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

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199

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USHGA is issuing its 20th annual call for nominations to the national Board of Directors. Eleven positions are open for election in October, 1995 for a two-year term beginning January, 1996. USHGA members seeking a position on the ballot should send to headquarters for receipt no later than August 20, 1995 the following information: name and USHGA number, photo and resume (one page containing the candidate's hang gliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the following regions. The current Directors are listed and their terms expire December 31, 1995. Ballots will be distributed with the October issue of Hang Gliding magazine. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. }:.'orward candidate material for receipt no later than August 20 to: USHGA, P.O. Box 8300, Colorado Springs, CO 80933. NOTE THAT EFFECTIVE 1 /1 /96 REGION 5 WILL BE REINSTATED TO INCLUDE IDAHO, MONTANA AND WYOMING. Reg. #

CURRENT DIRECTOR ST ATES WITHIN REGION

1 2

George Sturtevant Paul Gazis Russ Locke Joe Greblo Gregg Lawless Jim Zeiset OPEN Ron Kenney Pete Lehmann Matt Taber Jeff I-font

3 4 5 6 9 10 1l

Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Arizona, Colorado, El Paso, New Mexico, Utah Idaho, Montana, Wyoming Kansas, Missouri, Oklahoma, Arkansas, Nebraska Washington, D.C., Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, W. Virginia Alabama, Florida, Georgia, Mississippi, N. & S. Carolina, Tennessee, Virgin Islands Texas, Louisiana

The following form is for your convenience.

NOMINATION FORM

as a candidate for Regional Director for Region I understand that his/her name will be placed on the Official Ballot for the 1993 Regional Director Election, if three nominations are received by August 20, 1995. I have notified the above person and he/ she has accepted the nomination.

. "

(USPS O17-970-20 - ISS 0895-433)()

18 Jack Lewis -

Hang Gliding Pioneer

by Kevin Lewis The scory of a colorful character who scarred flying flat kites in l 965.

23 1995 Flatlands Cross-Country Tow Meet by Pete "Nine lives" Lehmann Towing and soaring over the vast flatlands of Australia.

40 Flying Through A Driver's Eyes by Kristi Buck, with Dennis Bowman Hang gliding adventures in Utah and Colorado.

Columns

Departments

AskGeeDub, byG.W Meadows ........... 15

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

Accident Reports .................................... 28

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

Internet Notes, by Jim Palmieri ............ .35

Calendar of Events ................................... 12

Exec's Comer, by Phil Bachman ............. 47

Ratings .................................................... .44

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

Classified Advertising .............................. 52

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

MAY 1995

DEMAND EMERGENCY """·"""== A QUANTUM 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. HANG GLIDER EMERGENCY PARACHUTES OLl1 GENERATION VERSES STATE-OF-HIE-ART TECHNOLOGY

LaunchWelghliriPouruJi;

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

ALL VIDEOS GUAf'lANTEFD

MI\STERC/\110/VISI\ ACCEPTED

Paul Hamilton, 4750 Townsite Road Reno, Nevada 89511 USA Phune/FAX 702849-9672

NAS ]f)]l§~JrQ

IIIIRli: 111111 • • .-;:::: Bmlllla:::::::Jlll. ._

11911

- Pulled down apex (PDA) ·· 1" Skirt tapeV·Tobs,Seorn 20H. and 22f1. Diorneter sizes 37 or,cj 40 SQ/M sizes l<epacks, inspects, bags avoil. ·· PG.dual bridle conversion ki1s

Lightweight, strong, comfortable. Designed specifically for paragliding and hang gliding, this helmet offers comfort and full-face protection without restricting peripheral vision. Constructed or polyester polyrncr and reinforced with chop fiber, it allows the helmet to be strong bu! lightweight. The "REFLEX" helmet is lined with highimpact foam and brushed polyester fabric !'or a comfortablG Cit. Weight 21 oz. Sizes S, M, L XL. Colors: blue, black, white. (Dealer inquiries welcome,)

Norl,h Arncl"icar1 c>r>orl,e; IJic,t;rif;uting, Inc. (:XJ:j) 7/l>·ih66 or I ax: (60:5) ·1150 :'.\llv,

!\lwc1y0 /;ht: /.Jct?t, !\/way0 N/\:3

(619) 450~0437

Gil Dodgen, l:dito1/A1l Oireclor John Heiney, Gerry Charlebois, l.croy Grannis Photo[;raphnrs Harry Martin, Illustrator Dennis l'agen, Mark Stucky, G.W. Meadows, Jim Palmieri St,1lf Writers Tim Rinker, Dave Pounds, fJl'S1/!fl Cons11/l,mls

Air M ii

()(lice Staff

Phil Bachman, Fxccutive Director Greg Huller, Ratings & ICl''s Jeff Elgart, l\dverlising D. Dean teyerle, lns11r,111n: {Y. Mcmh<:rship S(:rvicn:, Karen Simon, Mu11ber Sc,rvicr,s Milrisa MaUon, Mc:rch,:indisP S()l'vln s 1

USHCA ()(ihns dllll c,ecu/iV(• CO/l)lllili('(''. Bill llrydcn, l'resirlmt Jim Zeise!, Vire l'resirlmt Russ Loci«\ SccrTfdry Dan Johnson, Trrnsurcr

REC ION I: Cc,nc, M,111hew•;, Cc,mgc, Sturtevant. I\HilON : Russ lockc-, !lily Leor1<1rd, P<1ul C,11is. RECION :J:

M;1rcus S<1!w:mini, j(}(; Crebh>t Crcgg L11wless. RFC ;1c )N ~: Ci<'n Nicolet, lini Zc:isl'l. RECION (,: Ron Kenney. RICION 7: Hill Rf:CION B: Ra11<ly l\d,ims IUCION 9: h,te Williilm Jknnc'li. l<FCION 10: (i.W. Mcwlows, M,1tt Jaber. RJCIOl'>I 11: Jeff llunl. l<LCION 12: l',ud Voight, l',1ul Rikc,rt. DIRECIORS I\ I 1.1\RCE: llcrli,1t·,1 llynn, flan Johnson, J,rn Johnson, fl01111i•; l\1gen, Al;rn Cl,ucul<1le. HONORARY DIRECTORS: Cl.1udi,1 Stockwell. Ed l'it1mn, Km llrown, Doug I lilclrelh, l'r,mk Cillr•tle, I Ut'n Miller, Sanely King, Mike M<:i<'r, Roi, !<ell•;, frl'cl Stockwell, McN<1111c'<', Michdd Rohl'rlson, flilvl' Broylc,s, Sonrlcrgeld, t<en ll<1ier, l'red Moy, Cn•g llc·Wolf. FX-OFFICIO IJIRFCrcJRS: Art (;rr·enli,,tcl (NI\A). lhC' Uni!ed Stll<'S l·l(u1g C!iding Association l1)C. is dll air sports org;rni,;itinn .iffili.it,,cJ with the N.iticm1! l\cron.iulir Association (NI\;\) which is ilw offici,11 the Fcd<·r,1lion l\monauliqur· (I' !\Ii, of tlw world governing body for sport JVi<1lion. The, NI\!\, which rqxesenls the U.S. ill Fl\! tr1c•elings, h:1s clcleg:11cd lo the LJSHCI\ supl'l"vision nr Fl\1-rd,itc,cl h,mg gliding activities such (1s record al!e:n1J)ls t1nd com1)Hition ~);1nctions.

HANG GLIDING tmg,i,ine is puhlislwd for 11,111g gliding spnrl C'n1husiasts lo ncatL; further intc1T'.SI in th(' sport, dnd to provide nn (•duu1!ion;il forum to adVtlllU' hnng gliding inetlHJCls t111Cf C:rn1tributirn1s ;1rc! w<!lconH'. Anyone is i1ivi[c,d to arlicl,,s, photos, ,rnd ill11str,1lio11s concerning hang tK!ivitic~. If 1h( 1 rn1Hc!ri,1l is to lH 1

rt!turned, d starnpt'd,

return cnvelop< rnus! 1

be t<nclos,,,1. Nolificatio11 must be made oi submi"ion to othc'r h,ing gliding publications. MANG GUDING n1ag,1 .zim~ rescrv(;s th(~ right to c1dlt contributions ,vlH•1v nr,ccss,11·y. The l\ssoci,1!ion ;111d public;1tio11 do not assunH· rr·sponsibility the, n1nlcrial or opinions of rnntril.iutors. HANG GUDING editorial offices: (,950 l\ragon Circle,, S11ilc (), 13ucn:11',1rk, Cl\ 90(,ill (T\4) 9'!4-,:JO',O.

ror

HANG GUDING (ISSN OB'JS-4Bx) is i.lUblislwcl nxmthly l1y the lJnited St,1tcs Hang c;lirling l\ssoci<1tio11, Inc., ', 'i9 E. l'il«.·s Pc·,1k ;\ve., Suite· IO I, Colorado Spriugs, Cokir<1dn il0 1J03 (71')) 632-il:JOO. FI\X (719) 6 \; (,4 I Second-class posl(1gc~ is at Colorndo Springs, CO and ;11 additional 1n;1iling POSTMASHR: SFNU Cl 11\NCF OF I\DDRI-SS TO: 111\NC Cl IDINC, l'.0. llOX I no, Color,1do S11rings, CO ll0901··13.l0. Th/> USH(i;\ is ;1 n1cmher-cu11trollcd spol'l dedic,1tcd to the exploralion ,mrl prornotion o/' L111powerc,d ullr:ilight flight, ;md to the education, lr,1in· in~ ,rnd ;;,1/'.,ty it,, 1rnrnl,erhip. Membership is 10 :inyrnw intc;rest,,d in !his rc,alm oi /'light. Dw,s /'ull 111c111hPrship ill'C' $'i4 .00 yew (oi wl 1ich $1 S goes to ilw puhlicalion o/' Hang ($f,O C:111ad:i ,<:, Mexico, $().S foreign); suh~;crfplion J\l!t:s (lr<' $Y),{)0 ($llCJ Can,trb & MC'xico, $'i0 ,1ddres, should be> sen! ~ix WPC>ks in including rh1111<~, USl·JCA nun1her1 previous a1id new addresr;;, ;rnd il tndillng lahd from i1 rcin:nt iS!·,UP.

MAY 199:5

VoUJMF

ISSUE No,

Dear Editor, Recently I had the opportunity to at tend an Instructor c:enification Program (IC:P) with the folks at Miami Hang Cliding. We studied different methods teaching new pilots in an efficient, safr and fun manner. There was classroom work and /Jeld instruction which included basic training (on a small hill) and randem flight. We also practiced boat and truck towing, and learned lots or safl'ty and tnainrenance rips and tricks, The IC:P was based 011 the US! IC/\ Instructor's Manual written by Dennis Pagen. It is a well-structured source of information and is useful for all pilots. I Carne Out of this COllrSl' a bcncr and safer pilor, and rhink that even rhose not expecting to teach should undergo this kind of training. Programs like this make better pilots and om sport a lot salcr.

"MULE" Dear Editor, My friend Jim Brown and l arc hang glider pilots, 111011nrain hikers and hikers, and we tired of rhc crowded skies of Sylmar, California and started flying Big "T" (one mountain range away). Unfortunately, the road up is closed to convenrional vehicles, and the Forest Service has erected one of those "amirank" gates. In order ro fly there I've carried my wing up on my shoulders (very hard), pulled it up 011 a dolly (still hard), and disassembled the glider and carried it up in three trips (hard and long). The road to launch is six miles long and 2,500 fret up, so Jim proposed an electric mule. ] le scoured surplus yards and worked on the power system, and I took 011 the task or making the wheels and system From old glider parts and /\frer eight momhs of development we have a fonctioning can to and haul our gliders and equipment to the top or the lllOUntain, We hike alongside the mule (it only hauls cargo) up to launch. The reward is that there is 110 one in the air but birds and us! /\ft:er flying we hike h:1ck up to retrieve rhc cart and ride ir down, /\1 the end or the cfoy we've hiked, flown and bikecl 1 Boh I 'li1ju11ga, CA

En riquc 'fro con is Miami, Fl.

Dear Editor, "I am an Advanced hang glider pilot and I use wheels." Sounds like a co11/cssion at an A/\ meeting doesn't it? l too discarded my training wheels as soon as I could because of rhe stigma associated with rhem, ;111d the implication that my landings were no good. But experience and maturity in the sport, and the fact rhat I'm nor as yrnmg and invulnerable as I once thought I was, have taught me that this can be an unfcirgiving sport, ;111d anything I can do to prolong my participation in it !'II do. Thar means using a parachute, a full-l:1cc r-

Air Mail helmet, and, yes, wheels. Herc arc some good reasons why: I) Wheels keep your control bar off the ground, clean and undamaged by rocks, etc. 2) They keep your control bar frorn digging into the ground on a blown launch or landing, sparing your downrnbes. If you think you'll never blow a launch or landing, watch Paul Voight's "Whack Tipc." I'm sure that some of those pilots arc advanced rated. I cringe when I sec a pilot ski rnming the ground without wheels. Wheels can offer a margin of error after a long, fatiguing flight. The drag they produce is minimal, and the weight factor is negligible. One final observation: I've been flying here in Germany for the last three years, :md 9(NiJ of the European pilots use wheels. They think it's odd if you don't. There arc some good-looking wheels available, other than the big plastic train .. crs you sec advertised. I also think rnn-

dem pilots should de/-init·ely use them to ensure the safety of their passengers. Robert Cillissc, U.S. Army Ansbach, ( ;ermany

ing the Great Depression through military sales. I would like ro construct a replica of the Cessna hut would settle for the !\dams if only I could get the specs!

ADAMS PRIMARY INFO

Alvah Mills, Sr. 5049 Sherwin Ave. Portage, IN 46%8

Dear Editor, I'd like to know more about the Adams primary glider featured in the article abom Curtis James (J:eb. issue). This aircraft looks basically similar to the 1929 Cessna primary glider hanging from the ceiling of the E!\A air museum in Oshkosh. I saw the Cessm there in 1992 and tried to find out what the specs were, but rhe folks at EAA didn't have any information on it. I called Cessna but they didn't have any spcci fie information about it cirher. !\ll l learncd was anecdotal, thar the Cessna primary glider kept the company in business dm-

50/50 heavyweight fleece, Red/White on Navy Medium & X-Large only

C't:m rmyone help this guy?

Fd.

MARTING Dear Editor, l recently learned to read, and going back through H1mg Gliding magazines l spied the "Hawker & Vario" episode explains how come that vario quacks more than mine. I've laughed my way hack to rhc present issue and hope we much more. Thank you I-Tarry Martin. "RC Dave" Freund

Side Pockets, ash color 50/50 Regular 5" inseam or long 7'' inseam (Style may be subsf:.it;uf:;tJd, due t:.o limited quantity.)

Large & x.. Large only reg. $18.95 SALE $10.00

reg. $19.95 SALE $13.95

Please add $2'J shipping for orders $15 and under: Add $4.50 for orders over $1!5.

We still have a few left!

SALE $5.00

Traditional Collar or Mock Neck 100% cotton, logo embroidered Sizes: Medium Large XL XXL

reg.

SALE $29.95

Hi\NC GLIDINC

1 QTY

1995 USHGA Calendar·- Better than ever, buy one for a friend. 1Oxi 3 full 1,u11,1. .............................................................................. ,,0.uu OTHER USHGA CALENDARS SPECIFY YEAR: 1994 1991 1990 1989 Excellent Photography collect them all! .............. @ USHGA BARBARIAN RUGBY JERSEYS super heavyweight I 00% cotton embroidered bold 4" ash/navy/purple/forest green striped, traditional collar or mock turtle neck. SIZr:S M L XL XXL (reg. $39.95) SALE! .......... $29.95 COLLEGIATE SWEATPANTS Side pockets, 50/50, elastic waistband w/ drawstrinq. Sizes Med. Large XL (reg. $29.95) SALE! $19.95 COLLEGIATE SWEATSHIRT Super heavyweight 11 oz. fleece 95% cotton, cross-weave w/ side gusset. 3 colors on ash. SPECWY SIZE: MEDIUM LARGE XL .................................................................................................................... ;p0e,.~0 "FREESTYLE" SWEATSHIRT 9 oz. set in fleece - 50/50 heavyweight, beautiful multi-color design on white. SIZE: M L XL ALSO FREESTYLE T-SHIRT I 00% preshrunk cotton Med. XL ......................................................................................... 'll '''·~" USHGA Golf Shirt 100% combed co11on. Colorfully embroidered. White Red Navy Yellow Jade Black SIZES: Medium Largo X-Large XXL (in white, navy & jade ...................... $24.95 USHGA MTN. GLIDER T-SHIRT 100% cotton. Our most COLOR white ash .......... $12.95 USHGA YOUTH MTN. GLIDER T·SHIRT For those up coming pilots. SPEClf"Y SIZE 8(6-8) M (10- 12) L(l 4- 16) . ............ $9.95 USHGA MTN. GLIDER CAP Embroidered SPECIFY COLOR NAVY WHITE fJUfiPU: RED.... . .............. $9.95 PERFORMANCE FLYING by Dennis Pagen. Covers just about everything for the Intermediate & Advanced pilot ............................. "''"'·"J "SPECIAL NEW PILOT EDITION" magazine. Specify hang gliding or DOWNWIND by Larry Fleming. Share the of over 20 a true story, well told ..................... .. Higher Than Eagles by Maralys & Chris Wills. story of early gliding Hardcover ............................................. 'll' UNDERSTANDING THE SKY by Dennis Microrneteorology for pilots. Almost 300 260 photos & illustrations .. . USHGA INSTRUCTOR'S MANUAL by Over 100 of illustrations ............................................................. ,11 THE ART OF SKYSAILING by Michael Robertson. including Charts of Reliability .................................. . PARAGLIDING - A PILOT'S TRAINING MANUAL Produced Wills Wing. Everything you wanted to know about paragliding HANG GLIDING FOR BEGINNER PILOTS Pete Cheney Official USHGA Training Manual. Over 200 pages ......................... "'~'""" ALPHA FLIGHT by Mark Wright Covering aspects of complete with illustrations .......................................................... ,p '"·"" PARAGLIDING FLIGHT Walking on Air by Dennis all of Paragliding. Over 140 illustrations ................... ,p, HANG GLIDING FLYING SKILLS by Dennis Pagon most For the beginner to intermediate pilot. ........................... "'"·",J RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair humor, techniques and personalities ................................. -,,•u.vv FEDERAL AVIATION REGULATIONS Federal Flegulations covering ALL of aviation ................................................................. .. RECORD ATTEMPT KIT All forms needed for national and world rocord USHGA DELUXE LOG BOOK 72 pages. Covering pilot ID, ratings, USHGA FLIGHT LOG BOOK 40 The o1ficial USHGA flight log USHGA Certification Booklets. your skill level sign-off. Specify hang gliding or paragliding ................................................ . OFFICIAL USHGA WINDSOK 1" Pink/yellow or pink/white ..................................................................................................................... ,.pJv.vJ USHGA LAPEL PIN Beautiful multi-colored Mtn. (Jlider Custom shaped pin w/ military clutch and epoxy dorne ...................... . USHGA MTN. GLIDER SEW-ON EMBLEM The most you'll ever own. 12 different colors used ..................................... ,,,.,.,"' USHGA MTN. GLIDER DECAL l'ull color 6" diameter vinyl Guaranteed to lastl ......................................................................... .. USHGA KEV CHAIN "Soft Feel" Plastic. Custom Mtn. Glider shaped. Screened white on red ........................................................... .. USHGA SEW-ON EMBLEM Our original in its colors on this 3" circular emblem .............................................................. ..,, USHGA EMBLEM DECAL Our original its colors on this 3" circular sticker .................................................................. .. USHGA LICENSE PLATE FRAME "I'd Be Hang Gliding" or · 1'd Rather Be Chrome plated .................................. 1,u.Ju POINT OF THE MOUNTAIN Utah. Hang and at one of America's sites. (52 min.) ................................. -,,cv.,Jv *BORN TO FLY Great flying Larry Team ... Fly Owens, Sandia ... you name it (50 min.) ...................... ,1,0•,.:au *PARAGLIDE: The Movie Owen's world competition. More action than can probably handle. 40 min ................................ •N''·~" *FLAMENCO DUNE Special Version paragliding in Namibia. sound track. (20 min.) ................... 'll "'·~" 'DAREDEVIL FLYERS Ill - THE PARAGLIDING VIDEO The Wills Wing gang CO (50 min.) .......................... -,,~~.vv *HAWAIIAN FLYIN' video. and paragliding in Awesome *HANG GLIDING EXTREME you soe some of most spectac:ular MAGAZINE COLLECTOR BINDER Brown vinyl binder w/ gold **USHGA ERIC RAYMOND POSTER 24" X 37" Eric doing oxygen at over the Sierra Nevada Range ............................. .. **USHGA AEROBATIC POSTER 23" X 31" Colorful keel shot of John Heiney looping skyward ............................................................ "'''·"v Posters are NOT AVAILABLE on International Orders-SORFlYI SPECIAL BOTH POSTERS FOR. .. ' All videos are in USA/VHS NTSC format. PAYMENT must be included with your order. FOREIGN orders must be in U.S. FUNDS drawn on a U.S. BANKI

SUBTOTAL

CHARGE MY CFlEDIT CARD VISA or MASTEFlCARD (circle one)

.01 9.99 1000 19.99 $4 00 20. 34 99 $5.00 35. 49.99 $6.00 50. I $7.50 Canada & Mexico add $1.50 extra lnt'I surface add $5.00 extra lnt'I air add $15.00 extra

COLORADO RESIDENTS add 3% TAX SHIPPING (se,i chart)

TOTAL ENCLOSED

SHIP TO: (Stroet address if possible)

UNITED STATES HANG GLIDING ASSN. PO BOX 1330 COLORADO SPRINGS, CO 809011330 (719) 632-8300

FAX (719) 632-6417

•

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

r--Yes! I want to save money --------and help USHGA with every .... I long-distance call I make! I I I I I I

send me llSHGA Telooud(s) al $15 each! I Plea,;c (lncludes 20 minutes or airtime) I ~lune I Address City/State/Zip _ __ _ __ _ _ _ _ _ __ _ _ __ I Phone (__) U5BGA Member # I D Eocloooo ls my check for ($ 15 per card)

0 Bill my D Mastercard D Vls.1

• ~~

I I I I

I Signature I Mall pa1111en1 to USHGA, P.O. Box 8300, Colorado Spring,s, CO 80933·8300, l'<lr I infol'lllation or to order by phone, call (719) 632-8300. Pa.x (719) 632·6417. .J L

--------------

Order now and ~ct >on·

· 1·

No matter how many long distance calls )'OU make, you·u save money v.1th the USBG.~ Telecard! •The USHGA Telecard s:n-es )'OIi 40%-50% orer standard calling cards...about 25%on lnternauonal calls! • Use your USHGA 1'elecard lo call an}where in the U.S. and 197 counu:ies woddwlde! • You pay only 25 cents a min111e to ca.11 an)where in the U.S., ai111ime...day or nigllt! • Use the convenient toll-free number and )'Our credit card to "recharge" )~ur Telecanl within the hour; or, Set up an auto· matlc recharge on a certain date or when your card reaches a certain minimum balance. •E\-ecy call )'Oil make hel~ support the United States Jiang Gliding ASS-Odatloo! •Throw awa)' your other calling cards and get one for wursclf, your SJ)OLL5e, college S111desits, work associates and other:sl

UNITfO ~TRTf5 HRN6 6UD1N6 ff 550CIRTION, INC.

RECORD BREAKING PERFORMANCE, HANDLING AND QUALITY.

The Moye5 XTRALITE i5 breaking Record5 of all kind,;;, Tandem, Open Distance, Altitude Gain, Dog Leg and Production. Ye5, the Moye5 Gliaer Proauction records are aloo being broken. The XTRALITE i5 the mo5t ,;;ucce,;;5ful gilder we have ever made, lt'5 handlin<!J qualitie5, landing ea5e and all out performance have made the XTRALITE the most popular glider ever. Contact your local Maye5 dealer today, and di5cover t he record breaking ,;;ervice, quality and performance known arouna t he world.

Tandem Records 1. Open Di6tance Record, Official Di5ta• ce: 229 Mil"" Dun,tion: 7hr,) :30mln. l ocation: Hll5ton, NSW, Au5tralia

2. Ahoitude Gain, 10,500 ft. Location: Hil5ton, NSW. Australia

:3. 88 M ile D00 Le~ Duration: 2hr6 30 min. Location: Hlleton, NSW, Au6tr.lllia

Glider: XTRAUTE 164 Pilo1': iomae Suohanek Pa&&engt!:r: Corinna 6chwiegera,ha1.u;et1

Be Safe, Be The Best. Fly a WORLD RECORD BREAKING MOYES XTRALITE.

Moyes Dtlla Glidm Ply Ud. 173 Brome Road Wavaly NSIV2024 AUSTR!ll.JA

Simon Murphy's Flying Circus TurO,ou.se Luppin Honiton 0.von eXl4 OSA UNITED KINGDOM

The window closes on May 31, l 995. If you haven't sent in your favorire photo yer, don't delay. SEND IT IN NOW, before it's roo late. Imagine your own photography (or a friend's photo of you and your ship) immortalized for a whole month, for the entire world to admire! Submit your best to: USHGA Calendar, EO. Box 8300, Colorado Springs, CO 80933-8300, and tell your flying buddies to do the same. All photography will be promptly returned afrer the selection process is final. If you have any questions please give us a call at (719) 632-8300.

The USHGA has a new, profossionally designed, promotional four-color brochure available. Ir colorfully depicts the sports of hang gliding and paraglid-ing and outlines USHGA membership benefits. These brochures arc available for purchase by schools and dealers for I()(/: each (in quantities of 50 to 500). There is space available on the member-ship application part of the brochure for your business information. The school receives a $1.00 credit toward Hang Gliding magazine advertising or USHGJ\ merchandise for each new member application we receive. We have flat (unfolded) brochures filr those who want to print their business information in die available space. For a copy of our new brochure or for ordering information call Marisa at USHGA headquarters (719) 632-8300.

HANG MANUAL

'UI.ILJ.U1.J.J., .....

Sport Aviation Publications is happy to announce the release of ,1 new book entitled Hang Gliding Trr1.ining Mtmua/, by Dennis Pagen, subtitled Learning

Hang Gliding Skillsfr;r Beginner to Intermediate Pilots. 'T'he book covers

work for a pilot to get the most out of rhc more advanced book. Contact: Sport Aviation Publications, P.O. Box 101, Mingoville, PA 16856.

training from ground zero to soaring. The hook is laid out in three parts to follow the USHGA Beginner, Novice and Intermediate level programs. All the lat-· est techniques have been included as gathered from schools around the U.S. and in other countries. Besides actual flying skills the book covers ground school subjects, with chapters on history, equipment, aerodynamics and weather. 'T'hcrc arc 12 chapters in total a complete guide to learning our sport in the early srages. The 380-pagc Htmg Gliding Training M1mutz! is a large 8- l /2" x 11" for case of use and clarity of the figures. There arc more rhan 325 ill11s1rations and over 70 photographs with added color. Some highlights include: a full table of contents, glossary, index, sections on towing and tandem flight (for passengers), special chapters on takeoff and landing complications, a discussion of risk managcmcm and judgement in ;1 number of situations, a beginner log, a soaring certificate for flrsr--timcrs, and a study guide for the USHGA Beginner, Novice and (ntermcdiatc pilot tests. A pilot can pass the tcsr hy studying rhe material in the book referred to in the study guide. The book includes tricks and techniques that even advanced pilots can use to enhance their flying. The M1mualsells for $29.95 (plus $3.50 shipping and handling), and is designed to be a companion to Perfvnnance Flying, laying the ground-

Miami Hang Gliding, Inc., is now manufacturing a new mechanical nose release for platform launch systcrns. 'The release is designed 10 improve safety by eliminating die need for a metal ring at the end of the glider's nose line. A loop at the end of the nose line is all that is required. The release has been tested thoroughly and has been in use for two years on commercial winch operations. It is machined from aluminum and stainless steel, and comes equipped with a fitting that accepts standard bicycle break cable and sleeving ro allow remote niggering of the release. For more information contact: Miami Hang Gliding, 2640 South Bayshore Drive, Coconut Grove, Florida 33133 (305) 285-8978.

Blacct Research is pleased ro announce the introduction of their FlyCam system, a HT-8 video package spcciflcally designed for hang gliding inflight taping. The product is the result oflrnowlcdge acquired during five years of hang gliding video production, and is conftg-· ured rn meet rhc special rcquircrncnts of rhis type of vidcography. Using regular consumer !II-8 cameras in flight can result in significant control, reliability, quality and safety problems. HANC GUDINC

The FlyCam system includes an ulrracompacr Canon I 11-8 camcorder wirh a super wide-angle lens, polarizer and pro· tective cover. The camera is configured for external control of power and record functions. The tally (record I .ED) is remote controlled as well. The wired remote control snaps onto the control bar and features large, casy--10-flnd but· tons which can be easily acrivarcd in rowdy air. The remote box also contains a supcr-hrir;ht record I .ED, which mcrns no more trying to sec a dim, on-camera light in bright sunlight conditions. The camera is remotely powered by a three-amp pn hour gel cell baucry, which also serves as a counterweight. This type of battery is much less suscep· tible ro cold temperatures than NI C:A [) varieties, and lasts two to three times as long. Long XC flights at high alritndcs can now be documeurccL The G1mcr;1 is mounted to the glider with a high--tcch clamp which can he positioned at the cross lxir junction, keel or practically anywhere else on the glider. The battery comes with a pouch designed to wrap around a glider rnbc ar a poinr roughly opposite the cc; to act as a counterweight. The complete system weighs approximately four pounds and comes with guidelines for obtaining the best quality hang gliding video footage. A product information package, including a video, is available for $Ci.OD postage paid (U.S. only). California rcsi dents add $0.44 sales tax. Contact: Blacet Research, 15210 Orchard Rd., Cuernevillc, CA 954/i6 (707) 8699164.

Angela Szarek of the Redstone ( ;ronp, lnc. has secured a travel contract for pilots, support crews and attendees for the U.S. National Hang Cliding Championships in Chelan, Washington. T'hc terms of rhe contract with United Airlines include unbeatable pricing on airfares as well as the ability to check hang gliders as luggage on most flights. Angela will continue to pmsuc all major U.S. carriers to allow hang gliders to

M'\Y 1995

travel as excess lx1;;gagc, similar ro wind-su rfrrs. For more information call Angela ar

rr yon know of any visually stunning flying sites you'd like to sec on TV or in a film, send inlclrrnation, phoros and/or a clean video, along with your name, address and telephone number fO: SW/\S Locations, c/o ()920 Hirondellc Lane, Los C:A 91042.

Thcvenot, editor of Cross 111;1gazir1c was awarded the Cray Prize excellence in reportage and a visually exciting magazine. She received a cash award and a silver tiffony bowl. The award was presented on March J, 1995.

lkaros Sport Aviation is proud to announce rhat it is joining forces with Mountaineer 'Ji-ikes in an acrotow opera--tion at Wing Sails Flighr Park near Millcnown, New York. The sire offers a souLhwest- to west·· focing with two existing hang gliding launches. Landing fields arc also The site has been used for years by Conncctic11t pilots who arc fr1miliar with irs cxccllcm thermal activity. Even trikes have been known to soar wirh engines oil Now the site can he flown wi1houL to hike rhe mountain. The operation will officially begin on May 13-1 Ii, and qualified pilots with an acrotow rating will get their flrst tow free. Paul Voight will he holding a clinic for inexperienced pilots on May 13. For further information ahout train· hd<)IT the official date, or for infor--

mation on rhc full line of Mountaineer 'J1·ikcs, call lkaros Sport Aviation at (718) T77-7000.

The World Ifang Cliding Series (WHCS, pronounced announces a formal agreement between the originators of the Hang ( ;]iding World Cup and the Speed Clicling World Championships to form one overall body. Joe Haylcr, Murray Rose, John J lciney and [)cnnis Pagcn have agreed to join forces under the WHCS tide. The concept of the WI JCS is ro pro-d11ce a series of competitions consisting of three clements: cross--country, speed gliding and acrobatics. A pilot may enter one or more of these formats at every meet. A winner of each meet, as well as the World Cup Champion of the entire series, in each discipline, will be crowned. Using the example of the successful Paragliding World Cup, the WHCS imends 10 initinc competitions at vari-ous suitable sites around the world. !\ pilot will receive ranking points frorn each day of competition, and his best results will be taken inro account l<lr overall ranking, so one, two or three meets need to be attended to be success-·

ft rl. The principal concept is to produce enjoyable, low--cost meets that arc open to any qualified pilot. In addition, we ;1re currently seeking sponsorship and media coverage to promote hang gliding to the next generation of pilots. The next step in the development process is to gain CIV I. affiliation and contact organizai-ions which wish lo ltosr the individual meets. The flrst meet will be the Speed Cliding World Championships in July 1995. However, the entire Series will not commence unril 1996. For more inFormarion conract: Joe 1-laylcr, 65 Cornwallis Avenue, Tonbridge, Kent TN 10 Ii ET, Crcat Britain, 'Icl./Fax 44-1732-3634 l 7.

Calendar of events items WILL NOT he listed if only rcnmt ivc. Pbisc i11cludc exact inform a·· tion (cvcm, date, comacr name and phone number). !rems should lie received 110 later rhan six weeks prior to the event. We request two months lead time for and national meets. UNTIL DEC. l: /995 Rtgion 9 1m11m.w,,-, C'onrest. Recognizes the longest ilights llown in the Region. Three classes: Rookie, (,() .. mile and Open. $5 cmry fee. C:ontacr: Pete I .chmann (If 12) (,(, 1.. 31[71[ (before 9:00 PM), fox 31f%. UNTIL OCT. 15: /995 Monla1111 t.11n., .. t.u1·11111v Ch11lltngt. Open-dist:mcc llig1its originating in Montana. I Jang gliders and paragliders. Comacr: Roger l .ockwood, P.O. Box 2:)!i, Fort Benton, MT '59iilf2 (lf06) 62.2-5(,Tl. UNTIL OCT. I: <.iJ!imu!o ,,,,,,.,., .. ,.,,,,,irm C1mttst. Open ( :lass and Linder Class. Recognizes the hcsr and in Colorado including Dinos:mr. entry. For inli.i and score forms contacr: Nick Kennedy, c/o Colorado x. c: Pilors Assn., P.O. Box I 026, 'J 'cllmide, ( :o 8 llf3'i C\O\) 728 .. 390'5. UNTIL Mi\ Y 21: 1995 N1;~irm 9 Cfi,'£777,'!ll!l1Sh1'/J. Weekend x. c: from sire. Best rnrallcd. I .irnir of' 60 per flight. Rookie, (,() .. mile and Open Classes. $10 fr·c. C:onract: Pete I .clunann (If 12) ,,,,, ... ,.,, ·, (before 9:00 l'M), fox 31i.'l6. Mi\ Y J .. (i; Tandem Clinic. Mi\ Y 7· I 0: llasic :md

i\clvanced IC:!'. Contact: Pacific J\irwavc (fi08) li22 .. 2299 or c;.w. Meadows (919) lf80-3552.

MAY 5-7: Am;tmo Clinir, 'fr111'1? 'frnu Clinir, \.'(Ii/Lr Wing Drmo !>tzzcwith ];ury Tudor. C:onract: l':n.d Voight/I :Jy 1-1 igh (') 1Li) 7/ilr 3.117.

of all skill levels rhc week prior. Contact: Kcric (206) 93') .. (,2/i8.

17th An11ive;:w1y o/Rog1dlo 1uing invention.

MAY 6-7: l.r1s Fun In, Jlang I l's and up. spot landings, bomb drops, b:1rl,ccuc on Sa1urday night. C:ost $20 to C:ontacr: ( or Michelle (702) I, or Lauren lf3] .. lf388.

Honors Fr:mcis M. l~ogallo, inventor of' the flexible I.earn abom the history of kites and :md meet Mr. Rogallo hirnselF. Kitty I lawk Kites, Head, NC:. Contact: Del':mlilis I SEPT. 23-2/i: 11hA11nurz! Vision

MAY (i.7; Soulhtrn GJ!orado Somhpark, C:o. ( :ontcsts, dinner S:nurclay night, Sieve Cbzcncr (719) pJ:izc11cT(fl!;1ol.corn or Steve

tion. ( lpcn to pilots have a Vision, regardless of model. Barbecue, I<i11y l lawk Kites, Head, NC:. Bruce \Vcavcr 1 .. mJ\1.,.,., .. ,11

MAY 6,7: Fllenvillc x . c Seminar wirh Larry Tudor. C:omacl 1/~~h (91 Ii) 7/ilr-331 MAY (i .. 7, Wills Expo '95 with l'at Page, hosted hy (805) %6 .. 2%2. MAY 13-14: Wills Expo '9c; with Pat hosted by <.'enter, San C:A ((,19)

Cli))icwirh P:ll MAY 7: l.mmch Denev:m. Covers all aspects of launch and landing, inclnding e1p1ipmrnt evaluation, weather and pilot habits. Lecture, simulator and specific hillside training exercises Alen. C:ost $95. Limited space, ad,•:in,ced reservations required .. MAY 2:3: !'a1'11rl1ute (}inic. A nrnsr for :my pilot who carries a backup Features: kcrnrc, video presentation, care & maintcn:rncc instrnctions, and a dcmonstr:1rion of the proper me\ hod of' stowing lines. Cost: $50, or free with parachute from MS(:. Advance rcservarions recomrnmded. JUNE I 0: /,11und; (.'/inil', sec ,il,ovc. JULY 8: l.mmrh Clinic, sec above. JULY 25: P1lJ'C1d1ute Oinic, sec above. JULY 29<10: Instruction in rhe finer poinrs Novice with altitude Advanced reservations required. Contact: Mission Soaring Center, 111 Ci Way, Milpitas, C:i\ 950l5

Brnce Weaver 1-8()(J..33/i-li777. AlJG. 15:

MAY 13 .. Jlf: AnYJtow opcmtio11 grt1nrl oprming; Wing Sails Flighr Park, Millenown, New York. Q11ali/1cd pilots wirh :m acrotow rating get rhcir first tow free. l'aul Voight will be holding :1 clinic f,,r inexperienced pilots on May l:l. C:01nact: lkaros Spon Aviation (71 8) 777 7000. MAY llf-,22: Gmadirm Nationals, l\C. pilots welcome. ( :ornacr: I .co Box 16, I .urnliy, BC: VOE 2C ;o, ph. (60/r) '5fr7 .. 2ir22, fox ((,0/i) 5/i7-2/i20, or Peter Wamcs (CiO!i) 5/r7 2169. MAY 19-21: (rain day 22) R,girm IV R1;r;iorwL,, Miller Sierra Vista,;\/.. Entry $120. Barton, Airborne USA, P.O. Box 216:l, Sierra Vista, 856.l6 ph/fax (602) ti59-6305.

MAY 20-21: Coyote !Jowl Fly In, Lake McClure, C:i\. "] )oc's" computer levels the playinr, fidd. Bcauri(iil !ors of Pylon course, X C: contest. $20 entry for both davs. C:ornact: Doc (209) 527.. 0798 or send e'lllry fee to 140(, Ashwood Dr., Modesto, C:i\ 95:150. Cdl I -800-lf688889 for earn pin!', reservations.

tel.

(/iOHJ 2h2· 10')'>.

MAY 5.. 7; X.C wff!.:end with 'l1,dor. Friday: arrival and rcgismnion. hiday evening: acrotow clinic with Paul Voight. Saturday: acrorow, ATOL and X-C clinic wirh Larry Tudor. Sunday: X-C: flying with l.arrv, rcrrieval avail:iblc. Cost: acrotow clinic and :,even rows $200, x.. c: clinic $25. Contact: (718) 1[57.. 83')0.

MAY 10 .. 11, 17 .. J 8: C!ini1:,. days of x. c: over four Includes school classes hcfore each !lying day. van, driver and study guide includ .. ed. $ l ."l9. C:onract: Lake Elsinore Hang Cliding, Jolrn Pitt ('J09) 2/r5-7G2'7.

MAY 5.. 7: North Amffic,m Atrov11tic Gliding Chelan, WA. Presented by Association and Chelan known for its hospitality ,rnd hosting ol'stic· ccssfol meets. C:0111c ro dw sire of this ! Jang C\icling and Paragliding for the first acrobatic meet designed specifically :mmnd i\HC1\ rules and guiddincs. Workshop-style training f<ir acrobatic pilots

MAY 12- Iii: 23rd !lnrmfll c;/iding llc:1d, ;\Jon h Carolina. Ridge S1atc \'ark and rnjoy co1111m1,:rn:, .. nrn11111g hang gliding competition in the counrry. novice and compete in a variety of" /1111 events. Also, a street dance, line :ms rcc,cprwn and awards ceremony wirh guest Francis M. Rogallo, "father o(" hang gliding." Fnrry fre. Beginning hang gliding lessons given during rhc cvem. Registrarion at Kitty I lawk Kites, !lead, NC Contact:

x. c

MAY 'l1:m1rssff '/iw '/ rJpj){'J'S food and party in bcant ifol Sequatchie Valley. Fly the fomons radial ramp. Contact: I .cc, Rt. Box 79, l )unlap,' l'N ((,IS) 91f9,2176.

MAY 27..29: 18th Annual St11rthist!e Mfft, Valley HCA, Medford, OR. Fun fly![J, or [ I with instructor lc:c Sat mday nighr ,,,1111p111g nearby. Contact: Newt Stevenson 1irl (days), or Jan Bailly ('i(r\) 8/iC, .. (,228. MAY 2729: Mcmoritil /)t1y F!yln, Alamogordo, New Sponso;.cd hy the Rio ( ;r,mdc Hang ( ;Jidi11g i\ssoci:nion. h111 !lying, con rests, dinner, etc. Meet in LI. at 9:00 1\M each $20 in advance, $25

I I/\NC CUl)JNC

on site. C:011tact: Dave Church ('lO'i) OWi!i or To111rny West ('i0'5) 1157 'i2 I J. MAY 27 c;JO: H!lsic r!nd !ld/lr/nffd !CJ' find and !'at You may kam to tow as pan of this progr,1111. $JOO. J\lk11, TX (neat Dallas). C:omaCL: Dave Brovles (21 Ii) 'J')(,'/70(,, and wcekrnd/(:J Iii) 7J,/-l'i88. JUNF. I ·SEPT. 30: !Jtl,e/Jicw, Ortgrm c;Lidin,R Ct1pital of'1he Wn1" I 'J'h 6th !1111111111 Fly!n. June Sept. Flight Contests. :ii I ,(,(JO planned, with $100 for lollgcst X C: and $'10 1nont hly random drawing from all other 111ontl1s' valid flights from 1-ccLakcview area sites. Where else c:rn vou win $~0 for ;1 slcddn or late aliernoon J\11d tl1e more flights you s11hrni1, · better your odds 1 2nd J\nnual $1,000 "C1·,md X C'' Contest (dw1ged for I 'J'Vi), Most Accurnula1ivc Milc·s flown Crom Black Cap d11ring the four months. l'n:-n>r:1.•;1 r:111c,11 required, still Ollly $') (fc,r the perm:lllelll Bl:icl, Cap 1./. ftmd, include., cmry for li1h or I loliday Fly-In contests roo)I C:ontall: ( C:h:1111her of'C:onm1crcc, U C:rnter S1., OR 'J76l0 ('iO\) ')li7 GMIJ, l;J\X (SO,\) ')/i7-li')fl:', for f,,rm :ii5 10 and orhn fly-in cvrnts info, and cntl'r and receive 1he updated site guidl' (to include new· Ibid M111.) ;1nd llight rcpon for111s. .JUNE 1-1: 'fruck/lftml011J CliJJir. JUNE 5-8: ii/J/dnn / rm1 (:/inir. ( :011tac1: Bruce Weaver, Kiuy l lawk Kites, l'.0. Box 18 \'), I lead, NC: 27'h') I flOO-\lfi liT7/. JUNE 1-1: '/iw#r1CToto1u diJ1i1 . .JUNE 5-8: ii111dnn 10111 dinir. Contacr: Brncc \)(leaver, Kitty I lawk Kites, l'.O. Box lil_','), J lead, NC U'J5') I ilOO l51i-li7T7 JUNF!i-11: S(lndi11 Or1ssir, J\lbuqucrquc, New Mexico. Fifih annual /i')O WTSS point meet ar Sandia !'cal<. The prcmin ll\l'Ct of' the season' Price i11clt1des: entry frc, X-(: rasks, glider and pilot tra11s1,orrat1on ial1l1ch, 111rnpoi111 film fitll-time paid cert il1c:11cs Ii-om local busincsses, meet he,1d<1111;1r1c11·s. awards harhcutc, T-shin and 111orc! maximum field, li'i spots reserved for ranked in the rop 80 USH(;J\ or the top I 00 i'lfZS, Rl'rnaining crnrics will lie based ex11cr1e11,.:e :mcl Skills, cxrcnsivc 1no1mtai11 I desert t hernial exr1enem.:e istration $0\00 if'po,,tniarl<cd $'.l50 :1fier. Rd,rndablc until Co111act: Mike 121 17 Allmqucrq11c, r< M 11 ('505) or Mark Mocho ('i05) 2'!8--2'!22.

JlJNF 'J- I ii: JU' C!inic at Birds in Paradise Airpark, Kauai, I lawaii. c;.w. Meadows "''""'"'''"''for tandelll :llld acrotow ( :oman: ( C :h:trldiois (808) 822-530') or (808) (,l'J-10(,7. JUNE 10 11: Sc·11mtl, I !l1rr1L~r;h1 Ickes public ultralight Sponsored by EJ\A C:omac1: (81,i) T7(,lJl1r:digh1 c:luh )l55. JUNF I /)('(lr/Li11cjrJr FA/ photo rnmpc1i1ion. ( :on1act: Jocelyne Rl'hillard, tel./fi1x JJ-1-.H(,771 (,7. JUNF 17: /l()/'/1 Ny!n, J\OPA I lcadquarrcrs, hcdcrick Municipal Airport, Maryland. OCT. l'J--21: AO!';\ FXPO '')'), 1\tlantic City ( :011vrn1ion C:rnter, J\tlantic City, New C:0111act: J\ircr:di Ow11crs and Pilots Asrn., /i)J 1\vi:11ion \':(lay, hcdcricl<, Ml) 2170 I UO I) <>')5 2000. JUNF l 7-2/i: Sr111rli11 Opm XC Chrrl!mg,,, Allrnqucrq11e, NM. I Icici ;11 I 0,(,00' Sandia ( \cs1. ( :ornc rnjoy some of' 1hc best X--C: in the Southwest. Dual fcll'mat: longest flight and c11lllul:11ivl' miles. Fee include., Sandia C:rcs1 C11ide, T-shirt, awards Bl\q with door oxygen refill., and morel $7'i before 15, $')() :d'1n. h1r1y avaibhlc on :1 first-come lir1t-·ScTve For r;11ing rcq1111·en1e11ts a11d other i11f,rnnario11, contact: I .:nry W:111.s, 7'JO I Palomar ( :1. NF, Alh11qucrq11c, NM 8710') (50'5) 2/i97Wll (111ohik), ('JO'S) 821 li7'Jli (home), or Bill Lemon, 1(,00 .llith St., !Zio Rancho, NM 871 lli ('505) 8') 1 'i.l70.

.JUNF 18-2/i: British lm,RIIC' !'re World C:01i!pt1i1ion. Foreign pilots welcome. Fnrry UO. ( :0111:1c1: Jim Bowyer, 2 I.ion' l'nracc, (;iJwcrn, c;wern Nl'7 OBlJ United tel. IH'n-831<,<,7, hx liti-lil7\il31-(,8 19-25: 'Jil/uridt !lirrnm '.,· Rmdewous, gliding and par:1gliding fi:st iv:11. Advanced pilots. 1ncluclcs T-shirt, hanqun, awards a11d even ts. ( :ost $95. C:0111:1c1: l (:l03) 72.8-3/il'i. For lodging info (.\03) 728-(,621. .JUNE 20-25: I 'J'J5 World !lerohr1tic Hrmg C/1(/mpion.,hips, ·1'dlmide, ( :oloraclo. C:0111act: I.co Van Der Bosch (303) 7286')72. JUNE Regio11 IV Ch(lmpionships, Telluride, CO. I !igh altitude racing to go:11 with turnpoirns f<ll'111:n. Tarp sl:lrt. J\11 rasks wirhin Telluride V:1llcy. Fntry foe of' $120 includes hoth Telluride I ( ;liding Festival and IV Championships, 111r:1ll)(Jm1 fllm and prncessi11g, clccrronic awards. Advanced r:1ting required. ( :0111pe1i1 icrn Sl'min:1rs each clay on launch.

( :om:1Cr: Nick ( :01npc1itio11 Di1u101 (.Hn) 728 3'J05.

JUNF'. 23,25: /995 Rtgirm I er

(\C\•'/Ul,'111.\, King Mt11., near J\rco, Idaho. Format tance X-C :ilonF romcs goal l,,r IHC/\ munbcrbonuses. l·'.ntry fee Co11tacr: Krn Schreck, Clifford St., Bl:1ckf,,01, I!) W\221 (208) 785-01 %, or Al Whi1cscll (208) 522-2/i2.l.

JUNE 23-25: Region I Tekoa, Washingrnn. l\kc1 al Tekoa J\iq)()rt (WilLml held) June 23 at '):00 ,\~1. $.\0. C:ontan: Jorge Crno (50')) or 62!f-7 I 7'J, e-mail hanglidcrCir\wl.cmn. JUNE 23 25: \'vild Wild \.\!'est l?rgi011 ff Rrgirmr1!<-. ( :om:1c1: J\dvcnt urc Sports, .1(,50 Research C:arson C:ity, NV 8'J70(, (702) 8ill ;070. JUNE 2,C\-28: !lirwr1vr· /)0110 wirh Mark ( ;ii,son, the Fly) 1.111dem Ellenville, NY. glider, "'J'i" J<lassic, Formulas and Pulses. JUNE 2/i-25: !rJwiJJg Gini1witl1 c;.w. Meadows, l•:llc,1wille, NY. I .cam 10 10w with horh and stationary winches. Free landing i11cludcd. JUNE 26-28: 'frmdmr Uininvith C.\V. Meadows, F.llcnvillc, NY. Requires or participation in June 2/i-25 focus on 1a11dem towing with a short stint 011 rhc hill. Free L111di11g seminar Mou111ain \)(lings (') 1Ii)

JUNE 30-JULY 3: Ontario !lm1g cf l'rmrgfiding !lssorir1tion (()///'!I) and Ccm1pl'lition. l\lyt h, Ontario, C::mada. J\ Canadian poi111s meet. Winch and :1ern1ow. l're-cntrv fee $10, competition $JO. to 01 !Pi\, P.O. Box 128, King Ontario LOC 1KO. Contact: J\rmand (Ii 16) Slfl-0111 (home), fox ('J05) 83:l-55/i7. JULY 1--/i: /,r1keview. Ori"(!,OJJ "/ lr111g (,'liding G1pi11d o/thc Wr'SI" f ')')5 (,z/, 11nnwr! ,fth of' .July I !oliday "Run Ridc-Clide" f,1ot race, 11101111tain hike and landing ream event, best X-C awards day and accumulative July 1-.\ and (new) paragliding Adjusted Spot I .anding ( :0111esrs. hcc pilots' family swimming, mer chams coupons, much 111ore1 Late registnrion June :\0/6:00-10:00 PM, July 1/8:00 AM?. Pilots' June :l0/8:00 l'M and July l/'):00 ;\,\1. required, still only $5 (/cH the permanent Black Cap JZ ftJ11d, includes entry fiir July-Scpr. 1:ligh1 Contests too)! C:0111ac1: Lake Co11my C:hamher of' Commerce, 1.l Center St., Lakeview, OR ')7(,\0 (501) 'Jli7-6(MO, FJ\X (505) 'Jli7li'JW\ l,,r form and other l'Venrs info, and $'i ro rntcr and receive the

)

updated sire guide (to include new Bald Mm.) and Hight report forms. JULY 1-9: 1995 Cheltm /JS Open Nt1tior1t1! Ptm1gliding anti Fly-In. Contact: (206) uo,··u:u 1 JULY 10--15: Che/rm X-C Classic, Chelan, WA. A opportunity Lo preview rhc silc of the 995 U.S. Nationals. Pilot-called (or recalled on course) 011t-and-rcLurn and dist:111cc combined format. Emry $70 pre-registration by July 3). Con~acr: Chris Dominy, 1958 3rd St., Kirkland, WA 98053 (206) 284-3918. JULY 22-29: /JS Nr1tionaLr, Chdan, WA. Farnom Chelan in a national event. Previous national ch,1mpionships and lasl Women's World Championships have proven Chelan to be possibly the best X-C contest location in the world. 1q,~c-to-p_o,u, our--and-rcnirn and triangles. C:hcbn is a rcsorr town with many hords (l,111 make reservations Economical rnmping available. Minimum lmermediarc rating wirh FSL, TUR, RLF, X C special skills. fre of' $325 inclmlcs film and processing, clccrronic scoring, awards. Limited to 120 pilois maxim urn (ca1cgory slots for ranked, women and foreign pilots), so cuter early to ensure a spot. Pracrice July 20--2 t. Awards: ]llly 30. Make checks payable to 1995 U.S. National l !C Championship. Contact: Rich Williams, 9807 40th Ave. E., Tacoma, WA 98446 (206) 539 8423 (voice or fox), or Lionel Space (%0) 'i99-2%0. JULY 24-30: Gliding (r;mpctition, Wales, Crear Britain. FA! world championship srarns applied for. Sponsored

by British Hang Cliding Assn. All countries invircd to send individuals or ream. Contact: Murray Rose, Ai rspon Associates, Tylc Llwycl, Ll:mfrynach, Brccon, l'owy.1, Wales, (;real Britain I.DJ 81'(;, tel./fox 44-1874 (J65481. JULY 27-AUG 2: ///1/1 Oshlwsh Fly·ln, Oshkosh,

WI. The aviation gathering in the country, more than one million people in attendance. Volumcers arc needed for the US! !GA tent, booth, simulator and various other PR functions. ( '.onract: USHGA (71 ')) 6328300. AUG, 5--7: 8th !lnnu11l V(lestcrn C'rmadi11n Gliding C'hmnpionships, Colden, BC:. Entry rc~c $30 Canadian. Individual and tc:un scores. C:onract: Roger Nelson (405) 9324208 (ph/fax), e-mail nclso11Qi>maprown.co1n. AUG. 13-l 9: Jlohhs /imJ }mn, 450 WTSS points guaranteed. Class l & lI divisions, individual and team scoring. Three people per rig. hee emry with a low system. Entry $500 bcforcJ1mc :"HJ, $350 afrcr. 60 pilors max, IO spots reserved for 10p IO U.S.· ranked pilots. Timed slarts wi1h sailplanestyle box and window. Film and developing provided. Conract: Crossroads Windsports, Curt Cralim (505) 5'J2-8222, or Red River Aircrafr, Jeff I !um (512) 467-2529 RRAJcl}(ilaol.com. AUG. 25--27: 4thAnnurd f'i!!t. N,ho Summer Mt. Nebo State Park,

I ):mlanellc, Arkansas. Camp sites, tennis courts, cabins and swimming pool. One week before the popular fly-in at famous Mt. M:rg:rzmc. Come for both cvcnrs. USH( ;A

lnrcnncdiare and Advanced Mark Pousrinchian (50 I) or Dave I )unning (50 I) %7-8813. For camp sire and cabin info contact (501) 229,%55. AUG. 26-SEPT. 9: l'rojcrt l-!t1100" ,r1w·1m,• cn1'nl Visit Moscow the Show, and fly from 5,612mctcr Mount Elhrns (Europe's tallest Mountain). Enrollment deadline is May 1. Contact: Esti Tourist 6A, 1st l'runzc·nsl,aya Str., Moscow 11914(,, RUSSIA, tel. 0 I O1 l .7-095-246-1 63,011 7-095·246-99-64, or fax 011-7-0')5215 05 30, 011-7-095-492..fi i--43. Info is also available from: Richard Ball, 2140 Kohler Dr., Boulder, CO 80305 (.103) 494-')765, fax Om) 444-T784 (c/o 11oulder Flight). SEPT. 2-4: Mtn. Reunion Fly-In. Cdcbrating years of flying, camping and camaraderie, al one of rhc premier sires in the country. Magazine Mrn. is 25 miles west of Mt. Nebo ar Waveland, AR. Comacr: Rachel, C:harric or Mark Stump (50 I) (,367944 or Warren Flattc (50 I) 9%-5697.

OCT. 6-8: Octoher'.( Best 1'ty-ln, sponsored by Samatown Mm. Hang (;liding Cl11b in North Carolina. Enjoy amumn flying from any of our three launches facing SE, SW and NW. Don't miss "June Bug's" fine southern hospitality at his barbecue dinner Saturday night. Free camping in the LZ. Contact: Doug Hileman (910) 725-5534 or Ken Frampton (919) 220 127.1. OCT. 21: Tennessee "free Octoherfi:st. Fun frJod and parry. Contact: Kathy I.cc, 79, Dunlap, TN 37327(615) 949 2176.

Hi\NC GUUINC

•

I W Meadows

mr Gee/)ub,

You probr1h!y don't remember me, hut I met you in 'J ex,1s last yr'dr while you were on the road flt the time I was hewing cz proh-

!em with inconsistent and was get·· ting quite.frustrated with myself Yrm wd!!?ed over to rne Wdtching me !cmd and offered some simple ad1;ice thctt has changed my lrmding,fr;revr:r. First, I would lilce to th1m/:: you, m1d second I wonder why you hm1en't put these tips in one of your Ga Duh ttrticles so everyone um learn from them. No Whdck Willey

Clad T could help you. Many 1olks' bad landings can be attributed to one or two simple problems that can easily he fixed. I won't get into flare timing in this article, but I would like to poinr out some of the sirnplcsr and most overlooked nicks you can use to improve your landings. MAY 1995

Proper setup and adjustment of your equipment is paramount when working on consistent landings. lf yom glider is not trimmed properly you won't have a "ground zero" on which to base your landing technique and the changes you make ro it. First, let's look at glider trim. I\ properly trimmed glider is one that will nor only continue flying hands off; but one that requires approximately fcJur ro six inches of bascrubc push out from trim before ir starts ro feel mushy. Pilots who trim their gliders noticeably slower than this often find themselves landing on their knees or having to run out their landings, becanse of the lack of rncrgy in the glider once they reach trim speed. Pilots who trim their gliders noticeably faster than this oficn balloon up on landing, because the glider is storing a lot of energy at trim. Jt is best to check for correct trim posi-

tion in smooth air, well clear of rhc ground. Fly the glider at trim (hands off) and sec how far you can push the hasctubc om bcfcirc you foel the glider start to mush. A mush can be sensed by a notice· ahlc increase in bar pressure past a certain bar position. Another way to recognize a mush is significanr lag in roll response. If yot1 need to change your CC position, change it in small increments until the desired trirn position is achieved. On keelmounted CC's, move it: 110 more than a half inch at a time. On kingposHnoumcd C:C's, move it only the smallest possible increment per flight the owner's mant1al for your glider). The other major piece of equipment that needs ro be properly adjusted is your harness. Many pilots' landing woes arc attributable 10 the harness and/or its adjustment. Whrn adjusting your harness for optimal landings you should look at a couple of focrnrs. First, make sure your harness design allows you ro rotate as vertically as possible without having to hold yourself upright wirh your hands. The more upright yot1 arc in your harness during the landing flare, the better flare authority you'll have. Y<rn'rc using rhc downtubcs as a lever to rotate the glider through irs pitch range, so the farther up on the downtubcs your bands arc, the more range you'll have in the pitch axis for any given hang position. The lower your hands arc, the less range you'll have. Now you can sec one of the reasons you want ro be as upright as possible without having to hold yourself there. With that in mind, you'll want to adjust your harness loops ro get you as high on the downtubcs as reasonably and comfortably possible. The optimal adjustment will take into accoum several factors. You want to have your leg straps as tight as possible while still allowing for the following things: Comfort. You don't want to tighten your leg straps to the point where any part of your flight is uncomfi:mable. CC placement on your body. With some harness/body combinations, moving your body roo high in rhc harness can make your upper body tend to pitch forward. If this is the case you 15

[I Ask GeeDub should find a compromise between leg loop adjustment and body CG position, or go to your local dealer and "test hang" a couple of harness designs to see which works best for you. Some harness designs don't have adjustable leg straps, but you can still tighten them in a semi-permanent manner. To do so, simply "S" fo ld the excess strap over itself and sew it with a heavyduty machine. Do not cut the strap under any circumstances. This modification, properly performed, allows for co mplete safety even if the stitching should fail (see Figure 1). If you have any doubt about how to make this modification properly, have it done by a hang gliding professional. Once your harness is adj usted you should have achieved the followi ng: • The ability to sit as upright as possible (30 degrees or less from vertical). • A position as high up in the harness as possible with the aforementioned criteria in mind. These two adj ustments will allow your hands to be higher up on the downtubes withour adversely affecting any other part of your flight. (NOTE: Some harnesses with a backframe and sliding CG adj ustment will al low you ro sink down even fart her when yo u go upright. This is a function of the harness design and cannot be overcome. Many pilots have no problem landing with these harnesses, but some do. If you are one of the latter yo u may want to consider another harness design.)

FLARE PREPARATION There are three common flare preparation mistakes. First, many pilots place their hands too low on the downcubes for the best flare/roll control combination. T he best location is usually a point on the downtubes that corresponds to the area between the pilot's shoulders and ears. Some pilots feel that rhis is a bit too high for optimum roll control, so they move their hands to this position as soo n as the glider reaches trim speed, just before flar-

Non-Adjustable Leg Loop

Sew through the ''S"folds to take up excess length.

DO NOT CUT! " Your problems could be coming from what you do long before and just before the landing flare. If you're one of the many pilots w ho is experiencing landing spasms, try implementing these tips one at a time until (hopefully) your landings improve. " ing. Either method is okay as long as you flare from the shoulder/ear position. This will give you the best range of motion during the flare. Many pilots with landing problems wait until too !are in the approach to get upright and prepared for the landing. Gro und skim ming prone looks cool, but if you can't land the glider consistently your coolness will start to fade. If you're having landing problems, get upright on the downtubes either right after you turn onto a long final or a bit before you turn

onto a short final . T he third common problem is looking down at the ground on final. Your focus on landing should be out toward the horizon. This accomplishes a number of things, including giving yo u a better sense of airspeed and the glider's wing-level condition.

SUMMARY If your landings are inconsistent and unpredictable the culprit could be more than just flare timing and execution. Your problems could be coming from what you do long before and just before che landing flare. If you're one of the many pilots who is experiencing landing spasms, try implementing these tips one at a time until (hopefully) yo ur landings improve. This installment did not include a discussion of flare timing and technique, 'cause that's a subject for a whole 'nuther article. Jfyou have a question for our hang gliding answer man write: Ask GeeDub, PO. Box 450, Kitty Hawk, NC 27949. Let us know ifyou have found these articles help-

fal. - Ed.

H ANG GLI DING

Hang Gliding History

Hang Gliding Pioneer by Kevin Lewis

D 18

aredevil was one- word you co uld use 10 describe Jack Lewis. Charismatic, gregarious, euphoric and zestful were orh•

crs, but daredevil b<:sr dcscrilx:d l, is person• ality.Wbecber hanging by hi.s heels from a crcc swing or n1axing out his cJin-,b rare

under tow in his de-ha wLOg. lf it wa.<1 risky

and got tb.e adrenaline pumping he wanred a big slice of ir. I was really lucky to have a big brother like Jack. From the rime I was born he took HANG GllDINC

me under his wing, protected, insrrncrcd and showed me things other kids my age never had a chance to experience. We were as close as brothers could be, like twins born 12 years apart. We could communicate withoul talking; just a certain look and we hod1 understood. Some of our most special times were spent with the Sp:1cc Land Water-Ski Club in Floricl:1, where we played every weekend for years. This was where he got his first taste of flight, in a water-ski flat kite. It was 1965 and noi- many people were flying then, and spectators loved to come down and watch. He was good real good and a little reckless, bur that was just his The local media were impressed with his tricks in the air and his warm smile on land, :rnd frequently ran pictures of him in rhe paper, dubbing him "Kite Man." I le became well known in the area but accepted the attention modestly. Realizing the potential of t:l1e sport, he began building kites under the name Aqua rligln. Fvcn1u;1lly flying events and business contacts rook him across the U.S. to meet some of the nation's finest pilots. One notable pilot w:1s Michael Robertson.

(Michrul is /)irertor.

a USHG!I Fd.) They respected one

another's flying abilities and became good friends. They were a good ream, helping each other, refining rhe sport and sharing discoveries. While :incnding the I %9 Hn Wing ( :hampionships in Australia, Jack met Bill Moyes and Frank Murray who introduced him to the delta wing. (Because of their shape, the early Rogallo wings were referred to as "delta ") After the first flight he was hooked, and put the flat kite in the garage. Frank came to Florida with his glider and Jack made repeated flights unril he was very proficient with the new wing. He took notes on the design of Prank's delta, made a fr.,w modifications and built his own. Wit:h the enthusiasm of a little kid with a new roy he called Michael Robenson and told him rn come down and try t:his new kind of flying. Michael was also instantly overcome with the new glider, and they became North Americm pioneers in high-altitude towing. Jack and M ichacl decided to spread the news of the delta wing and went ro Canada to perform. J remember Jack telling me ahout one demonstration flight. A cold front was approaching, and he knew a turbulenr flight was in store, hut did not expecr what

M1w I 99S

i.<wis/lying 01Jc:r Jndi,m River, Merritt ls!tmd, Noridr1 in J970. happened. Just afrer release at 1,000 feet a sudden gust hit the glider, zooming him upward, out and over a heavily wooded area with tall trees. 1-k could not turn back and was at the mercy of the wind. He began to think it might be his last flight when he caught a glimpse of a small pond. Jack knew his glide could get him to the pond, bur a small tree was blocking the most likely way in. He pulled in on the control bar and took rhe obstacle head on with rhe nose plate, shattering the tree and clearing a parh to successfully crash land in the liquid l.Z. Jack had many close calls but always managed to survive, laughing and joking about the incident. He almost seemed immortal. It seemed that whatever happened to Jack he'd be alright, and time

afrer rime it worked out that way. He returned to Australia in 1970 to compete in the flat kirc/dclta wing nationals. He swept the meer with best overall perfrHmance, bringing the Australian trophy home to America. He was proud of' that accomplishment, and said that the Aussies weren't disappoimcd but actually pleased rhar he came to their country and won. Jack just had a way with people, and I never mer anyone who didn't like him. He would convince people ro rry new things, encouraging them to have confi-· den cc in themselves. l CJack said they could do it they believed they could too. Being his younger brother l was encouraged to do whatever was going on at the moment, but felt safe because Jack believed l could do ir. People all around him did more to enjoy

themselves than they ever dreamed of: We

all thank you for that Jack. Whatever he did, he did it foll on. He loved to have fun, and if you were nearby you were guaranteed to have li111 too. Jack once invited a long list of' friends to his house to ring in the new year with a parry. Somehow he had acquired some big-ti me fireworks, the kind they shoot 500 feet into the air with the crowd a half mile away. Well, leave it to a bunch of glider pilots, they were lighting them with a blow torch and throwing them into a field behind his house. By the time the police showed up all the evidence had disappeared in a big 110crurnal thermal. Only three people had to be taken to the hospital for minor burns. Jack was soaring on top of rhc world, enjoying his time on earth to the fullest. Thrn, as fore would havt' it, something happened that broke his free spirir. A rragedy occurred, and J:1ck fclr responsible for the non-nying-rclatcd death of a close friend. It crnshcd him. He couldn't shake it, and dwelt on it endlessly. He still flew, hut it wasn't the: same. He no longer had respect f(ir his own lift', and just didn't care anymore. He flew unpredictably, wildly, and would try anything. Jack decided to travel around rhc world with close friend and boat driver Bill Parramore, denwnstrating and promoting the sport. The itinerary included many fomous spots like the pyramids in Egypt, and he made a welcome-home fli t around the Statue of Liberty. He made exhibition flights in San Francisco, Hawaii, 'fokyo and Vietnam, and was interviewed on national television in Hong Kong. I-lis last flight was made in Bangkok, Thailand on April 17, 1971. J;1ck had made rlirec successful flights that day and was preparing f'or a fourth. They knew the wing bolts had been stressed and needed to be replaced, but they didn't have any. Jack made the decision ro fly anyway. According 10 Bill, just af'tcr release at approximately 600 fret a wing bolt failed, collapsing the right wing. Earlier discussions abour rhis very situation had led them ro conclude d1ar the only option would he to try to parachute the glider hy holding the cross bar with one hand and the keel with rhc other. Jack unbuckled himself from the swing scat and apparently slipped while trying to perform the parachuting maneuver, foiling free of the glider and pl11mmcting to the water. Bill raced hack to Jack, hoping to find him laughing and talking about

gliding

flight with

Sky L in1n1ediately and soon the very Jack flown

another close one, like he had done so many ti mes before. Instead he lay motion-less, floating down. Efforts to revive him were h1rile. News of his death shocked pilots around the world. 'lclcgrams poured in from people J never heard of: and one in particular proclaimed, "The sport has just lost a hero." I !is death affrctcd many people, and spurred scriorn efforts to improve the safrty of the gliders. It rook a long rime, bur 21 years later I decided to try hang gliding myself: taking a tandem flight with Todd Braden of Sky !look 'fowing. Like Jack, I was immediately addicted, and soon soloed over the very same waters Jack had flown over. The equipment is so advanced now, and l think abom how well he would fly modern hang gliders. He dcf1nitcly would have been an acrobatic pilot no doubt one of the hesr. lie cl reamed of doing maneuvers that arc commonplace roday.

HANC G11rnNc

Jack, I know you're watching, so the

next time J fly I'll throw a big olc wang, just for you.

Fhe r1 whor asl:s anyone who /mew Jach JJ:wil' to contact him at: Ke1Jin /,ewis, 90 lfrrmdy {,rme, Merritt lslrmd, N . .32952 (107) 1'51·3256. ·~· Fd.

AROV!c': JI photo t11/::m 111ornen1s the oth· er b!t1d: and white. The Rogal!o wrzs rz hig step up fom the deadly/lat hite. Note thrtt the glid· er is towedfrom the mntrol bm:

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-., ,. . 'J 995

Pl1\ I'l1\1\JDS CJ{Q$5_, CQ)U1\rfI{Y ·rovv iYIEE-r 1

by Pete Lehmann

ABOVE: Heading ro11rh to Dahwilly out of Hay. Phoro by Grrry 0,11rfebois. ABOVE RIGHT: Loulri11g down on the padJoclr. Photo by Gerry Charlebois. RIGHT: The m,rhor, ·Nine LiV<I' lt.hma,m, "'""ISM earrh after losing an n1g11me,,r with God. Photo by Anry Hdlther. Th~ pleasam conditions have presented a.n irresistible lure co Australian pilo1s, and, inc,'<;:ISingly, diose ffeeing che norchem hemi• sphere's winter. This year's meec had 20-odd pilots each from Japan, Germany and France, a~ \VCU as Ausrrians, Canadians, English, Swiss, a certain Ciech, and, yes, even abouc l O Americans. In chc past, Americans have been conspicuous by their absence, but kno,ving that chc 1997 World Championships will be held in che Flaclands, duce of Americas cop-cen-rankcd pilots - Mack Gibson. Chris Arai aod Kari Castle - ca.me to learn about the conditions encoun tered in a Flatlands competition. In addjtion, quite a few other Americans

showed up including die infamous Gi,:en Team. 11,e conresc has tradicionally been held near rhe rown of Forbes, abouc five hours drive wesr-southwest of Sydney, but rhis year drought conditions forced ,he organiw-s co move the meet ro the srna/1, cidy cown of Hay, about 400 milessoud1west of Sydney. T1ie significance of d,is ch.utge is that ir placed tlte rneet oonsiderably Farthe, outback in an are., diac is considerably harsher and less hospirable ro a hang gliding conlpcririon. While nor p~encing a flying disadvantage, tile 1-egioo's flatness is startling. On a topographic map chat covers an area abou,

100 miles across cherc is precisely one conrour line signifying ropo·

graphic relief. Beyond irs Aamess, che plain is fottl,er distinguished by the absence of trees once one leaves che neigh borhood of rhe Murrumbidgee River, a deanh of ro.1ds, and heac. The lack of ctccs on d,e plain is so disorienting chat 1 became momentarily lost one day afrer having landed fur from a road. le fide like I was trying ro ,valk and navigate over a featureless cerrcstrial ocean. The scarciry of roads was brought ro my arrcncion ,vben, in reply co my questions about maps, Jenny Gandcrcon, a .meet organizer, fuxecl me the ncv.rs that navigation ,vas very simple around Hay.

"Follow <he roads or die," she wrote, Charming. The lack of roads proved ro be the principle drawback of using <he Hay area fur a contC$t. ·n1c task selection oonunictccS decisions we.re too con.strained by tl,e limited number of roads available co ensure safe and reasonable retrieval. This ,vas particularly important because chcrc 'IA'aS often enough wind dm crosswind and upwind casks were not possible. Tbis meant that tasks had to be do,vn,vind, but several ti1ncs that ,vas i1npossible to call as there ''"-ere oo reasonable rctcic.,aJ rouu::s or goals in those directions. One consequence of chc lack of roads was that a hellu"a lot of pdots had new GPS satellite na"igarion wuts. In facr, selling GPSs HANC GLIDING

LEFT: Jim Zeiser d,,mo1JS/Trftes a typi,al sldlk-line w,u laun<I, as the padil,xk bomber diJapp,ars in d ,k,ud •f dust. Phou, b;• Amy Harrhn-.

and on course. One day while flying, Chris Asai noticed that a huge duSt devil was vacuuming .i cle:1n 1 dusc-free trail along c.he top of the clay pan. We then realrt.oo that the entire countryside ,vas crisscrossed by these snail trails left by me dusr devils. In aoy event, che dust devils were large and frequent enough that v.·e went to an e1tgi.

turned inco something ofa cotcage industry for ove= pilots who had brought quire a few with them. As a n,,,Jt, C!,ri$ Arai and I did a fu.ir bit of insuucting in the use of these complicoced devia,s. It WO$ nor uncommon co be grccccd wich the comical sighr of people on foot, navigating their ,vay around to,vn ,vith GPS i11 hand learning ho,v to use it The GPS's proved co be mosr helpful in che contest. They found di.srant gools and rumpoints, calculated long final glides, and enabled us 10 give exact locacio1u to drivers so they co,ild find us in char futcureless e.,vansc.

Further local anraccions includocl the heat, dust, and, yes, mud ac the row site. On the 6m practice day it was 112 degre<S in the "shade," except chat there was no shade oo the cow paddock. It had been a grassy field until two years ago when a bush fire burned it out, and the ensuing drought left the topsoil at the mercy of the wind. le has since aJJ bc:ca blown a,v-,1,y in du.st stornls that rese-1nble dust-bo,vl pictures from the 1930's. What remains i.s a day pan that is impcnfous to warer, and which oonscquently floods when there is rain. One day we got our gliders packed up with literally less than a minute to spare before a dust $Corm hit, followed by a rain $bower char rurned the place into an ank1c-dccp S\vamp. Some poor pilotS were still out there wich tl,eir gliders. The cow field &om which we were operating was awful. le W3" Gtrercd with bleacbed bones of the unforrunate crearures chat had expired in the frre and subsequent drought. In the middle of one of out group's tO\V scrips there \vas a desiccated c.ovr,• that chc tow vehicle had lO avoid during tow ope.rarions. In fucc, the debris &om the poor animals was so abundant rbat Mark Gibson decorated his retriev:d vehicle by mounting a lasge cow skull on the truck's front rack. Ir W3S, of course, decorated with the slogan, •sky or Die." Lord knows wb.at cb.e locals thought. Bue, on the other hand, rhe locals really dido', have much to soy in the matter. There arc many professional kangaroo shooters in that region who go our at night to kill ' roos which ase vemun in that part of the world. The result wos that ot nigl1t one passed vehicles &om which were haoging literally doz.ell$ of bloody ' coo ==· It wos • grisly sight, but we did benefit &om the practice in that one of the 'roo shooter$ provided our big barbecue wirh 1roo meat for the foreign

pilots 10 try. It was quite good. The du$t devils were also quire imp-ive, both on rhe tow Strips MAY 1995

nccring place to have them make up big st«I spikes ,vith which to anchor our divers to the ground. Kevin Gendron of the Green Team sensed a com1nercial opponunicy, and had a batch of 30 of chem manufucrurcd wim a view co selling chem to chc other overseas cornpctitoI$. He discovered, ho"'C'VCr, that at ]ease the French ,vere even more cunning than he. They didn't realize rhat Kevin undcrsrands French, so he got co eavesdrop as d,ey discuS$ed among themselves the idea of buying just one of Kevin's expensive stakes and having it copied for a much lower price. And ro chink chat I alwa)'• mougbt Wills Wing was para. noid about having their produe<s oopicd. Eno<1gh of rhe areas touri.stic charms. It'$ time to go flying. The most distinecive fearurc of the Flames, as the Aussies call it, is the nature of the co,ving1 and che scale of it. The most common type of rowing they employ is unfamiliar to most Amerlc."Uls. le involves a w

and roughly 2,000 feet of $Catie line which is attached to a prcssui:e gauge visible to rhe driver. The dsivcr thco control$ tow pfCSS\lfCS b)' accelerating or dece1erating the tO\V car to keep the pre~ures in an accepi,ble range. A chsce-poinc bridle is used, with two lines coming from ,he h,ps and ,he third from ,he keel near the hang point. io begin the launch procedure the dsiver moves forward co put a slight initial tension in the line. The pilot then locks on chc microphone co ensure: hands-off uansruission capability. and instructs the driver to accelerate co begin the to,v. As irresistible pressure co1ncs onto the line the pilot begins the launch mo at ao unusually h.igh angle of att:tck, and is quickly in the air and climbing very steeply ,vhlle remaining on the downrubes for the entire tow. As one who learned this row technique before learning ATOLscyle cowing, 1 fouad it co be quite straightforward and "'natural." However, the other ATOL-tmined North Americans reacted quite dif. fercndy co this ne\11 form of co,ving. Almost ,vichour exception chcy had misgivings and/or actual difficulties in adapting to the new (and hiStorically safe) form of cowing. It reinforced the clicbc th•t when introducing a new factor into ou.c flying v.·c: (0$t ooe hang r.ating level, irrespective of how good the pilot is. In rhis sport we toke fur granted the degree co which our comfort and slcill levels are :1 funetion of our fun.ilia.ricy ,vlth equipmenc. environment and procedures. Wh ile static HnC' cowing \\•as the mos1 com1non method employed, there w<-rc also two Moyes-Bailey rugs and a.n Airborne trike being used to provide aerocows, as well as one ATOL rig. During the 1neet these alternative to,v mechods proved co have an important advantage. since they were essentially independent of $Urf.ice wind con-

ABOVE: Thi, mo111hi.fe,uuredhat,gg/hJ;ngphcrogmpher extraordinaire, Gmy 0,drk/xJi,. RIGHT: 011 coUTSc ro Yanga Lal« at 7.700feet AGL PlmtiJs by Gerry Cbarld,ois. siderations. This v.ias a fuccor because surface ,vinds proved co be qui.re

variable and difficult ro forecast. On several occasiollS these V>riable ,vinds nocessiraced the dme..consunUng and disruprjve switching of to,v scrips ro enable the sratic line rowing co proceed. The scaJc of the: entire enterprise ,vas astonishing. l.tnagine a huge, Aat 6eld approximately two miles square, across which was a grid of some 35 <ow strips 50 to 100 yards apace. The pilots were divided into rov" cean,s of five pilot:$, :1nd etch team h~d one nort:h -souch and one east~v.resr strip assigned to ir. A1 the tnorning briefing the day's cow direction was selected by cl,e rneet director on the basis of the forcctSt wind,. We would then , II proceed co our designotod strips and set up our gliders. Before tl,e Aying beg,n one would sec " one and a half mile-long lineup of 180 gliders in gmups of live dusreml around their respecri,·e ro,v and rerrieval vehicles. NO\'lfhere eJse have rseen a sunil.1r sighr, and once the acntal rowing beg:ln rhe scene boc.,me :'I verit::'lble aerial circus. "fbere would be a continual flow of gliders rowing up ar different alrirudes. gliders climbing out, and those setting up approaches to land after having failed to get out In all of this seeming confusion, with thousand of rows, ,here was only one severe problem rcstdring from the numbers of gliders. Thar occurred \Vhc.n. after releasing. one pilot hit another's ro,v line and damaged his glider. For some reason he could nor deploy h« parachute, flat spun the glider all the way co the ground, and walked away.

THE FLYING Many pilors a.rrived before th.e beginning of the comest and exp<' rienced some good flights in 1,000 1pm lifi wid, 10,000-foot gains over

the flats. While no great distances were Ao,vn., ix \\laS exceUent practice and an opportunity to become acquainted with rhe area's navig.1tional problems. Unfortunately, the wearher dereriorated as d,e first day of the meet approached, and v.·c experienced dusr scorms and, unbelievabl)\ rain. While the 1994 U.S. Nationals rook plao: in a figurative monsoon, the 1995 Flatlands contest cxpcricnocd rhc consequences of rhe real thing. Afrer several ye.us of drought throughout much of Australia, the rains rerurned to much of d,e country as the result of a tropical cyclone char became stationary over the contincnL The result was char Hay, which had teceived three inches of r.tin in the last rhr« years.

experienced frequent thundcrsrorms accompanied by locally he.vy do,vnpoors that rendered the clay ro,v field a nighcn1arish n1ess. lronicolly, rbe area dried out so quickly rhar the winds associared wid, che ,;ve.,rher system Ctt:2tcd severe dust scornu chat rendered flying

impossible because of the Jack of surfac,:.[cvel visibility. All char was n1issing in the meet's early days \vere famine and pesriJence ro 1nake the Biblical experience complete. Mind you. jn compensation we had a glider mmble, something which the Old Testament would have included had rhe Israelite.< been hong glider pilots. The scheduled first d•v of t he meet turned inro a chaocic mess, and was ultimately cancelled. The winds shined aficr we had alccady sec up, necessiracing me first of the great glider shuffies. This too was a rare sigh, as 180 hang gliders were shifted up to a couple of miles co rhc appropriate launch strips. ii re<embled a bi>'lrn: so;nc om of the Book of .Exodus as they ,,.,ere variously h:i.nd c~lrried, :1tt:iched to front or back bwnpcrs, put on pickup beds, or rowed with pilots hooked in on the aeroto\v dollies used by son,e te.ams.

This migration was concluded jtL<r in time for rhe d;y co be canoelled on account of developing cunimbs and rhe appro.ching wall of dusr cl>ac hir jusr as we were zipping up our glider bags. M if the meet director had not already bad too stressful a da)\ he had the mortifying experienre of his car~ parking brake slipping, allowing rhe c:1r ro creep forward and mount die leading edge of a British pilor's glider. Her screams of outrage were rcpottcd to have been he.rd in Sydney.

H ANG G\IOING

The tow paddock had dried Ollt sl!fficicntly frorn the previous day's rains 10 permit rowing operations, hur rhc still-damp ground inhibited thermal activity, resulting in a late start for the flying. The initially weak thermal activity, combined with many pilots' unfa .. miliarity with the mode of towing, made for some diffirnlty getting up last finisher, Chris Arai, had taken his and on course. Indeed, the start picture at li:42 l'M ro htgin the 75-milc task. The pilots encounrered only moderately strong thermals and altitudes little more than half those achieved prior to the rains. Still, six· grand gains and 500 fpm lift is not exactly a hardship. More of a problem was the fairly strong crosswind that tended to blow pilors down· wind and away from rhc very few roads in this vast country. fr was this crosswind that kepi the completion rate as low as it w,1s, and trapped a group of many of the best pilots jusr short oC goal. Steve Moyes was the only one in that group to make goal, and he did so in a spectacular foshion. I le had to delay his crossing of the highway to avoid hitting a semi bdcirc making goal with 10 focr to spare. The day's winner was Jean-Marc Dumont, followed by 'Tomas Suchanek, Mark Ncwland, Pete Lehmann and Steve Blcnkinsop.

A round was flown after missing three days due to unprecedented of damp rain and dust storms. Unfortunately, the rain lcfr a ground and atmospheric moisrme which resulted in low climb rates, low cloudbase, and large areas of cloud cover during rhe earlier part of the day. These conditions combined with a moderately strong cross-· wind to make for tough going, particularly early 011, as rhe drift away from the only available road was considerable. Pilots were compelled to expend much of their hard-earned altitude crabbing back ro rhe road. This resulted in pilots rhcn having to pull off low saves to continue on course. Virtually all of the 24 pilots 10 arrive at goal had a low-save horror story to tell. And then there were legions of pilots who didn't get that save, most notably 'fomas Suchanek who landed very short. All in all it was a long, slow, slog of day. Jean-Charles Balcmbois was fastest, followed by Malcom Osborne, Steve Blenkinsop, Cuy Hubbard and Eric Poulet.

A fine day with a high completion rate as early starters as well as late ones all arrived at goal. Tomas Suchanek, smarring rrom his uncharacteristically poor showing the previous clay, absolutely smoked the field in rhc fast step of his campaign of redemption. He finished far ahead of Richard Wal bee and Chris Arai, the second· and third-place pilots, followed by Frie Poulet and Attila lknok. The day had been quite good, if not spectacular, with (1,500-foot gains, quire a few good clouds, and climb rat.cs of up to W:iO fjim.

Finally, a raging-good Flatlands sort of day, with grear flying and the son of stories associated with epic cross-country flying. Huge dust devils ripped through the setup area, and climb rates were comrncnsuMAY I 99S

rarely good, with pilots reporting 1,200-fpm lift. Of course, such days have their downside too, and the author experienced one of them firsthand, being tumbled at some 1,500 feet above the start paddock. The resultant paracll11tc descent was viewed, photographed and videoed by the assembled multitudes, many of whom then wenr to render the uninjured pilot assistance afrer a dust devil had dragged pilot, parachute and wreckage some distance across the ground. Those who got out of the laimch paddock in good time were greeted by excellent conditions with a tailwind, excellent climb rates, and altitudes of 9,000 feet ACL. 'fomas Suchanek again won the day to continue his climb back toward first place, followed this rime by Drew Cooper, Boh Baier, Jean Souviron and Richard Wal bee. Unfrlrtunatcly, not everyone got our of rhe paddock easily. Chris Arai made eight attempts before he finally got on course after five o'clock to attempt die long task. Predictably, he didn't make ir, although he did gain an interesting insight into rural Australian living when he, and other pilo1s, landed at extremely remote farmsteads. There 1hey experienced the full hospitality of rural people whose homes represent tree-shrouded oases of civilization in a very thinly populated area. Not all of these experiences began well, however. One French pilot came upon one of these homes at three in the morning after a long walk. Reluctant to wake the homeowners at rhar unearthly hour, she chose to enter the unlocked house unannounced and tclc·phone her retrieval crew. Unfortunately for her, the farmers were awak-· ened by her presence. T'hey quite naturally took her for a burglar before she could satisfactorily explain her strange presence in their home. T would love to have been a fly on the wall during that conversation. Even the drive home thar night was a bit of an adventure since abom a third of the road was dirt, and darting six·-foor-rall kangaroos presented a constant source of worry for rhe fatigued drivers.

The last two days were a frustrating mess. The first one produced winds at variance with the forecast, and the original task became impossible to complete. 'J 'hc meet director then changed the task, despite the fact that there were people already in the air attempting the original one. In the end the day was ruled invalid after a protest by one of the early launching pilots who didn't make goal. That was regret· table, as quite a few pilots completed the task, including Chris "Many Tows" Arai (his new Indian tribal nickname) who again got out at about li:30 PM for the SO-mile task and made goal with harcly 50 feet to spare after a long, high .. pucker-factor glide. The last clay was u!timmcly cancelled after we spent the entire day in the wind, sun and dust with pilors trying to get up and on course for another impossible, miscalled task.

It was perhaps a suitably anticlimactic way 10 end a disappointing meet that had begun with justifiably high expectations. The winner was Frrnchman Eric Poulet, followed by Tomas Suchanek who had come back to within striking distance of first place by the last day. Third was Mark Newland, followed by Martin lfarri and Jean-Marc Dumont. lt was fating that a Frenchman won the contest. 'fhc French continued on page 39 ...

by Luert Miller,

Event: Pilot: Age: lhtc: Site: Experience:

Clidcr: rnjurics:

Apparent downwind crash Eugene A. Tlcusclcns 21 February 18, 1995, midafrernoon Hogburnp 'fraining Hill, Livingston, Momana Unrated beginner, nonmernbcr, fewer than I 0 nights Phoenix 61) 165 arm, thigh, Fatal: hypothermia

Event: 'The pilot was found by passersby who noticed his damaged glider and found him I 00 feet away, He apparently had launched during the previous afternoon and suffered some sort of crash, probably a fciot-flrst downwind landing while in a right-hand turn. The left clownrnbe w:1s broken and the noseplatc assembly was badly damaged. The pilot had sustained a broken lefr arm, broken right femur, and a broken neck (disccmnectcd C None of tbc injuries were considered life threatening. The pilot had unhooked and had attempted to reach his vehicle. The cause of' death was listed as shock-induced hypothermia.

Accident Review Chairman the possibility of equipment problems. 'The noseplatc--to-kingpost tensioning device was undone, probably from the glider being tumbled around after the crash. "But if this device was in focr not tensioned before flight, ir could possibly have caused pitch--control problerns that would have been di/Ernlt to handle in gusty conditions." Conditions ar the rime of the accident were moderate, with winds ro 10 mph and gusts to 20 mph. The reporter feels, judging from the severity of the injuries, that the pilot might have been able to get enough elevation by launching into rhc gusty conditions to have dived in from more than 40 feet. "As for the prevention of th is type of accident, I'm not sure if there is a definite answer. There will always be cager young pilots going out on their own, especially if they haven't had access to primed material or an instructor. My personal attempt at [influencing] the sale of gliders on the open marker has been to contact the seller and have him :1dd to the price, to include an imroductory lesson with an instructor. I guess all we can do is to be aware of new pilots in our area, their abilities and needs, and to guide them as best as we can."

stall" and "flew imo something" were rnodiflcd on the annnal survey, since l suspect the incidents listing rhose causes probably occurred during approach or final.

Midairs There were two midairs, one of which was the fatal Arizona incident involving an ultralight. The other involved a low· airtime novice and a paraglider: "l saw a paragliclcr approaching quickly, head on from below and rising. The pilor was yelling as he approached. I was shocked and took no evasive action, possibly thinking the paraglider pilot would change course or stop his climb. \Xie struck and I was immediately entangled and couldn't throw my chute. "We went into a f~tst, spinning descent that slowed when rhc paraglider pilot activated his reserve. I hung on rightly preparing for the landing. Neither of us was injured. J arn not sure thar T was experienced enough ro handle the crowded conditions. l am not sure if' the other pilot contribured to the incident or not."

Into Things A n11mbcr of pilots into things, mostly the ground or objects while on approach or flnal. One pilot clipped a tree afrer being dumped by turbulence while ridge soaring, and broke the upper bones (humeri) in both arms when the impact energy was transmitted to the control frame. Stress was listed as a focror in this accident.

SUMMARY !?otors and I !ooh-ins The pilot had purchased his glider from an unknown source,"[ probably] from an individual with little or no experience." He had been flying unsupervised from a 500 800 foot-high training hill. He had contacted an instructor by phone, but hadn't been able to arrange a formal lesson, The instructor was able ro steer him toward a more forgiving 40-foot--high training hill with a generous IZ, bur was unable to dissuade him from flying unsupervised. The instructor stressed the importance raking a friend with him if he insisted 011 training solo. Ar this tirne the only other question is

Because of the lengthy cl iscussion of 1994 fatalities I didn't have room in last mom h's colu rnn 10 an overview of some of rhe other notable accidents and patterns of the past year. !fore is more information from some of the other accidcnr reporrs.

Landing, Landing problems continue. Based on reported incidents from last year, acciderns were almost three rimes rnorc likely to involve landings than launches (153 as compared to The total would proba-bly be higher if' the categories "in-flight

Eight pilots reported flying into rotors in one way or another. There were only five reports oF not hooking in, some of these incidents resulting in moderately serious injury. I .uckily, none of the hookin accidents were fora!.

I !amess Problems Four pilots had problems with harnesses, all of whom suffered rnoderate to serious injuries. One pilot was distracted while trying to open his harness late in his approach, and caught a wing tip on the ground in a high-speed turn. He suf fcrcd a serious spinal injury. HANC CIIDINC

Another pilot got his pant leg caught in the zipper, struggled with it llntil well into his final, :rnd somehow stalled at 20 fret. \Vitnesses suspect that he either pushed om on the bar while rugging on the zipper or flew slowly through the wind gradient. ]-le broke his wrist, dislocated another wrist bone, and suffered ligament damage. Another had his harness open, hm had trouble getting his feet om. I le got distracted enough that he failed to mainrain enough airspeed for rhe glider to respond lo control inpm. !leading for a line or trees he managed to flare, but hit them anyway and dislocated one shoulder :111d broke rhc bone in his upper arm. Another pilot on his flrst altitude flighr waited until he was 100 close to the ground 10 try ro exit his harness. He managed to avoid sorne rrees as he framically grasped for the release, foiled ro hnd it, and mal\aged to kick out the vclcro at the las1 min me. I-le was free and reaching for the uprights just as he impacted. I le broke hoth :mns and suffered serious facial injnrics (no full .face helmet). I11 the past, harness problems have been a serious concern during hoth launch and l:rnding, and have ofrcn resulted in fataliLics. There is 110 reason to suspect rhis problem won't continue unless pilots pay attention to rhcir cquip-mcnt, training and/or procedures. I think this is one arc:1 where the 1rnmhcr of serious injuries and forali1ies could be rccluc:cd withom a huge ;1mount ofdfon. Prevention is primarily procedural, and involves unzipping and clearing your feet at a generous altirndc before landing. Ir is also possible 10 Lmd while still in your harness, if necessary. Flaring from the prone posit ion was all the rage for a while in rhe late '70's before it w;1s realized that the chances of" injury were greater in the event of a Lnc Hare. lfyour landing skills ;1rc good, you should be able ro lose most or all of your airspeed and gel your feel 0111 in from of you while still in your harness. If yon find yourself stuck and ;ircn't co1if1dent about your ability w pull oJT one of those landings, you might consider finding a fot, juicy lrnsh and flaring into the ccn tcr of i I. llarnesscs co11ld also probably be MAY ]99r5

improved so that there arc better emergency escape systems than we have now.

ii1mh/cs Big in the news last year was the subof rumbles. l received l O reports of n1mbling. All seem to he the result of flying in turbulent air. One was fora!, :md involved a foiled ballistic parachute dcploymcnr (John Bcnrcl). There w;1s one unofficial report or a tu rnblc caused by the wake of a jct airliner. 'J'hcre was another unofficial report of a glider rumbling all the way from cloudbase ro the treetops, with unknown results. I also received several reports of rumbles that occurred in years past. One pilot stated that he reported his i ncidem when it happened in 1978, but the pilot in rl1c oHtu· who took the report jusr didn't believe him. He was accused of "just a weekend pilot."

Prrmchutl' f)i:p!oyments If I had to chose one subject as char-actcrizing where ancntion was ccmcred in J 9()4, it would either be the problcrn just 111e1Hioncd or paraclrntT deployments. There were 16 reported deploy· menrs, some of which were of unknown type or rcsl!lt. In rhc final analysis there was only one inrentional, successhd hand dcploymcn r, which occurred after a lead broke during artcrnprcd acroharics. There were three intentional hand deployments in which the canopy did nm inflate for one reason or another. In the frrsr, the pilot was rnmblcd and ro spin. I le threw his chute and watched it fall below him, then hecornc cmangled. I le spun 10 the ground and s11Hcrcd a broken arm. Another pilot bunched from row, released ancl flew for a while. I le tumbled for two and halF rotations and stabi-lizing inverted. He couldn't throw his parachute liccause rhc line that attached his tow hridlc (Hewitt srylc) ro himself was an ached to a poiut under his arms, and prcvrntcd him from pulling the chmc oJT his chest when rhe line was pulled raught by rhc keel. The pilot grabbed some luff lines and flew the glider(!) to ;1 hard landing. He was unhun. Anothcr pilot tumbled, broke a lead-

ing edge, and was able 10 watch his chute fall below him unopened hcfore he lost consciousness. lt eventually entangled ;111d he spun to the ground, injuring his back and ankle. He was rescued by a couple who watched his descent from their form. One pilot suffered a foiled release on tow. The weak link was later found to be tied for tandem flight (350-pound break ing strength) and strongly taped. The towline cvcnrually broke, and he was ;1blc to then release rhc remainder of the line. A high-speed wingovcr resulted, during which his dual hand/rocket chure came off the harness with the chmc still in the bag. The pilot retrieved the chute and held it between his teeth until he landed. Upon inspection it was found that rhc exit slir was too small for the chrne to pass through when hand deployed. There were two other unimcmional hand dcploymcnrs. In both c1scs the chmc came off rhc pilot sponrancously. One pilor was on approach, another was doing wi11govers. Borh deployed success-fully a11d no injuries were involved. I don't think unimentional deployments, either hand or ballistic, mean anything if' rhey arc success/iii. There is probably no better way to inflate a parachurc than to deploy it and fly cleanly away. Unsuccessful unintentional deployments arc another story. Tl1cy often point to problems that would have ocrnrrcd with imcmional deployments. Of the lhrcc 1111succe.dtd ballistic deployments, all were probably caused by the tumbling or spinning of the glider. Tvvo involved line entanglement, with one case of serious injury and rhc prcviously-rncnrioncd fatality. l n the third incident the pilot pulled the deployment handle, heard the rocket and has 110 Cunhcr memory of the event until he came ro on the ground. I le surmises that the rocker cleared the trailing edge before the lanyard probably got ca11ghr between him and the glider, leaving the rocket burning on rop of the sail. It burned through the s:1il, his jacket, sweater and '!~shirr, and lefr him burned on the shoulder. Only two to three fret of line exited the container, although after the incident it could be

pulled free wirhout resistance. The three successful ballistic deploy· men ts that were reported before the end of the year involved no injuries to the pilots. There was an additional report of a tumble and successful ballistic deployment published in the March issue, making an actual total of four successful liallistic deployments. In the last incident, rhe pilot broke his arm.

'/owing l only received eight reports of inci· dents directly related to towing (plus the failed deployment mentioned above). 'Iwo involved control problems, possibly with medical event precursors, both with fatal results (Andrew Mullin, Jano Gharakhani). In another tandem water· tow incident rhe weak link broke immediately after launch and the passenger almost drowned. Three incidents involved equipment or procedural problems (preflight?), two lockouts were reported, and one report of a "crash" was submitted. With '7,500 US] IGA members, only eight written reports is pretty impressive. Ar that level of reporting, rowing must be safer than sitting in your living room watching a hang gliding video!

Training Only 13 written reports of training incidents were submitted. Students had a variety of control problems, poor launches, flew into venturis and trees, violated Right parameters or had radio contact interfered with. With only 13 reports, I am again stunned at the level of' safety we have achieved! I wish l were learning to fly today, since hang gliding instruction is obviously so much safer now! I have a good idea now who the better instructors and schools are, because they arc the ones who consistently send in reports. If you want to look good, send in reports of training incidents.

Tcmdem 'fandcm flight appears to he the safost form of hang gliding, perhaps as much as an order of magnitude safer than solo flight, judging from the record. The rnosr incredible thing of all is that there were only three tandem incidents reported last

and every accident changes t:hc mind of a number of potential pilots," he writes. Amen.

and tandern instructors must file an accident report for any incident in which injury is involved. This simply being ,,.-,rr,,..r

year, and one of them occurred out of tbc country. One pilot lost a contact lens (this report was featured in the magazine earlier this year), and there was the near drowning mentioned earlier under row incidents. The third tandem incident was reported by a charter member of om organizarion. Since it didn't occur in the U.S., I include it only because of the laughable dearth of tandem reports. Tired and disrracted, the pilot fixated on landing inro the wind on his approach, failed to stretch his glide, clipped rail weeds and nosed in. He was thrown forward and hit the keel, cushioning the impact for his passenger, but dislocated a neck vertebra. After surgery and a long recovery, rhe long·term effects will be some permanent nerve damage in one shoulder. He reports th;1t one of his biggest mistakes was moving after the accidenr. "Your first reaction is that nothing is wrong. It can't be, I have too much ro do to be hurt. I supervised the fc1lding of my Moyes and had them drive me ro the nearest hospital where a doctor explained how dumb I was for moving after the accident." "Flying tired, or otherwise mentally impaired, leads LO physical irnpairmcnr, steel plates and screws in your neck, collars, etc. "I fang gliding needs new members,

It will be hard to forward any meaningful suggestions to the towing cornmu-· nity, instructors and tandem pilots if such a small number of reports continues to be sent in for rhese three areas. The only way the accident review system will work is if enough reports are submitted for recognizable trends ro emerge. Tf you arc involved in an incidenr, or know of someone who is, please submit a report. It doesn't have to be fancy to be a valuable contribution to our knowledge of what is happening in the field. In addition, the Board of Di rectors at: some point in the past directed that: instructors and tandem instructors must file an accident: rcpon for any incident in which injury is involved. This is sirnply not being done. Understand rhar if you are found to have failed to file a report under those circumstances, you run the risk of losing your instructor or tandem rating! Send in a report, even if you think you were at fault. My analysis might not agree with yours! In addition, T appreciate reports on incidents in which significant injury could have resulted, even if it didn't actually occur. These reports are usually just as valuable as injury accident reports. That said, you should also know that no punitive action will result from any accident report sent in. They arc truly held confidential! Forever! Accident reports arc strictly used to try to discover recurring trends and potcntiil problems, and to lead to recommendations for better equipment, training and procedures. If you arc an instructor or tandem pilor who is worried ahou t your reputa· rion in the event that word of one of yom incidents gets around, relax. Just figure rh:it anyone who cares probably already knows about it anyway!

NOTF: ln lrlst mrmth'.( column a fatality

_/rJr 1993 UJrlS mentioned, ttnd the pilot's name uMs yet spelled wrong. Just to set the record stmight, the victim whose name was originally reported as Alfims Schottorfis 11.ctmdly Wlalter ,'lchottendorl HANC Cur )INC

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rn push out instead probably don't make it through training). In many situations one has only seconds to react, and in exrraor"" di nary situations a second or less. With extra speed, reaction time disappears quickly. Speed is something one can learn to live wirh and use to advantage, hm it creates significant risk umil then.

i ''S'' , ":Y

ast Lemieux died as the result of a crash ar l !cnson's Cap, 'fonnessce. Witnesses reponed rhat he was in a pilot-induced oscillation (PIO) as he made his final approach. ( was unable to make his final turn imo the turbulent wind and hit the ground at approximarely 4 5 mph. John Lane, a longtime friend and frllow club member, felt from the beginning that Pl O is more common th;m has been reported and is responsible for many deaths and injuries in hang gliding. It was the above scenario that started one of the longest and most well-srudied "threads" on the pilot-induced oscillation. This is an important ropic ror rhe whole hang gliding con11111miry ro address (frorn Novice 10 Advanced pilots). I will present it chronologically, as it was dis cussed on the Net. MAY I 99"i

Palmieri

writes: A high-performance can get you into trouble far faster than an inrerrnediare one, and without !ors of' hours under your belt and several years of flying lore, getting out of that trouble is less I Three years ago l watched a pilot Lnrnch from a site in Tucson on a highperfcrnnance glider fcir the first time, PIO all rhc way to rhe ground, and die. J!c didn't have 1he experience to recognize the situation, cvalllatc his options, decide on a course of action, and evaluate the results of his actions and perhaps change them, al I hough he had several minutes ro do so. Besides being more prone to PIO, a high"performancc glider is capable of fast. Real fast. If you have good pilot instinct, your reaction to something bad happening is 10 pull in (people who

Robert Osborn writes: J\n advanced glider will rapidly accelerate to over .30 rnph if you arc a little heavy"handcd; you might not even notice it since there is so little har pressure to rel! you what speed you arc flying. Above 30 mph roll control becomes a lot more sensitive :md pilot"· induced oscillation can become a real problem. This problem is compounded by turbulence; not only can it change your speed bur it can roll you. Being rolled at moderate ro high speed is the typical way PIO is initiated. It is very useful to practice flying your new glider ar high speed on a smooth before flying it on turbulent days.

Kim lrvins writes: I was raking it slowly gcning used ro my Xtralite. Then on one approach, as I was turning onto final, l got thumped by a thermal popping off I reacted as though I were flying my inter"" mediate glider and srnffcd the bar. I ended up doing two wingovers, 50 feet above the ground at 50 rnph. I was lucky to realize my mistake, slow down and land safely. lt taught me a valuable lesson. The Xtralitc launches, flies and lands better than my intermediate glider, but the extr;i speed and greater tendency of the wing ro PIO and y;iw, coupled with relative lack of experience, could have been fatal. \Xlalter Tr1ylor writes: 'The only gliders l have ever had get out of hand above 50 kph were intermediate gliders (Sport and Formula). These two gliders nearly killed me because of their tendency to Dntch roll. None of the advanced gliders I have flown have ever been so unruly ar high speed Combat, Desire, RamAir). Again, in my experience, it is the intermediate gliders, not the advanced gliders, that are more prone to PIO. 1 feel strongly about this and resent the acronym PIO. It should be renamed GJO, for glid-

N er,induced oscilla-· tion, or maybe !OR for interactive oscillatory response, because it is induced not just by the pilot, but by some combination of the pilot and the flight characteristics the glider. If it were only my foul t (pilot induced), it would happen on any glider I ily.

just turn. What the new breed of competition gliders has is the ability to not turn at high speeds. Now, without a turn the pilot doesn't have to correct anything, therefore there is no Pl O! Wow! What a concept! 'lei summarize, the gliders don't oscillate. 'They turn. It's the pilot who makes them oscillate in an attempt to correct the turn.

Frank Schwt1b writes: Hey, Wally, f transiJ rioncd from a Sport ' ' (four years) to an I l P AT I noticed few problems with Dutch roll or PIO in normal flight with eirher one, though at high speed the Sport was slightly more unstable and prone to start rolling (how it could almost kill you, I don't know). When it comes 10 recognizing speed, you're right; it's ridiculously easy. A low· timer who has just flown through the worst turbulence he's ever experienced is probably concentrating on keeping the glider flying straight. He's clamped onto the bar with a death grip, pulled in to his navel, and in pure react mode. In a highperformance glider I'd expect him to be PIOing like mad because of the speed and turbulence, causing even greater anxiety. Hernando writes: Without getting into semantics about the dd,nirion of Pf 0, I do think there arc gliders that make things worse. I know quite a fow advanced pilots who used ro fly Kisses and they all seem to agree that 1his glider has a tendency to "wing walk."

Tim Shet1 writes: There has been some mention of the Wills Wing Sporrs PIOing. Be advised rhat iris rhe PU ,Or who initiates and facilitates this phenomenon by attempting to over-control the glider. The assertion rhat a Sporr will, and a higher-perforrnance glider won't PIO is pure rubbish. PIO pilor-incluced oscil-··

lation! So, if yo11 arc flying a particular glider and you arc experiencing PIO, it's YOU, not rhc glider! The phenomenon known as "wing walking" is also a pil01"i11d uced adverse yaw rc;1ction.

Allen Hessenflow writes: As frir PIO, obviously, if it isn't caused hy the pilot then it isn't PIO. The criteria arc simple: if the glider oscillates with no control input from the pilot then it isn't PTO.

great deal of influence over this behavior, hut to say he is solely responsible for at· speed oscill;irion docs 1101 jibe with cxpcrtc11cc.

Richard Nalwi writes: l concur with others 011 the Net that PIO may be a misnomer. There is a certain amount of roll instability imen tionally designed into a glider to make it easy to turn. It seems that some glider designs become more roll unstable at higher speeds.

Smnantha/o liifoorc u1rites: I will ha vc to side with Tim on the issue of PIO. I am of the opinion that PIO is solely a fonction of pilot input. l used to fly a Wills Wing Sport I 67 which used to behave in that manner at high speed. Then I flew a Wills HP AT 1 which had the same problem. I lowever, afrcr "tuning in" to each of' those gliders, l managed ro keep them very steady at high speed. Alter practicing high-speed rum on each, T discovered that the gliders tended to yaw, then roll to one side. In an attempt to keep them flying straight, [ used to try to correct the roll which immediately started the oscillation. I noticed that if I didn't provide ,my input, the glider would nor oscillate bur rather

Chris Phoeni'K writes: Walter Taylor writes complaining about the rcrm PIO, but Tim Shea says that PJO is the pilot's fault. I'll add my 1wo cents worth by bringing up something I read that seems rn agree with Walter. A pilot wrote a description of how he caused PIO in a glider. He climbed into the control frame, with bis fec1 wedged into the corners and his shoulders wedged into the apex. The glider flew straight. Then he leaned forward and the glider sped up and started oscillating. At this point, he wasn't giving t1ny input, but it was oscillating anyway. The pilot recommended the acronym glidcr--inducccl oscillation (C;fO). So we agree that PIO occurs when the pilot induces the oscillation. Tbe pilot-at-

Johnjohnson writes: The pilot docs have a

HANC CLIDINC

N fonlt folks arc missing John Johnson's point about glider oscillation and con(i1s·· ing aviation terms. 11 is nor correct to use "PIO," '';1dverse yaw," "wing walking" and "Durch roll" intcrch:mgcahly. J.J. mighr be saying that some gliders arc prone to l )mch roll and some pilots arc prone to make thern Durch roll even worse. Durch roll is caused hya direc· tional srabili1y/dihcclrnl mismatch. writes: Well, l was a little all rhe recent discrnsion on inrermcdiare gliders, but now l am rcrzlt'y con/i1sed. I :1111 al trng Ill with '.Hl hours airtime on a Vision MK IV 1 The next glider 111ost pilots move ro, in these pans of New England, is a Super Sport or Formula. I have test flown both of' these gliders on flights lasting more than two hours each. As W:1ltcr and oth· ers have memioncd, l had some mild PIO 011 f1nal with the Super Sport as my speed increased. The Formula had a nasty adverse yaw problem, probably influenced hy :1 had 1rim point. l liavc had people rel! me ro sray away from intermediate gliders until l have many more hours under my bell. So how do [ make rny decision? Listen 10 conflicting information from people I rrusr? Fly every· thing l crn J1nd and hope rhar one demo flight represents how the glider will h:111dlc in all rhc smfT I fly in. I don'r know. I'm srill confoscd. '/i)!n

"Dino" /)avf /Jroy!es writf's: l have stayed the PI 0, CI 0, Dmch roll argumcnr because l don't believe rhat d1crc is any universal trurh ahom it except rha1 each glider/pilot combination is different. Well, there is one universal truth. lf'you arc oscillating, slow down and sec if it stops. Out

Gill Couto writes: fl](), CICV Aren't we missing the point? Who or what induces rhc oscillation is nor the poim. It is fixing it once it starts. It is the pilot's responsibility to srop i1 whether iris glider or pilot induced. down is rhc easiest and most common way ro stop PIO/CIO, bm l wouldn't want 10 slow down if I were in :3,0001 lim1 clomlsuck. The best solution is 10 cancel rhe Pl 0 while rn:1imaining high-speed flighr.

thing is certain we all learn from the group experience. The lesson I have taken from this lengthy discussion on adverse yaw and Dutch ro"1 is to know the lirnits of my glider and my flying ability by practicing high-speed flight and how to minimize any induced oscillation at high altitudes so I will know what to do when it is necessary and there is no room for error. 1

Robert Oshorn writes: I don't agree that all Pf() is due ro pilor input. A perfect glider will behave predictably through its entire envelope and is consequently easier to learn to lly. I !owevcr, some gliders handle di/Tcrcmly at dilTcrcnr speeds; rhc balance bctwcrn roll and pitch sensitivity can ro such an cxtenr rhat greater fly·· ing arc required ro master them. The new crop of competition gliders arc much better in this respect, but when considering pcrform,rncc, low-speed han<.lling and oversensitivity in pitch, rhcy arc still inappropriate for low (<20 hours) airtime pilots 10 I loiby writes: Basically PIO is the rcsu Ir of a feedback caused by rhc l:ig between pilor input and ;1ircrait response. This ncg:H ivc feedback will only occur when aircraft-control lag times foll within spcciftc parameters: speed up or slow down control response Ill a

and the

PIO will be eliminated. PIO in a hang is inirially triggered by a turn, usually caused by rhc slight spiral illstabiliry built into higher-performance hallg glid-

crs. If lcfr alone by the pilor, rhc gl idcr will contilluc 10 turn, wirh 110 tendency to oscillate. The srnff hits the fan, so to speak, when rhc pilot tries to correct for the turn. As we all know, the glider responds to control inpm more quickly ar higher speeds. With some models of gliders, the response time even tu ally settles with i11 those "dangerous" response ti me parameters and PIO results (unless the pilot takes great care ro avoid rhc n,,,,."-""' frcdback Put more simply, you can slow down the glider. This increases the control response rime ro the point where insrinc> rive pilot inpm no longer causes oscillarion. Second, you cm make bcrrcr corrections. Do rh is by punching the bar ha rd over ro roll in the opposite direction from rhe mm, then immediately bring the bar hack to 11curral. Do nor wait for the glid er to start rolling back to level. If this docs nor work then do ir again a little harder. If it was too much, do ir in the opposite direction, but this rime a little less. Wirh practice, this correction will become easy and instinctive. lfyou have problems with PI 0, I you practice flying fost and correct PIO every chance you get before you arc stuck in a situ:uion where you need high speed ro escape. l Icrc cndcrli rhc lesson for the day. Now can we finally end this thread!

M. '/()rid Smith writes: The glider did ir' The pilot did ir! don't bl:1mc me, the t/&!$'Yo* glider did it! The pilot did it! Clidcr! [)ilotl Cliclcr and pilot! Mornmy, he hit me! Whaaaaaaa!

Well, there you have ir. As I stated earlier, nothing crosses the Net wirhom being controversial, bm one thing is cc:r-· rain, we all learn from rhc group experience. The lesson [ have taken from this lengthy discussion on PIO, C!O, adverse yaw and Dutch roll, is to know the limirs my glider and my flying ability by practicing high-speed flight and how ro minimize any induced oscillation at high altitudes, so I will know whar to do when it is necessary and there is no room for error. Fly high and safely.

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National Team, all of whose members were present, has a realistic chance of winning the upcomi ng World Championships in Spain. They proved that again in the results of chis cornesc, by placing four of their pilots in the top 10 of a contest which included two World Champions and five of the top 10 pilots from che last World C hampionshi ps in the Owens Valley. That night we had the traditional Aussie-sryle, end-of-meet drWU<.en bash, complete with public retching and a bit of fisticuffs. And when a friend of ours went back to her van in the campground she found that someone had, in her absence, appropriated the vehicle for some banking, as they say. An10ngst the evidence of their visit she noted that all of her spare glider ties seemed to have been tied into knots. The flying may not have been up to the Flarries' historical standard, but it still was an interesting uip. Experiencing the vast openness of the country, the extremes of its climate, the gargantuan scale of the contest and the Aussies' sociability were enough to justify the trip. 1 will

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Hang Gliding Adventures

by Kristi Buck, with Dennis Bowman

photos by Dennis Bowman

(Dennis) had talked about a hang gliding trip like this (15 days through Utah and Colorado) for years, and finally it was coming together. So, being the over-planner that I am, I sent a letter (with self-addressed stamped envelope enclosed) to every club, organization and shop listed in the USHGA guide in Utah and Colorado, 39 total. In it, I explained who we were, what sites we planned to fly, and asked for any and all information they had on the flying sites, people to contact, camping, 02 fills, etc. All in all, I received seven replies from Luigi Chiarani, Nick

Kennedy, Pendulum Sports, Charlie Baughman, H all Brothers, Southwing Hang Gliding and Cindy D rozda of LID Enterpi·ises who actually had a reply in my mailbox in five days. I got a lot ofgreat info from them, some of the best being the phone numbers ofMike Warden and Rusty Whittley who gave me the complete scoop on Dead Horse Point, Utah (DHP) and Dinosaur on the border of Utah and Colorado.

I 40

(Kristi) I've been hang driving for Dennis and Eric for th ree seaso ns. I love rhe feeling of bei ng a part of rhe team, getting away to H ANG G LI DING

LEFT Dennis Bowman prepares to launch at Dead Horse Point in Utah and (BELOW) flies over the picturesque terrain. RIGHT Left to right - Eric, Kristi and Dennis at DHP

great places, camping, and just being able to relax between flights. Watching the pilots set up their gliders and feeling the excitement in the air is all pare of the fun of being a driver. This trip, though, was sure to test my love for it all. I was looking forward to getting away as much as the guys were looking forward to flying, bur 15 days is a long time for anything. Our first flying site was D ead Horse Poinc. Eric probably would have driven the entire 800 miles from California, except that there weren't enough open gas stations in Nevada to take us through the nighc. We slept fo r four hours at a school yard somewhere in evada, waiting for a stati on to open. Back on the road again, we arrived at DHP in time to take in the incredible scenery before sunsec. Dennis had seen the launch in the USHGA calendar and had wanted to Ay there ever since. It is truly beautiful. We had planned to stay in Moab that night, bur who could have known it was such a happening town? I think we found the last available room. The next morning, the energy was high as Dennis and Eric set up their gliders. Technical difficulties prevented Eric from launching, bur the spectarors formed an impressive crowd waiting for Dennis to "jump. " Most had never watched a launch, especially from such an amazing cliff. I found my own little overhang with a perfect view as he took his three steps off a 2,000-foot drop overlooking the Colorado River. I'd never seen a launch that really scared me before, but his left wing lifted just enough to make it look as though he would rum directly back into the cliff. I crumbled, knowing he would surely die. Then I heard his shout of joy

-~. and realized he was fine. I was supposed to be capturing the moment on film. OOPS! (Dennis) Wow! What a cliff In my 12 years offlying I've only been

to one, true, jump-off-a-cliff Launch, and that was about eight or nine years ago. The wind was blowing down at one or two mph. I knew it didn't make any difference since I could never get up to Launch speed in the three or four steps I had room fo1; even with my little Sport 150. After a Jew minutes of intense psyching with Eric behind me, comparing the airflow with me, I decided it might as well be now. Four steps later, I literally jumped off the edge of the coolest, scariestlooking cliff I've ever seen. I immediately pulled in the bar as I headed straight down, but within two seconds I had plenty of speed so I leveled out and yelled. Adrenaline at its finest! (Kristi) After his eightminute flight , Eric and I drove th e one a nd a h alf hours down to th e landing area. It was probably the most beautiful part of our entire trip - enormous orange clay walls just wide enough for a one-lane road with beautiful spires and huge bould ers along the way. This kind of scenery is one of the gifts I get as a driver. Dennis got to live out a dream and I got to

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sec another great place, hut this was a hang gliding vacation. Seen it, flown ir. Next. .. T(:!luride, Colorado. We arrived afrer dark. Pouring rain, campground foll. hotels full. We finally lucked inro one of those rooms wirh the bathroom down the hall, bur we were there and we were dry. The next morning was bcautifol. We found a campsite and a local pilot (knew him from bis racks and Tshirr) who confirmed the meeting time for rhc pilots. 'Jclluridc is a great little town surrounded by huge, bemrifol mountains, and filled with interesting people, Fun little shops and cafos. Because oF work being done on the ski runs on the mountain, the road to launch was closed until 5:00 PM each clay, which cur out prime flying time. 'fo fly. you must be with a local cluh member who acts as a sponsor. You must also he with a member to have access to the road to launch. Dennis had a couple of phone numbers and arranged for I .uigi Chiarani ro rake us up. He was grcar. Luigi was there for us every day and gave me plcnry tips 011 driving "Brown Betty," the cl11b truck, down the moumain. She was a monster and I was anxious to gcr behind her wheel. Not the lirst nighr though, as we all ended upclriving hack down rhe moun1ai11 because of the uncooperative winds, clouds and lighrning. Our first day in Telluride we met Dave Beardslee, who moves his tandem flight business from Southern California to Telluride each summer to rake locals and tourists up. Dennis and Eric arranged for him to fir me in for a tandem /light sometime while we were there, as a gifr /c)r driving for them. Day two was the day. My day! I was so excited that afrcr all this time watching the flying and doing my part on the ground, [ was finally going ro get a taste air. Since I was the only driver, 1.uigi agreed to skip a flight and drive for us. THANKS! The flight was incredible. We ran down the slope until my feet lost contact with the ground and the weight of my body settled into the harness. Jr rook a few seconds ro realize what had happened. We were flying! Being up therewith the birds, the clouds, the other gliders and paraglidcrs was so hcautifol. The world was miles away; and all that was lefr was spectacular, unobstrucrcd beauty with the wind the only sound to hear. 'I 'here's no view like a bird's-eye view. Time to land. The ground seemed to rush up at us as we circled for approach. Dave the word f(ir me to drop my !eel from the harness and be ro meet rhc ground. He had explained very thoroughly what to expect, but it still took me off guard for a second as my feet hit the ground. What an experience. Now I listen to pilot talk with a bit more appreciation, and feel very fonunarc to have had a rastc of what it's all abour. Our last evening in Telluride, the guys finally got a chance to soar and I got 10 drive Brown Betty. J was having a great time until she died halfway down the mountain. As access to rhis road is so limited, I could have been in big trouble, bur, as proof that Cod has angels watching over me, a second truck was coming down the mountain and was able to rescue me. \X1c trans/erred all the gear and an extra glider and headed down. Belly was fun while she lasted. Next stop, Dinosaur, Colorado. Again, we arrived roo late to deal with camping. Finding the last hotel room in town seemed to be the theme of the trip as we were told, "Vernal is full every night in the summer." Whar, arc ya kiddin'? The next day we set up camp along the Green River, and Dennis and Frie set up to fly. Eric had flown here four years ago in rhe Nationals and was familiar with the area. We only stayed two days instead of our planned week because of a huge storm system blowing in on day three.

MAY 1995

(Dennis) Vct1hhhh, baby!! Day one, I got my first 1OOwiler. What a complete blmt. Frie, who is definitely a better pilot thrm I arn, h!t1sted rtway from lmmch in his new RarnAir hut got drilled almost immediately. So, I decided to just boat it out cmd talu: eveiy thermal as hi!!,h as I could and not race anywhere. 1 had going continuously which kept me ft'eling good and I lcmded about I 0 short ofSteamboclt Sjn°ings sl,i resort. llighl(~hts of'thefl~~ht were hool,ing a 9,000' and pulling out at J7.999', hool,ing a little light ont just pmt the of (rthout 85 milt.1) and drifting and g11ining, then tiying to just glidf' to J-lrzyden ( J00-rnile JjJot), coming in too low, then hool::ing another dream thermal which toof.: me up to 14,000' czs I passed over J laydcn. The low point was hending a doumtuhe as I augcred in on lrmdingfiue hours and I 4 minutes later. /Jut, as Frie said when I started sniveling tthout it, "Ahhh, you poor little haby, who (1_1)#$'% azrcs. Ycm flew J00 miles.1" (Kristi) The ncx1 day, Eric cranked off a 30-milcr and Dennis 8-10. Day three started with ugly weather so there was rime for

Dennis and me ro go sec the Dinosaur Monument and some other points of' intcres1 in the area. Sightseeing is a rare happening on a hang gliding trip, so it was fun to be able to fo this in. l .ater, I stayed at camp while the guys checked our some L/.'s. A storm had come through and the wind and rain had been whipping the tents around like crazy. I wasn't surprised when they came back with the idea of heading to the Owen's Valley. The rain let up long enough for us to barbecue dinner and break camp. ·lwo hours later we were on our way. It felt good to be lx1ck in the OV again. The first day we went to Horseshoe launch bnt the westerlies had really kicked in and they only got om to Manzanar. On day two we called the National Weather Service and were told it was going to be the same wind so we headed for Gunter instead, my personal favorite. Dennis flew 50 miles to the middle of Hwy..360, while Eric was two miles from Mina (65 miles) when he gm nailed by a gust front which dropped him straight down to the deck. He was definitely a happy guy ro have me there when he landed, going backwards and sideways in 40 mph gusts. The trip was great. Crear company, great experiences, even great weather if you didn't want ro fly. But ir was time ro come home and l was ready. As I said in the beginning, this rrip was sure ro test my love of hang driving. Yes, I still love it!

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THOMAS DAVIES JAMES SCI !UITZ

PILOT:

Stare; I nstrucror/School

Region l CAPAUL, CARSON: Spokane, WA: D. Sanderson RIAL, DANIEL: C:orvallis, OR; R. Enck\J\irrimc of OR Region 2 ARANFTA, FATIMA I l: CAVALLARO, RICK: Mm View, C:J\; R. The Limit RYAN, SJ !ELDON: San Jose, CA; I'. Drncv:111/Mission WADSWORTH, JOHN: Antioch, CA; C. llamilron/Sacramrnto J fc; WONNELL, TRACY: C:A; c;, Andronaso/Bcrkclcy HC Region 1 BREWER, DONALD: Bloomfield, NM; M. J:rancis/Monntain West I IC PINE, RAY: Scottsdale, Az; R. DcStephcns/Zoni HC Region 6

MESCHKAT, GUNTHER: Everton, AR; T. Middleton/Soaring

NOVICE RATINGS PTLOT: City, State; lnstrnctor/School Rcgio11 J FRAZER, DAVID: Roseburg, OR; D. l lcckcr/Sourhern OR HG GEYMAN, JOHN: Friday llarlior, WA; C:. Flchin/Kiny Hawk Kites OWENS, PETER: Corvallis, OR; R. Enck/Airtime or OR RIAL, DANIEL: Corvallis, OR; R. Enck/ Ainirne of OR WEISS, WOOD: Anacortes, WA; K. Kurp Region 2 GI.OVER, JOHN: Oakland, CA: D. Yount/Mission HORGAN, BRIAN: Modesto, CA; K. Muscio JACOB, DAVE: Fremont, CA: P. Dcncvan/Mission Soaring KLEIN, DAVID: Fl Cerrito, C:A; C. Andronaco/Berkelcy HC TJKOUT, KEN: Twain I lane, C:A; K. Wrigl11/Wrigl11 Bros MEDINA, FRED: Fremont, C:A; I'. Codwin/Wesrcm I-IC MORA, NICANDRO: San Jose, CJ\; D. Yount/Mission Soaring WADSWORTI !, JOI IN: Antioch, C:A: c;. Hamilron/Sacrarncnto HG REGION 3 EHLERT, GILBERT: San Marcos, CA; R. Mitchell/The Wings IIAMILTON, CAMERON: Northridgc, C:A; J\. Whitehill/Chanclcllc KLEIN, DAVID: Fl Cerrito, CJ\; C. Andronaco/Bcrkcley I IC REGION 1 NEVIi.LE, TODD: FlagstaFC AZ; S. Mish/Bandito Action Sports PINE, RAY: Scottsdale, AZ; R. DeStepens//.oni I Jc; Region 6 MESCH KAT, GUNTHER: Everton, J\R: T. Middleton/Soaring Region DEDES, DONALD: Dexter, Ml; M. Jones/Florida He; Region 8 HURBERT, PHH.UP: Sanford, MF; A. Bloodworth/Lookout Mm FP

Region

DEDES, DONALD: Dcxrcr, Ml; M. Jones/Florida I IG Region 8 FIFRTEK, ANDRZEJ: New Britain, C:T; R. C:orho/Morningside FP Region 9 BRILL, BOB: Columbia, MD; It llays/Maryland School ofl](; CJJTP, DENNIS: Rusthurg, VA; M. Jones/Florida I IC; Region JO EASTER, GARY: Reidsville, NC:; B. I lawk !<ires STEPHENS, DANJEL: Tampa, Fl.; M. Jones/Florida I IC Region 12 JAFFA, MlCHAEL: Brooklyn, NY; C. Hawk Kircs LAMAR.CJ IE, UNDA: New Palu, NY; l'. Voightffly High HG RUBINSTEIN, STACY: Springfleld, NJ; C. Elchin/Kitty llawk Kite.,

PILOT: Ciry, Stare; lnstrnctor/School Region I MOORE, RAY: Scanlc, WA; J. Ficser/Wli:ncorn ROBERrS, RICHARD: Richland, WA; B. Morgan/Rattlesnake I IC Region 2 MURRAY, ANGUS: Kensington, CA; J. (;rcenbaum/ Airtime of SF POTTER, MATT: Fresno, CA; R. Soares/Central Valley I-IC REID, STEVE: Sa11 Jose, CA; R. Fischcr/Flyn Far TORRINGTON, ANDY: Seaside, CA: l'. (;odwin/Wcsrcrn I JC Region 3 BLOOM, PHILL: Woodland I !ills, CA; C. Reeves/Wirrdsporrs fntl DE BRUIN, JOHANNES: Sama Barbara, CA; R. Browri/1:oot Launched Fir ELLFTT, GA YLF: Top:rnga, CJ\; C. Im'I Region Ii BERRY, SCOTT: Tempe, AZ: R. DcStcphcus/Zoni llG

HANC Cut )INC

Region 9

Region 8

LUTON, SCOTT: Burke, VA; C Huddle McGOWAN, TOM: Annandale, VA; C:. I fuddle

HAYS, MORRIS: S. Norwalk, CT; l'. Voight/Fly High Region 9

McALI.ISTF.R, JOHN: Winchester, VA; J. Rowan/Mountaineer If(;

Region 10

COX, RANDY: Mm, TN; C Thoreson/Lookout Mm fl' SORROSH, GREGG: Lake Alfred, Fl.; M. I IC: 11

PARSONS, CHRIS: Dallas, TX; ll. Broylcs/Kirc

Region IO DOW, DANA: G11mcrsvillc, J\L; C:. Thorcson/1.ookour Mm Fl' El.CHIN, CHAD: Head, :-JC; R. Brown/Quest Air l IC; WILSON, CIIARI .ES: Odessa, Fl.; M. Joncs/Florid,1 l !C Region 12 CASPER, BERT: Johnson City, NY; D. Jcwdl/Thc Flight Works

PILOT:

Sratc; Inst ntcror/School

Region

MAGUIRE, DAN: Morgan Hill, C:A; J. Woodward/Namral WATANABE, KEN-ICHI: Sama Clara, C:A; I'. Dcncvan/Mission

TlM SHEA

Region 3 NIEMI, KFN: Lake J,'.Jsinorc, C:A; K. Lamb

CHAD ELCHIN CLARENCE PRATI !ER

Region Ii

EATON, SHEFFffJD: Colo

CO; l'. Codwin/Wcstcrn I IC

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MIKE ZIDZ!UNAS

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SEND TO: USHGA, PO Box 8300, Colorado Springs CO 80933 (719) 632-8300 Visa/MC fax (719) 632-6417 M'\Y 'I 99':;

NEW MEMBER

SEX

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magazine (HG Division) or 6 issues

,L!W.l!!~d.'26:..!.!.:!..!2 (PG Division), liability insurance, ratings, and other benefits.

D J Division - $54.00 U.S. ($60.00 Canada/Mexico*)($ 65.00 Int']*) Please check one: D D Para:g1t1Clrn1g D Both Divisions - $79.00 U.S. ($97.00 Canada/Mexico*)($102.00 fnt'I*) FAMILY MEMBER: (Includes all benefits except magazine. MUST reside with

D I Division - $27.00 Please check one: D D Pa'ra,:!;liding D Both Divisions $39.50 .............................................. .

full member of same division.)

SUBSCRIPTION ONLY:

D 1 Year $35.00 U.S.($ 40.00 Canada/Mexico*)($ 50.00 Int'!*) ................ .

02 Years $65.00 U.S.($ 75.00 Canada/Mexico*)($ 95.00 Int'!*) ............... . D 3 Years $95.00 U.S. ($110.00 Canada/Mexico*)($140.00 lnt'l*) .............. . **************************************************************************************************************** 1ST CLASS MArL SERVICE HANG GLIDING MAGAZINE: ($2400-U.S., Canada, & Mexico only). AIR MAIL SERVICE - HANG GLIDING MAGAZINE: ($30.00-Wcstcm llcmisphcrc, $44.00-Europc, $57 00-!\.11 Others) 1ST CLASS MAIL SERVICE - PARAGLIDING MAGAZINE: ($12.00-IJ.S., Canada, & Mexico only). . .. $ AIR MAIL SERVICE PARAGLIDING MAGAZINE: ($1:UJO-Wcstcrn Hemisphere, $22 00-Europc, $29 00-AII Others) .. NAA MEMBERSIHP: ($!0.00 annual dues). FAI SPORTING LICENCE: ($18.00 annual fee)

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TOTAL

80901 (0.1/()\)

uti

Ii y Ill

I ~y Phil Bachman, [!SHGA Executive Director n lasr month's issue I reviewed the laws that govern USHCA (and all California nonprofit corporations) regarding the use and dissemination of membership lists. As you may recall from that article, a complete examination of how and to whom we dispense membership lists and labels occurred as a result of having to refuse a request. During this review we developed a list of all the different uses that have been made of US HCA membership lists in the past. It became obvious that· the majority of the requests were directly related to a member's interests as a member. During the review we also calculated the exact costs, in terms of time and materials, incurred by the office to fill requests. We found that we can complete them very quickly, and that materials costs were minimal. While we were in this process we received several requests from meet organizers who were in the midst of planning upcoming meets, but who were shon of fonds and asked if there was a way to defer the cost of labels umil they collected some registration foes. It was now becoming obvious what needed w be done. Your Board of Directors agreed at om meeting in Colorado Springs on March 16-19. They passed a new policy, immediately, which reads in part: I. J The USHC ;A membership list is an invaluable corporate asset of the USHGA. In order to preserve that asset and serve the best imerest of the members of' the USHCA, rhc Board of Directors, in compliance with California Corporations Code §8338, hereby approves the fc>llowMAY 1995

uses of the membership list. 2.1 The USHCA office is aurhorizcd 10

disrribmc mailing labels to USHCJ\ members for the following purposes free of charge (my emphasis): 2.1. l USHC;\ Regional Director campaign mg; 2. l.2 lJSHCA Directors for the limited purpose of maintaining regional correspondence in the performance of the Director's duties as Director; 2.1.3 USHCA Chapters for the limited pmposcs of: 2.1.3.1 Site managcmenr/prescrvation activities; 2.1.3.2 USl!CA Chapter member solicitarion; 2.1.4 Hang gliding or paragliding mect!f1y-in promotion; 2.1.5 Distribution of nonprofit regional newsletters that do not compete with official publications of the USHCA; 2.1.6 USHCA's credit card promotion; 2.1.7 Hang gliding and paragliding schools for the limited purpose of direct-mail advcrrising for instructors; 2.1.8 People looking for members in their area in order ro com-municarc with those members on non-commercial issues of interest w the membership. The reasoning behind this policy is to be: able to support the membership in any of their efforts and activities as members ofUSIICA, without having to charge a fee for doing so while remaining

within the confines of the law. The next section of the policy addresses those requcsrs which have a commercial pur·pose: 2.2 The USJ!CA office is authorized 10

distribute mailing labels ro USIICA members for die following purposes upon the paymcm of a fee set by die Executive Director: 2.2.1 Promotion of kmg gliding and paragliding flight and apparel merchandise offered for sale by the requesting rnemhcr by means of direcrmail ad vcnising performed by that member; 2.2.2 Prornot ion of hang gliding and paragliding shops or schools operarcd by the requesting mcrnbcr by means of direct-mail advertising performed by that member; 2.3 The USHCA 0H1cc is NOT authorized to distribute membership lists to anyone or for any pu rposc not listed above without the express prior authori,,ation of the lJSHCA Board of Direcrors. The thought behind this section of' the policy is that it is reasonable to expect that rhe membership would like the opportunity to know abour as much as possible abour equipment, services and merchandise available to them. The last section of' the new policy outlines the procedures necessary for completing your request. (Italicized text is my emphasis.)

:3.

Method of disrrihution of membership lists.

rt, Executive Director's Corner 3. J Any n1cmbcr ,vishing co receive a n1cmbcrsllip list mwc subJnic a ,vrit• ccn request on a form supplied by the USHGA office and signed by the rcqucscing rnc1nbcr. 3.2 The membership list shall only be distr;b11ud in rhe fonn o/·111aili11g label, unless otherwise authorized by the Board of Directors. 3.3 The membership list (labels) shall only be dimibuccd under lice,ise t111thorizi11g rJ,e rtq"esting 111e,n/>er t() use the 1ne111bersbip list for (Int t1111i/ing and only for rhe p1trpose listed on the request. 3.4 Tbc membership list 11111y 1w1 be copiedby d1c.roqucsdng member dd1cr electronically or by hand. Tiie

/f you are planning any kind of event let us know as soon as possible, and we will be sure you get your labels in time at no charge." 11

me,nbersbip lis, may not be placed on Lhe Internet. The procedure is simple. Call the USHGA office aod explain your rcquesr.

If time is of the essence, we will fax you the license form for you to fill out, sign

and fax back to us. We set up the compurer and printer ro print out the requesred labels ooce a week. We can td l you when we will be printing and shipping our your request when you call in. lf your evenr is going co req1.1ire more c.han one n1a.iling, no proble1n. \Xie need a signed license agreement for ettch we of the labels. We will need you to sign aod return another license agrc:erncnr for a second set of labels. lt wiU help us a lot if you can plan ahead enough to give the office some lead rime in filling your order. If you arc planning any kind of event let us know as soon as possible, and we will be sure you ger your labels in cime at no l'A.'I charge, than.ks co )'Our directors. -

Australia snd beyond ... contact the followi ng dealers for gliders and fast spare parts. USA Scott Johnson, 932-6th Street, Clarkston, Washington 99403 USA. Phone 509-243-4988 Fax 509-243-4935 Tony Barton, P.O. Box 21 63 Sierra Vista, Arizona 85636 USA. Phone/Fax 602-459-6305 Tony Covelli, Hang Glider Road, Ellenville, NY 12428 USA. Phone/Fax 9 14-647- 1008 CANADA Bob Louden , Airborne Canada, 1764 Cedar Hill Cross Road , Victoria BC, Canada, Phone/Fax 604-477-2461 AUSTRALIA Airborne Australia, 22/30 Kalaroo Road, Redhead, NSW 2290 Australia. Phone +61 49 499 199 Fax +61 49 499 395

H ANG GLIDING

Flving Tip<;

anding on slopes bas always been an aggravation in aviirion, because

of the judgement requc.-ed, greater rollout distance and ocher problems. We who fooc-fand by choice or com• pulsion can actually hondle slope landings more e:c,ily than mosr aircraft pilots. The main reason for this is chat we generally ffarc ro reduce our ground.speed co near zero. However, on • downhill landing the act of flaring can present • problem, or, more accurately, a dilemma \Yith horns. On the one hand, if we flare weakly our forward n1.otion doesn•r stop :ind the ground drops

away. On the other h•nd, if we ffare vigorously we may climb coo much and end up dangling high and dry. This stare of a!F.tirs h.'IS rende.-ed manv a piloc loath to land downhill on even ;he sligbcesr slope. ln fuct, one publication onunends: "If you must bod on a slope you should land uphiU, even if tha< puts you on a downwind course. unding downwind in an uphill direction is better chan trying to land on a do,vngrade.1' This advice without quali-

•

fications abouc wind speed or r,he Steepoess

of the slope is dangerous, for landing on a slighc upslope with a rail wind of IO mph or n1ore v.•i.U praccically gu:1r:1ntce ;a vicious pounding. Ir is far better to know when to land downhill into the wind and have the skills 10 do so. Ler's look at the necessary judgement and skills required.

DOWNHILL LANDING JUDGEMENT Judging the slope without the aid of a buddy named Archimedes is diffietJt to do (he used warer flow 10 check for gs>des). But

MAY 1995

here's a crick to circumvent aJJ that hateful gcomcrry. crigonomecry or necromancy:

you cl/11 nm tt.t u,p speed down a slop< (no gfid,. tr, ofcount) 1t1ithou1 losing comrol yo11 ,hould b, abk to !And q,r it safely. This rule assumes you visit the field first and try our your legs. For cross-country flying this isn'r always possible, but cross-country pilots landing in hilly areas should try to find an uphill slope inro the wind or land cross-slope. crosswind. When flying crossoountry, a slope thar looks obviously down• lull from setup altirudc is mosr likely too steep to land on in the downhill clirecrion, since slopes are usually steeper than they appear from the air. The second thing we neod to judge when considering a downhill landing is whether or

nol we'll have enough room ro land, consid-· ering the extended glide we will achieve in ground effect. A few years ago, at the National l;ly-ln, we were flying from Mt. Badger in Colorado. The landing field had a gentle downhill slope with an abundance of buoyant air. Many pilots had trouble landing gracefully, and one lucky guy Floated the length of' the field and across a busy highway! He was lucky because drivers were slowing down to watch the acrion and gave him some leeway. We can readily estimate our glide parh and thus the nmout room required for variously sloped fields. However, you won't be thinking about numbers and angles when you come in for a landing, so we'll apply our second gencr;1l rule: When ltmding downhill, 1dlow twice as much runout roorn ,is you woztld on a/Jett field. With this rule wcll--obscrvcd you should not nm out of f1cld as long as 1he slope is shallow enough as established by the Ii rst rule.

The actual practice and technique of downhill landing is what eludes many pilors. When teaching new pilots we separate final approach into four phases, so we will look ar each phase for a properly cxccurcd downhill

landing. These phases arc the fast final, roundout, glide in ground effect and flare. In all landing situations, except downhill landing, I advocate a fast final approach (faster than bcsr-glidc speed) to afford good control and o/f,ct wind gradient effects. Dming a downhill landing we must minimize our excess energy so it doesn't carry us along in ground effect any farther than necessary when bleeding off speed. The rule here is to: 'him rm flna/ m low and slow as your ski/ls and the conditions rzllow. Remember to allow ample ground clearance and ample control speed (about best-glide speed). The rmmdour phase is normally the !Tan·· sition from fast, steeper flight to slower flight in ground During a downhill landing this phase is less pronounced because of the angles involved, and because the initial phase is slower. Normally we begin our roundout ,ibour l O feet up and finish four feet up. However, during a downhill landing it is bet· ter to pcrfcmn your roundout lower. ln foct, on ,1 grassy field l prefer to have rny fect nearly dragging (with knees bent), while I'll lei my run th rough weeds or just miss sagebrush if this kind of' ground cover is prevalent. The lower you can safely position for your glide in ground effect, the better. Once in ground dh:ct ir is important to be patient and rcldx. With the bad rcputa· tion downhill landings have garnered, coun·

scling patience and relaxation is about like recommending the same state of mind m an alligator grappler. Nevertheless, the secret ro successfully landing downhill is to wait. Your glider will continue much farther along the ground than it normally docs. If warm, buoyant air provides lift, this effect will be increased. We cannot give a rule or an amount of time to extend your glide, for it varies with the steepness of the slope. However, if you arc relaxed and carefully monitor your glider's signals, you will be able to continue gliding until the proper flare time. Hue timing is best judged by bar pres-· sure and airspeed. When bar pressure gets lighter it is time to flare. When air· speed diminishes at a more rapid rate than in your gradual bleed-off of speed in ground eflcxt, it istirnc to flare. I prefer a foll, vigorous flare (in light wind) with a downhill landing, so no nm is required. This assumes good flare timing so no ballooning occurs (which assumes we perfect om flare technique on level fields before attempting a downhill landing). Tf we allow ample nmout room and ample time for the glider to slow down, the flare is a non-event. The accompanying figure shows a proper downhill landing. Other than starting lower and slower, and waiting longer and gliding lower, such landings arc the same as levelfield landings.

I-JANG GLIDING

Herc we surnmarizc the procedures: 1) l .and downhill only on slopes along which yo11 can comfortably run at frill speed (wirhom a glider). 2) Allow twice the runom room. M,1kc a conscious effort to land short. 3) Begin your final a bit lower and slower than normally. 4) Round out to a lower glide in ground effect. 5) M:iimain ample speed in ground effect and hlced it off more gradually than on a level field. (1) Wait. 7) Flare at the normal airspeed wirh the normal push up and out (according to the wind speed more vigorously for less wind). 'li·y flaring when you arc about a Coot closer to the grou ncl than normal (which you should be with your lower glide in ground cffrct). Downhill landings may never hccome your favorite way to end an afternoon aerial adventure, but with a discreet choice of fields and a distinct perfection of general landing skills, you can develop a no· fear attirncle toward them. When you pull off a few with aplomb, you'll find their diff1culty is grearly overrated, your ft:,irs were largely unfounded and your options arc pleasantly expanded.

Note: For more reading about slope see "Uphill, Downwind randing," in Hang Cliding mag· azine, March 1991, tis well as the hoof.:s Performance Flying and the new Hang Cliding Training Manual. MAY I 99S

and de:alers, soarirm one of America's premier desert sites, while your mllaxes in the cool pines of the Sacramento Mountains.

Spt:mson!d by the Rio Grande Soaring Association and the $20 before May 27, $25 at the site. Dry Canyon LZ at Hobby Park, off Florida Avenue in Al:amogonio 9:00 11m each mo,·ninu. Dave Church, Fly-In Director, (505) 527-0844 Tommy Wesi, RGSA President, (505) 437-5213

ifi l!ANC CLlDTNC ADVISORY Used hang should always be disassembled before first time and inspected carclidly fcir be11t ot de11tcd downn,hes, ruined bushings. bent bolts (especially the heart bolt), re-used Nyloc nurs, loose thimbles, frayed or rusted cahlcs. with 11on-circular holes, and 011 /lex wings, sail.s from their anchor poi11ts front :111d leading edges. Ir in doubt, businesses will be happy to give an opinion on the co11dition of cquipmelll you rhcrn ro i11spec1. Buyers should select equipment that is apprnpriatc for their skill level or rating. New pilots should seek professional instrnction from a USHGA CERTil'IED INSTRUCTOR. l'LFX WINGS COMET 165 -~ Mint condition, low time, spare downtubcs, owner's m:111ual, batten templates. Excellent price alternative 10 buying new wi11g for advancing pilots. (602) (i(,1-85:15.

DREAM 240 1989, Blue spectrum, blue I.E. Fxcell,,nr tandem glider f,,r the l:irger pilot. l•:xcc:llcn1 condition$ I 000 OJ\(), Call John at (6 I')) 5(, J. I 009. DREAMS CLFAR/\NCE SALE All sizes, $500$1, 500. Dream ?.20, cusrnrn lmttcrfly art $1,500. Raven Sky Spons (Ii IIi) li7:J.8HOO. EASY LANDINC I ligh pnf,mn:rnce, l'R, Magic IV I Tl VC:, exccllcnr shape, tight, spcedb:tr, fully faired $<J90 negotiable. (3o:l) 262- 113'). FA I.CON 195 Blue/green/white, one scaso11 $2,100 Oil(), (Ii IIi) liTl 8HOO. FORMULA Jli!i ~· C:ood shape, best offer. !'ORM ULA 15/i llr:rnd spanking new $2,800. lligh harness, new 6fr., best olfrr. Ball M <Je vario, (80 I) 752 .. 676:1. l'ORMULA Hli 199/i, !i<J.5 hours, like new, extras $1,700 OllO. (503) 668-8206. C:FMINJ Gi

C:reat shape $800. (Ii 11) li?:$-8800.

COMET 11 185

])OlJBI.E VJS!Oi': Near new, wrong color sche,uc, you $ave, sacrifice $2,700. (4 I Ii) ,f/J.8800. DREAM 1 li'i Neon colors, great condition $1,000. (61 'i) 587-0877. DRF/\M 1(,5 Excellent condition, dean, very low hours $700. (209) ,123-57(, I. I )Rl·:AM 21.0 120 hours, rainbow colors, tandem ready, 1/8" sidcwircs. Only flown in winter, must sell $1,600 01\0. (711i) ')(,<,.121io.

HP II Full race, all optious, exrra downt ubcs, never darn:rgecl $500. RAVEN 229-exccllc11t condition $Ii 50. (812) 288.(,597 l ndian:1. K2 115 Good condition. Still rops the .stack, well cared for. Pink l.E, JO. on B panel, rest white $1,200 OllO. (805) K2 11i5 -- White 1.E, yellow and TE $1,700 OBO. A'J'. 121 p:rraglider (818) 351 1')2).

CLIJ)F/.ll.l.A <50 hours, excellent condition $650. Comet $/iOO OBO. (208) 5?::q7%. l ll(;JJ l'EJUORMANCF ... l'ack:tge deal only. Wills Wing Rami\ir I li6 with logo·hr:rnd new, c:c;. 2000 stream line harness, l,1s 5'/i".5'9"-lirand new with chute, !'lytec :l00'5 SI with digital air.speed read om-hrand new, $/i,250 forn, :ill :1bsolutcly mint condition. (70:J) 523-2900 8pm Eastern. I !l'i\T 158 Custom sail, good condition $1,000. (li07) 642-2(,:16. 11 l'AT 158

BS, I !Tl' ,700 OBO.

1<2 JSS

Creal condition, only $1,300. David ((, I')) !iliJ .. 6:J/i6. -~--···-·-

COMET II 165 ~ $100 01\0. (408) :ns-1567. Checked out by L.. M.l'.P. New new down & basctubcs, new suppon wires, pod harness. $1,(,00 or sell separately. (502) 88')-<J5 I

IIPAT 158 Cood condition $1,liOO OBO. Ken (303) 279 7770.

···········-·······--··----···--····- .

:JO homs. White I.I'., blue/green undcrs11rl,1cc, very nice condirion $2,500. (70.l) 828-li 131. KISS 15/i - CR.EAT CONDITION, FACTORY REBUILT IN 1992 $1000. J\lso harness, chute, hclrnct1 radio, vario and st;itic line tow system available. (50/) 280-8995. KISS I 'i/i's -- 10 Jrpurs each, one $900, one· $800. Where else arc you going to gn :1 11C\V glider for 11ndcr $1,000' Srnsor <,IO demos, l JP dealer, Pacl\ir. (50.l) 256-0')%. MACIC: l(JSS - Like new, two h:mrcsses $1,200 OBO. Fred (909) 2.lili-8:,25. Mi\CIC: KISS I 51\ Pink, blue, white $1,000. /\!so I ligh Enngy chute $275. Pacif,c i\irwave kneehanger $ I }'i. Digit:rl :rltirnercr/vario/airspccd $250. All in great shape. ('iO'i) 29')-5953.

Excellent condition, blue/white

$ I ,liOO. R:urdy ('71 '>) 5:l'H782.

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: per column inch. (phone numbers: 2 words, P.O. Box: 1 word) photos: $25.00, line art logos: $15.00 (1.75" maximum) DEADLINE: 20th ot 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 or refunds allowed on any advertising after deadline. Ad insertions FAXGd or made by telephonG must bG charged to a crGdit card. Please entm my classified ad as follows:

Number of months: _ ·-·--·-········-----··-·-···- ·-·- -··SECTION U Flex Wings I.J Emergency Parachutes l..l Parts & Accessories U Business & Employment U Miscellaneous 1...1 Paragliders U Videos

UTowing U Schools & Dealers U Ultralights U Rigid Wings i:J Publications & Organizations U Wanted u Harnesses

issue and run Begin with--.. ·--·-·-·····--···_ 19 consecutive issue(s). My U check, U money order is enclosed in the amount of $ ·-......................... . NAME: --..···-- -···~····· .. ··-···-· -···--..- · - - · · · · - - · · » - - - · · · · ·····-..- - - · · · ADDRESS: ...........--·-········-·--··---····..····CITY .--·- .····-·»--·-·- ___ --··---····-·· _ _STATE: Number of words: -··-·· ··--··- @$.50 Number of .. v,,,v. ______......-····--.... @$1.00

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

l·IANC GJll)INC

s MARI< 1\/1 ')

New in l"1g. TriLun, spccdhar. sak

vdge $1,8()'), '\\vo h:nnt\\Sl'S, hod1 cxu.:llcnt condition,

ilrs 6'2" pilot. U; I 000 $22'5., Robertson $17'). '50. Adv,111ced Air chute, 22 gore $1 C,'i, (Ii 1'i) 38:1-1 'i.lO. MKIV 17 - Fxcellrnt condition, Trilarn I.F, l1arm·ss, chute, vario, cx1r,r1. COMPLF J'E PACKAGE $1,700 OllO. (707) 'Jl'J %07 MOYES C:TR WOl,LD I\FATl R Cood flyer, good shape $800. I larricr lit!, ,·xrellm1 d1ape, .sweet flyer $<,00. l ligh Fnngy harne.ss 1,,r 5'(," pilot, like 11cw $1 'iO. (70/) %'/-9) I I leave nH'Ssage. MOYES C:TR WOIU .ll l\l•ATFR I /,0 $800. XS 1!i2 $1,'500. llo1h great rn11dition. (208) 7H, 7'i'i'J. Excellent co11di1ion, flies MOYES CTR I i,J \IC: great $'JOO. ('JI Ci) 8')(, 11 58. MOYLS XS 1'S5 l\vo fo1 P,,(,00 or sold separ:llt'ly. Moves Meg" I /0, great shape .'h'iilO. (Ii I Ii) li7.l il800. New upper & lower wires, new MOYES XS l 'i'i luff li11c~, comes with 1wo saiL'>. Recently inspected by tv101·es C1lil,,rnia, very good condi1ion $1, I 00 OllO. Must sell 1 (.\10) /i2.'J8(l:U.

Sl'H :TRUMS ,"x VISIONS Bought-Sold- l'r,1ded. Raven Sh, Sports (Ii I Ii) lr/J.881)0. SPORT AT J 'jl) Feh. ''JO, hut low l,oms/good xh:qll'. Bitchin' rnxto,u pa1tern/color.s. New LF and F/ sci up has,, 111be. I ,'JOO (,·x1ra DT/pam incl.) /2. harness, 'i'8" ,/ with clrn1c/BRS rocket $(,OO. llall (,'i7. deck with flex neck/Tl: prohe $/i'iO. Call !)avid ,11 ((,l'J) }(18-8()\l. SPORT I 'iO FUR< l Cu.srom black upper/lowe1 w/spectrnrn, 111i111 rnnditio11 $1,/00. (/i08) 2/i(,-1 )86. SPORT FlJRO 150 $8'50, ((, I 5) /,/ili-8'>:lil. SPORT FlJR() 150 Excellent condi1ion, llown very li11lc '; ,liOO. Cindy or Inn (.l(U) /ili0-.l57'J. J

SPORT 1\T 1(,'; Like 11ew, racing colors, great h,rndling :11\d 1){'rliir11wice Sl ,.l'J'-i. (_l 10) li7'i-(,8Ci8. SPORT AMFRICAN 167 }/i,ll 'JO'i.

$800 extras. ('JI C,)

SPORT 1/,7 Excellrnt shape, SO hours, g,nage .stored$ 1,200. Jack (.lO_l) Mi _lll}9. ~ I ,'JOO. TRX I (,(J.$),.lOO. ()')'' lur1H'',-'>C.'>, JZ;1yrnond & cod1011. Two ltd] () 1 varios, } it,11 face lwlrnetx, _l Maxon 2000's w/V( lX.

SUPFRSl'ORI 1/,\ MOYFS XTRAlJTI•, XS, XS.'l, XT, XL New and nearly llL'\V. /\vai!ablc imrncdiatdy. Nation's l;ngcst 1\Jloves dealer. Tl IF WAI.LA BY RANCI I (8 U) li21t 0070. l'i\Ci\lR Ml<IV I') Fxccllcnt condition, d ho,11·s .i I ,2011_ (/iO!i) /,'l I l/5/i. !'\JI.SF ')M C:rcllt shape, low ho:irs, hot colors P,600 (Ii I Ii) li7_l-8800. RAMAIR J/i6 .lO homs, clean, List C:oas1 wing. Ile xrnokin' 1his sprillg l,ir $.l,1011 01\(l. (/iOlii /i7(, 'i/ili6.

RAMi\lR Iii(, l,oms, l'ilcc llcw wiil, hctorv 111ocl.s ,i.l,1110 ()]l(), Must sell! (208) 12(, ,,\l2. RAMAIR 15/i 7770.

211 hours $,l,200. I<cn (l()l) )7')-

lllC: C:LJ,j\R1\NC:F S1\IJ'.''! DRE1\IV\ Wi. .. .. $'JOO DRFAM 185. .. .$'500 .. .. S(,()O <:E:vtlNl Uli .. .... SilOO 10. I 'i'i ... M/\C:IC: IV l 'i'i ... .. .. ~800 SlJPFR lWE1\,VI PIS. .. .. S800 Sl'()Jff FlJR() I :,7 .. .. .. $'JOO .... .$'JOO VISION Ml< IV 17. VISION MK IV I/. .. .. $1,000 1JRE1\M no. . ... SI, 100 .. ...\;l,l'iO VISION Ml< IV l'J. DOlJllLF VISION 215 .. .. .. ~I ,'iOO ... ~ I ,/50 Sl't:crnuM 11i1i. HlRMlJL1\ I/iii. .. ...~1,/'iO Red River Aircral't, li811 R,·d River, Amtin TX /8/'i I. (512) /i67 2'i2<J, e-mail: rrajclff1':10l.com

1 )

1\ll cq11iprne111 u,sl'(I on,· season. (21 'JJ }Tl- I /i(),\. I RAllE YOlJR C:IIDl·R' \Xie lll'l'<i clean used glider-;! lmmcdiatL' delivery ncvv lt11n Airs, l<Llssics, S11I"" S1,ons, l',ilses, Spec1ru1m. C,11 M,1t1, Lookoll( Mounuin I light l':1rk, (800) (,88 l.MFP, (/06) YJ8 l'ilil. TH,X 1(,0 hill race, 011,· scasu11. This glidn i.s very cka11 ,rnd ilie.s swn·1ly S2.'JOO. Jersey((, 1'J) /'J:l-.'l/i,)2.

IWO I llJNDRFll LBS, lwginncr pilots, Vi,sion }0, l'acilic Wi11dcrali. hegi1111cr dou hie .surl,,ce glide,, from I raining hill to I Jang Ill $500. (JO')) 'J'i I li8li8 VISION 16 liTl8800.

Nice rnndi1io11 $700 Oll(l. (Ii Iii)

RA\Jti\m 15/i l'erlc'Ct condition, 2/iO I ITI' TF $2,500. Rich (:lOl) 'J l'J-9l/i8.

VISIONS & SPEC: J'!ZlJ:VtS Bought-Sold Traded. Rawu Sky Spor1s (Ii I Ii) li'!l 8800.

SFNSOI, 51 OC l'R I <,O ( :risp sail, great handlillg $8'i0 BO. I 5 111) (i,j '! (,0%.

Wll.l.S WINCS Sl'ORT 167 Red/whitcihluc. ( :ood condi1 io11, 11ic1urcs available $800. (208) .l77 liOl.l.

llRE1\M 2/iO.. .. .. C:OO!l SJ IAPF ............. $'JOO DRE1\M 220.. .. .. CREAT SI IAl'I ............. $ I ,.JOO R;\M1\IR I 5/i ........ EXC:FI.IYNT SI IAPF ... P,800 Sl'HTRUM iii/i's .NFW 1\ND USFD ... $1,200 up Sl'H TIUJM I(,'i .. .FXU I.I.ENT \111\l'E ... S2,000 FORM lJl.1\ l!i!i . .... NFW (ALMOST) ......... $2.,000 Sl(YI Ir\ WI< 188 .... !'REF TO INSTIUIC: J'OI, VISION l'lJLSI IO MFTI R ....................... $I, lOO WW ll\JCK J(,()., ...................... $ \(I() 1\hove price m lwst olfrr, contact The I l:rng ( ;Jiding Cct1tn ((, l 'J) 'ii, 1- IOO'J. C:OIClRi\ll(l J IANC C:LllllNC: WlN'l'LR (IJ,'.i\R1\NG: & C:LOSFOUT NEW 111:JMFTS.. .. ........... $50 . ........... ~ I 00 J'F1\JNINC 111\IZNI SS. PAl,ACI .lllERS. .. ........... $700 1 .. ........... $200 N;\S lll'MO, VARIO/All'. Ollv1Ml RC:!1\l. J()W WINC! I ...... $')'ill 1?0 WAIT c:1\R l,1\lllCl MOlJNI ..... $li50 EX<:FI. 160. .. ........... $(,00 COMET l(,'5 FOR l'J\RTS. . ............ $l00 l'i lOl'NlX <ill NFl·DS PART. ...... MJ\KI OHl<'.R 1.T I lRl<J\M I Wi, I /i5 .. 5 I '5 11 RS ... MAKE OFl'ER SPORT 1'iO l'R ................ <20 I IRS .... $100 l'ROSTi\R I /,0 .. .. . ............ $350 C:OMETII 1/,'i .. . .. ...... $/iOO 111' II 170 .. .. ............ dO I IRS ..... $'300 C:olor,1do I Jang ( ;J;ding (.lO.J) 27S ')'i(i(,. EMFRCENC:Y PARACHUTES

SENSOR

IOC

Very good condi1ioll $/,00. ((,08)

,\(,2 '!9)0 or ((,08) ,l(,)-S I /Ii.

SENSOR IOE I 5'J hill race, 70 hom.s, cxccllc111 ron,lition, extras $'JOO. (lO'J) 'i),j-6089. SPEC:TRlJM I /iii Cr,·a1 ,,h,ipc, <20 h,,urs, hluc/whitc. l':1cbgc includc,s pod, parach11tc', licl111ct, 1\rncc1 P,1i()()_ Hrarl (/Oli .l.1118(,/i'J. SPECTRUM 165 $2,100. Clnlv :l day.s us"gc, <'xcellrnt shape. l )avid ((,I')) 87_\ 5.l 1 (, llisl1op, ( :alil:

MAY I ()()fi

WJl.l.S WIN(, SPClRI 1(,7 /\mlrrn (ll08) ),'/i-l'i07.

1987 $'i'i0 ()JlCl.

WILLS WINC SS l'i.l CllJITIT bcclll'llt ,oodi tioo, I). lligh1s. l lcita pod with Bl{S, inst. package, 1wo i\1:lxo11\ with \lox. Many accessories $2,500. DO.I) 'J/ 2 OWll.

1\ BEST lllJY!

$2(,'i, never deployed, new bridle, ha 1; (l'DA's S:lOO). lnspcc1ed and repacked, all si·1.cs. l'ully ( ;uar,rnteedl ( :olorado l lang ( :liding (,\0.l) X78(Yj()().

1\I.L BRANDS Bought, sold, and repacked. lmpcc1io11 ,rnd repack $2.5-$,\5. Par.1cli111cs, bridles, impcctcd and rcpl:tccd, paraswivcls illS1allcd. /\IRTIMF OF SAN FRANCISCO, .l/,20 Wawona, San Francisrn, CA 'J/i I I/,. (115) SKY I I

WILLS WINC SlJl'FR SPORT IS:l C:rc'al shape $1,800. Tracer har1ll'xs w/S,·c,rncl ( :hanl/, Air Rocket system f,11 (,' J "-(,'_j" pilot, in1marnLltc shape ,j; I ,2SO. (50,l) 8)(,-l'J).l ask I'm llaw.

ifi

HARNESSES AEROBATIC COCOON H/1RNESS - Very com· forrahlc, Mitch McAleer special. BRS rocket, two heeflight chutes with stainless swivels. Invested $2,000 Sacrifice $900 fom. (,'.(,'}" pilot. Call Jersey at((, 19) 79'.J.34:l2. CG 1000 HARNESS

With front entry, hook knife, internal storage, steel biuer and 22 line chute. ) las less 1fo111 10 homs, blue/yellow, for pilor 5'3"· 5'7" $500. Call (801) 485,8lli4 or e·rnail i\lradudc~1J,10l.com. l!IGH ENERCY TRACER

Side cnrry pod har·

ncsscs, i-wo availahlc with many nice options) built for

6'2"/20011 and 6'/17511 pilot MOO each. High pod, rear zipper, for 5' l 0"/18011 $300. Sport pod, older style, for 6'1 "I 170il $200. Cocoons, many sizes $200 each. (Ii 14) li73·8800.

Sec

AIRTIMF 011 SAN FRANCISCO HANG GLIDING & PARAGf.!DJNG. Harness 1muufoc. turcr and repair specialists. USIJCA paragliding instruclion, tandem. All major brands of' paragliding and hang gliding equipment (new and used). Nexr to Fort l'unsto11. The only full service shop in San hancisco! 3620 W,1wona, San l'rancisco CA 94 I l 6. ('115) 759.1177,

I,OCKET CITY AIRSPORTS Sales, rentals, scr" vice and cenif'ied ins1rt1ction ar Keel Mountain, Curley, Alabama. For inlormation send SASE and $1 to 301-A Franklin Street, Hrrntsville Al. 35801. We huy used equipment. (205) 880,8512, (205) 533· 4331.

CHANDEI.I.F SAN FRANCISCO, INC. Complete gliding and paragliding sales, service and instruction since 197:l. Northern California's facility. New and used equip· most complete mc1H and demo\, p;-ickagcs, clinics and tandem lessons. I 'i'!S hancisco Blvd Ste l', San Rafael C:A 94901, (415)CLIDINC.

TRIKF TRAIN INC 7000 phone/fax.

And wings. JSA (718)

SCHOOLS & DEALERS J\I.ABAMA LOOKOUT MOUNTAIN FLICH'J' PARI< ad under Ceorgia. (800) 688,l.MFP.

ARIZONA ADVFNTURF. SPORTS TOURS

Daily cenified

insrruction utilizing the world's first man-made i-rain-

I )csigned \JP cocoon harness, M!TCI I McAI.EER f11s (,'.(,'Ii". Frecflighr 20 gore hand deploy and High Energy 22 gore J>DA, 2nd Chantz ballistic ch111c. $')00. (619) 7920291. Z3 HARNESS NEVER USED $275. With Apex chute. David (619) 87:\·5316 Bishop, Calif:

er hill plus other sites which all face every wind dircc rion. Dealer for major brands. 1327 E Bcll""de·m:11' ])rive, Tempe Al. 8528:l. (602) 8')771?.l. ARIZONA J !ANG CJ.Jl)INC CENTER INC. The only full time shop in the stare! Dealer for all major brands. Certified training program utilizing extensive tande·rn instruction. We can teach you more

PARA GLIDERS Al.I. BRANDS-· New/used pa1·agliders $5()(). $3,000. Colorado Paragliding AU. NEW/USFD $500+. Ins1rncrion, tanckrns. California (90')) 654,8559. BRAND NEW l'C RESERVFS 20ft PDA Skyangel PC; reserves $385., 22ft PDA $425. (:l03) 278,95(,6.

in less time, sec what a difference foll service makes. (Ci02) T72-li 114.

DI•:SERT I IANC Cl.]])ERS USI !CA certified instruct ion. Supine specialists. li319 W. Larkspur, Clcndalc, A/'. 85.10/i. (602) 938 9550.

COMPACT WINGS PARAGLIDING - Tandem, Class Ill certified instrttctor. All major brands. Year· round f1ying. Best Southern California site. (909) 65/i,85'i').

in the \vest! Full service

shop, established 197/i. PO Box 1:339, Sama Barb:ira CA 9'.llliO·Ll39, (805) %5·3733. THE HANG GUDING CENTER·- Located in

beaurifttl San Diego. US! ICA instrnction, equip111en1 remals, local /lying rours. Spcnd your winter vacation flying witlt us. We proudly offer Wills Wing, Pacific Airw:1ve, lligh Energy, Ball and Mnycs. M:mufom,rers of TT IE DROGUE CHUTE. PO llnx I (J/r9, Lakeside CA 920/iO, (619) 561·1009.

ZONIF HG·- \JSHCA/F1\A instruction. T:rndcrn, CFll/MEl AT!'. li32(i W. Mariposa, Glendale 853 JO. (602) 582 Alil l. Ner: zonie~1>A/.TEC.inre.asu.cdu. ARKANSAS

PARAC:l.lDFRS $600"$ l ,OOO for your old equip" mcnt. New Pcrche, Apco, I tv, mote. ISA Cll 8) 77T" 7000 phone/fox. SECOND CHANT/, for paragliders. l!ip 111011111, ins1albl on diving reserve $750 complete. (Ii 1/i; lt7J,8800.

OZARK MOUNTAIN l lANC CLlDERS Sales, service and insrrucrion. 160 Johnston Rd, Searcy AR 7214:l (50 I) 279 2180. SAIL WINCS Lessons, sales, information. foot launch. PO Box 5593, 1.inlc Rock AR ) 66, . :, I 66 phone/fox.

RTGIDWINGS CALIFORNIA S\VIFT Includes power uni1, rnclosed pod, ballis· ric parachute, extras, < 15 homs toral $17,800. (Ii 19) (,6]./!/94.

ULTRALIGll'l'S

BUILD/FLY

Your own BACKPACK POW· ERED PARACHlJTl: for ltrn/profit. Takes off from level ground unassisted. Safo, simple, inexpensive. No licensing required. Detailed guide and source hook for includes info on plans ro build yours for as as $900. Now only $19.95. 1089 Medford C:en1er 112/ilrg, Medford OR JEFFERSON AERO SPORTS Trikes and wings. Sales, accessories and training. Info p,1k $1 15120 Skehon Rd, Jellerson OR 9'7:l52. (50:l) l?/.1730.

A llEAU'l'll'lJI. SOARINC: FXPFRIENCF Awaits yo11 at Torrey Pill(:s (;Jidn Port," li,Ji service LJSI !CJ\ ccrtifled hang & school in rhe located 011 the most na1io11. On,site trai11ing hill and 1a11dc111 instruction usi11g the new dual purpose, carbo11 fll,cr XTC 105 for hoth (/ly tandem on rhe s;1mc glider you use 011 rhe hill). New/used gliders, equipment in stock. used gliders/gear, rcutal.s, glider UP. 2800 Torrey Pines Scenic Drive, I.a (61')) li523202. AC !'ION SOJ\RINC: CE'.'JTF.R -- In Lodi near Stocktntt. Personalized (JSI ICJ\ certified ins1rucliou, sales and service. Emphasis on special skills, rech niques, launching & landing. Demo's. Ask ahour tow clinic. (2.09) :l68,%C,5.

J l](;t I ADVENTURE Hang paragliding at Southern school. Equip111c111 s,t!es, service, California's mile ltiglt sire, Crestline. USHCA lnsrruc10r Rob McKenzie. By appointment year round. (')09) 883·8/i88.

by more

than 10,000 hang gliding enthusiasts. Advertise with us today.

HANC GLlf)INC

liflNG GLIDING .....rm:vcul'!G PRRR<!UDIN<i rlJI .L SFRVIC:E SJ !OP -- - Locared ar rhe base oC rhc mountain on 1 lwy lit. Dealers oCMoyes, lJP, PacAir, r!yrec, Ball, High Fncrgy, Arnccr & n1otT. C:ill for C,-cc area info pack. Open daily <J-6. Re111aL :ivailahlc.

FLORIDA

CEORGJA

J\ CENTRAL FLORIDA FLYERS Teaching hang in Florida fi,r 1/i years. High ·,1lti1udc ccTtif1ed u1ndcm ho;11 10w and acrotow instnJC! ion, ,1nd Coot la1111chcd training. Tandem flights >20 lllinutc.1, >2,000 1\( ;[., allowing most students to solo ai'rer less than I tandem flights. We ,nc the oldest school in Floricb and the only one that offrrs rnmplcre, r,-.isonahly instruuion ,1nd sales ,1nd service for al! rnajor glider and equipment manuLlcturcrs. C:;1]! (!iOl) 8')/i-'5715.

l.O()](()lJT t\il()lJNT1\IN Fuc;11T PARK -A111t:ric.i's /II h·,1ng 1;lidinp, school, since l'.178. Find out why four [i!llc,<., <1:-. rn:rny pilot:-, earn their 1nountain \vings at Lookom! c:omplctc ccniflcd trainingfirst day to 11101111tain soaring, be.\! facilities in USA. \Xie wrote lJS] IC;\'s Clll,cial !'light Training Manual! C)u r .specialty n1stomcr sa! isL1ct ion. I .cs.son packages, ratings, rentals. Lngcst inventory new/used h,rng gl eq11ipment. Complete sail/airf'ramc repairs. ( :c1mping, swimming pool. Send $2 f(ff in for mat ion. Route:,, llox 21 'i-l l, Rising !'awn CA :l0/.\8 (20 minutt·s rrorn Ch.11r;rnooga, Tennessee) (800) C,88 l.M J l', (711<,) .l<J8 .l'ilt I.

Visa & IVLtstcrch,ngc ac:ccpicd.

909 674-2453 31401 Riverside lk 1,ak<· I<:lsinor<·, ( :A. 92530

;\ PJ\R1\l )]SE I lang gliding ,,i- i'lorid.1. I )calcr for Sccdwing.'>, J,itck varios :ind Maso11 rclca,<.,cs . .John (/i07) .l l)-%8.l.

WALLABY RANCH World l'amous l Jang Cliding Hglll l'ark

LAJ<J·: ELSINORJ·: WINDCYl'SY - Airw;ive, Moyes. Call for site information.(')()')) 67')--8')')/i.

Our co111prchc11.sivc inst r11nion program, located :it

rhc l\ay Area's premier 1r:1ini11g site, f,-;11111-e.s grnrly .sloped "b111111y hills," stC1tic line rowing, superlire gliders and comfortable training harnessc.s 1 ''J'JRST l;I,JCJ {T," ;1 video prcscnration of our bcgi11ncr lc.',wn program, is available f,,r or1ly $20 incl11ding shipping (mr~v hf' dpp!itd lo your jl111trr' lesson p11rcht1ses). ()ur dclt1xv retail shop showca.<,cs tlH' Litcsr in hang gliding innovations. \X,'c stock new, used :rnd demo, Wills and l':1cAir gliders. TrC1ck-ins ,m· welcome. Feel free 10 demo die hollt.1'/ new hari1l's.<.,(.\'> in our custom sill111laror! 111 (, Wrigley Way, Milpius ("mr Sr111Jost) CA 950:15. (108) 262-1055, !:ix (lt08) 262 1.l8iL since I '.I/ii. l'irrecn WINDSPORTS lllin111cs from LAX. to Sylmar, Crestline, Elsinore ;n1d tr;1ini11g sites. Vacatio11 tr:1ining, /lying and glider sales packages including lodging ,ind rcnr"ls. The most popular ,rnd cquip111c111, new and used in stock. Trade in your old equipment. :l25 .sunny d"ys each year. Corne f'ly with us! IC, I Ii Victory lllvd., V,111 N11ys CA <Jlli06. (818) 988--0111, l ax (818) 988- lil(,2.

i\CES 1.l TO Tl I IAVELEL\RNFD TO FLY I !FRI YEAR ROUND SOARING Ol'EN 7 DAYS A WFFK 8 MILE FROM l)!SNEY/ORl.1\NllO .6.U insrructor.s Adv,mccd rared & certified undc,n. Demo all rhc Lnc.s1 flying machines. !'rd] service dealer l,,r ,.01 brands. Rental:-,, sales, storage, ratings, XC: retrievals. Camping, .svvimming pool, climhing wall, picnic. Great scene for family and friends. Standing XC: prizes: $1,000 $500 $2'50 Read about 11.s in i\ug. l 'J'J/i l lang ( ;liding. Jan. I ')')5 Kiq,la1Jcs, Skywings ,uHJ C '.ros:-. ( :ou n try. Please a,<.,k us for references in your area. (81 l) lt21t-0070 R,u1ch phone & fox.

State· of the /\rt Conservative l'LORIDA l IANC Cl.llllNC; INC:. I LYINC ILORlll1\ SINCE !'JIit. LOOKOUT MOUN I ;\IN FLICI IT l'i\RI< Nearest hang gliding mountain training center to l<'lorid,1, Sec ad under C;corgia.

MORE BUNNY... THE HILL WITH IT!

WR!CllT BROTIIERS WJNGS l'ricndly \JS]!(;;\ ccrtil,ed instruction in rhe Modesto ,m·,1. UP, Pacific Airwave, Ball, BRS, I ligh Energy and more. (20')) 586-(,012 Sonora ( :A.

LODCING AT LOOKOUT The I.anding Recrea1itllL1l Vehicle Park & C:ahins. Owned and operated hy Crcg Cluver. SOMFHODY HAD TO /)() IT.' J,odgillg in the I.Z at J,ookout iv1ountain Flight l'ark-1'1111 hook 11ps, with scpric & phone and C11nily & singl,· cahim wi1h hath. YO/J CAN IAN!) AF VOUR FRON'/' DOOR. ( :all now 10 receive your lice inl,,rmC1tio11 packet: (70(,) (,'5'7-B}8}, 1-800 80:l7l88. IDAI 10 SUN VAI.1.1:Y Sl<YSl'ClRTS -- - Idaho's 011ly foll scr vice h,lllg gliding and paragliding shop. Dealers for Wills Wing, 1\irwavc, Edel. Advance, l ligh Energy .tnd l'lytcc. Cill for ,1 list oi' stock gliders f,,r .sale. Ba_s,ic-/\dva11ct:d in:-itruction, t:indc1n paragliding instrucrion, local sire and XC: g11ides. Call (208) /H,-

.n.n . TREASURE VAi.LEY I TANG GLTDJNG Only quality products from rcputahlc m;1nuL1c1urcrs. h_';lturing l\1eif'ic J\irw;1vc, /\irhor11c, I Iigh Energy Sport:-,, 1:lytcc and more! Sales and :-icrvicc. Lisa T;1tc, 1111(, Fairview i\vc., lloi.,e II) 8:571:l. (208) .l/67')1/i. 11.LINOIS

CONNECTICUT Look under New York.

MAY 199':i

WF l li\VE The most ,Hlv.rnccd training rnograrn known to hang gliding, tciching you in h,ilC the time it t,il,e.s Oil the training BUNNY llll.l., a1HI with more inrlight air time. YES, WF CAN TEi\C:ll YOU FASTER AND SAFER. !'or year-round training l't1n in the .'>Un, call or write [Vliami I Llllg C!iding (:lO'i) 28'i-8'Jl8. 26/iO S llayshorc Ilrive, Cocon111 Crow, Florid., .l.l 1:l.l.

U 1)) \C,O 0700 or (708) Ri\VFN SKY SPORTS .l(,0-0/00. l'lca.se sec our ad under WTSCONS1N. INDlANA

JI M ITC:11 ELL

TANDEM. LJI', l'c1c1\ir dealer. (,7.\.l Colullllii,t i\vc. I Lunmond, IN !i(d}!i (21'!) 8/i'i-}8 )(J.

ifi

KENTlJCKlANA SOARING~ Sec our display a,L RA VFN SKY SPORTS ·~ (41 it) 1+73-8800. Please sec our ad under WISCONSIN.

Sell your unused equiprnent here.

KANSAS NEW YORK PRAIRIE HANG GLlDERS Bed & hrcakfasr. Full service school & dealer. Great tandem i11s1ruc1ion, towing&. XC packages. (316) 697-257'7. MICHIGAN PRO HANG GLIDERS --- LJSHCA cerri11cd school. Arrcntion SE Michig;rn, new hang gliding & paragliding tow club fcmning. \Jew stationary winch system (club owned). Call for derails. H.atings, lessons, gliders and supplies. Norm Le.snow, (810) 3')9-'Jli.'.\3. 569 W Annabelle, I Ltzcl Park Ml 48030. SKYWlNC:S lJI.TRAI.ICIIT CENTER -- Powered ultralight and hang gliding insrntction. I.earn to fly on our trailer simulator and forget the bunny hills, or try tandem instruction and acrot'ow riglu frOJn the start. Flying seven days a week. Aernrow with Moyes Dragonfly or stationary winch row. Dealer for Moyes and Airborne gliders. Call (810) 798-2150. TRAVERSE CITY HANG CI.TDERS/PARAGl.lDERS ~ FULl.:f!MF. shop. Certified insrrnction, foot launch and tow. Sales, service, accessories for

ALL major brands. VISA/MASTERCARD. Come soar our li50' dunes! 1509 E 8th, Traverse City Ml li%81i. Call Bill at (616) 922-28/i/i. Visit our paragliding school in Jackson, Wyoming. Call Tracie at 007) 739-8620. MINNESOTA SPORT S0AR1NC: CENTFR/MlNNEAl'Ol .IS Instruction, equipment dealers for Wills Wing, Pacific Airwave & Edel.(612) (i88-0181.

AAA SOARlN(; Cl(NTFR MOUNTAIN WINGS INC. at the base of the ELLENVILLE MOUNTAIN. Full time profossional, certified hang and paragliding instruction. We have been the most complete hang gliding ccmer in the NE for the past Iii years. Dealer for Pacific Airwave, UP, Seedwings, Enrerprise Wings. We arc the only dealer in the cast for Bright Stars "Swifr". We also offrr Edel, lligh Energy, C(;, Second Chamz, Ball, l'lytec, Cloudhasc, Litek, Alinco, Maxon, Brnuniger, Kenwood, !com, Yaesn, CPS systems, Wheels, Uvex, Reflex, Trek, Air. We stock foll face helmets, books, varios, hand tubing, speed bars, parachutes, camelbaks, clothing, and more'. We

NEW.JERSEY MOUNTAIN WINC:S

Look under New York.

NEW MEXICO UP OVER NFW MEXICO Instruction, sales, ser .. vice. Sandia Mountain guides. Wills, Pacific Airwavc. Albuquerque, NM (505) 821-85-1/i.

Our advertising has a two-month lead time ahead. S6

li7T/. OHIO NORTH COAST JIANG (;LIDJNC Cerri/Jed lnsrruction. New & used gliders. Specializing in Pacific Airw:ivc Mike Del Signore, 1916 W. 7'51h St., Cleveland, 01 I. 4/i 102 (216) 6:, 1-11-1-1. MARIO MANZO. SKYWARD ENTERPRISES Foot launch instruction, weekend. Towing, glider repair. Sccdwings, Wills Wing, l'acAir, C(; IOOO. Evenings (513) 8-18-3520 Dayton, Ohio.

offer expert rcpairs inspections, sewing, harness mod"1

iflcations, repacks, rowing tandems, seminars and lCP clinics. We in first mountain flights with three way radios. Info on flying Ellenville Mountain and other site.s. Demos in srock. YOUR ONE STOP HANG GLTDER SHOP. 150 CANAL STREFT, ELLENVILLE NY 121+28. (9 lit) 647-3377 OR 1-800-525-7850. Visa, MC, Discover. available. Same day UPS on mail orders. Cive us a chance ro heat any legit price.

OREGON

FLY I llCl l 111\NC C:Ll])JNC, INC.··~ Serving S. New York, Connecricut, Jersey areas (Ellenville M tn.). Area's EXCLUSIVE Wills Wing dealer/spc· cialist. Also all other major hrands, accessories. C:crtilicd school/instrnction. Teaching since !')79. Arc,1's most INEXPF.NSIVE prices/rcp:tirs. Excellcut secondary instrucrion ... if yon'vc finished a program and wish to continue. l'ly the mountain! ATOL tow· ing! T:111de111 Contacr Paul 516:J Searsville Rd, Pinc Bush, NY 125(,6, (9 Iii) 7/ili-3:$ I

NF.VADA ADVENTURE SPORTS Sierra tours our special ty - LJSHC:A certified school and rmings. Dealers for Pacific Airwavc, Wills Wing, UP, Airborne. Fly the Sierras with a l'ulJ .. scrvice shop. :3650·22. Research Way, Carson City, NV 8970(, (702) 8837070.

KITTY HAWK KITES INC Ages 8 ro 80. I.earn to hang at the world's hang gliding school located on the famous Outer Banks. l'arnily beach resort. Lessons taught 364 a year on Jockey's Ridge, the highest sand dunes on the e:isr coasr, where the Wright Brothers flrst flew. Beginner and advanced lesson Camps. T:111dc111 tow instruction. Demos and of btest gliders, used gliders, acccs .. snrics and pans. C::tll (919) li4 J .. IJ.124· or l-800-334-

IKAROS SPORT AVIATION NYC's only certified gliding & paragliding school. Also trikes, paramotors) acrochutcs, Hitralights, trainiug. Distributors for /\PRO, PERCJIE, FTNST & CHARI.Y. Dealer for almost MOYES prices. exclusive. 1'1111 service and equipment at The most friendly service in rhe area. (718) 77/.7000 phone/fox. SUS(~\;FJ !ANNA 1'1.ICI IT PARK Cooperstown, NY. Cerri/Jed lnstntction, Sales and Service for all major m:rnufacrnrers. liO acre park, 'j training hills, jeep rides, hunk house, camping, hot showers, <,OO' N\V ridge. We have the best facilities in N. New York state to teach you how ro fly. RD 2, Box 3/i 8A, Cooperstown, NY l 33)f,, (31 5) 86661 'i3. NORTI I CARO UNA COROLLA FI.IGl !T America's mnst ranr\cm flight instructor, reaches utilizing /\TO!. and Double Vision. Call or write for information Crcg De Wolf, Corolla Flight, PO Box I 021, Kirry l lawk NC 279/i<J. ('Jl 'J) 26 l ·6166

ATRT!lv!E ORECON Certified instructor cmph:t· sizing Safcry~l'rogrcss. New and classic trainers. Sales of hang gliding and paragliding equipment and accessories. Full service dealer for hang gliding. Most manufacturers represented and demos available. (5(J:l) 998-1270. PENNSYLVANIA MOUNTAIN TOP RECREATlON Certified insrruction, Pirtsburgh. (ii 12) 6')7-41i77. C'MON OUT AND PLAY! lv!OUNTAIN WINGS-·..-· Look under New York. TENNESSEE At Raccoon Mountain. Private Al.PINE LODGE rooms, bunkhouse, jacuzzi, pool. Work program. (615) 821-25-16 Chattanooga, Chuck or Shari. HAWK AIRSl'ORTS lNC: P.O. Box 9056, Knoxville, TN }7940-0056, (615) 93.3-9296. Ilang Gliding and Windsoks. LOOKOUT MOUNTAlN Fl.lCHT PARK~ Sec ad under Georgia. TEXAS A.A.S AUSTIN AIR SPORTS ~ Certified foor launch, row & tandem training. Sales/service AUSTIN, TEXAS S,evc llnrns, 171 Waterson, 7870:J, (512) li71i 1669. HOUSTON (713) 471 1-188. KITE ENTERl'RISFS lnstntction, sales, repairs, and foot launch. I )alias & North Texas area. Allen TX 75002. (21 Ii) }90·9090 anytime. I)ealcr, Pacific Airwave, Wills Wing.

HANC CIIDINC

s RED RIVER AIRCRAFT AUSTIN (512) li67 2529. FT. WORTH (817) 971 6')57. Q,dity service. '1 'cxas' instruction, leading PacAir Red River, Austin, TX '7875 I 3 I 08 hazier, l't. Worth TX 76110. Area's OLDEST Wills TOTAi. Al R SPORTS Wing dealer. C:crti!tcd instruction avc1ilable. "I only DF.AL with WILLS". 6:)5/i I .imcswnc, I lou.sron TX

WASlllNCTON AIRESCA!'E WINDSl'ORTS Importer for 1\irl)()rttc· Aero Tllg of' Australia. Co-importer for Airborne hang gl',clns. Importer /'or custom sail paraglidcrs of' France. /\cro tow clinics & tours.

Ccrtif'ied trike and paragliding instruction. I IC:&.PC/!Zai'ting trips, Salmon River Idaho. l !C&i'C/Coldcn BC. Dealer inquires welcome. (50')) 21i:l-li'J88, fox (\09) 2/i3-li'J35.

non. (713) 95Gc,11i1

WISCONSIN UTAH RFBEI. WINCS I !ANC Cl.ll)JNC ~ USHCi\ ccr tiCicd instrnction. Operations conducted at Battel' Ridge and Jedi Jump. Dealer for \JI', l'acAir, I ligh Energy, Ball, Ni\S. Mountain mms, service & repairs. Contact Mark Koowlden (80 I) 882-7012. SOUTHWIND l[ANG CLIDING INC. lJSI !Ci\ certified, tandem instntction. Beginneradvanccd, yc:mrnnd soaring, XC clinics. Dealer lcn: lJl', PacAir, Airborne, I ligh Fnergy, Ball, Brain lluckct. Call Bob Schick at (801) 359-60%.

R;\Vl'N Sl<Y SPORTS I JAN(; C:l.lD!Nc; AND PARACI.IDINC ---- Largest and most popular in the Midwest. Traditional curriculum, ridge soaring, motm-tain clinics, Dragonfly acrotowing & tandems l,y Brad l<tts!utcr. Sales/service/accessories liir all major brands. !'() Box IO l, Whitewater WI 5:1190 (Ii 14) li73-8800.

BEST 12" WIIFEI.S AVAII.J\BI.I'

Super tough, a tnllst li,r 1rainin1,, tandem flying. Builrin h11sltings. Only USA--huilt 12" wheel. $1i2.. 95, quantity discounts. lmmcdi;ltc delivery. J,ookout

Mountain, (800) G88-I.MFI'.

PARTS&. ACCESSORIES

Tl IF SOARINC CENTER l'ttll service hang ing & paragliding school. US! IC:A certified in.muction (year-round) at die nation's mosr consisi-<:ntly

soarablc site (minlltes away). New/JJSed gliders, equip-tncnt in stock. Blly!trade used gear. Airframe/sail repairs performed at foctory. Molttttain clinics, tandem, r:Hings, ICP's, rentals, seminars, pilot:-,

louuge/videos, near-by camping/motels. 12665 S. Minuteman Dr., Draper UT 8/i0/i2 (20 minutes Ii-om Salt Lake City). (80 I) 576-6/i60, fox (80 I) 57(, Gli82. MC/Visa accepted.

VULTURE GLIDERS Full service center near The Point of' the Mountain. Specializing in supcrio1 lJSI !CA instrnction to meet individn:tl needs. Sal"cty record is pcrfrct and 11nsurpasscd. Tancknt, repairs, rentals av,tilable. Dealer for C:C, PacAir, Ent, WW, B,t!I, Wingovcr. C:all Charlie (801) 254-GJ/il. WASATCH WINGS lJSI IC/\ cert died gliding school, dealers f,,r Wills Wing, Moyes and Pacific /\irwave. Flight operations at Point of rhc Mou111al11. Call /.ac (8() I) 27'/-I Oli2.

1\l.1. NJ,'.W lJI.TRA-l.lCl!T l.i\MBIF LID The lightest, most comfortable hang glider helmet. Aerodynamic, low turbnlcnce, low drag shape. II igb tech look. Finish is clear resin over the gold/black weave of' the snpn-strong carbon/kcvlar Olltcr shell. Open focc, only I oz., price $160. Integral fi,11 face version, only 17 oz,. $199 includes headset installation. Measme around head and from bottom of' earlobe over top to hot tom of' earlobe for custom fit. From the designer, Jack I .:11nbic, 8 I 60 Woodsboro, Anaheim Ci\ ')2807. Phone and fox (7lii) 779-1877.

BOLT-ON Wl !EELS Bcsr removable intermediate/advanced wheels. Sturdy, tollgh, G" diameter. \Von't pop off liascrube like snap-on's. Separate hub has hole for VC: string though it, rem:1ins 011 hasetubc. Removable wheel halves screw together using thumb screws. $')9/set, qnamity discounts. Immediate delivery. Lookollt Mountain Flighr l'ark, (800) 6881.MFP, (706) C398-'.l5/i I.

VIRGINIA

BLUE SI<Y Quality instruction, towing, sail/harltess repair. Dealer for Airwavc, Wills Wing, 1ligh Energy. Jl;,IJ and more. Call Steve Wendt at (l(l:l) iilU,557.

KITTY I IA WK KITES

Sec North Carolina.

CAMERA REV!OTE

20', Cits most cameras.

Sn~1ps on over existing shutter release. $1i5 (ask :1bout

Sll.VFR WINCS, IN<: Certified !tg/pg instruction and equipment sales. Proudly representing Pacilic Airwavc, Wills Wing, Scedwings & UP. (70:J) 5:13 I %5 Arlington Vi\.

MAY 199S

our introductory $IO rcb:lle). Tek !'light Products, Colebrook Stage, Winsted CT 0609B. (Camera llOt included.) BAR MITTS Will keep your hands from freezing! (Juick on/off control bar. _lusr put them on and velcro ai'tcr set-llp. Thick insulated, made of nylon fabric. Colors: red, black, yellow, dark blue, light hllle, pttrplc, or;tngc. $Ii 5. i\lso 3 loop tow release for $:30. Send check to: Diego I lernandcz, PO Box I :l280, Portland OR 9721 J-0280.

ifi

s C]assified advertising: new life :for your equipment and cash in your pocket. What a deal!

Your 1s by rnore than l 0,000 hang gliding enthusiasts. Advertise with us today. ";l(l l miles ... no tendinitis"

Larry Tudor, World XC Champion Conquer turbulence in comfort :rnd c:on/idcncc wearing SkyLifo XC gloves frarnring soft-drying deerskin and textured neoprene grip strips for safer launches :md more relaxed handling. S,M,l.,XI. $/i'l.95, XX!. $'i2.95, XXXL $'54.95. NJ residents add 6'){, rax. Shipping $2. 50. 331 Park Ave., Snite JI, Nutley NJ O'll I0. Tel (20 I) 667-0."\90.

CLEARANCE SALE PRICE

THE INCREDIBLE EARTALK - Jusr pm it in your car (no rnicro1,honc). Easy for sending our or Put PTT control piece on glove or harness transmit/adjust voice ..$93.45 includes shipping. !SA (7 I 8) T77 7000

New Ball M I 9E

$.357. (812) 288--7111. Kcntuckiana Soaring.

!JANG GLlDER CAMERA MOUNT Shown on 2-1/2" rnbc, $3').50 includes shipping. TEK Fl.JG] IT PRODUCTS, Colebrook Stage, Winsrcd CT 06098. (203) 37'J-1668 (Camera not included).

CLOUDBASE ULTRAMITTS A tww concept in hand mitts. Adj11su1ble/rcmovablc WRIST CUFFS make mitts air tight, prcvcnring hear loss. Open/dose AIR VENT at fingertips to rcmpernrurc. INSULATED wirb Polartcc /lcee<:, Thinsuhire, 1,,am and Packcloth. Sec-thrn MAP POCKETS. Easily vclcro removable from control bar. Prices: $35-$90. Dealers welcome. CLOUDBASF HARNESSESTraining harnesses, knee

KENTlJCK!ANA SOARING li25 Taggart Ave., Clarksville IN li7129. (812) 288:;111, fax (817.) 28/i Ii 115. MC/Visa gladly accepted.

SPFC[AI.! Avocer pilor watch $120., ancl get a FREE Airspeed 1ndicator.

cocoon,

Quality equipment since 19721 ( :loudbase/Chris Smith. RR 1 !lox 660, Rising bwn, Ccorgia 30738. (706) .l9S-3%1i.

lllGH PFRSPECT!VE WHEELS REAI. LIFE SAVERS! 12", light, tough. Fits all gliders. Send $37 1 $3.95 shipping per p:tir to Sport Aviation, PO Box 101, Mingoville PJ\ 16856. Ask :1bour our dealer prices.

deadline: May20 Trimble Pro model $705., comes with accessory kit ($225 value).

HANC CLll)INC

rnembersh· merchandise

1 We

(719)

gladly 10,CI !ANN FL i'ROCRAMMABLE MAXON SP 2550 - 5 watt radio with charger. Three progr:1mmahle frcquen, cics. D11rahlc, rugged, easy to use:. Nicad (typi, ctl IO hour). Pilors /II ch nice! Special Additional options availahle. Lookout Mountain Flight Park, (800) C,88,1.MI'I', ('70(,) ,l')8:J'j/i 1.

The world,class XC:R, 180 operates up to 3 hours Ciil 18,000 fr. and weighs only /ilb. ( :omplcte kit with cylinder, harness, regulator, cannula and remote on/off !lnwrnetcr, only $:)ii9.9'i.

SKYBOX MAXX I( you take yom fun seriously, get the Maxx. Save 199 llights·58,000 data points. Send a harogram to Mon1. Call evenings or use your

fax to "poll" ours. Above All, :\'797 NW Wisteria Way, Corvallis OR ')7Tl0. (50.3) 752,(,9/i7, fax (SO l) 7S2 8/ili9.

MINI VARIO

World's smallest, simplest vario! Clips to helmet or chinstrap. 200 hours on bat 1eries, (), 18,000 fi., fast response :rnd year warranty. Creat for paraglidi11g too. ONLY $169. Mallettcc, PO Box l'i75(,, Santa Ana Cl\, 92Tl5. ('71/i) ')(,{, .. \)AO. M( :/Visa accepted. NFW 111\MEX/\M No,Code Technician Test and Study Cuidc for the computer. Amateur radio license study guide and test in Apple MacIntosh or PC Windows The fastest and easiest way to prepare for the Technician Class

ALWAYS JUST A TOUCH AWAY Featuring a low profile PTT switch that "vekros" over your index or glove for hands,free radio operation. hcadsct conncction.s and instTllC! ion~. Two 1

styles available: standard kit for open,.foc:ed helmets and ftdl,foc:e hel111et Alinco, lc:om, Kenwood. M:ixon, Yacsu and radios. Provide style and radio make and model when ordering. C:all for dealer or send $92 +$5. 50 ship to: PCC:, PO Box 70:l I, Tacoma WA 981i07·00:l l. Ph/fox (206) ?.72··/i24'.l.

SPECIAL PURCHASE Maxon I w or Tekk 2w, I USI !CA channel $150. Uvex :trarnid fitll,facc helmet ! lb 5 oz $:JOO. Optional visor, headset. Smoke bombs, as low as $4. 'iO. Signal mirror $8. Jack,Thr·Rippcr

knik $1 S.

Silva

with rnoum $9'). Oxygen systems $250 $/iOO. I 11flatahle Acrofloats & hardware 10 fit your glider $995. PENDULUM AEROSPORTS, INC. 1,800, WE Fl Y XC

Amai-cur Radio License cxaminarion. Used hy insrruc rors, volunteer cx:unincrs and Jtnatcur radio clLJbs

nationwide. Cost $4/i. For more infonn:nion call: 800 YATFS,16.

QUIC:J< RFLFASI C:ARAll!NFR $49.95. Extra hall lock pin, $2').00. I 0,000 lbs., dealers welcome, patent Thermal 19/i:, J .. fi I Bnsincss Center Drive, Nn,rtllrnlr:e,CA 'JU2/i. (818) 701,798:l.

most popul:11

gliding

tinn, using world's strongest fiber. $299. quantity discounts. (800) 688,LMFP, (706) :398,35/i l.

V/\IUOS ~ Aircotec Piccolo

MAY 1995

used, /\ircotec Alibi $:HJO., (/i07) 753,0200

s lJSI !CJ\ i11srrucror Tom Sapienza, oC 1\inimc Oregon says, "/'11e /Fsted and rNommenrl Wind lid11iwr)I!" Dependable. Built to last. No l,attcrics required.

WlNl1 NJVISDRY AtR/WtND SPEED INDICATORS

Bl/SJNF.SS /\ND EMPLOYMENT OPPOR'J'lJNJ'J'IES WANTED Tatldetn illstrnctor pilot for nl'w water towing operation 111 Key West, Florida. (10'i) 2% 2'5'Jli.

HELP You LAUNCH & Fir SAFE! US! !Ci\ cntif'icd illstructors. WANTED lrnrnedi:1tc f'tt!I and part time positions. Year round instr11ction using the most advanced i-cchnology. Fxccllc,n salary opportunity. Srnd resume to Mi,ssion Soaring Center, 111(, Way, Mil11itas (11er;r S1111 Jose) Ci\ ')'j()l5. (108) fax (IJ08) 262U88.

IJJ\NC: GLIDING FOR BEGINNER PII.OTS by !'ere Cheney. Tl,,, 01'/'ici,t! lJSI IC;\ Training Manual, NOW IN ITS SECOND EDITION. Over

l'UBLJC:ATIONS & ORC:i\NIZ/\TJONS

With MOIJNTIN(; WIND ADVISORY BRACKET only $2/i.50, includes s/h. You save $2. 50. Sold scpar:ncly Indicator only $ I 5 +$2 s/h; Mounting bracket $8 +$2 s/h. Specify short or long bracket with yonr order. h,rcign orders add $7. item purchased. Send check or MO to Resources, PO Bnx 90(,/i, San Diego Ci\ ')2169. (61 ')) 270-9/i62. Satisfaction ( :uarantecd!

CALI. llSI IC;\ l,1rtll. l'ro111 rhe early .\'/,imnm· ro the 1m·scllt I fang Gliding. (71 ')) (,.lZ-8.300.

?60 pages, with 1not·e th:rn I(,() e:tsy·"to·urrdcrstand il\nstr:uions ,rnd photos. Yom library starts wirh this book! $2').')5 (plus $1.00 silt) Colorado residents add :l'X, tax. SF'.'-1llil'i\X/l'I !ONF TO \IS! IC;\ BOOI<S, l'.O. Box S300, Colorado Springs, CO 809\l-8:JOO, FAX (719) <,:,).6/il l'IIONF (71'J) 6:12-8.'300. VIS/\/MC accepted.

ATrim Haog Glidlog St:o",l

bv LARRY Fl.,ftMll"!<.r

DON'T C:ET CJ\llC:tJT 1./\Nll!NC DOWNWIND! 1,5 oz. ripstop UV treated, 'i'li" long w/ 1 I" thr<ut. Lolors f111orcsccnt 11ink/ycllow or f'luorcsccnt pink/white. $39.95 ( 1 $/i.00 S/11). Srncl to US\ I(;;\ Windsok, !'.( ). !lox 8:\00, ( :o\orado Springs, CO 80'):l:l-8:JOO, (71 ')) 6:l2 8:100, FAX (719) (,:32-(,li 17. VISA/MC :llcepted.

DOWNWIND i'rom the early days of' the 70's, to air of' Owen's V:t!lcy, DOWNWIND is with thrill and exhilar:niott of' cross country advrntmc. The perkct gif't f,,,. both pilots :111d non pilots. SJ li\RE Tl IE FXl'ERIFNCF. J\ true well rold. 1\v:til:tblc from US! IC:;\ I k:tdqu:trtcrs unly $10.'Vi (+$2 s/h). PO Box 8:JOO, Colorado S1irings CO 809:l:l. Vol 1 lssnc I, I IJ\NC CJ.IDER M1\C1\/INF S11m111c'!' 197/i. 80 pages pure nostalgia including 20 pages color photogr:tphy. Only Ii copies newsstand quality $')').'J'j t·:tch, } slighrly folded $'1'J.'J5 each. Call Jeff (liO(,) li!il,-2(, \7.

IJICHER THAN F.AGLES hy Maralys & Chris Wills. Tire lifr & times of' BOBBY WILLS, hang gliding legend. ]',xt1cn1<·rn:c the rriumplts and of' the Wills and the evolution of' Wills $J9.9'i hardcover (1$/i.OO S/11), sec preceding cl:tssified l,,r lJSJ IC/\ J\()()l(S ord,·ring inf,,. OHJCJ/\1. I i\i\ SECTIONAL And VFR Tcrrniual Arca Charts. All areas, current (up to date New Airspace Classif'ic,rtions). Sectional 1naps $7 each, Vi:!~ Terminal Arca Charts $Ii each. Acid ship ping and (Cal. residents only) tax. llealn prices. Airtime of' S.I'. (It 15) 759- 11 /7, fox (Ii 15) 7'i'J- I 182.

Our advertisers appreciate your and saw TffE flvll'ROVFll WINDT/\1.f<ER IV Uses an 11pgradcd outdoor sensor, surge protC'ction ;ind he1vy construction. Many new f'catmes. Sri\\ only $8'J'i. l.itck ('5(),l) li79-(,<,:l.l.

Gliding. BJ\C f'I' 1 If' you don't have your copy of Dennis l':rgen's PFRFORMANCF Fl.YING yet, :ivail:iblc through lJSI !C;\ l lcadquarrer.s P.<J.')5 (,$Ii .s&h).

HANC CLll)INC

Sl'FC:IJ\I. NFW I'll.OT EDITION I hng Clidi11g ?x Paragliding m;1g:1zit1l'. No\V av;1iL1hlc thro11gh \JS! IC:!\ I il'adqua11ns. $/i.<J'j each 1.'iO s/h. JnrormJtivL• ;ll'tic!c.<. and ]01\ of co\or throughout.

SO;\RJNc;

Mo111hl 1 111,1ga1.im· of' The Soaring

Socil'ty of" 1\nwric,1, Inc. Covers all aspect\ of so,iring

flight. hill 111c:1nbnship $/i'i. 1111,,. ki1 with s,1111pk copy $.l. SS1\, l'.U. Box F, I Iobhs, NM 882/i 1. ('iO'i)

V]])EOS & FILMS l'IRST Fl.IC! IT h,llows the action of ;t new pilo1'.<., first lesson. This video is :111 cntertai11i11g way to shmv your (ricnds and Lirnily how you actually learn to ily. I minutes, VI IS PO includes shipping (111t1y he IIJ!/'licd lo lesson pu/'/'/,r;sc 1). 1'v1 ISSION SOAR! NC C:FNTEIC 1 I 1Ci Wriglcr Way. Milpitas C:;\ ')5035. (/i08) :>f,:2 I O'i5 .

.l'JJ..11 l 'iO good, bad & uglv l.111di11gs. 1\ I C:1\N J;\N!) 111usi l,,r all studrnts, ar 11'111 the price ol· a d11w11tube 1 Send i.l'i 111011,·y order to: Jell Rey11olds, 1907. F Sl1c1nJ11 I )rive', l'l10rnix ;\/, 8'ill2.2.

TOWJNC

CANADIAN ROCKY MOUNTAIN HANG GLIDING VACATIONS l.akcCront accomrnoda1ion,-,, home cooked rnc;1Js, transportation, guide service, \varcrskiing, I Jobie (:ai. James & :'vL1ry Swa11slimg, Box 112, W,isa Ltkl' l\C Canada VOi\ 21<0. ((iO/i) /i22·3(,88 or fox ((10/i) li:U .i'i'i I.

CI.I\SS l·:TCI IINCS 1\ny size, gla.,s <H 111irrnr. "Picture your glidn on ;1 .... kylight or ceiling mirror!'' Rcni Originals U11li111i1cd, phone/fox ('Jll8) 2/i'i. 12 I 8.

NFW VlllFO RJ:11':i\SF l'J'J:l Sequatchie Valley 1·c.im Clulkngc, 2() minutes :fJ<J.lJS. Boh Crant Video l'rodmtio11s, /i.\7 llurhrnok !'lace, l.011do11 0111;1rio, Canada N'iW Ii ll'i. l'ho11e (51 ')) li'i:\.')<)(, 1.

ORllFR TIIF NEW l'J'J'i Mason tow release. SL'tld 10: Mark Mason, 12.\') ( :orrine, Idaho 1',tll., II l 8.lli02 (208) 'i2'J. JI O(,. M I llT TOWlN<, SYSTFM One year old, '.lOOO' spectr.1, ) paracl1ttll'.s, ll<aats, vehicle 0111io1"11. (} 1')) JliO.l. TOW I.J\lJNC:1 I SYSTEM

Trailer nrn,1111, high

speed recovery, adjusc1hlc 1no1m1, rcrnovah!v glider rack, .'itoragc hoxc:>, .)()()()' t- linL', /\s pro/c',<,,sional it gets .~J,7'i0. Call Mike (/Iii) (,li2 <J')}l.

.1,

UI.TR1\LINI. - .\/1(,' ')(,()!/ breaking strrngth, 7 It/ I000' .. \000' $ I O'i .,hipping i11cl11ded. Tl,e original lJl1rali11e Source Caj,111 I l:111g Clidi11g Cluh, 11 I) l<,:111 C:ink. I .,1fay,·11e I J\ /O'i08. (.\ I 8) ')8 I ·8.l/

NEW! l'OINT OF TIIE MOUNT by Ea'1 C:o,tst, hg/pg action ,11 thi., lJ1al1 mn:ca J;}'), 11!\NC CLIJ)JNC FXTRE!vlE & BORN TO FLY by 1\dve11ture Video, great hg action 55li.9'i each. I Ii\ W J\lli\N l'LYIN by Sp.1c,· 'J. soaring i11 SH. <:all or L1x lJSIIC:1\ ('/l'J) !i98\00, fax (ll'J) (d2 (,Ii I/, please +$Ii domestic s/h (, $'i for two or more video'>). (; IT,ll to imJHT\S your friend.'. or !(n those ,<.,ocknl in cLiys. Pnkn girt for the launch poLl\0 tttr1wd crn1eh pot.Ito. Also, .1.'.k us ahout our paragliding videos! "I !OW DU TRIJ<FS FLY)" Trike aerodynamics, pre/light, ground l1a11dli11g, ilight dcmo11srratio11, ks. son program:,

Red \Xlillg trikes, 2B minu1cs. 1(,'i Xavier

Send$)<) cht'ek to: Flctchn's Ultralights, 1\ve., Turlock Ctlil,irnia 'Vi.\8).

SlJMMFR I !IC} I No .s11pcr stars, loops m Owrns air. \OO'Yr, real prnpl,·, llyi11g real world co11di1io11s. lnspiratiotnl and hu1110rous. VI IS $28 includes ship· pi111;! !suss Camp, 1907 W Jo1tl's Cr. Rd., c;,. .1111s !'ass OR 'J7'iH1.

"Di\NCJNC WIT! I Tl IE I.ADY" W,11crrnlor art dt'pictl'cl 011 the front ol a white pre shru11k lkcl)'·T. Specify I.. Xl .. XXL. Short skevc $l'i, long sleeve $17. ;\dd $2. 'ii) per order shipping. Send check or 111011ey order to: Sky \Vear, 1'0 Box 'i/i/i, Si1,.11al !vlo1111tai11 TN .l7.l77. ((, I 'i) 88(,.(,,\') 1. I )ealcr inquiries wcl· come. LET Tl IF COVFRNMFNT l·IN,\NC:F Your small llllsi11es.s. ( :r,111ts/loaus to $'i00,000. hel' 1n:ord· ed message: (707) !i/i8.0270(1:Y-7).

TOW LINES MISCEI .I ,;\NEOUS

SPEC J'RJ\ I Joi low Braided ( :old St re1cl1ed 2000' m .lOOO' I Reel f\1r1 !! .

. .............. Price.

...... \Vcight

SJ>Cll7l0 ..................... l!i~/li .......... <211/IVl SPC:l\.')50 ................... I <,<!Iii ....... .... 211 IM Si'Cll 1'iOO ................... I N/li ....... .... <lii1/M SPC:B 2200 ................... 1701,. .. .... 51//ivl DJ\CRON I lollow Braided I !cat Set & Stretched l'iOO' I Reel ll( :c:B.(,50 ...... g,1 /1', ............. <511/M llC:C:Jl.'JOO ................... <J<i/1'1 .............. <811/M ll(CB· I 500 ................. JOOI,. .. ..... I 211/M DC:Cll 2000 .......... ...... 12, /Ii ........... 1111/M l'kase allow )... l weeks for delivery, fox orders to ll,1vid F. lk1dky. l\raidnl l'rod11cts Division, l'O !\ox 'J5, I lill1ow11 I'!\ 18')77. (215) 8;,7, 1%8, fox (2 I 5) 87J'i857

MJ\Y J99rj

"J\FRO!li\TICS" Full color 2Y'x 5 J" poster fra. 1mi11g John l lcill(:y doing what Ire docs llC'st,J.001'· INC: 1 1\v;1ilahlc through lJSI I<;;\ I IQ for just $6.'J'i (, :id.~0 s/lr). rill that void 011 yo11r wall' Send to l)Sl JC:;\ 1\erohatics Postn, PO llux 8.lOO, Colorado Springs C:() 80'!.l.l. (l!SJ\ & Canada only. Sony, posters arc NOT i\Vi\11.J\BI.F 011 i111erna1ioual orders.) SPECIJ\I. i\erohatic.s po.stn & Frie Ray111011d poster BOT! I l'OR 1, 10 ( 1$ l. SO s/h).

blue/white/purple artwork 011 hl.1ck, preshrunk l\eei'y· 'J'. Specil'y S,!vl,L,Xl.,XXI.. short sleeve $1 'i, long sleeve .\; I 7. i\dd $;( 'iO per order shipping. Sc11cl check or money order to: Sky Wc;1r, !'() llox 'i/i/i, Si1;11al Mou111ai11 TN .l/.l7/. ((, I 'i) 88(,.(d'J 1. Dealer inquires Wl'.lcomc.

ifi

T-Sl-llRT FOR SALE If you jusr can't w:rit ro wear rhis T, send $20 to: /\ncil Nance, (i()() SW 1Orh/5:lO, Portland OR 97205. 1OO'Yt, mt Ion, color (red hair, yellow background) design 011 white shirt. M-1.-XL (tell size).

AD DEADLINES All ad copy, instructions, changes, additions and cancellations must be received in writ .. i11g 1 l /7. months preceding the cover dare, i.e. October 20th ftll' the December issue. !'lease make checks payalile to US! ICA Classified Advcrrising Dept. 1 IANC (;l.ll)!NC MACA/.INF, P.O. Box 8300, Colorado Springs, CO 80'>33-8:lOO (l 19) 632 8:lOO or fax (719) 6'.l2-64 l with your Visa or Mastercard. STOLEN WINGS & THINGS VISION MARK JV 17 Last seen September 17th, 1')9/i off a NE Indiana country road. Black LF, rain· how sail. Bicycle h:111dgrips on dowmnbcs, holograph .. ic chrome rape 011 kingposr & rear keel. Rcrr:icrahle bridle w/srring .. rclease :mached to keel, liozo Audrey Fischer (:l 12) 2:,:3-503'7.

VJl)EOS BOOKS POSTERS APPAREL Call USHCA for your Mcrcha11dise mdcr form (719) 6'.$2-

SPORT 180 Stolen oil September 7.9rh, 1994, /'mm south of' MANASSAS VA (off Route 28). Light blue I .E, white/purple s;ril, has dark parches Oil left l.F. C:all Johll Mcl\llisrcr (703) 6(,2-8054.

8.'lOO.

DON'T LEAVE YOUR GROUND-IIOUN D EQUIPMENT SITTING IN THE GARAGE. SELL IT IN TIIF HANG Gl.lDJNG CLASSIFIEDS. Cl.ASSIFIFD ADVERTISING RATES Tl,c rnte for classified advertising is$. 50 per word (or group of characters) and $1.00 per word for hold or all caps. MINIM lJ MAD CHARGE $5.00. A fee o/' $15.00 is charged for each line art logo and $25.00 for each photo. LINEART & PHOTO SIZE NO I.ARGF.R THAN 1.7S" X 2.25" Please underline words to he in bold print. Special layouts of' rahs $25.00 per column inch.

•

JUST FLY has aquired the Hang Gliding and Paragliding Distribution rights to the Garmin 40, Finally an affordable GPS unit that works great for footlaunch pilots everywhere!

PLY AVIATION

V61.t111ULII

DRFAM 220, DREAM 185 & VARIOUS !JG EQlJI PMFNT Stolen along with car, 011 August 1st 1994, lot in TAI !OF CITY. The car was recovered August 61 h completely torched. The follow· ing have nor yet been recovered: 220 Dream, white sail, blue leading edge, Advcmurc Sports printed in large hlue lett('rs Oil the ulldcrsurErcc of the sail: 185 Dream green sail with black stripe; tracer pod, bl:ick with yellow, purple, alld green stripe; Ball Jv!-22 v:rrio; Jofo helmet with Yacsu headset custom PTT; Yaesu 4 11 radio; 4 PacAir apro11 harnesses - 3 red, 1 blue; a11d other eq11iprnenr too 11umero11s to rnc111io11 REWARD. Walt Harriso11 (91(,) 'i8}1:l17 or (;02) trn:J-7070.

TO ADVERTISERS Adventure Video ..................................... Ii Afro USA .............................................. 39 AirBornc ............................................... A8

Ainck ...................................................... 4 Alamogordo ........................................... 51 Arai Design ........................................... 34 Braunigcr. .............................................. 34 Flytcc ..................................................... 31 Hall Bros ............................................... li3 High Energy Sports ................................ .Ii High l.evel ............................................. 22 Jusr Fly ............................................ ...... (i2 l<entuckiana Soaring .............................. :38 Landing, 'T'he ......................................... 21 Lookout M tn. i:lighr Park ..................... 14 Mission Soaring .................................... .45 Moycs ...................................................... 9 NAS ................................................... 4,22 Pacific Airwavc ........................ Back Cover Secdwings ................... ,.......................... 42 Soaring Center ...................................... 38 Sport Aviation Publications ................... 38 Trekking USA ....................................... 34 USHC;A ............................. G,7,8,42,45,liG Wills Wing ....................................... 17,39

p to 20 hours operation up positions as waypoi and 20 reversible with up to 30 waypoints each. 111lnternal antenna for superior signal reception and reliability •Weighs less than 10 ounces WITH batteries @Weatherproof ... DE:.. aler Inquiries Welcome

SPECIAL INTRODUCTORY PRICE Includes an instructional Navigation Pago video made just for hang glider and paraglider rJilots

HJ\NC GLllllNC

I 995 ~y Dan Johnson MINN. With this issue of Hang "Product Lines" celebrates its 16th n"iirt:h,tli:iv and enl~ers year no. ·17 ! bc1ck :i start in May of J 9·;9, I can scarcely bc!lieve U1i:_c; column }1as emdured so loner. 'l'hanks for your ] oyiJ 1 reacforsh:i p ! ••• a l, ;0 to be column rtumber 15 0 'L'he firs L of "Product Li.nes," were found in whicli publisbed . By 1986 i i1ppeared since 1989 in IIang to Bill Allen, 13T.

PAUL,

twist on t.lle tlleme is L:o news and info, hence stray from that. When A lJ en decided to the column, he called for replacements. Since none cum0:, forward, adapt.eel for Who} e Air. ~;o, t.hanks, Bi 11 ! Well, enough this ... on wi t.h product news. ••• I news on Ball Vario' s Ml9e elecLronic flight deck. Little did I know BaJl staffers would attend an open house at USHGA' s l:lle board ot directors rn,,c,,__ a_c,y. Whi] e I'm s i l l awaitinq a loaner further here, Mark me a brief review instrument. Sure, J know a number of U12,3c0 are on the rnal'ke t, and most appec1r to be r·eplacements for such as my Ball c3eck. Once':: state-of--the-arl:_ but now obsolete, my L:rusty 6'-i2 bulkier, heavier, costJ ier, and Jess durabJ than thci new devices. I' usc~d the Flytec and toyed with the Afro and Davron dE)cks. WiU1 the sirni1ar and Pico1o, lots have luscious number of choiccc:E:: and thal:' s good. may see:>m , but here's clistincU.on: Bal1 is :made in the USA. Ba11 Var i_o' Mark expresi~(::d [rust.ration at in Europc,an sale.s due to Live tarifts . The U.S. do(c:S not :i cil:i~ens when U1ey (you!) seJ a European-made deck, so l:.he ng field isn't .level. 'l'hose naugbl:y Europ2an L:arifb:; make th<,, Ball more:> L:hat it ought to be. ••• Fortuna l:cily, you can buy any brand you want wj_thout c:ir,:j fici a the home, the JVJ19e can keep up with at only it ,; hi ghly Jots than the buy a Ba] ·1 , you' ne not you care about such device from a company that has Jong with geur. ••• l\ you more abcm t tbe Ml9c, and how my evaJ ual:ion. ••• In a related story, Ba] 1 will ::::oon yet another t.err·i coo] exampl of techno1oqy al: work for qlider and paruqJ ider I ot::;. A MAY 1995

total info source, their new not-yet-released unit has what ' s ca 11 ed GPS interface, L:ha you ink it to a GPS uni l. and l: more airborne info to monitor a cross country than you ever imacJined BaLl s juc,t info, so you']] hear more about i soon. ••• Tn Lhe meanU.me, you L: corn:d.dcr diver with a mos GPS available GW CW shows a cn?ative up the l\mericcin distribul: ion to tlie Garmin GPS 40. 'T'}1e hand-held model 40 disb or ways: and (2) GW has $375, c1 tw_ice that for my Trimble for the 'l'rimbJe' s aviation database, tbe Garmin !LO does more ... lots more. GW' a loaner, so when you read about the Bal] M19e, you' l also hear my l:boughtc3 on the Garmin. ••• Tho al one :;,hould convince, you but. i can't hurl: l:o know fea.tures three rnain screens: ( 1) the page" wr1ich r-;hows, among other , your compass , track in decrrees, coordina Le } ocation, albtude, the temperature and time; (2) the "moving :map page" which rc,cords your movemenl:s as a tack plot: whi nc,arby U; U1at you can tJ-JC, page" which destinatjon on a user-:marked waty:i;~o:ints goals, and in permanc"nt storacre. 'I'be Garmin also l: up to 3 0 nl:.s alonq your route to accurate.Ly your path. l\dd to all that battery life of 20 hours (my 'T'rj mble can barely mak.e 6 hours) , anc~ can't f:j crure why you ' not Just . More on tJ--1is wonderful future "PL." ••• Dennis l?agen can help assure you use your M19e or Garmin !LO Late.st book, called the:> "Hang Manual. " , you' re already a sky crod, but you think you can't learn any more, watch out! Pagen' s lucid sty] e can surely help you become evc:,n beLter, and his knowlc)dqe is respect.eel by top aLI over the world. ••• a bi l: of rn,ws about Gn?en 1'eam nc,c-1-"~v--c,Y,h,-,~, Gerry Charlebois' s nc:>W Hawaiian Based on towed , Gerry wil ,;i that: offer tows to beauti can't be reached any othe:>r way for l:hose:> hordes of Hawaiian l:ourists. Now you'vE" got way to do so without t.be t1dssle;:-; of brj your own glider and hi up ,,orne mountain you've fl.own. ••• Wow! Oul:.taroomforthe 50t:h Urne. :;o, qot:nrccws Semel 'Ecm to: il Don:,E l: Rd, S . Paul or i i to 6J?,/4'-i0-0930. THANKS! 1

Kl.fl=-

;Si

a SCREW THE HYPE. FLY THE KITE ~ If you 're as s ick as we are abou t the endl ess claims f rom other han~ gliding manufacture rs t hat t heir lates t gimmic k is the per formance breakthrol!gh of t he cent ur y , tes t f ly an Airwave Kl assic. You just might prove chem ~rong . Join t he team. For a t est flight or more infoi;(Dation on the Klass tc or other Pacific A1rwave produc-ts , contac t your loca l dealer .

CARVING A FUTURE THROUGH Tl--l E AIR

Pac,f!c Airwave Inc. P.O.Bot ~381 Sal i nas CalHornJa 93912 (108)122-2299 i'ax(I08)758- 3210