each year, and recognizes a pilot's longest flight flown within the Region during that period. The comest had a total of 44 (13 Rookies) emrants last year, of whom 18 pilots (four Rookies) registered flights. 'T'he top six flights were over 50 miles which indicates that conditions were fairly good for the year. Last year's results were, however, a bit unusual in two respects. There were very few long cross··country flights after June 1. due to the unusually wet summer experienced in most parts of the Region. The wet summer itself followed what had already been an odd spring, during which the bulk of the good cross-country flights were made on south· west days, not the usual post-fromal northwest ones. The preponderance of southwest days accounts for the curious number of good flights registered from the Vittsburgh Daedalus Club's southwest-fac. ing 400-foot Avonmore site, It also accounts for the widely held belief that it was a crummy year. Ir was a crummy year if you didn't have a handy soud1west·-foc-· ing site. Fall flying was not too bad, with two notably long flights by Claire Pagen and John McAllister being entered i nro the result,. Bur for most pilots it was their spring flights which counted in the contest. My contest-winning flight of 84.4 miles was actually meant to be a tic at 84 miles with Pat Brooks who took second place. He and I had climbed out togcrlier from 'lcmplcton, Pennsylvania and dclib-· era rely flown the cmi re cl istance together until the end near T1idd, PA. There l got myself mo far downwind of Pat and FrnRUJ\RY I 99S

Lehmann couldn't make it back ro his LZ as [ had intcuded to do. The flight was particularly special as it was done together with a fricud. One of the drawbacks of long-dis .. ranee cross-country flying is that it is usually done alone. But on this flight I got to share Par's pleasure in getting his longest flight ever. We enjoyed excellent conditions after some early scratching. The lift turned on to as much as 700 fpm under some of the best defined, highest cloud streets I have seen around here. The flight included P:tt's first crossing of the dreaded

Name 1) 2) 3)

Pete Lehmann Pat Brooks John Fenner 4) Mike Neuman 5) Claire Pagen 6) Larry Huffman 7) Randy Newberry 8) John McAllister* 9) Joe Simmers 1O) Doug Affolter 11) Nelson Lewis 12) Michael Balk 13) Jim Rowan 14) Stc:ve Conner 15) Ron Divdy 16) Susan Pierce* 17) Mark Gardner* 18) John Scott 19) Mark Nicolet* *Rookie

Distance

84.4 84 67 62.5 56

54 48.9 48 48 46 40

31 30 19

14.5 12 JO 5

Allegheny Mountain barrier as well as his highest-ever altitude gain of7,200 feet. Mind you, that altitude gain came just as we hit Allegheny Mountain, and made the crossing pleasantly anticlimactic. All in all it was a spectacular flight that ended with Pat's HP AT first being stolen, then successfully retrieved with the assistance of a very kind local. Quite an interesting day! Third place goes to John J:cnncr, another Daedalus Hang Gliding Club pilot, who ran amok chis spring flying some 300 miles, mostly from club sires. His longest flight began from Avonmore on one of the many unusually good south-southwest days we experienced this year. John got to six grand while heading northward to cross J.. so, to land at Penfield, PA. In 15 years of cross-country flying no one had ever crossed I-80 before, but this year John did it twice. John's 'Team Gypsy retrieve crew (Chimney Ferraton) nearly let John walk home because he had chosen not to transmit on his weak radio battery until he was over two and a half hours into the flight. The evergreen Mike Neuman took

Site 1empleton, PA Templeton, PA Avonmore, PA Ashtabula, OH Kennedy, PA Avonmore, PA Big W:'llker, VA Woodstock, VA Plain City, OH Avonmore, PA Woodstock, VA Sacramento, PA Higb Point, WVA Big Walker, VA Avonmore, PA Woodstock, VA Pulpit, PA 1emplcton, PA .Ashtabula, OH

Glider Enterprise Desire Wills HP AT PacAir K3 Wills HP AT R1eAir Klassic 14 MoyesXS 142

UPTRX Wills Sport 180 UPTRX Wills HPAT PacAir K4 PacAir Formula Wills HPAT Wills HP AT 145 Moyes XS PacAir K5 Wills Sport Wills HP .AT Wills HPAT

Date May23 May April 26 May21 Sept. 18 May30 May IO Sept. 29 Sept. 18 May28 Mayl Nov. 11 May2 Aug. 22 April 24 April 1 July 1o Sept. 19 May21

4r· ·,)

fourth place with his site record 62.5-mile fligbt from Mark Nicolet's ATOL rig ar the Ashtabula County Airport in northeast Ohio. Mike's flight was made on a day with very linle drift, and in small patches of weak lift. He remarked on the pleasing abundance ofhig, flar LZ's in that part of the country. With a flight of 56 miles from the Kennedy site near 'Williamsport, PA in mid-September, Claire Pagen added another sire and a fall flight to the year's results. This fifth place finish is, like her earlier showing in the Regionals, the bestever placing for a woman pilot in the contest. Sixth, and the last of the 50-mile flights in this year's comest, was Larry I foffman's flight of 54 miles from, again, Avonrnore. This flight rook the same um1sual northerly track taken by John h'.nnc:r. Chief Skywacker Randy Newberry traveled interstate on a li8.9mile flight from Big Walker, Virginia that crossed IO miles of woods, and almost got

the drawbacks longdistance flying usually But on this flight I got to share longest in getting flight ever. 11 him to the Sauratown site in North Carolina. Rookie winner, and eighth overall, John McAllister had a good news/bad news day when, on September 29, he flew fcir a personal best 48 miles from Woodstock, VA only to have his 180 Sport (blue leading edge, light purple and

THE# A HELMET SOLD IN THE USA JUST GOT BETTER ! Tlhe IPANORAMIC meets touglh NAS distributing standards. It is the l st !helmet designed specifically for bang gRicllug and paragliding and unlike other hebnets is huih with. ail smooth trhn to reduce drag and prevent wire and line Don', settle for a copy, get the original !PANORAMIC, high impact, wciglh, fuUl face !helmet ,odayf NEW DEALERS WELCOME

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white undersurface) stolen from the side of the road, and, unlike Pat Brooks, he has not gotten it back. John is promising to become a first-class pilot, and has at least one other similar length flight this year. Congratulations arc in order, and watch our for him next year on his new (carno-bagged?) Moyes Xtralite. Rookie Susan Pierce scored with the 14.5-rnile flight that won her the Regionals, and was good for second place in the contest. Mark Gardner took third place by virtue of his flight of 12 miles from the Pulpit. 'Iwo final flights of note should me mentioned. Jim Rowan flew 31 miles for the first cross-country flight from the Mountaineer's new "High Point" site at Cumberland, Maryland. And John Scott made a l 0-mile flight to land in an LZ where he had once landed before. The same person who witnessed the first flight at the age of 13 saw this one as a woman of 26. Time flies (but cops a miser- ~ able glide). ~

DESCRIPTION: 11lE "SLIPSTlll'AM HARNESS' ACHIEVES GOOD "SIT-UP-ABILITY' IN ACOMFORTABLE AND AERODVNMIIC DESIGN. THESE GOALS WERE ACHIEVED VIA ASEMI-DORSAL FIN COMBINED Wl11l THE LIGHlWEIGHT ALUMINUM BACKFIIAME. THE HARNESS USES SEVERAL NEW CONCEffi COMBINED WITH MANY OF 11lE BETIER FEAlURES OF OTHER HARNESSES TO CREATE ABALANCE OF COMFORT, USER FRIENDLINESS, USABLE STORAGE AND POCKETS. ONE OF THESE FEAlURES IS THE PULLEY/SLEEVE SYSTEM ON THE Zll'flER DOORS (FOR MORE IKFO CALL US). THE RELATIVELY SHORT BACKFIIAME NOT ONLY IS vm UGHlWEIGHT, BUT ACHIEVES THE COMFORT PURPOSES OF ABACKFRAME WITHOUT SACRIFICING LANl>IIIGS (S1T-UP-ABIU1YI OR THE .ABIUlY TO BAI.I. UP FOR AEROBATICS, ETC.. TO TOP THIS Off, WE CAN CUSTOM DESIGN ANY OF 11lE ABOVE TO YOUR LIKINGISTANDARD FEATURES: SIIIGLE SUSPENSION, TllUE CONTINUOUS WEBBING, LIGHTWl:IGHT ALUMINUM BACKFRAME, SLEEVED AND PUllEVED ZIPPER DOOR LINES, SIDE ENTllV, I.Ii. INTI:RNAL STORAGE, 2 . 3 ' COLOR STlllPES, DUAL CHEST BUCKLES, MAGNUM FABRIC EXTERIOR, PIJ\SllC/REPIACEABLE SKID AREA. l111ro,lw111 Me SSSO + OPTIONS (caU lor more Imo).

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HANC GLIDING

Flvi11g Piunee1·s

urtis ames Aviation Pioneer by Steven Holte

n 1935, Cunis James, Don Lowe, Ralph Bay, Del Greenblatt, Ed Robinson and Billie Butler deaned our an old barn in the Sacramento,

California area. As payment, they were

allowed ro keep rhc "junk" iasidc. This included an Adams primary glider, in "gre;tt disrepair." Thc:se six young men \Vere srudcnts at the Sacrnmenro J r. College Technical Institu,e of AeronaucicaJ Science, which lacer became the Boeing School of Aviation. Their inmucr.o r was Mr. Hilton Lusk, and he became the Deon of Boeing FEBRUARY 1995

School of Aviation. Using rheir comb ined skills and chc "midnight" classrooms of che lnscirucc, tbc Adams primruy glider again became airworthy. The Adams had a steel cubing frame with spruce ribs and spars, and was supponed by a Warren Truss. The wing fabric was unbleached linen, which was doped and ,hen paimed. Curtis and the boys had ro hand sew tbc wing covering to fir rhe spar.s and ribs. The landing skid was composed of spruce shakes, overlapping like roof shakes, from co rear. The pilot sat on a pine board

at first, but then ir was replaced with a "modem'' bucket seat out of a Cuctis pusher biplane. The craft weighed between 160200 lbs.. depending on which modification was in place, and had a wing span of 32 feet. Some of their landi ngs were less chan smoorh, and repairs ,vere carried out in those same midnight classrooms, at good

old $.J.C.'f.l.0.A.S. You can sec why they changed it co Boeing School of Aviation! The Adams primary glider was just elm, and had co be cowed up. Curtis and his friends had a unique kind of cow vehicle.

They used two early motorcycles, a Harley Davidson and an Indian, with a rope yoke between the t:wo cycles. They attached an SOO-foot length of cable to the yoke and the glider. The cycles towed the glider up from a grass field between Sacramento and Davis, California, in 1935 and 1936 (see photo). The average flight was 20 to 30 minutes, though on one flight they attained 2,000' AGL. The Adams glider had foll three-axis control through a joy stick, with a rudder, elevator and ailerons. The takeoff speed was 20 mph. Studying the photograph you can sec a fairly high camber with the center of camber well forward, much like om modern glider airfoils. Curtis has flown many different aircraft, starting with a WACO OX5, SO-horsepower, water-cooled VS biplane, and later the OXX6 90-hp version. He flew J5··powered 'T'ravclair crop dusters with Red Jensen. In 1937, Curtis worked briefly at Pan Arn for .35/hom. In July, 1937, be went to work for Lloyd Steerman for .48/hour and builc the four-passenger "St:eerm an-H amrnond," powered by a four-cylinder inverted Manasco. Curtis assured me that after 30 minutes of instruction anybody could fly one. Only 58 of these beauties were made! (See photo: twin tail booms.) Also in 1937, Curtis worked for Jerry Vultce, in Downey, California, building the V-11 Attack Bombers, which were sold to Russia and China. Next he worked for North--American for .68/ hour and worked on the North American 047 Observation Airplane for the U.S. Army Corp., a "quiet" aircraft. (Could we say Stealth?) In January, 1939, Curtis rode his J 936 Harley Davidson "Knucklehead" to Seattle and started work for rhe Boeing Company for a whopping .72/hour! Tn the years that followed be Jlew P38's and P40's, B29's, B47's, B50's, eight- engine B52's, 707's,

74Ts, and everything in between. Cunis worked with the Wichita, Kansas division, overhaul-· ing all Boeing aircraft, and was quality control manager on the project, which is where he retired. As a hobby, Curtis makes guitars. One of his close personal friends, Johnson, barrel-rolled a 707 over Seattle Sea Fair and was consequently fired. Don I .owe, one of the original "Adams" boys, was killed !lying a P38 in the World War Il. Billie Butler lives in California, and the others

Tex

"The Endless Thermal" California, Oregon, Coastal and mountain flying at Hull, Elk, urn,,:v,,ew, Paradox. Balloon drop and festival. Hcl1eoptc1rlh<1Lllggl!(lcr Illyin at Lake Bcrrycssa. Altitudes to Awesome and gorgeous; a classic! 1992, 90 NTSC. $29.95 Add $3 shipping for one or two tapes, .50 for each a(ldlttlcmal tape. California residents must add 7.25% sales lax. check to: Blacct Research, 15210 Orchard Rel, Guerncvillc 9544{:i, 707 -869-9164

have disappeared with time. Curtis lives on Whidbey Island, Washington, with his wife, and is truly one of this countries finest aviation pioneers!

Featuring Line Tension, Line Angle, Launch Pressure, Gauges, Gloveless Rewind

FDR INFO. CALL S02~5B1 ~6771

HANC GLJr)ING

AWARDS GEORGE REEVES

AWARDS 50Ml!.FS DOUG BECKING] !AM

PILOT: City, Stare; lnsrrnctor/School Region 1 Ci\VANAUCII, VICTOR: Missoula, MT: P. Swanson/Sports 1·,x,,11a11i;c MORCAN, BRYON: Silverdale, WA; C. lll:1ckwell/Payall11p Region AYERS, BILI.: Newman, ( :1\; J. Woodward/Natural Flying FLOOD, MICI IAEI.: A11gwi11, C:A; S. Bicld,ml/Magic /\ir GOOD, PHILIP: Jwesvillc, C:J\: R. Lco11ard/Advcnt11rc Sports MARTENS, BILL: Janesville, CA; R. Leonard/ Advcmurc Sports

PILOT: C:iry, State; l11structor/School Region 2 ATKINSON, RICII: Cmrphcll, C:A; I'. Drnevan/Mission Soaring FLOOD, MICHAEi.: Angwin, C:J\; S. Bickford/Magic Air HORGAN, BRIAN: Modesto, C:J\; I<. Mllscio MINI !AS, NADFFM: Fremont, C:A; I'. Drncvan/Mi.ssio11 So:Hing PEREZ, JOF.l.: Modesto, CJ\; l<. Muscio STANDAGE, MARK: llouldcr Creek, C:A; T. C:adora Region 3 IHJRDY, JACK l .ake Elsinore, CA; I<. I Lirrison/ Advent mes l!nlirnircd RAMOS, Al.l;i<FD: Indio, C:J\; l'. Elsinore Sports Region It HUGES, ROB: C:h:1parral, NM; K. Rotinson/( :Jo11dsrrccrs SM!Tll, GARY: l'ucl,lo, CO; S. Dewey/Quiet I IC STIELY, JAMES: Scottsdale, A/.; R. I )cStephe11.1//.011ie ! IC Region BUJAK, MIC!lAl.: llattkgrollnd, IN; A. l\loodworth/1.ookout Mrn 1'1' GI.EICHMAN, KURT: Saline, Ml: N. l.esnow/Pro JIC; !!ERBST, DONALD: lkdford, Ml; N. Lesnow/l'ro I IC Region 8 FITZGERALD, JAY: l .ehanon, NI I; D. Baxter/Morningside 1:p Region 9 GARTLAN, TOM: Middletown, PA; B. I lagcwood/Kitty l !awk Kites MICI IAEI.S, ANN: Morgamown, WV; B. Wcawr/I<i11y I Liwk Kites ROMANO, NOFM!: Silver Spring, MD: B. Wcavcr/Kiuy I !awk Kites SARlANO, KEVIN: Hampton, VJ\; C. Dul'aul/Kiny J lawk Kites Region 10 AGNEW, SCOTT: Jacksonville, FL; C:. Thoreson/Lookout Mtn FP CAMPI\F.I.L, RALPH: l kcnm, Al.; J. Conk/Rocket City Airspons CHAPONIS, PETER: Miami, 1:L; J. Tindlc/Mia111i ! IC CORSETTI, ANDREW: Pembroke Pines, 1:L; 0. FFATI-IFRMAN, AMY: S:irasota, l'l ,; M. Jo11es/Florida I!(; GOETZ, TODD: Sarasota, l'L: M. Jo11es/i:lorida I JC l lARRTS, NANCY: I lumsvillc, Al.; R. Pat 1erso11/Rocket ( :iry J\irsports KEEN, DAVID: Tallahassee, i:I.; /vi. /oncs/l'lorida l IC LORD, ALAN: Wimer Park, r:I.; M. Joncs/rlorid,1 l Jc; Region l 1 PIERCY, DUANE: J\m:nillo, TX; ll. Weaver/Kitty Hawk Kites WILLIAMS, MIC! IAFL: Cl1annclvicw, TX; I'. Burns/J\11s1 in Air Spons Region 1 PESSEL, WILLIAM: Princeton, NJ: B. lJmsrattcl/Sky I ligh

FrnRLJJ\RY I 99S

Region j ALLFN, EMILY: Santa Monica, C:J\; A. llcern/Windsports ARBOLIDA, DONALD: Menifoc, CJ\; R. Mitchell/Eagles Wings I!(; CANDOTTI, TONY: Del Mar, C:A; R. Mitchell/Faglcs Wing.s HC El.l.lCK, MICHAEL: Capistrano Beach, CA; R. l'ellericr/Fligh1 Sysrcm.s FARRINGTON, RICK: Kihei, I II; I'. Codwin/Westcrn HC Region It ANTI lONY, MICJIAET.: Lakewood, C:O; M. Wi11dshci111cr/(;olde11 Wing.s BLOOM, SCOTT: Aspen, CO; D. Sharp/UP Soaring C:rntcr DENWAI.T, CI IUCK: Midvale. l J'J'; D. Sharp/UP Soaring C:rntcr YUSlJI.', I !AMMAN: I.as C:rnccs, N/vl; I(. Rohinson/Cloudstrccts Region 7 DINAUER, CRFC: Madison, WI; T. llurcir/Rc,ility RE!(:J !, MARK: Wadsworth, II.; Ii. l(nshncr/Ravrn

Spons

Region 8 AUSTIN, I.AURAi.FE: Scyrnom. C:T; B. I>avidson/Tck Flight Produc1s BUI.NO, JAMES: C:11tti11gsville, VT; J. Nicolay/Morningside 1:p LARKIN, PillLIP: Springfield, VT; R. Corbo//vlorningsidc 1:p Region 9 KENNA, EDWARD III: J\mhkr, l'A; H. U1nsta1td/Sky I ligh MARTIN, CHARLES: l'irrsburg, PA: J. I losrln/Mo11mai11 Top Rec McCARTY, JUDY: Balto, Ml l; R. I lays/MaryLind School oC I IC SCARBORO UC! I, ANDREW: Richmond, VA; J. l looks/l.ookom Mm 1:p WAKFFIFI.D, DOUC: Washington, DC:: R. I lay,/Maryland School or! IC Region 10 CAMPBEL!., RA I.Pl!: Dec:nur, Al.; J. Cook/Roclm City J\irspons C:HAJ>ONIS, PETER: Miami, Fl.; J. Tindle/Miami I 1c; CORSETTl, ANDREW: Pembroke Pines, l'l./Mia111i l l(; FEATHERMAN, AMY: Sarasota, Fl.; M. Jones/Florida I Jc; COETZ, TODD: Sarasot,1, 1:1.; M. Joncs/Floricla I JC: JESTER, RlJSSFLI.: Delray Beach, Fl.; J. Tindld/vlia111i I Jc; KURRUS, MIC! IAEL: !'aim Bay, Fl.; R. Brown/Quest Air I.ORD, ALAN: Winter Park, FL; T. Ra111sc1tril'lorida I Jc; PEEPLES, PAUL: Brevard, NC; T. llryan1/lluzzarcl Club SOROOSH, GREGC: l.:ikc Allied, I'!.: M. /oncs!l'lori,L1 I IC Region 11 McMENAM!N, TONY: Richardson, TX; C:. ll:nrghman/Vulrnrc Clidns WENGER, DOUGIAS: Dallas, TX; D. Boyles/Kite Fntcrpris,·s Region 12 CJ.ARK, SCOTT: Parnnna, NY; ]), Meyers/Mountain Wings FF.RINDEN, l'RED: New Brunswick, NJ; P. Voiglir/i:ly l I JC

4CJ

Ratin Region 10 BRYAN, CLIFTON: Boone, NC; I\. Coodman/Bluc Ridge J JC BUCKLEY, JEFFREY: Tega Cay, SC; B. Hawk SEMENACH, MICHAEL: Stone Mrn, (;A; C:. Thorcson/l.ookom Mm FP SHERROD, ROGER: Orlando, FL; M. Jones/Florida HG

INTERMEDIATE RATINGS PILOT: City, Stare; Instrucror/School Region l

CAMP, RUSS: Grants Pass, OR; W. Robcns/Smuhern OR HG HEIPLE, SCOTT: Jackson, MT; P. Swanson/Sports Exchange

Region 11 STALLINGS, ART: Austin, TX; K. Robinson/Cloudstrccts

Region 2

ROSSKILLEY, DOUG: Salinas, C:A; P. Godwin/Western HG Region 3 HENRY, ED: Westlake Village, CA; R. McKenzie/High Adventure Region Ii COUTO, GILL: Tempe, AZ; R. DcStephens/Zoni HC FARLEY, BO: Allrnqucrquc, NM; M. Clanre/1-!igh Dessert HG FORD, STEVEN: Denver, CO; C. Fathcrton/Colorndo Wind Park HODGES, RICK: Sandy, UT; C. Pollock LEWIN, ARMANDO: Albuquerque, NM; M. Clanrz/High Desert HC 0'131UAN, WILLY: Boulder, CO; R. Patterson

Region 6 DF.NWALT, CHUCK: Fl Reno, OK; D. Sharp/UP

Center

Region 8 MARTIN, DOUGLAS: Eliot, MF; J. Nicolay/Morningside Fl' Region 9 DICKERT, BASIL: Pasadena, MD; J. Middleton/Silver DULLAHAN, JOHN: Ft Washington, MD; W. Bc1111ctr/Maryl:md I IC McGUIRE, JAMES: F Smithfield, PA; l ). Jewell/The Works NAKPIL, TITO: Frie, PA; M. Delsignore/North Coast I IC: TATMAN, MATTHEW: h. Campbell, KY: C. Thoreson/Lookottt Mm FP ZAMORA, MARCO: l;allsron, MD; R. ! lays/Maryland School of He; Region 10

AITON, JOANN: Titusville, Fl.; M Jones/Horida HG BARNES, TEDDY: Williamson, GA; R. Jacob FARRELL, ROBERT: Warner··Rohi11s, CA; J. Ilooks/Lookour Mm Fl' IIANSKNECHT, RICHARD: Jacksonville, FL; B. Flynn/Central Fla MILTON, KEITH: Ellijay, GA; C:. Thoreson/1.ookottt Mtn FP SWEIGART, D.E.: Melbourne, FL; M. Jo11cs/Florida HC:

PILOT: City, State; lnstrnctor/School

Region 12 LYON, BROOKS: Canandaigua, NY; H.. McGovern/Rochester Arca MEYERS, DOUGLAS: Graharnsvillc, NY; G. Black/Mcmnrain Wings

FOREIGN RATINGS BEGINNER SCHWUCHOW, WOLFGANG: Smithers, Canada; R. Brown/FL

Services

NOVICE ROBBINS, DEANNA: Hamilton, Ontario; K. Dinzl/Skysailors Ontario SCI IWUCHOW, WOLFGANG: Smithers, Canada; R. Brown/Fl. Flighr Services INTERMEDIATE MENDOZA, ANTIONO: Cuadalajara, Mexico; J. Crccnhaum/Airtimc SF ADVANCED DUP!JIS, JACINTHE: Quebec, Canada; P. Dcncvan/Mission Soaring

MAS'TER RATINGS ROBERT BOOUJKOS CHRISTOPH FR MCGUINESS

TANDEM ONE RATINGS ERNIE ANTTNORI GEORGE GEIL MEL GLANTZ ERIC SMITH GARY THOMPSON

BRUCE SMITH

Region I

ANDERSON, RICHARD: Oak Harbor, WA; K. Kttrp BURKHARDT, DAVID: Portland, OR; R. Berger/Oregon IIC DEPTULA, BEN: Fairbanks, AK; T. Veer Rcgion 2 MATHEWS, SHAWN: Nevada Ciry, NV; M. Bell/Torrey Pines Glidcrpon

WIT .LIAM SUMMERS KENNETH SUTZ STEP! !AN TOBLER

Region 3

ALI.EN, SCOTT: Long Beach, CA; R. Mcl<cnzic/High Adventure TUTTLE, ROBERT: Ridgecrest, CA; R. McKenzie/High Advmrurc Region 4

McNAMARA, CHRIS: Albuquerque, NM; M. Clantz/lligh Deserr HG

HANC GLIDINC

s I JANC CLIDJNC ADVISORY lJsed hang should he disasscmhlcd l,cfc,re rJyi11g the first t imc inspected carclidly for l:1t igunl, 1)('111 rn dented dow11111bcs, ruined b11shi11gs, bent holes (cspc' l'i1lly 1hc hc,11·1 bolt), re-med Nyloc 11ms, loose thirn· hies, frayed or rusted cables, tangs wi1h no1Hirrnl.1r holes, and on Rogallos, sails badly torn or torn loose from their anchor points front and back 011 the keel and leading edges. If in doubt, hang gliding businesses will he happy to give ,111 opinion on die condition of equipment you bring rhcm w inspect. Buyers should select equipment that is appropriate for their skill level or r,tting, New pilots should seek professional instruction from a US] l(;J\ .. CERTJFIED INSTRUCTOR.

DREAMS CLEARANCE S/\LE ·-· /\II sizes, $SOO $1,':iOO. Raw,, Sky Sports (11 lli) lil.\-8800.

MOYES CTR J(,2 VC -· (;,11age kept, good condi· tirrn, $900 OBO. (407) 72/i-28/i ':i.

DUCK 180 'iO hours $'ill. l L1rness/churc $:\OO. (li08) <Jli(,.()52.l.

MOYES XS H2 ( ;reat for small pilot. Blue LF, fluorescent yellow wedge, great shape, s1wed and han .. dling, fins, two extra down tubes, one basernlw $1,800 OBO. Jim (215) 65<J-lilt5<J.

l'ORMUL/1 ili4 Crcat condition, only I 5 hours I ,'JOO. Sentck SX vario $1 I larness and chute $Ii 50. Paul (-i IO) )Si-88:0 8.

HJIVv1\JLi\ lli5 l'J'J!i, ii'J.5 ho11rs, like 1ww, extras$ I ,'JOO (SO.l) 6(,8-820(J. FORMULA 15/i New /:l harness, chute, Davron ,·,uio, r·vcry1hing $2,150. (71 Ii) 7l()./i.\2S.

FLEX WJNGS pilots. Vision 20, l'.1ci/k Winder.di. double surf:1cc glider, from training hill to Jiang Ill $SOO. (209) 'J5l .. lJ8!i8 Ar\J\ MOYES (;l.[l)EJZS

New. i\ll brands \lsed. l larnesses, parachutes, helmers. /\f'ro lJS/\, IV\1crc,pa1,1cl, C:\lrnnt\llus 1 (airspeed, automatic llight up 10 99 air pressure, more) M99. R,1dios, merchandise & more. (718) 77/·7000.

AIRBORNE Bl.ADF 132 7/')ii, spotless. excellent climber, easy lander, 621bs $2,:lOO will ship, (80':i) (,82 ...,IJW\. ATLAS - .. Single surface, good condition $:mo. [!1'170-gr)()d rnmlition $/iSO. ((,02) %2.-6257. /\XIS D -. Cood shape, only $1,000. l'alll ('JO'J) G76-·lili25 evenings.

Hll{MlJLA 15/i Low hours, good condition I, '500. /il harness, parachute, helmet, Roberts vario S/i50. (80':i) 77).ffl/i. FORMULA 15ft ·-(;rear.shape $1,200 OHO. (209) :1Yt,'i57?.

I 11'2

20 hours, l ligh

COMET 18') White, good rnndirion, UI' harnes.s with chute, Lit,,k vario, alri,netcr $1, I 00. (70'1) .?9'! 81%.

I I I I I I I I I I I I Number of words: I Number of words:

Fl:fllWJ\l\Y I 995

MOYES XS 155 -- New upper & lower wirc.s, new luff lines, comes wirh two sails. Recently inspected by Moyes California, very good condition $1.(,00 01\0. (\ l 0) 42') .. 80\l. P/\Ci\lR Ml<!V I'J F.xccl\rnt condition, d hours $1,200. ('10!i) (,3l-:l751J. Pl/I.SF 'JM - Brand new, never flown. Pilot lc,1ving sport. Lime green LE, 111.1genta & purple $.'l,YiO 01\0. C:all llr11ce ,tt Kitty I lawk Kites ('JI 'J) 441 li121i, Rira (9l'J) Yl0,5621 nights.

I IP/\T ili5 1')92, 80 hours. Blue, yellow, white. l'oldinr, spccdb,u· $1,8':iO. (602) 581-0 l liS. HP;\T I 'i8 Cood condition $1,liOO OBO. Ken (lO.l) 27')/700.

l'lJI.SE 10 MEJ'l.:R -- JO hours, new $2,500. I larness $200. (li07) /i8'J<?58 I.

1(5 Fxcellcnt rnndition, < 15 hours ,P,000. Buying s"ilpL111c. (50'i) 821-208 l.

RJ\MAJR H6 homs, like new with factory mods $:3, I 00 OllO. Must sell' (208) 7?6-.3:l.'\2.

$500. WANTED Pul.sc I l 111.

RA MAIR ! Ii(, -

Excellent conditiou $2,500. (.l(U)

(61 ')) .Jl.')-/i()')').

3;\l).()l):J l.

M;\Rl( IV 17 Fxcellcnt condition, low mileage, wheel., included $2,000. Never used Tracer harness $Ii 'JO. Never usl'd lJvcx medium helm er $200. (706) 2.lli-<i:l(,8.

RAMJ\IR lit(, - I lave rwo for sale Borh less than 25 hours, perfect condition, with XC: h,1gs, extra down tubes, no logos. Best offor (30:l) 9:1:3-7114 or no:,) '!32 24:17.

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

I.I

5(,\.(l'Yjfi.

PUJ ,SE l OM New, litrlr: airtime, wheels included $3,000. Nr:w Trncer harnes.s $400. New Uvex medi· urn helmet $150. h11nily has eliminated flying. ('70(1) 2.>4-63(,8.

LITE DJU-Mvl 185 COM FT I C,5+ - · In good condiiion, specdbar plus extras, CC I00 harness, [lall vario. Crcat soaring pack age, all for MOO. (?17) 587-77YL

harness, Fl ,J\l'S rocknew $2,000. ('JI It)

MOYES XS 155 Very low homs, crisp, clean, king po.st hang, fi11s. ]'111 taking a beating at $1,200. (801)

Number of Months:--··--......... _ Section (please circle) Towing Wanted Videos Rogallos Schoels and Dealers Emergency Chutes Ultralights Parts & Accessories Rigid Wings Publications & Organizations Business & Employment Paragliders Miscellaneous 19.. issue and run for . consecuBegin with tive issue(s). My check .J, money order U, is enclosed in the amount of $...,_,,__,,,,_

NAME: ADDRESS: _ ....... -.. ·-··

______ .. __.....--............... --...--.... - --.

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

ifi

RAMAH{ l 5/i Absolurcly pcrfrcr! Minrl White LE and top, <iiO hours. GREAT looking. Need c;1sh now! Want $3,100. M,1kl, offer. (5 I 0) 7%-70?.1.

VlSlON MKJV 19 Fxccllem condition, pink LE, blue II ndersurfacc $ 1,500. ((, 15) 886- l 092.

PARACI.IDERS $(,00-$1,000 fill' your old equiprncnr. New Perche, Apco, Pro(ilc, Irv, more. ISA (718) 77'/-7000 phone/fax.

20 hours $3.200. Ken (303) 219-

VISION M J<IV 19 Trilarn I.F, speed bar, one hour airtime, red/white $1,750. (602.) 99'1--587/i.

RJGTD WINGS

RAVEN 229 $6'i0. Dream I Ii 5 $1,200. I<2 154 $1,800. (717) 861 3448.

VISION PULSE 11 M Fxcellcnt condirion, <20 hours, only $?.,500 (fhm). Kevin (702) 255-777'7 I.as Ve~as.

SWIFT Includes power unit, enclosed pod, ballistic parachute, extras, < l hours 1otal $17,800. (Ii I 9) 661-lli'J4.

VISIONS & SPECTRUMS Bo11ght-S0ld-'J'raded. Raven Sky Sporrs (4 IIt) li73 -8800.

LJL'rRAJ.IGI-ITS

RAMAJR 15/i 7700.

SCIJ()()l. CLIJlER Complete fleet, mainly Dreams. Will sell one at a time, or cmire fleet. Also, custom Training l larnesses. Closeout price. Dealers welcome. (415) 759--11 Tl. SENSORS 510, I 00 hours $300. 5101\ $700. CC 1000, 6'2" black and hlue $300. Price st irmp har· ness $30. (810) :l94-12.20.

Bllll.D/1'1.Y Y/,ur own BACKPACK POWERFD PARAC:J llJTE for /irn/pro/ir. Takes off from

WW lJARRIER (') 16) Ii 2 5--.'J2B3 XTRAUTF 117 (ll 6) 6972125.

l('vcl ground 11na:-isis1cd. S:ifr, simple, inexpensive. No I )c1:iilcd guide and source book for

Sale or rradc for Klassic 155.

SE'-..JSOR 5101\ 1(,0 Looks & flies great! Only $.'375. Lincoln (619) 434-2!i97.

C:OI.ORi\IlO l JANC CL!l)]Nc; WINTER CLEARANCE & CJ.OSEOlJT

SENSOR 510E Excellent condition, 30 hours $1.800. SENSOR 5JOA-w/v.g. and half' ribs, very good condition $500. COMET I 165-good condi1ion $250. (215) 37.2-1029.

USED 7.4fr RF.SFRVE. .... $.'\50 T!Zi\lNINC llARNFSS ... .. ............ $100 NEW PARACl.]1)1'.RS .... ...... $/001 NAS DEMO, VARIO/Al.T .. ........ $220 NFW ROCl<l·:T Wl'J'I I RESFRVF.. ........ $700 C:OMMFRCIAL TOW WlNCl J. ..... $950 MAXON 120 WATT CAR MOUNT ...... $450

SFNSOR 510E Beautiful sail, awesome colors, great shape. Sell quick $950. (406) 721-6056.

inf,, on plans 10 build yours for as lirtlc as $900. Now only $19.95. Easy Up, l 089 Mcdlcml Center 112.4/ig, Medford OR 9750/i. Trikes and wings. jl'.FFERSON AERO SPORTS Sales, accessories and training. Info pak $12. l 5120 Skc·lron Rd, Jdfrrson OR 'J7:o52. (50.'.J) '.l2l I 730 . TRll<F 'J'RAININC and wings. ISi\ (718) 77'7-7000

phone/fax. SCHOOLS & IW.AI.ERS ALABAMA

SI<YHAWI< 188

Raven 229. (612) (,88-0181

SPECTRUM 165 Irrnnarnlate, <2 hours, folding spccdbar $2,liOO. (719) 380-0959. Boughr-Sold- J"radcd. SPECTRUMS & VISIONS Raven Sky Sports (Ii 14) 173-8800. Magema upper, white lower, SPORT EURO 1<il spccdbar, (i() hours, good condition $800 OBO. John (615)4:l0-34'!1.

EXC:FL 160. .. .. MA Kl' OFFER COMET I (,5 !'OR PARTS.. .. ..... MAKE OHFR Pl IOENIX 61 l NEEDS PARTS ..... MAKE O!'FF.R LT l>RE1\M 185, 2.2.0 115 .......... MAKE OHER SPORT 150 FR... . ...MAK!' OFFER .. .. MAKE Ol'FF.R PROSTAH 160.. COMET 11 165.. .. ..... MAKE OHF.R l JP JI l 70.. .. .... MAKE <Wl'ER Colorado I Ltng (;Jiding C\O:l) 278-9566.

LOOKOUT MOUNTAIN FUGH! PARI< ad under Ceorgia. (800) 688-L1v1FP.

Sec

ROC:KET CITY AJRSl'ORTS Sales, rentals, scrvice and certified insnuoio11 at Kee! Mountaill, ( :urlcy, Alabama. For information scnd SASE and $1 10 :-101-A hanklin S1ree1, Huntsville Al. '.l5801. We buy used cqnipmcnt. (205) 880-85 I 2., (205) 53:lli:J?, l.

EMERGENCY PARACHUTES ARIZONA

SPORT 167 -- GOOD SHAPE. (916) 662-5:l 15. SUPER Sl'ORT 16:l 50 hours, blue/magenta $2,000. Scou (3 I 0) 597 -1758.

$265, never deployed, new bridle, A BEST BUY! bag (PDA's $:JOO). Inspected and rcpaclml, all sizes. Fully Cu,Hanrecd! Colorado I Jang Cliding (30J) 2.78 · 956(,.

ARIZONA I !ANC CI.J])INC CENTER INC. The only f'i1!1 rime in tl1e .stare! Dealer for all major brands. ,-raining program urilizing extensive tandem in.strucrion. We can leach you more

TRADE YOUR (;LIDFRI We need clean used gliders! Tmmcdiate delivery new Ram Airs, Klassics, Super Sports, Pulses, Spcctrums. Call Matt, Lookout Mountain !'light !'ark, (800) 688-LMFP, (706) :l98351 l.

Buy and Sell. Repacks, hridlc Al.L BRANDS replacernrnt, p,1raswivd and rocket ins1allation, harness modifications. Ainime of' San Francisco, 3620 Wawona, San Francisco, CA ')ii I 16 (Ii 15) 759-1177. PARAGLIDERS

TIZX 160 Full race, one season. This glider is very clean and flies sweetly $?.,'JOO. Jersey ((i I 9) '/93-Yi:12. TRX RACE December '93, new rigging $1,950. (805) 641i--88(,4. \JP XTC DS 1'/0 10 hours, lots of extras. Can be seen and flown al Wallaby Ranch, FL. Free photos, $1,800 OBO. Todd llraclcn lloat sysrcm, $300. (lt07) 452-ltGSS. V1S10N MJ<lV 19 (;real condition, speedbar, oval downruhes, blue LE/rainbow $1,500 OBO. Dave, ClOl) 925-3811.

in less time, .sec what a difference fi1ll service makes. ((,02) 772111 !ii. DESERT I lANc; GL!llEJZS USHCII ccnificd instruction. Supine specialists. !iJ 19 \Y/. Larkspur, Clcndale, AZ 85)0/i. (G02) 9:l8-95 50. SAFARI SKY TOURS ry. (602) 566-802(,

ALL NF.W/USEU $500+. Instruction, tandems. Californi,1 (909) <,'5/i-8559. Cl IAl.l.ENCFR C 25M <20 hours, w/split A's and speed risers, new $3/1')5-derno $1,li95. SUPRA SlM l O homs, new $3, 500-

NEW l'ARACI.IDINC RFSlcll.Vl,S Brand new 20/i PJ)A Skyangcl PG reserves $.185., 2.2ft !'DA M2s. oo:iJ vx-95<,6.

ZONIE l!G - Tandem specialist. lJSHCA, l'J\J\ certified inmuc1io11, CF!I/MEI ATP. 4:326 W. Mariposa ( ;rande, ( :lendalc 85310. (602) 582- lilt71. ARKANSAS 0/,ARK MOUNTAIN I IANC CI.I DERS Sales, .service and ins1ruc1ion. 160 Johnston ltd, Se,m:y AR 72 I Ii l. ('iO 1) 279 2/i80.

HANC CLIDINC

s WINllSPORTS 11\'s larg,·st .since· l'J7/i. Jiilll·en minutes rrorn LAX. Central to Sylmar, Cn'.'iriinc, F,].-,inorc and training site,\. Vacation tr;1ining, flring ;ind glider sales package\ including lodging ;111d rt_'JH:1k The most popuL1r gliders and L'quipmcnt, lll'\V ;111d used in stock. Trade in your old l'quip11Jl'lll. .))'') sun11y days caclt yeal. Corne f'ly with us 1 l(,lli'i Victory Blvd., Van N11vs CA 'J l lJO(,. (818) 'J88·0 I I I, Jiax (818) ')88-· 18(,2,

SAIL \XIINCS Lcsrn11s, sales, information. Towi11g, lr,ot-launch. !'() !\ox 5'i'J.l, little Rock 1\R 7221 S. ('50 I) (,(J.1-.\ IM, pho11c/fax. CJ\Ll FORNI/\

A llFJ\lJTIFlll SOJ\RINC FXPJ:RJFNC:F /\waitc, you ;lt Torrey Pines Clidcr Port, a fldl c,crvicc USI J(;;\ cntilinl hanv, glidillg ,'x paraglidillg .school locttccl 011 the mo.st soarablc rnastal clilfs i11 th,· n;1tio11. ()ihc,irc trailli11g hill and undc1n i11s1ructio11 using the nnv du;d purpose, li?htwciglll carhon IJlwi XTC: 20S li,r both (fly u11dem oil the .s,unc glider you me on thc training hill), N,w/usccl gliders, equiplllrnt in s10ck. Buy/tr:idc u.scd glidns/gcar, re11tals, glider repair. Cet lJl'. 2SOO Torrey l'illes Scenic Drive, Lt Jolla C:;\ 9)0.l7. 1(, I 'J) ~52-l20:1. ;\Cl ION SOARIN(; UNTER 111 Lodi llcar Stockton. l\·r.\011;1]i·1,cd US! !Ci\ ccrtiri,:d illqninion, sales and scrviu. F111phi1.sis Oil special ski I Ls, tnh nH.JIIC,<,,

WRICIIT BROTIIERS WINCS Frirndly lJSI IC;\ ccrtilicd instruction in the Modesto illTiL l IP, l'acii'ic i\irwitve, Ball, BRS, I ligh Energy and more, ().O'J) 'i8(, (,()I? So11or,1 ( :A. I IIC,11 ;\llVINllllff I Jang paraglitiing .'ichool. Fquiplllcnt s;1lc.'i, SL'rvicc, rcnta!s at Southern C;,lii'ornia\ tnik high site, Crcstlillc. lJSI IC;\ Instructor Roh {\frKe111ie. By appointment vcar rou11d. ('JO'J) 88.l-·8/i88,

& L111ding. I )cmo\. Ask ;il)()ut tow

Cll;\NlJFLLL Si\N l'Ri\Nc:JSU), INC: .sales, service Complete hang gliding and ;llld instruuion si11n· J()}.L Northcr11 C:,lliforni:i's most rnmplctc repair hcili1y. New and nsed equip rncnt and demo's, lesson pacb1gcs, clinics ;rnd tandem lessons, I 5'J'i le Francisco Blvd Ste 11, San Rafael ( :i\ 'Jii<JOI, (Ii l'i)-C!IDINC. COMPACT Wl~CS Pi\Ri\CLID!N<; T.rnde111, (:Liss Ill certilied i11s1rucror. All lllajor lnands, Yearround llying. Best Southern Cdil,,rnia site. (')()')) (,5/i-8559 HIGI IT SYSTFMS

New loc,uion, I lc,dcr for the

BIG THREF, WILLS WINC, l'AC:ll'JC: AIF.Wi\VJ

and MOYES, All ki11ds of accessories. I under.sta11d the existing pilo1s need to get ;i .'>Wee! deal! l need tr:1cle-i11s. Cill me last. ''I'll cat a hug." DAN SK/\Di\L (11 FLIGI IT SYSTEMS, 1915B I. I<atclla. Orange Ci\ 'J2(,G7. 71 li-(ncw)639-7777. IIANC CLIDER EMPORIUM Best training hill in tlic west! Full <;crvicc lianl'. gliding/p;naglidi11g shop, csrahlishcd 19//i, Jl() !lox Ii U.)9, S:1nta Barbara C:i\ ').) 1li0-1.l:l'J, (80'i) %'i .37 \ l. TIIE 111\NC CLllllNC CENTER I.outed 111 lwautifitl Sa11 Diego. lJSI JC;\ instruction, equipment rentals, loci] flying tours. Spend your vvintcr \'clc:i1io11 !1yi11g with us. We proudlr offrr Wills Wi11g. l'itcifi, J\irwavc, l ligl, Ellcrgy. Ball i1tld we tlccd your used equipment. PO Box I M'J, 1.akesidc ( :A 'J)OliO, ((, 19) '5(, 1-100'),

FrnRU1\RY 1995

MOUNT;\IN WINCS

Look under NC\v York.

FLOR]!)/\

clillic. (20')) :lG8 %(,5, AIRTIMF Of' SAN FRANCISCO -- I !AN(; GLIDINC & l'i\Ri\C:LIDINC. I Lirncss llla11ufo, turcr and repair specialists. \;SJ IC/\ pinaglidillg i11.\lruuiol!, T:rndvm. ;\11 1\1Lijor brands of Par;1p,liding ,rnd I Lrni~ (;Jiding equipment (new and LL'>L'd). Next to hlrt Funston. ThL' crnly (ull service shop in S;rn Frrnci.sco 1 .%20 W,1wona, San l'rimcisco, C:;\ ')ii I I(, (Ii I 'i) 7'i'J I 177.

CONNH:TICUT

HANG GLIDING ,..mcvcuNG PAf{fl«:iLIDING

Hll.l SFRVICT SI IOI' ---- Located ill the ha.sc of'the !l10l111Llill on l lwy 7/i. l)c,iln~ or iv1oyc.',, lJP, FacJ\ir. l'lytcc, Ball, I ligh l·:ncrgy. i\volTt & more. C:all lin l'rce ,trct i11i,, pack. Open ,Ltil)' 'J (,. Rc11t;rls av;1ilalilc, Vis,1 & 1'v'Ltstcrch;irge accepted.

909 67-t2"153 31,rnl Riwrsid1• Dr. Lake Elsinore, ( A. 92530

A CENTRAL JILORll)i\ I'LYFRS Teaching lw,g gliding ill Florid,1 frir I Ii vcars. I Iigh alt it u,lc cert ilied tandem ho;ll tow and acroto\v instruction, and !(Hll launchccl 1r.1i11ing. Ta11dcm flights >20 111in11tcs, >2,000 i\CL, allowing most students to solo alicr less th,111 I 'i lirndclll flights. We arc the oldest school in Florid,1 and the only one th,ll offrrs cor11plc1c, reasonably priced in\truction and sale\ and servicv !(>r ;1ll major glid<'r alld equipment ma11ufoctl1rcrs. Call (/i07) 8'Jli-'i7 I 'i.

World Fa111ous I lallg Clidi11g 1:tight !'ark

l.i\I<I·: I LSINORF WINllCYPSY 1\irwavc, Mn\Ts. C:all i<,r site i1drmm1iotL (')()')) (,7'!-8')')/i. MISSION SOARING CENTER gliding co1111111111i1y sina I 9?J. ( )11r comprehensive instruction progr,im, locucd ,u tlH· Bay /\rca\ prcmici traininµ. site, l~·aturcs gently sloped "bunny bil!:-i" and :-.tatic line towing, supcrlill' glider:-. and comfortable trai11ing lurtw.sses 1 'TIRST JILICI IT," il video tat ion our hcginncr lesson program, is for 011ly $)0 (1111/J' ht 1/f'j>litd ro )'Iliff /i,1/urr lrsson p11rrlH1s1'). Om deluxe retail shop xhowcascs the latc·sr i11 hang innovations. \Xlc stock new, lJ.'icd and dernn, \\'ills and P,1e1\ir gliders. Trade-ins itre welcome. FcL'I f rec to derno the !wt Its/ new harnesses in our cu.st om xirnuL1tor 1 111 (, Wrigley \Xlay, Milpitas (i!l'r!)' S1111 /mr) C;\ 'l'i(ffi. (li08) 2G2-l 055.

/\(;JS U rn 111\VJ: lEtRNJllTCl !LY I IF\ff YFAR ROUND SO/\RINC ()PI 1N DAYS A WEEK g MILE l'IZOM llISNIY/ORLANDCl ;\[I instrucrors Advanced r;11cd & cenil,cd tandem.

Demo :ill the latest llving machines. htll-.servicc dealer for ;ill hr;rnds. RcrnaL\, sales, s1or;1gc, ratings, X(: retrievals. ( :amping, pool, climbing wa!L picnic. Great scene family and friends.

TRlll' l'LICI IT 11,\NC; Cl llJINC & SCl;\RJNc; The only sltop at world f:tmott.s l<agel SCI J()()L 111ot1nr,1in in Los i\llgelcs. \Xi,.· oflcr lJSI IC;\ ccrtif1ed in'>trw. tion and s,dn o( mo\! all m,1jor brands of lunv gliding eqttiptnent. Om shop i.s 1·ully stocked with part'> .111d accessories, rental gear and all cross cou1nry gc.n. \Ve have a sewing shop in-houSL' that m,1kcs the MANTIS ltarncs.scs. We arc the most complcre full '>Crvicc dwp in the Los Angeles arc;l a11d we have hccn training quality lung pilots for over (i(tccn yvars. \Xie arc located ,11 1.l'i/5 J,:tdridgc Avenue, Svlnur. Ctlifornia 'J U~:1. I 800 WJ/i-'i/i ll, fox (818) .\(,! Oli I 'J.

Standing XC: prizes:$ 1,000 $500 $2')(1 Read ahout us in 1\ug. I ')')ii I lallg Cliding, Jan, l<J'J'i l\itplanes, Sknving., ,rnd (\oss Country. Please ask us (or rd(:rcnccs in your area. (81 5) li2k0070 Ranch phone & l'.tx

State the Art Conservative FLCJRIDJ\ l lANC CLllllNC INC 11.YINC l'IClRllli\ SINCF l'J7/i. G

JOOl<OUT MUl!NT1\I N l·!IC;J JT !'ARK --Nc~ircst hang gliding moun1aill training center to J,'lorida. Sec ad under ( ;corgi;1.

s NO MORE BUNNY... THE HILL WITH IT!

MICHIGAN USI ](;;\ certified school. PRO 1-IANC GLIDERS Anemio11 SF new hang glidittg & p:iragliding tow cluh forming. New st:llionary winch system

(club owned). Call for details. Ratings, lessons, gliders and supplies. Norm Lesnow, (81 O) :l')<J.-')433. 5(,<J W Annabelle, I l:u.el Park Ml li80.l0. TRAVERSE CITY JIANG GI.IDERS/PARAGLID PULL-TIME shop. Cerri/Jed insrrucrion, ERS WF I IA VF The most advanced training known ro hang gliding, teaching you in h,t!C time it takc.1 on the training-BUNNY I IILL, and with more in-flight air time. YES, WF CAN TEACH YOU FASTER AND SAFER. !'or year-round train ing fi1n in the snn, call or write Miami I Jang Cliding (.lO'i) 285-89/8. 2Gli0 S Bayshore Drive, Coconm CrcJVe, l'lorida .nu:,. GEORGIA LOOKOUT MOlJ\ITAIN l'I.ICIIT PARK Amcric/s II 1 hang gliding school, since 1')78. Find om wl1y four times as many pilots carll their nHHllli-ain ,vings a! Lookout! Cornplcrc certified training first day to rnou11tain so,1ring, best i:1cilitie.1 in USA. We wrote US!!( ;A's Of'licial Flight Training M,mual! Our cus10111cr sa1isL1ction. l,csson ratings, glider rentals, I,arg<'st inventory new/used

hang glidns, equipmcnt. Complete sail/airfr:ttlle repairs. Camping, swimming pool. Srnd $2 f,,r inf,,r·· rnation. Route 2, Box 215-1 I, Rising Fawn CA :HlT\8 (7.0 minutes from Chattanooga, Tennessee) (800) (,88 LMFP, (706) .l'JR .l51i 1.

f()()L launch and tow. Sales, service, acccssol'ics (or

AU. major brands. VISA/MASTERCARD. Come soar our 450' dunesl Vi09 F 8th, Traverse City Ml li%8/i. Call Bill at (61(,) 927. 7.8/ili. Visit our p:1ragliding school in .Jackson, Wyoming. C:,11 Tracie at (307) Tl'J.8620. MlNNFSOTA SPORT SOARINC CENTER/M!NNEJ\POIIS l11sll'uction, equip111cnt dealers f,,r Wills Wing, l'acilic Airwave & Edel. ((, I J.) 688··0181. NEVADA ADVENTURE SPORTS Sierra tours our special ty, lJSI !CA certified school and ratings. Dealers for Pacific J\irwavc, Wills Wing, UP, Enterprise Wings. Fly the Sierras with a lit!l-scrvice shop. 3650 Research Way, Carson City, NV S')706 (702) 88:l-7070. Nl'WJERSEY MOUNTAIN WINCS

Look undn New York.

IDAHO

NEW MEXICO

Idaho's only fitll snSUN VALi .LY SKYSPORTS vice hang and paragliding shop. Dealers f,ir Willi Wing, Airwave, Edel, Advance, I ligh Energy ,md l'lytec. Call for a list of stock glider.1 for sale. Basic . J\dvanced instruction, tandem paragliding instrnction, local sire and XC guides. Ctll (208) 72G-

UP OVFR N!,'.W MEX!( :o --- Instruction, sales, service. Sandia Mountain \Xlills, Pacific J\irwavc. Albuquerque, NM ('iO',) 821 .g,;f[IJ.

:r\.l:>.

J\J\A SOJ\ RI N c; CENTER MOUNTAIN WINGS INC. ar the base of the ELI.ENVILLIZ MOUNTAIN. Full tirnc 1>rofcssional, cerrificd hang gliding and paragliding instruction. We have been the most complete hang gliding center in the NE for rhc past 14 years. Dealer for Pacific Airwave, UP, Secdwings, Fntcrprise Wings. We arc the only dealer in the cast f,,r Bright Stars "Swift". We also offer Edel, High Energy, CC, Second C:ha111z, Ball, l'lytcc, Cloudbase, Litek, J\linco, Maxon, Braunigcr, Kenwood, !com, Yacsu, CPS systems, Wheels, Uvex, Rdlcx, Trek, Air. We .stock lit!! face helrncts, hooks, v:Hios, bnd speed bars, parachutes, camclbaks, liquipacs, clothing, gloves and more. We o{lCr expert rq)airs) insJ)cctio11s, sewing, harness mod·· iCicatio11s, repacks, towing, tandems) seminars ,111d IC!' clinics. We in first mountain flights Ellenville with three way radios. Info on Mountain and orlll'r nearby sites. Demos in s1ock. YOUR ONE STOP HANG GLIDER SHOP. 150 CANAL STREET, FLLENVILLE NY 12/i28. (91/i) 6/i7-.B77 OR 1 800 525-7850. Visa, MC:, Discover. C:11alog available. S:unc' day UPS on m:1il orders. Cive tis ;1 ch;rncc to bcai :my kgi1 pricv.

ILLINOIS IZJ\ VEN SKY SPORTS Cl 12) _}W-0700 or (708) 3W-O'/OO. Please sec our ad under WISCONSIN.

INDIANA

JJ MITCIIELL

TANDEM. lJP, Paci\ir dcaln. (iTl:l Col,11nbia J\vc., llamrno11d, IN liG:l21i (21')) 84 'i-2856. Kl'NTUCl<IJ\NA SOAR.INC

Sec our display ad.

RAVEN SKY SPORTS (Ii 14) IJTl-8800. Please sec our ad under WISCONSIN. KANSAS l'RJ\IRIE IIJ\NC (;LJUl•:RS

!led & breakfast.

Full service .-.chool & dealer. Creal tandem instruc-

rion, towing & X( packages. U 1(,) W7 25/7.

NEW YORK

FLY I llCI I I IJ\NC (;!!DINC, INC:. --- Serving S. New York, C:onnectic11t, Jersey areas (Fllcnville Mtn.). Area's FXCI.USIVF Wills Wing dealer/specialist. Also all other major brands, accessories. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellcnt secondary inst-ruction ... if you've finished a program and wish 10 continue. Fly the mountain! /\TOI. tow· ing! Tandem flights! Contact Paul Voight, 51 (,:l Searsvillc Rd, Pinc Brr.sh, NY 12566, ('Jlli) 71ili-3:l17. IKJ\ROS SPORT J\ VIATION ~· NYC's only certified hang gliding & paragliding school. J\lso trikes, acrochurcs) paramolor.s, ult·ralighi-s, training.

Disrribmors for AFRO, l'ERCHF, FIN ST & Cl !ARLY. Dealer f,,r almost evcry1hing. MOYES c:xclusive, Cull service ,111d equipmenr at besr prices. The most friendly service in the area. (718) 777 .. 7000 phone/fox. PARK SllSQUEl li\NNJ\ FLICifl Cooperstown, NY. Certified Instruction, Sales and Service for all major manu!:tcturcrs. liO acre park, 5 trnining hills, jeep rides, hunk house, camping, hot showers, 600' NW ridge. We have the best focilitic:s in N. New York st:lle to rc,1ch yon how 10 fly. RD 2, Box :lli8J\, Cooperstown, NY 13326, (:l 15) 8666153. NORTH CAROLINA COROLLA l'LICl!T America's most experienced tandem flight instructor, reaches utilizing ATOL and Double Vision. Call or write for information Creg DeW,ill', Coroll:i Fligh1, PO Box 1021, l<itty Hawk NC 279/i<J. ('! 19) 2(, I -6166 KITTY HJ\WK KITES, INC. P.O. Box 18:l'J, Nags Head, NC 2795') (')I'!) !iii 1-112/i. Learn to hallg glide oil Jockey's Ridge, the sand dune on the c;ist coasr, jus1 soull1 of' where the Wright

llrorhers' first flight took Beginner and advanced lesson and camps oflercd. Adv:111ccd t:rndem tow i11srruction, 1500 Ct. plus up. Dealer f,,r all major bralld gliders, complete inventory of new and used gliders, accessories and pans. OIIIO NORTH COAST IIANC (;J.IDINC Cerri fad Instruction. New&. used gliders. Speciafoing in Pacific Airwave gliders. M ikc Del Signore, 1916 W. '/5th St., Cleveland, Oll.11il02 (21G) 6:ll· I M4. PFNNSYLVANJA MOUNTAIN TOP RECRFAT!ON Certified instruction, Piusburgh. (Ii 12) 6')7.fili77. C'MON OUT AND PLAY! MOUNTAIN WI NCS -~ Look under New York. TENNESSEE ALPINE LODCE .._ At Raccoon Moumain. l'rivare rooms, bunkhouse, jacu:1:1,i, pool. Work program. ((, l 'j) 82 l-251i(, Chatt:rnooga, Chuck or Shari.

HANC GLIDlNC

11;\WK ;\IRSl'ORTS INC !'.(). Box 'JO%, Knoxville, TN :l7'J/i0 0056, ((, I 5) 'Jr\ 92%. I Lrng Cliding and Windsoks. LOOKOUT MOUNTAIN J:J.l<:HT !'ARK ad under Ccorgia.

by more 10,000 hang 1s

Sec

TFXAS

with us

1\.i\.S. AUSTIN AIR SPORTS C:eni/,cd instrnc rio11, sales and service for most major m:111ufac1u1-vcc.,. 'f'andcm instruction ;1vaibhlc. ·1·ow-launchcd traini11g

for I lang I I Jang IV 1,ilots. Mountain flying in year ro11nd. Write to Stew Burns ,11 171 Waterson, Austin TX '/870.3 or call Austin ('i 12) li7/i· 1(1(,'J, l lo11sto11 (71:l) li71-l/i8B, or S,111 Antonio (21 O) B2/i · 1803. !(ITF ENTFRPRISFS Instruction, sales, repairs, towing and foot bunch. DalLis & North Texas ;lt'c,1. 21 I Ellis, Allen TX 7500?.. (7. I Ii) :3')().'J()')O anyunw. Dealer, Pacific Airwave, Wills Wing. RED RIVF.R AIRCRAFT AUSTIN ('i 17) !iC,7 )529. FT. WORTl I (817) ')) 1.(,9'i7. <~11ali1y

instruction, 1ours/g1Jidcs!towing/glidcr service. 'J'cxas'

leading l'acAir and \Vil\s dca\n. li811 Red R'1:c:r; Austin, TX '/B75 I "JI 08 hazier, l't. Wurth IX /(ii 10. TOTAi. ;\IR Sl'ORTS Area's OLDEST Wills Wing dealer. C:nti/1cd instruction available. "I o.1dy DEAL with WILLS". <,:05/i Lin1cstot1,·, I lou.ston IX

non. (7Ul 'JSG-<>11i1 UTAII RFBFL WINC~ I IANC CLIDINC --· LJSI IC;A ccr· rif'ied instruction. Operations conducted ,11 l\am·1 Ridge and Jedi )ttmp. Dealer /i,r \IP, l'acAir, I ligh

WASATCH WINGS US!!(;;\ ceni/,cd hang glid it1g school, dealers !,,r Wills Wing, Moyes a11d l'acd,c J\irwavc. J<'liglll operation:, at Poin1 of the Mount;iin. C:all Cordon (80 I) )77-1 Oli). VIRGINIA J<ITTY 111\ WK I<l 11.S ,'i!LVl:I{ WINCS, INC

Sec North ( :aroli11a. Certified hg/pg i11struc

1ion and cquipml'.111 salc:i. Promlly representing Pacif,!c Airwavv, Wills Wiug, Secdwings & UI'. (7<n) 5'.U· I %'i J\rli11g1on VJ\.

WISCONSlN RAVEN SKY SPORTS I JAN<: CI.IDINC; AND PAl(A(;lllllN(; - Large.st and most popular in the fvlidwcs1. Traditional curriculum, ridge soaring, n1011ntain clinic:-, I)ragoidly acrotowing & tandems h\' Brad Kushnn. S,1lcs/scrvicc/accessorics f,,r all n;,tjor IHands. PO !lox I() I, Whitewater WI 5., I')() (i Iii) ffl.8800

NEW' Pilot vcr.sion now availahlc. l lighly ;-icctirate temperature CO!llJX'nsatcd :diimc~ tcr to 60,000 ft.ct in I() foot incrcmrnts. Records yom highc.st alritndc and he.st climh. J)i.spLiys 1cmpcrat111T, h,iromctric [He:i:>LllT and trends. htlly adjusc1hlc wris1ha11d ctn he worn over you1 flight :iult for quick access and ca\y c,111 Tlic only light aviation instrument record total V<"rtical l'cct. All firnction\ in Impcri:il or llll'tric. Only $I}() includes U.S. contilll'tltal shippi11g within 2/i lio11L'>.

Vi.sa/M(: /1\Ccptcd. SAT!Sl'ACTION CUARANTFEDt 50 DAY MONF.Y BJ\CK, 2 YEAR REPLACEMENT WARRANTY, ( \111 Owen.s Valley Soari11g ((, I <J) .l87 ·l!i/.\.

PARTS & ACCFSSORIFS

Energy, ltd!, NJ\S. Mountain trrnr-;, ~crvicc & rcp:urs.

Contact Mark !(now Iden (80 I) 882-7M2.

SOUTl!WIND HANC GLJDIN(; INC US! !CA ccrtif'icd, tandem ins1ruc1ion. Bcgi111ll'r· advanced, yc,1rou11d smring, XC clinics. Dealer I'm: UP, PacAir, Airborne, 1 ligh Energy, Ball, !\rain Bucket. Cill Bob Schick at (80 I) :Vi') 60.l6. Tl IF SOARINC CENTER--- Full .service hang glid ing & school. US! ICA certified inst rue lvc·:1>·roun,n1 at the nation's most consistently New/used gliders, equip· mcnt in .stock. used gear. J\irframc/s;1il repairs performed at 1;1l:tory. Mountai1.1 clinics, .1,111 dcm, ratings, ICP's, rentals, .seminars'. p1l.01_s lounge/videos, nc;n-hy c;1mplng!rn,otc!s: I }c()~ S. Minuteman lk, Draper UT 81i0'12. (20 11unutes l1om S,tlt Lake City). 1801) 'i7Ci-(,li(,0, fox (801) 57(,.(,/i8}. M( :/Visa accepted. VUI.Tl/RE CUDERS Full service cc111n nca, J'he Poittt of the Motn1tain. Spccializiug in ,,upnio, lJSI !CA i11.strnction to meet i11divid11,tl ll('eds. Salctv record is perfect and 1rnsurpas,wd. Tandv11.1, repairs,

1T11t,tls availahlc. llcalcr l,1r C:( ;, PacAir, Lnt, W\ll/, Ball, Wingovcr. Call Charlie (80 I) 25/i.(1 l Ii I.

Al.I NFW lJI.J'F.1\.J.Jc;1 IT I.AMBIF. I.ID - Tlw \ig\1tl.'S\, mos\ LOl1!rort;th\c h;1ng glider hdn.tc\. J\nodvna111ic, ]()w turhulcncc, low drag \hapc. I I1gh tccl 1 l;,ok. Finish is ck,n resin ovn the gold/black \\L':l\'e of' thl' \t1pcr--\lrot1g cirhon/kcvl,H Ol!ICf ,o..,!J~,]J. ( lpe 11 C1n:, only I o;,., price SI (10. !tllegral fit II lace vnsion, onlv \ m. I')') i11clmks lwadset tnstaJla.

BEST I)" WI !FELS ;\VAl!i\BIE Super tough, liglmveioht, ,1 trtttst f,ir training, tandem flying. l\uil,. 0 · · ill bushings. Only lJSA·lrntl, I w I1ec I ..~"!.) I · 'Y,, quantity discounts. Imrnt'diatc delivery, ],ookout Mountain, (800) Ci88 I .Ml'P.

advertisers

tion. i\~cL'>ll;.C ,lrOlllld lw,1d and from hottOlll o( L'al lobe over Lop to hottorn uC carloLt: Cor custom Cit.

horn the designer, J,1ck L1rnhic, 81(,0 Wondshoro, 1\nahcim CA ')2807. Phone and I.ix(/ IIi) ll') 187'7. AVS;\C: 111\RNESS l Jp to 5· 1O" 1801h pilot. 2/i gore chute w/:iwivc.L Sn,ond (~hanl! ~:,LR. rocket 1,000. l!vcx i'i1ll I.Ile, Ll1'ge helntc·t $/00. 1\l111mt llc'w, 8.'i hnnrs airtime. (liOil) lili(,. J8(,? rnllcct OK. -- .. ~ - - · - · · - · · - - - - - - - -.. - · - - - - - - - - - -

flllRUJ\RY

I 9CJ5

New: 3005 SI c: 3005 format with airspeed capabilities,

3020, more sensltMty adjustments, with periodic temperature read o ut. 3030, comes complete with two mounts, nychart PC program, indep th va~able sensitivity adjustments, periodic temperature read out, ST 54 wireless remote reciever installed . Remember, all service and parts readily available in the USA.

This may be a new world record for Larry Tudor but setting records is nothing new for Flytec. Hang gliding and Paragliding pilots all over the world have broken record after record with Flytecs state o f the art instruments. Of course pilot skill is a major factor, top rated pilots have their choice of instruments of which to fly. That's why time after time every pilot for every world record has chosen the dependability of Flytec. So if you are trying for a new world record or just the most fun you ever had let Flytec take you there ...

Set new limits for yourself with Flytec .... Call 1-800-662-2449 for the dealer nearest you. Or write to: PO Box 567 132 Miami, Fl 33156

'T's Oil i &

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THE SINGULAR T FOR THE DISTINCTIVE PILOT

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BRA21LIAN COTTON. GRAY I NAVY I WHITE Sizes: S~M'-·XL•XXL

Send Check or Money Order to: HIGH LEVEL, P.O. Box 531 Aptos, CA 95001-0531 Retailers: Inquiries welcome

Short Sleeve: $19.50 CA Res Add $1,60 tax

Long Sleeve: $23.50 CA ResAckf S1.931ax Shipping & Harding

F"lfSt T Shirt: $3.00 Each addiliOOaf T: $1.50

FLUGELECTRONIC tiwriMhln•

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,011 fli1k hr~ &Tnltltt C111t1

loc 1lS,N

I ts.kt h•, $A il131

PII, JU,Jfl,JSO rt 1U.Jfl·19H

""" ••miu tuttllll•t, he. l!t.lu 4 (n.111,ut WA un, Pl! l0t,'1J-·SUS n. sot.,n 011

(1111 41:

U1l01n c..11,. Wlt4i,o,h 11U C.d,r Ila C,011 Vitt.,;, I CYIP tu I'll/IX. 614,411-1411

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s KENTUCKIANA SOARING li25 Taggart Ave., C:larksvillc, IN li712.9 phone 812. 288·71 11 fax 812-28/i-4 11 5 Masrcrc:ml or VISA

BOJT.ON WIIEFLS Best removable in1cr111cdiate/advanced wheels. Sturdy, tough, 6" diameter. \'(/on '1 pop off haseruhe like snap-011 's. Separate hnh bs hole for VC srring thongh it, rernains 011 hase· using

THE INCREDIBLE EARTAI.K Just put ir in your car (no microphone). Fasy for sending 0111 or receiving signals. 1'111 PTT rn1Hrol piece on glove or h:irness and rrans111it/adj11s1 voice. $')3./i5 includes shippi11g. ISA (718) 'l7J./()(J() phone/fox.

1h11111h screws ..i')'Jhe1, qnantity disconnts. Immediate delivery. l.ookout Monntain Flight Park, (800) (,8H· I Ml'l', (106) .'l'J8.J51i I.

calculate grcai- cin le dist.inccs and choose various sorts

tuhc. Removable wheel halves screw

FLIC:11'1' IOC; SOFTWARF

Record your flights,

Sl'FCJAJ,1 J\vocct Pilot Watch $120.00, and get a FREE Airspeed Indicator.

and filters l,,r and reporting yom flights wid1 this "easy to use" cornpu1crizcd hook. Ideal for individual, cluh and competition PRICES: $28.'J'i Windows version, $7,/i.')5 DOS ver· sion, includes s&h. Cloudburst C:ompltlcr Works, 20120 Broken Sahre Lane, Monument C:O go l:l2.

CLFJ\RJ\NCE SALE PRIG: r,c;1. 12i 288-11 11.

New Ball J\11.J'JE

C:C.2()01) 1 IARNESS Single suspension, red, glid er storage Two cm1clhak pockets, radio holder, -5'10", used only(, times $500. Call tow loops, Richard (31 O) li'.lli I I 'JO.

Trirnhlc i:liglirmarc Pro model $759.00, comes with accessory kir $225.00 v,il,1<·.

Tl IF I I.C.C. Will your hands from freezing! l'nt them on and vclcro hcl,,re or after glider set-up. Thick insulated, made of' nylon Eihric. ( :olors red, ycl low, purple, orange, dark blue, light hluc $15. Also:) loop row release for $50. Send check to: Diego I lcrnandcz, PO Box l :l280, l'ortLrnd OR ')77. J J .. 0280.

SerK's

10-C:I !ANNI'!. PROCRAMMABI.E MJ\XON SP wall two-way radio with charger. Three lJSI !CJ\, three weather, 1,rnr progran1111ablc· frequcn· cics. Durable, rugged, easy 10 use. Nicad hanery (typical l O hour). Pilots I choice! Speci,d $:lli'J. Addirional oplions av,1ilablc. J,ookout Mouni-:iln Flight Park, (800) 688.LMFI', (706) :3'!8 Ti!i I. 2'i~O

CLOUD BASE l lJ\RNFSSFS Qnality harnesses at ,l grea1 prin·. Example: COCOON $250. ll11y dirccl :rnd savv money. ()tlicr dcsig11s availahlc. Custom naf1cd harnesses si11cc I '!72. c:lo11dhase/Chris S111irh, RR 1 Box 660. Rising l':iwn CJ\ JOT\8. (106) '.l98· YJM.

IIIGH PERSPECTIVE WIIFFLS-RF.Al. LIFE , light, tough. !'its all Send $37 1 $:l.')5 per pair to Sport Aviation, ]'() Box IOI, Mingovillc l'J\ 168'i(i. J\sk ahont our dealer prices.

:ill

deadline:

20 HAN(; CUIJINC

(719)

Fron, Mountain l ligh F&S CO. 'j 16 17.th i\ven11c, Salt I .ake C'.i,y UT PA IO l lJSJ\. 1-800-fi(,8 81 B5, local (801) :l61i-!i171, fox (801) .%4-6207. Major credit c.mls.

QUICK RELEi\SF C:i\Ri\BINFR $/i'J.95. Extra [,all lock pin, $2'!.00. I 0,000 lbs., dealers welcolllc, patent pending. rl,erlllal 1'Jli_l l -Ii l llusinc·ss ( :ente1 Drive, North ridge, ( :/\ 91 V4. (818) 701-7')83.

F.DS-·70 .lib competition FDS-180, both Owen's $7'J9.'J5

(with TR-5'i), or proven, either system

Ml:,.Jl VJ\RlO World's smallest, simplest v,nio' Clips to helmet ot chinstrap. 200 hours on batteries, 0- 18,000 fi., fost response and ye,ir warranty. ( :reat liH p,iragliding too. ONLY $169. Mallcuec, PO Box I 5756, Santa i\na Ci\, 9270'i. (711) %6-1210. MC/Visa accepted.

SJ<YllOX MJ\XX --- If' yo11 take your fi111 sniously, get the Maxx. Save l'J'J llights-'i8,000 data points. Send ,1 barogram to Mom. ( :all evenings or use your

NFW i\.l.R. Q11ick--Draw rocket, ncvc, monn1cd. $)50 inchtdcs shipping. (.l(U) 72il 'i/9:l. NFW 11/\MFXi\M No-Code Technician Test and S111c\y Cuide lr,r the cornp11tcr. i\111ate11r radio license st11dy g11ide ,111d test generator in Apple MacIntosh or PC Windows version. The foste.\l ,rnd ca.sics! way to prepare for the Technician Class 1\111atrnr Radio Liccnse examination. Used by instruc-

XCR- l 80, with ternote on/off valve and NFLSON flow control regulator & oximizcr only .t:\li'J.95.

fox to "poll" oms. /\hove i\ll, .\7')7 NW Wisteria Way, Corvallis OR 'J7.l.l0. ('i(l:l) 752-W/i/, fax (50.l) 7'i2-8iili'). Sl'FC:Ji\l. PURCHASE :'vfoxon I w or Tekk Jw, I US) !Ci\ cl,annel $1 }5 Yacsu FTl l R $550. Uvcx ararnid f'ull-foce helmet I lb 5 oz $JOO. Oprio,d visor, h,·adset. Smoke bombs, as low as $4. 50. Signal mirror $8. J;ick-' \'he-Ripper mt away lrnil,.· $ I ,Silva with ba\ctuhc mo11n1 J;lJ'J. Oxygen systems $150-$2';()_ lnflatabl,: Aerolloats & hardware to lit your glider $'!')5. PFNDULUM J\EROSl'ORTS, JNC. 1 800-WE FLY XC

tors, volunteer cx:unincrs ;111d ;1matcur radio cluhs

nationwide. Cost $!iii. l'or more infi,rmation call: 800 Y/\TES-1(,.

/\I.WAYS JUST i\ TOUCH AWAY - Featuring a low profile PTT switch that "vclcros" over yom index fingn or glove f'or hands··f'rce radio operation. Includes headset, co11ncnions and instrt1ctions. 'l\vo styles available: standard kit l,,r oprn-faced helmets and i',rll-focc helmet style. J\lirrco, Imm, Kenwood, Maxon, Y:icsu and other radios. Provide sn1'e and

ONE--PIECE KFVLi\R CONSTRUCTION Strong, light, aerodynamic Rochclt i\ir helmet Ii-om available. DI IV-tested. C:r,ilfoi on white, bLtck, grey, p11rplc (.P'!'J). Integral ($1/i'), less Kevlar, same weight). i\dj11stablc, or focd size .system. IS;\ (718) 777 7000 phone/fox. Fllll\Ui\RY 199:5

radio make ,rnd lllodcl when ordering. Call f,;r dctlcr or srnd $')} ,:/,5.'30 ship 10: !'CC:, PO Box 70:ll, T1co111;i WA 981i07 00_, I. Ph/fox (20(,) 2'72-124:l.

ifi

s PUBLJCATTONS & ORGANIZATIONS

UVEX IIEI.MFTS Ulna lightweight (one pound), most popular hang gliding helmet, full .. facc protection, Hsing world's strongest fihcr. $2'J'). quantity dis COUlllS. (800) 688-1.Ml'I', (706) YJ8.-351i 1.

DOWNWIND horn the early days of the 70's, to the big.-tirne air or Owen's Valley, DOWNWIND is p:tcked with thrill and exhilaration of cross country adventure. The pcrf,·cr gifi for both pilors and nonpilots. Sl JJ\RF THF EXPFRIENCF. A true story, well told. Available (rorn lJSHCJ\ l leadquarrers for only $ [0.95 ( ,$2 s/h). PO Box 8'.lOO, Colorado Springs CO 809:l:l.

VARIOS NEW /\ND USED Ball, llrnHnigcr, Flytcc. Also, we have a good supply of (,52's ,rnd M50's. All in great condition, offered at great prices! Lookour Mountain l-81l0-·G88 .. f.Ml'P. WE PAY CASH··· For your dinged mbing, or learn how to recycle it into dclightftd WTND CHIM ES for fun and PROFIT'. Make an $80 gifr for peanuts. Satisfaction guaranteed! J nstructions $10. MASS/\ C:I IUSFTTS MOTORlZFD, l'O Box 542-C, C:otuit MA 02635. (Ii U) T)6 .. 212G.

USI !CA insrrnctor Tom Sapienza, of Airtime Oregon says. "/ 'ut trstrd rmtl rfCommend Wind Advisory'" Dependable. Bnilt to last. No hatrcrics required.

AIR/WINO

DON'T CF.T C/IUCJIT 1./\NDINC DOWNWIND! 1.5 oz. ripstop nylon, UV treated, 5',i" long w/ l l" throat. Available colors fluorescent pink/yellow or fluorescent pink/white. $39.95 ( ,$Ii.DO S/1 f). Send to USJI(;/\ Windsok, P.O. !\ox 8}00, Colorado Sprinf,S, CO 8093:l-ll:lOO. (719) 6:32-8300, l'AX (719) (,:JJ. .. 6117. VIS/I/MC accepted.

INDICATORS

HELP You LAUNCH & fly SAFE!

WIND ADVISORY With MOUNTING BRACKE'T' only $21.50, includes s/h. YoH save $2. 50. Sold 1$2 s/h; Mounting bracket wit!, your item purchased. Send check or MO ro Resources, PO Box 9064, S,rn Diego C:/1 '!21 G9. (619) 2.7() .. ')ii62. Satisfaction ( ;uaranrced!

JIANG GLIDING FOR BF.GINNER PILOTS by l'cte Cheney. The Official US! !CA Training Manual, NOW IN ITS SECOND FDITION. Over wi1h more 1/ian 160 casy.-10-undcrsurnd illt1s1rarnrns and photos. Your library starts with this hook! $29.95 (pins $/i.00 s/h) Colorado residents add :l'X, tax. SEND/FAX/PHONE TO USHCA BOOKS, P.O. Box 8300, Colorado Springs, C:O 80933-8300, FJ\X (7J 1J) 6:J2 .. 6417, !'HONE (719) (,'.)2-8300. VISA/MC: accepted.

Tl!F IMPROVl-'.D WINDTAl.f<ER JV

Uses an

outdoor scnsor surge protection and heavy 1

construcrion. Many new features. Srill only $8 1)5. Litek (5o:l) 479-66'.rl. BUSJNESS AND EMPLOYMENT OPPOR'rtJNrt·ms TANDEM INSTRUCTOR WANTED Sky Sports (Ii 1Ii) ii Tl 8BOO.

Raven

US! !GA CERTH'IED instructors wanted. 1 lang glid ..

ing or

IS/\ (/18) 777 .. 7()()() phone/fox.

WANTED LJSI JC/\ certified i nsrructors. Immediate full and time Ycar round instruction using

rnost

technology.

Excellent .salary opportunity. Send resume to Mission Ccnrcr, 1 I 16 Wrigley Way, Milpitas (nmr CA 9503'5. (108) 262-1055.

I IJGHF.R THAN FAGLFS by Maralys & Chris Wills. The life & times of BOBBY WILLS, h,rng the triumphs and tragedies gliding of rhe and the cvolmion of Wills Wing. $19.95 hardcover (+$/i.00 SIil), sec preceding classi· lied for l JS! IC/\ llOOI<S ordering info.

HANC CUDINC

s OFFIC:IAL FAA SECTIONAL J\nd VFR Termi,ul Arca C:Jr;ms. All areas, rnrrcnt (up to date New Airspace C:bssif"icatiom). Scction,d maps $7 each, Vl'R Terminal Arca Charts $Ii each. Add ship· ping and (Cal. rc.si,knrs only) tax. Dealer !,rices. J\inirncorS.F. (/il'i) l'i<J-1177, fox (lil'i) 75')-1182.

your classified membership or merchandise

(719)

TJIF NFW 1')')5 MASON -· Tow release is here. Several d1angc:-. have hLTll made, giving the Mason

MISC:ELLJ\NEOUS

rh,· ability to hold on to the roughest row sys1ems and surging ho:ll tows. 'I 'he heart of the system is a

pin, now made or 7075-TC, aluminum. This reduces the pin mass hy G5'ih 1 Trigger line forces remain very low ;l! :1'1 ww tensions. lt\ a bargain at $52. Send to:

Mark Mason, LU'J Corrine, Idaho Falls ID 8.lli02. (208) 'i2') 2106.

If you don't have your copy of Dennis Bi\C IT! P,tF,cn's l'FRFORMJ\NCE FLYING yet, available rl1rouglt lJSI J(;;\ I kadquancrs $?.'J.')'i (,$Ii s&h). SPFC:IJ\L NFW PILOT FDITION I Jang Cliding & Paragliding magazine. N,1w availahlc through USJJ(;;\ lleadqu:irtcr.s. $1i.'Vi each ,$1.'iO s/h. lnfonnarivc articles ;md lot's of color d1roughoul. SOJ\R!N(; -··· r'Ylonthly nr,tgazine or The Soaring Society oC i\meric:t, Inc. Covers all aspects or soaring flight. hrll membership $/i'S. Inf,,. kit with sample copy $.l. SSJ\, l'.O. Box E, Hobbs, NM 88241. (505) .392-11 TOWING CUSTOM BUILT l'ay·out winch, works great. w/1,oorn $')00. ((,02) %2 .. (-,257. CFT RF1\DY FOR Sl'RINC CUSTOM TOW SYSTEMS. Winches which holr to your l\!l;,sterC:raf"t/CorrectCr,ifi waterski pylon. Wi11ches with 1-ruc autolcvcling. \Xlinchcs that mount on your trailer hitch. Winches with ,·ngincs for & 1rnilcrs. I lydranlic winches and sta omhoard tic tow systems. Pins, our $1,2'>5 Pricclluster Winch. LINE RECOVERY SYSTEMS guaranteed to :rnto· marically deploy only when you want it to. SPFCTRJ\ tow line ;,t the bes! prices. Dealer inqnires welcome. Barry "Towhead" Steele, J\ppro1,ria1e Engineering, 971 Fisherman's Cove, Seneca SC 2%"12. (80:l) 88'i-O'l1'>.

10,000 hang enthusiasts

lJLTRJ\LINF ·-:,/I(," %0/1 breaking strength, 711/ 1000' . .lOOO' $ I 05 shipping included. The original LJI, ralinc Source-( :ajun I lang Cliding Club, 110 Kem Circle, L1fayctte L1\ 70508. (318) 981-8:372. TOWLINFS SPFCTRJ\-1 !ollow Braided Cold Sr retched 2000' or .lOOO' I Reel P,trt II .. .... Price .................. Weight ......... J IJq/fr ................ <211/M SPC:ll-730. SPCB-9'50 .. ........ 1G1/1"1 ................ 211/M ......... IN/(1 .......... <liit/M Sl'C:B I '>00 SPCB7200 ....... 171/ft 511/M

"AEROBATICS" Full color 23"x .31" poster featuring John I kiney doing what he docs best·-1.001'-· INC:1 Available through LJSHCJ\ IIQ for just $G.95 (, $3. 50 s/h). Fill th;u void on your wall! Send to US!](;;\ Aerobatics Poster, 1'0 Box 8.lOO, Colorado Springs CO 80').D. (USJ\ & Canada only. Sorry, posters arc NOT i\\lJ\ILJ\llLF on international orders.) SPECIAL.J\crobatics poster & Eric Raymond poster BOTJ I FOR $10 (,$:J.50 s/h).

DJ\CRON.J lollow Braided l feat Set & Stretched 1500' I Reel DC:( '.B-650 .... 80/fi ................. <5it/M DCCIVJOO ........... ., ....... 9<1/fi ...... <811/M DC:CB--1500 .... I oq /fi ............... 121//M llCC:B-2000 .., .. J U/fi ............... 1711/M Please allow 2-3 wceks for delivery, fox orders to David F. Bradley, Braided Products Division, PO Box 95, Hilltown Pi\ 18'!17. (21'i) 822-1968, fox (215) 822-5852. VIDEOS & FILMS IIJ\NC c;LJDING EXTREME & BORN TO l'I.Y By Adventure Video and available through lJSI ]Ci\ llcadquartcrs, $:lii.')5 each +$Ii s/h. (;reat to impress your friends or (or ihosc socked-in

Pcrf,·ct gift for rhe launch pornto turned couch potato. "I !OW DO TRll(FS FLY?" Trike aerodynamics, preflight, ground handling, flight dcmonsrrarion, lcs· fraturing Red Wing rrikcs, 28 minutes. $2') check to: Fletcher's Ulrraliglns, 21 GS Xavier J\ve., Tmlock ( :alif,,rni:1 9'5.\82.

"DJ\NCINC WTTT f Tl IF LADY" Watercolor an depic1cd on the front of a white prc·-shnmk !kdy-T. Specify L,XL,XXL. Short sleeve $15, long sleeve $ I 7. Add $2. 50 per order shipping. Send check or money order to: Sky Wear, PO Box 5/ili, Signal Mountain TN 37377. ((-, 15) 88G-729/i. Dealer inquiries we! come.

VIDEOS BOOJ<S POSTERS J\l'l'i\REI. ···· Call \JS! ]CJ\ for your Merchandise order l,,nn (71 <J) 6:328,lOO.

SUMMER I !!Cl I No s1q1er s1;1rs, loops or Owens air. 100% real people, flying real world condi1ions. Inspirational and humorous. VI IS $7.8 includes ship· ping' Russ Camp, 1907 W Jones Cr. Rd., Cra1t1s Pass ()]Z 9752(,.

FFflRUJ\RY 1995

DON'T LEAVE YOUR GROUND-BOUND EQUIPMENT SITTING IN THE GARAGE. SELL TT IN THE 111\NC GLIDING CLJ\SSIF!l'llS.

s CJ ASSIFTED ADVERTISING RATES The rnte for classified advertising is $.50 per word (or group of characters) and $1.00 per word for hold or all caps. MINIMUM AD CHARGE $5.00. A fee of $15.00 is for each line arr logo and $25.00 for each photo. LINEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". !'lease underline words to be in hold print. Special layoms of' tabs $2'i.OO per column inch.

AD DEADI.INES All ad copy, instructions, changes, additions and cancellations must be received in writing J J /2 months the cover date, i.e. Ocroher 20th for the llcccmhcr issue. Please make checks payable to USH(;A Classified Dept. I !ANG Gl.lDINC MAGAZINE, P.O. Box 8.300, Colorado Springs, CO 80').'i3··8300 C71 ')) 6328300 or !'AX (71 ')) 637--61i 17 with your Visa or Mastercard.

SPORT 180 Stolen on September 29th, 199/i, from south of MAN/\SSAS VA (off Route 28). Light blt1e IY, white/purple sail, has 2 dark patches on lcfi I.E. Call John McAllister (703) 662-8051t. DREAM 2.20, DREAM 185 & VARIOUS IIC EQUIPMENT Srolen along with car, on August I st 1991t, lor in Ti\HOE CITY. The car was recovered August 6th completely torched. The foJ. lowing have not yet been recovered: 220 Dream, white sail, hill(: leading Advenrme Sports print cd in blue letters on undersmface of' the sail; 185 Dream green s:1il with black stripe; l ligh Energy tracer pod, black with yellow, purple, and green srripc; Ball M-22. vario; Jofo hel111cr with Yacsu headset custom l'TT; Yacsu Ii 11-F radio; Ii P:icAir :rpron h:irnc.sses :\ red, I blue; and orl1er equipment too numerous to mention REWARD. Wair Harrison (91(,) 583 1317 or (702) 88.37070.

STOLEN WINGS & THINGS EURO SPORT 167

FLYTEC 3010 VARIO Stolen from GRANTS PASS, OR home on Nov. 23, 1994, serial /194J9iil023. Also Maxon SP2550, serial #930249848. Call Rnss Camp (503) 479 .. 2,953,

RADIOS - Stolen from ED LEVTN/lllC SUR Ci\. Two Yacsu Ftli J IE two merer FM transceiver, serial numbers 21)583?.05 and 11.511565, and a Realistic PTT speaker mike. Reward for info. leading to return. Call (717) :l8i' 7734 leave message. VISION MARK IV 17 1.ast seen September 17th, 1'J'Jli off a NE Indiana country road. Black 11•'., rainbow sail. Bicycle handgrips on downmhcs, holographic chrome tape on kingpost & rear kc"CI. Retractable bridle w/srring· release attached to ked, bozo Audrey Fischer D 12) 233-50:,7.

Stolen along with "missile" t11be from Ci\MPBFLL CA, dming late I lecernber 1993. Blue & white, missing two omer edges. Call Dan 11:mis, (li08) 37/-8809.

TRX 160 Stolen from NAGS l!FAIJ NC, during Sept. 1'J'J:3. Pmple I.I'., pmple/black/p11rple colors. Dayglow "UP" on wing. Comacr Bruce Weaver, (919) 4/i 1-li 12/i Kitty Hawk Kites.

VTSION MK IV 17 Serial IIVM662.0. Taken from parki11g lot of Red Lion llotel in MODESTO CA 011 Sept. 12113 l 993. Glider was stolen without a nose cone. Blue LE, rainbow undersurfacc. One of the leadi11g has a flat anodized finish. Three small glue patches 011 I.E. Brand new blue wired ends. Please contact Jens l'O Box 1187, Monterey Ci\ 9.1')1i2-1 187. Phone (li08) 6/i'J.)755, f:,x (li08) 655- l 5.,8.

STOLEN WINGS arc listed as a service to USHGA members. Newest entries arc in bold. There is no for this service and lost and found or equipment may he called in (719) (,32-8300 or it in (71 'l) 632.-(,li 17 for inclusion in I Jang Gliding magazine. Please call to caned rhe listing when gliders arc recovered. Periodically, this will be purged.

Adventure Video ............................. 2,22 /\fro USJ\ .................... , ... , ......................... 39 J\irBornc ........ , .......................................... 39 J\ir Link ................................................... /18 i\inck .......................................................... 2 J\rai Design ............................................... 57 Aircotcc ......... , ........................................... 31 Airtime of San Francisco .......................... .46 Blacct ....................................................... .48 Braunigcr .................................................. 57 East Coast Video ............... ,......... , ............. 22 Flytcc ........................................................ 56 Hall Bros ................................................... 22 r l igh Energy Sports ..................................... 2 High l.cvcl .......................... , ...... , .............. 57 Just Fly ...................................................... 62

Kcntucki:ma Soaring ................................ .37 Lookout Mm. l:Jight Park .................. ,...... 35 Pacific Airwavc ............................ Back Cover Sccdwings .................................................. 17

Sport Aviation Publications ....................... 30 'J"rckking USA ........... , ..... , ........................ .46 The Soaring Ccmcr .... , ....... ,...................... 37 USH(;A ............................ , ............ 2/i, 15, 16 V-Mitts ... ,., ............................................... 35 Wills Wing ........ ,.................................... 9,31

Hi\NG CLIDINC

by Dan Johnson

ST. PAUL, MINN. winter is far from over hc'!re :Ln the north country, in more moderate miow, it warms me to think season soon . ••• To get their tuned up for the new season, Pacific Airwave will host a national Dealer in l (no fool in') . The company reports, "We will be introducing new new reference manua1E,, and new sales program,, at this . " Good support for their dealers should transJ.ate to better service to end customers. ••• No doubt their . Says , "The sink rate has been proven to c,xceed that of the Double Vision while the handling characteristics and coordination make it

'.L'he longtime 'I'ennessee-based harness maker has some prototypes. that miracJ.e insulation, Thinsulate, Smith's Ultra Mitts also Polartec fleece (the warm stuf inside many sweatshirts). 're used select to ve the greatest protection like 'I'hinsulate around the of your cold aluminum basetube. 'I1he list of features goes on ... amaz for what seems such a simple . Smith also has a z port to allow you to vent too-warm hands, rather than them out hot and sweaty to get . 'I1he is a form of thermostat. A see-thru map pocket can be added to the upper E,ide and final Ultra Mitts will have a removable wrist cuff to prevent heat loss the coldest weather. Cet al the '11 cost about $65. If you don't need all the tricks, the basic mitts start at $35. Get the latest poop call 706/398-3964. ••• In

characteristics, '"I'he

window has the tandem instructor ity of nail their Given L:he

should be a increas nstruction as a . Cet more info from your local PacAir dealer or cal 408/422-2299. ••• Train appears to be morcc:; respect thc~se Wills Wing reports their Falcon sales are wel . At the end of introduced a new Falcon 170 out). The a mere , a number :r don' t recall hear for... well, y0?an;. Pilot coven,d are 130-200 with your harnes,3 and gc,ar. ,695. ••• both ways

Steve Pearson, l1ac:: been f 21 :) with his wife. 1~Jowevc~r, \'Handl was so ~I responc,ivc'?" that he's shelved the 2 r) and work on a 225 model. For their ,Japanese market, Pearson is also cons 140 Falcon.••• To blun the 1Jsua] Wi "We are a on go on to say, "We' 11 have when the prol:otype turns up a noticeable t handl or both." rrhat' s vague that WW farnc:; wiJJ sti 11 however, add, "Jt will no based on a tE, airframe, and will not look like a Swift." Gue3s that narrows it bit ... we' J l see. may be coming, but l: a.in't here~ yet, so thosc0 hands warm with total new hand fa from Chris Smith's Cloud.base company. rrn1W/\RY 1995

Ferrer, is of

posters. 'I'he 1976 movie showed

as a central Bob Wills among others. Now, you can of movie history by grabbing one of several sizes of twenty year movie theaters. Ferrer took ionaJ flatten folded posters, after which he rated their condition to ndustry standards. The " " posters sel for on size and ity. One will in my den; how about you? Call at 510/527 5895. IIH HG Video Czar, Paul Hamil ton has yet another video in hj collection. Number 5 in his Cloudbase series covE'!rs the Women's World Contest in Chelan last yE,ar. 'I1he 30·minute tape is jus t:he for your club meeting or HG party. His coverage of the 46 worldwide compel:itors is and the Wash state ,3ite affords a beautiful . Priced at 4.95, it's a addi.tion to any pilot's video J Cal /fax: 702/849 9672. ••• '1J close this month wi tb some fun news from Charlie (nicknamed the "human vario" for bis uncanny thermal abiJ ). new his Desire for an series of ads to promote ESPN II. rrliis new cable channel is devoted to "wilder" sports such as mountain , and iding, among other so··called thri 1 sport,;. If you read Sports .LLiustrated, check the 12/26/94 or Jal:er issues for a view of Baughman at sunris(':e from Dead Horse Point. ••• Outta room once again ... So, got news '? Send 'em to: 8 Dorset, St. Paul MN V-·rnail to 612/450 0930 'I'~SJ_

K\.

..... ,::11

I f you ' r e as sick as we are about the endless claims from other bang gl iding manufacturers that their latest gimmick is the performance break.through o.f the century , test fly an Airwave Klassic. You just might prove them wrong . Join the team . !'or a t est f Hgh,t or more 1n-tormat.1on on t he. Klassic or other Pacific· Airwave pr oducts, contac t your local dealer .