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

There is A

(USPS 017-970-20 - ISSN 0895-433.x)

16 The 1995 U.S. Hang Gliding Nationals

by Rich Williams and Davis Straub USHGA's big meec of the year is a big success at now-famous Chdan, Washington.

24 The 1995 World Hang Gliding Championships by Nelson Howe Tomas Suchanek becomes World Champion for che third cime in a row afrer a nail-bicing finish in Ager, Spain.

40 The 1995 Hobbs Tow Jam ~y Mark Mocho Higb-volcage soaring over New Mexico's flatlands. A sidebar on Steve Refsell, a young pilot co watch om for.

48 Wake Vortices! by Juan Cruz Lurking behind every aircrafr is some really scary air.

Columns

Departments

Exec's Corner, by Phil Bachman ............. 10

Airmail .......................................................4

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

Update........................................................ 6

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

Calendar of Events ................................... 11

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

Ratings .................................................... .56 Classified Advertising ..............................51 Index to Advertisers ................................. 61

J t i __)-_r NOVEMBER 1995

Air Mail NAME IN Dear Edi tor, There are a lot of ways to get your name printed in this magazine. Setting a world record or winning a Regionals is almost a sure bet. Writing an article or acquiring a rating are definite guarantees. Less pleasurable is an honorable mention in the accidents column. tlowever, I am glad to say I have found a new way that is a whole lot easier. Just kick in a fr,w bucks in support of the Women's World ']earn, and C.J. will get you down in black and white! Good luck with your fund-raiser and your flying ladies! John Moody Conroe, TX

There are a lot of ways get your name printed this magazine. Setting world or Regionals is almost a bet. Howeve,; I am to say I have found a way that is a whole easier. Just kick in a bucks in support Women'!; World Team and will get you down in black and white!" 11

SAVE Dear Editor, Recently I had the opporrunity to work with some very entertaining and professional hang glider pilots at an airshow in Hutchinson, Minnesota. Unforrunatdy, the ceiling was too low during the first hour of the airsbow for our regular aerobatic performers to fly, but tbe hang glider pilots saved the day by doing 45 minutes of demonstrations for the crowd, which thoroughly enjoyed it. Thanks to Bill Cummings, Dave Gibson, Craig Austin, Doug Johnson and .Jeff Breirzmann from the

Minneapolis and Dulmh areas for ing us out. Joe Dooley (The Flying Irishman) Dooley Airshows, Inc. Hutchinson, MN

Dear Editor, Once again, great cover and spread photos in the September, I issue. However, all the pilots and senger were wearing bicycling lleactgccar!

WINTER '95-96. Schedule as much time as you can be1ween Christmas and February 28th. Five days, a week or lwo, or a month. Based in Valle de Bravo. Hang 0-5, radio required, hang gliders provided, paraglider pilots welcome. Base rate $1 00 per day, discounts for longer stays. Rate will include: lodging, glider and transportation while in Mexico. Call Jeff Hunt-ph/fax [512) 467-2529.

MEXICO SKYS with RED RIVER AIRCRAFT 4811 Red River St., Austin TX 78 751 . e-mail: rrajeff@aol.com HANG GLIDING

This docs not offer much protection in the event of an accident, especially in our sport where liead injuries arc common. I was especially alarmed by the young pilot's headgear; better judgment should be shown. hir the sake of your family, friends and all of us in the sport, do all you can to protect your melon. David Swift, San Diego

Dear Editor, Sonic letters about landing technique have stated that you have more comrol during a landing approach if you fly from the basetube. I disagree. The reason these pilots have this impression is rkn they never learned ro fly the glider from the downtubes. Piloting a glider from the dow11tubcs

takes practice, and does not feel natural when you first attempt it. But with prac·· tice and time 1 guarantee that you will foe] safer on final. However, you will not be a cool, styling dude; you'll just be another dangling dude. Some excuses for being cool are enter.. taini ng. My favorite is: "You have more strength, more power from the basctube. You need this to ger out of your last turn." If you need that much strength to get out of your last turn, you have no business flying that glider. 1 also like the "what if" rebuttal: "What if you have been flying around for five hours and your arms arc tired. Man, you need all the strength you can muster for the landing." We as hang glider pilots need to march our flying skills to the conditions in which we fly. Restrict yourself to cm, .. ditions in which you can perform your approach and landing from the uprights.

Dear Editor, Just a brief note to thank you and the USHCA for your help in tracking down Hang Gliding According to P/ei[fer. As a result of my letter, which you kindly published, two people offered me a copy of the book and I now have one (through a generous guy named Geoff Loyns in Redwood Cicy, CA). I now also have two new flying acquaintances in the States, both of whom offered advice if I ever visit with my glider. I really appreciate the friendly and helpful attitude of the USIIGA and its members. David Lewry England

Seth Foerster

I""

tow operator before use. The plans sell for $39.95 (plus 3.50 S&H). Contact: Appropriate Engineering, 971 Fisherman's Cove, Seneca, SC 29672 (803) 885-0949.

MAINE SOARING

Mernbers of the Maine Soaring Association sponsored their first··ever hang gliding and paragliding booth during a recent airshow at Brunswick Naval Air Station, Brunswick, Maine. It was such a great success that Lieutenant Jeff West, the officer in charge of the Community Exposition hanger, announced that he: would like them to come back next year. With all the positive feedback, including tons of smiles on the little faces of future: pilots (and their parents), the club has decided to definitely return next year. Jim Richardson tried to get permission to do a towing demonstration but was refused, so, with a year to prepare for the next event he is asking fellow hang glider and paraglider pilots for advice as to how to go about it. Pictured arc participating MSA members (left to right): James and Susan Richardson (happily married on August 26!); Larry Barnes (Maine Soaring Assn. President) with daughter Christina; and Bob 'TU Fly Anything" Chapman with daughter Katherine. The photo was taken by Debbie Barnes. Dave Engles and Norm and Theresa Stevens also made special appearances, and special thanks go to John Martin for providing a harness, the USHGA for their

help and support, and Rod Mitchel (Eagles' Wings Hang Gliding) for encouragement and moral support.

Pilots can now build Appropriate Engineering's Price.. Buster Payout Winch for under $300. Designed for truck, trai] .. er or boat towing, anyone can now afford to build their own payom winch. The newly revised plans offer step-by··stcp instructions, dozens of illustrations and a complete parts list. All parts arc readily available. The easy-to .. read instructions let even inexperienced mechanics build a qualiLy payout winch, ready for checkout by a qualified tow operator. · rhe 70-page manual also includes construction details for building tow bri .. dies, line recovery parachute systems, glider nose release: systems, glider racks, flota .. tion systems and line tension measurement equipment. It includes a computer program as well as graphs for calculating drum capacity. A section compares several types of towlines while a final section outlines some towing operation basics. The Payout Winch Construction Plans explain how to build most of the hardware accessories necessary to platform tow. The manual emphasizes the need for checkout and training by a professional

Mark Nicolet who has been doing platform towing at Ashtabula County Airport in northeast Ohio for the past sev·" era! years, and having a fair amount of success with numerous X-C flights as well as some general fon flying is trying to get more serious by promoting an aerotow operation. With a couple of potential locations in the works and plans to purchase a MoyesBailey tug, his group of tow.. heads is looking for interested parties who would like to participate in such an adventure. For more information call one of the following: Mark Nicolet (216) 466-7784, Felipe Amuntegui (216) 751-0347, or Dave Farkas (216) 734-9271. Felipe and Dave can be e-mailed at: ttt36I@clevelandfreenet.edu or ee261 @clevelandfreenet. edu respectively.

MT.

FLY-IN

T'he Third Annual Mt. Nebo, Arkansas End of Summer Fun F!y.. In came and went over the August 25-27 weekend and was quite possibly the best one yet. The first day is usually kind of slow, with visiting pilots trickling in as the day goes on, bur Dana Dow from the Chattanooga area was there bright and early. He was here for the flying last year and had such a good time he came back for more. Friday turned out to be the best flying day of the weekend, and early launcher Phil Morgan got off and away for a nice 48-miler. Steve McKibbon from Georgia and I got up and hung around the mountain in the abundant lift for more than two hours. The lift diminished later in the day to a light wonder wind, so 'fony Middleton and Bill Scroggins stepped off for some extended air hoggin'. Saturday is usually the big day, and HANC Cl.lDINC

Update

plenty of wuffos along with the local media showed up to ask all the old questions. The weather cooperated - sort of. A group of pilots from Texas arrived, as well as Maarten Versteeg, originally from the Netherlands. Wild Bill Scroggins took an early sledder, and lacer in the day the wind gods anointed local pilot Walter "G-Man" Jordan as the chosen one, allowing him to climb to 6,200' AGL and float around for a couple of hours. Everyone else seemed to be in plummet mode; no other pilots found much lifr and several had to land in the alternate LZ and hike out of the dust-bowl conditions back there. Late in che afternoon local paragliding gurus Larry Haney and Tappi D ixon performed flawless launches and enjoyed smooth rides to the LZ. The state park on Nebo had allowed us to use the enclosed pavilion to sec up a "glider museum," and we had several old wings on display there. I had displayed my old 510-E and decided to fly it chis day, so I loaned my RamAir to Jim Kerns. Once again the wind gods favored the first pilot. Jim got a save over the LZ and climbed out to 6,800' AGL, then went for a nice 15-mile X-C flight. I was seco nd off and was soon kicking up the dust in the back LZ . The dust bowl had several visitors chat day, with just a few making it to the regular LZ. In the afternoon, James Linscome, Mark Stump, Mark Poustinchian and Mr. McK.ibbon again got up for some thermal air. Pouscinchian managed co climb to over 8,000' AGL and flirted with a cloud for a while. On Monday the Fly-In was over, but Phil Morgan and visiting pilot Rex Lisle blasted off to set a new site record of 85 miles, flying west into Oklahoma. The flights lasted five hours with gains to 8,000' AGL. They landed a few miles southwest of Heavener, site of one of the first Nationals. Everyone had a mighty good time, and we hope that next year more pilots, friends and families will come to our Flyln. It's always the weekend before Labor D ay, and some of our visitors stay through the week to attend the event at Mc. Magazine over the Labor Day weekend. -

submitted by Dave Dunning

NOVEMBER 1995

STATEMENT OF OWNERSHIP , MANAGEMENT AND CIRCULATION (Act of August 12, 1970 : Section 3685, Title 39 , United States Code.) 1. Title of publication: HANG GLIDING a) Publication No. 0895433 2. Date of filing : September 15, 1995 3. Frequency of issue: Monthly, Jan. - Dec. a) No. of issues published annually: 12 b) Annual subscription price: $35.00 4. Location of known office of publication: 559 E. Pikes Peak Ave. Suite 101 , Colorado Springs, CO 80903-3657 (Maili ng Address : P.O. Box 1330, Colorado Springs, CO 809011330) 5. Location of the headquarters or general business offices of the publishers: 559 E. Pikes Peak Ave . Suite 101 , Colorado Springs, CO 80903 (Mailing Address : P.O. Box 1330, Colorado Springs, CO 80901-1330) 6. Names and addresses of publisher, editor, and managing editor: Publisher: United States Hang Gliding Assn , Inc. , 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903 (Mailing Address: P.O. Box 1330, Colorado Springs, CO 80901-1330). Editor and managing editor: Gil Dodgen , 6950 Aragon Cir. #6, Buena Park, CA 90620. 7. Owner: United States Hang Gliding Assn , Inc. , P.O. Box 1330, Colorado Springs , CO 80901-1330 . Its Officers are: Bill Bryden , President, 1924 W. Highland Ln. , Columbus, IN 47201 ; Jim Zeise!, Vice President, 13154 County Road 140, Salida, CO 81201 ; Russ Locke , Secretary , 868 S . Mary Ave. , Sunnyvale , CA 94087 ; Dan Johnson , Treasurer, 8 Dorset, St. Paul , MN 55118. 8. Known bondholder, mortgagees, and other security holders owning or holding 1% or more of total amounts of bonds, mortgages or other securities : none. 9. The purpose, function, and nonprofit status of this organization and the exempt status for Federal income ta x purposes: (1) Has not changed during preceding 12 months. 10. Extent and nature of circulation : (A) Total No. copies printed : 10,624 av.Imo. preceding 12 mo. ; 10,190 for Vol. 25, Issue 8. (B1 ) Paid circulation through dealers and carriers, street vendors and counter sales: 1,772 av.Imo . preceding 12 mo .; 1,713 for Vol. 25, Issue 8. (B2) Paid circulation , mail subscriptions : 8,230 av.Imo. preceding 12 mo.; 8,042 for Vol. 25, Issue 8. (C) Total paid circulation: 10,002, av.Imo. preceding 12 mo. ; 9,755 lor Vol. 25, Issue 8. (D) Free distribution by mail : 140 av.Imo. preceding 12 mo .; 96 for Vol . 25, Issue 8. (E) Free distribution outside the ma il: 40 av .Imo . preced ing 12 mo. ; 25 for Vo l. 25 , Issue 8. (F) Total free distribution: 180 av.Imo. preceding 12 mo.; 121 for Vol. 25, Issue 8. (G) Total distribution: 10,182 av.Imo. preceding 12 mo. ; 9,876 for Vol. 25, Issue 8. (H1 ) Office use , left-over, unaccounted , spoiled after pri nting : 120 av.Imo. precedi ng 12 mo .; 80 for Vol. 25, Issue 8. (H2) Returns from news agents: 322 av.Imo. preceding 12 mo.; 234 for Vol. 25, Issue 8. (I) Total : 10,624 av .Imo . preceding 12 mo. ; 10,190 for Vol. 25, Issue 8. Percent paid and/or requested circulation: 98% av.Imo. preceding 12 mo.; 98% for Vo l. 25 , Issue 8.

Steve Wertheimer: I flew farther thap mr. buddy all summer Aong. I thin'k it's the angent. ::: •

•

You'll find Tangents here... 'l' Chris Arai, 94 & 95 US National Champion

John Pendry, 95 British National Champion 6 TFCs in the top IO at the 95 US Nationals Gibbo # I pl~s 3 more ,Ws in the top 5·v 1 the EC Challenge elson Howe # I plus 3 more TFCs ke top 4 spots at the obbs Tow Jam

I certify that the statements mad e by me above are correct and complete. Signed by : Jeff Elgart, Manager, Director of Circulation , 9/19/95.

Please r ush me _ __

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C.,ONG~ATULATION'::::,r

XCFeatures

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Jqqs u. '::::,, NATIONAL C.,t-lAMPION.

Ann th u

t A Waiver

by Phil Bachman> lJS1iGA Executive Director elow is a copy of a letter being sent to all members who have had concerns about signing the USHGA Release, Waiver and Assumption of Risk Agreement as part of their membership renewal. 'fhe point has been made to me, which I agree with, that the membership should have been given the opportunity to sec the Agreement: and have their ques, tions addressed prior to its requirement for membership renewal. I will take the hit on that one. I hadn't been on the job long enough to be able to predict the strong feelings it caused in some of the members. When I was briefed on the program, it made so much sense to me that l did not consider it would generate some consternation. In hindsight, we should have published a thorough explanation of the waiver program, such as the lengthy article and explanation by 'l'im Herr which appeared in the September issue, prior to irnplcmenting the waiver. Demonstrated once again, hindsight is always l 00%J.

ask questions. 'This was an oversight that should he corrected. ft is very importam to USHGA that its membership understand the importance of this program to the foture of the USHGA, as well as the actual wording of

the Agreement. The USTIGJ\ office has received a total of approximately 40 written comrnents to date, both supporting and critiquing the waiver since its implementation. The waiver has also generated comments on the Internet hang gliding mailing list. In an effort to respond to those members' concerns, the wording in certain parts of the Agreement will be reviewed and revised by USHGA legal counsel and the Board of Directors at the foll meeting. After these clarifications have been made, it will take a period of time before the revised forms can be distrib-Uled. As a result, the deadline for requiring the signed UST IGA Release, Waiver and Assumption of Risk Agreement for new or renewed membership ha,, been extend-ed by the Board of Directors. Memberships will be renewed through March 31, 1996 for those members who have requested renewal but have not signed the USHGJ\ Release, Waiver and Assumption of Risk J\grecmen t for whatever reason. Afrcr that date, if a signed Release, Waiver and J\ssumption of Risk Agreernent has not been received and placed on file by USHGJ\, the balance of that member's dues will be refunded and the membership discontinued. Any member input or comments on the USHGA Release, Waiver and J\ssumption of Risk Agreement should be in writing and addressed to the USHGA Board of Directors at P.O. Box 1330, Colorado Springs, CO 8090 l.

September, 1995 Dear USHGA Member: At the spring 1993 meeting, the USHGJ\ Board of Directors agreed ro adopt a standard waiver to be made parr of every application for initial or renewal membership. At the spring 1995 meeting the wording for the USHGA Release, Waiver and Assumption of Risk Agreement was approved. Approximately GO days later the form was ready for use and the USl1GA waiver program was implemented. Prior to its implementation, the actual wording of the agreemem had not been published so that members could familiarize themselves with it and

HANC GilDINC

Calendar of events items WILL NOT be listed if only tentative. Please illclude exact information date, contact name ;1nd phone number). !rems should be received no later than six weeks prior to the event. We request two months lead time for regional and nmiotlal meets.

UNTIL DEC. I: 1995 Region 9 XC Contest. Recognizes the longest flights flown in the Region. Three class cs: Rookie, 60.milc and Open. entry fee. C:omacr: Pete Lehmann (412) 661 3474 (before 9:00 PM), fox 3136. NOV. 4·7: Instructor Clinic. Call for details. NOV. 11: /,aunch cir '""'"A.,_,,.x Clinic. NOV. 28: Almchute C'Jinic. Comae!: Mission Soaring Center, l 116 Wrigley Way, Milpitas, CA 95035 (near San Jose) (408) 262-1055, f;ix (408) 262, 1388. NOV. 25-26: hmrth Annual Ji1rkey Day Ffy.fn, Lake Elsinore, CA. Speed gliding, spot landing and duration. $IO entry

gliding

includes awards, prizes and potluck bar· bec:ue Saturday night. Come demo the latest gliders. Contact: Bruce Carr (71/i) 472-6227 or John Kerry (714) 897· 9076 for info.

DEC. TO MARCH: Covemador Valadares, HG and PG/lying. The best X-C: sire in South America. $50/day includes accommoda1 ions, transporration, retrieval and guide. Organized tours from the lJ .S. Contact: Ramy Yancu, (415) %4 8326.

DEC. Ii, 1996: 1996 l!riy Austntlian Nationals (ream tow meet). Registration and pracricc Dec. 27. Enuy $1 50 Australian before Nov., $165 after. Minimum frrnr paid entries per team. Camera required, CPS pcrmiued. Contact: 19% I lay Nationals, Western Victorian Hang Gliding Club, Meg Bailey, RMB 236B, 'l1·awalla 3373, Australia, ph./fax (11-53-492·845. Include address, phone.

JAN 5-14, 1996: I996 Bogong Cup, Northeast Victoria, Australia. Sites include Mt. Emu, 'fowonga Cap and Mt. Buffalo. 120 pilots max. Entry $160 Australian. Pilots a place through their PIRS ranking must submit rion fee no later than Oct. 31, 199'5. Contact: Bogong Cup, l:O. Box 308, Bright 3'711, Ausrrali:1, tel. 61 I 503.

JAN. 26-l<EB. 10, 1996: Fi/ih Womr:n'.1 World !fang Gliding Championships, Bright, Victoria, Australia. Contact: Ian Jarman, tel. 61.69.472.888. 8-14, 1996: V?HGSmeet, ,,11.1,u:11.,1,dc Sos, !)ranees, SJHtin. Contact: lei. 32 fax 34·3568-2903.

Nevada, 34 58 488560, fax ",/1.'\X .. ,'.JXX JUNE 23-29, 1996: V(lffCr'S meet, l'rectm!Jtta, Central SJJt!in. Contacr: tel./fax 31-20-36221

latest teaching methods l:lnr,rn,.11:,n in the country's most oum-1ov-srnio training and test Troubleshooting oe>rn,nn to soar

I to Ill

.. and much more! Send cash or check to: SPORT AVIATION PUBLICATIONS POBox101 Mingoville, PA '16656 Please rush me the books below: u H. Gliding Training Manual. $29.95 Performance Flying . $29.95 IJ H. Gliding Flying Skills . . $9.95 u Understanding the Sky. $19.95 u Paragliding Flight. . . $19.95 n Powered Ultralight Flying. $11.95 o Pow. UL Training Course . $9.95 Save 10% order two or more books Save 20% order five or more books Total amount for all books $.

NOVEMBFR I 9%

(please continue here) $ Total for all books Postage and handling . . $2.50 Add $1.00 for Perf. Flying and H. G. Training Manual.

Overseas airmail if desired . ($6/book - $12 for P. Flying and H.G. Training Manual) TOTAL ENCLOSED SEND TO (please print) NAME. ADDRESS. CITY, STATE . COUNTRY/ZIP

Performance Flying Gliding Flying Skills Understanding the 9.95 Paragliding Flight 9.95 Powered Ultralight Flying • Powered UI. Training Course -

I I PO Box 101, Mingoville, PA 16856

Accident Reports

rb by Luen Miller, [JSHGA Accident Review Chairman CROSS-COUNTRY FATALITY Pilot:

Robert McKenzie

Age: Site:

37 (?)

X--C landing field near ldyllwild, California August 27, 1995 Date: Glider: Wills Wing RamAir 154 Bell open-face Helmet: Experience: Advanced rating, 5 years, 500 hours, flying cross-country for three years Neck, face Injuries:

Event: The pilot launched from the "E" launch at Lake Elsinore around noon. Flying cast in strong thermal conditions, he followed a highway into rough, "scary'' terrain with a minimal number oflanding fields. At about 37 miles, aft:cr working down low, he faced a landing in a tight LZ. On his downwind leg, during a turn onto base or final, he clipped a tree, spun around 270 degrees, stalled and foll 25 foet to sloping ground below. He hit and splintered a fence post with his head. The pilot was attended to within one minute of impact. He was found with his feet still in his unzipped pod harness. He apparently died within seconds of impact of a broken neck. There were no other injuries except for superficial facial abrasions.

ANALYSIS A critic1l factor in this event is that this pilot followed a route that was generally shunned by other pilots because of the lack of'landing options. He was reportedly fol .. lowing another more experienced pilot through the area.

·12

"That was a direction we gave up on a long time ago," said one witness, "because it's such a long glide over a real bad area. h is a long, long way across that v;illey." T'he landing zone is known as "a solid Bang IV landing" when approached from the direction Bob used. "'This is due to the likelihood of turbulence in the I Z, the slope of the LZ, and the fence and tree obstacles in the LZ. Other Hang IV pilots who have landed there say it is easy to fly down the whole LZ to land in the last l 00 feet in the northwest corner. 'rl1c final is sloping down into a fence, a ditch, and into the lee side oflarge trees. This was probably the approach Bob was initially trying to achieve." The landing field contained a hill known as a notoriously strong thermal generator, and it was at the base of this mound that the accident occurred. The pilot might have been dumped or turned by turbulence at a critical point in his approach. [n addition, strong winds aloft were reported by one witness (60 mph ground speed indicated on a GPS unit while flying downwind at best glide). This leads to the possibility of gradient rotor or other turbulence, since winds were reported to be very light at ground level. Several fellow pilots think that Bob might have spotted the barbed wire fence during his approach, and altered his path to avoid it. In doing so, they speculate that he probably kept his eye on the fence during his approach and may have never seen the tree that he hit. What had been a good approach into a close LZ became a marginal one. "Bob was confident up to the last second. He was calm and cool right into his approach. I was talking ro him on the

radio." While the immediate causes of this accident seem simple, the prevention of similar events in the future will not be. In my opinion this accident is the result of a number of factors. First, the pilot was making a crosscountry flight. As soon as a pilot leaves the home site, with its more familiar terrain, weather and landing zone, the chances of a mishap increase. This applies to even the best pilots. Said one reporter, "Bob was known for being a safe, conservative, and technically competent cross-country pilot. He was in excellent physical and mental condition. He was a smart, clearheaded and practical pilot. Bob's flying goals and attitudes were that of a mature cross-country pilot. Be lived to fly and flew safely to live. His loss to the hang gliding community is both tragic and scary. His death confronts us with the fact that safe pilots can die." Pilots flying cross -count:ry should always remind themselves that they arc engaging in one of the most advanced, dangerous activities in hang gliding. Crosscountry flights can be accomplished safely if the correct preparations arc made. Have you made them? Do you have the right equipment and supporting ground crew? Conservative procedures regarding minimum altitudes AGL versus available landing zones (plural[) should always be followed. Do you always follow them? Even if you do, never forget that extra caution is always necessary. No matter how much cross-country flying you do, it will never become a low-risk undertaking. Other factors in this accident arc the current limitations in glider technology and the current preference for prone flight. This is the second consecutive pilot to be killed while flying cross-country. This is also the second consecutive pilot who was killed because he clipped a tree. Pilots will continue to clip trees, because they will continue to make decisions that turn out to be wrong. Despite the best training and endless exhortations, pilots will continue to be human. Their judgement of the landing zone from the air will be imperfect, or the wind direction will tum our to be different from what they anticipated, or they will get dumped by turbulence at the last minute, Hi\NC CLIDINC

and they won't have enough time or room to folly correct for their earlier decisions. l believe that our current equipmem makes the consequences of such wrong decisions too severe. I would like to sec increased attention 10 the development of new equipment for hang gliding. This is yet a11od1cr pilot who very possibly would have lived if he had absorbed the impact with his feet, legs or hips. One new supinc/suprnne hang gliding harness has been promoted rbis year. [ believe more will follow. Exciting ideas arc being tested in paragliding harnesses, such as shock-absorbing backplates or airbags. Such devices ,ire inherently easier to work with in supine or suprone harnesses. I pre diet these developmcms will cross over ro our sport, or be developed specifically for hang gliding. In addition, this is yet another pilot who apparently would have greatly benefited from some sort of'glidc-spoiling device (flaps, spoilers, kcel-rnoumed drogue chute). Such energy-killing devices, found on almost all typesof aircrafr except hang gliders, would have greatly shoncned his glide into the LZ. Such a device probably would have allowed him to center the LZ without having to use the type of extended approach he did. T encourage glider manufocturcrs to test their gliders with the only such device now available, the keel-mounted drogue chute, to answer questions regarding their cHcct on glider stability and structural imegriry. [ have never flown supine or supronc. I have never used a keel-mounted drogue chute. I do think it is time to look into their application on a much broader scale. l also think that the attitude of the average pilot would change dramatically if even one top-rated competition pilot were to use cirhcr of those devices. l~or the present, I can only continue to strongly recommend to stay we!! dear of all obstacles while flying. ·rhis victim should not be confosed with the wellknown Crestline Instructor, Rob McKenzie.)

Pilot:

Kevin Wolfe 40

NOVFMBIR I CJ9S

Site: Date:

Glider: llelmet:

Mt. Sentinel, Missoula, Montana September 14, 1995 Secdwings Sensor 610 ( 1 50?) Unknown 12 years, dose to 1,000 hours, Advanced Instructor Head, neck, face, chest, back

Event: In calm conditions an advanced pilot took an evening flight. At abom 300 to 400 feet AGI. he entered a steep dive and performed two wingovers. He hit the ground while diving out of the second wingover. He died of multiple injuries.

lowing the flrst high-C maneuver. Regardless, rhe fact remains that acrobatics arc dangerous. They bccornc expo· ncmially more so the closer to the ground they arc performed. The dub rules stated that no acrobatics were to be done below 1,000 feet AGL, protocol which was clearly broken in this incident. Such rules make sense for the safety of' the pilot and spectators. Tn this case, the rule also helped preserve the Aying site, which was in jeopardy because of this incident. I;rom the standpoint of safety, the best recommendation concerning aero-batics is not to do them.

There arc many questions regarding this incident. There are indications from his friends and fellow pilots that this accident may have had a psychological co111ponenr. The pilot was not known as an aerobatic pilot. ]-le reportedly had begun working on a radical, "reckless" landing approach in the weeks immediately preceding rhc accident. The approach consist·· ed of· a wingover, transitioning into a dive onto final approach. One witness said he felt that rhe second wingovcr might have ended in a hammer-· head stall, followed by rhc dive. Other wit-· ncsscs simply saw two wingovers. Anotbcr witness raised the possibility of loss of control following the first wingover. The maneuver reportedly had almost no upward componcm, and had an extremely tight turn radius. The witness fdt it was possible d1ar the pilot might have been lightheaded or disoriented fol-

OlOO'vZ'li l UP.W"'

Ask

Recall the explanation of how lift is cm· ated shown in Figure 1. This is not a complete picture. Imagine chat you are being shown how someone runs, and all you arc shown about running is Figure 2. Is that the entire picture? Of course not. All the figure shows is what happens when a foot contacts the ground. It doesn't show leg muscles, calves, joints, hips or tendons. How about leverage produced by the legs or balance provided by the torso? Just as Figure 2 is incomplete in its explanation of running, so Figure 1 is incomplete in its explanation of why a wing produces lifr.

• wWi

USING

© copyright 1995 by or a number of years I have had con· versa Lions with many pilots about the creation oflift by a wing and why it happens. These conversations, with pilots including Joe Greblo and Rob McKenzie, convinced me that an article on this topic was needed. Rob assisted greatly in producing this piece, which is written for the technically challenged (like me). ff you want a more technical approach you should go to 1he library.

We're often told that the crca1ion of lift by an aircraft is primarily due ro the Bernoulli principle (Figure I). 'That's how the vast majority of us explain how lift is created. Actually, lift isn't made that way; it's made more efficiently that way. Quite simply, the primary producer of\ift is deflection. Most of us have known 1his in the back of our minds since we were kids. Remember how you used to "hand glide" as your parents drove down the road? ff you held your hand out the window and kept your fingers parallel to the wind, nothing would happen, but if you raised your fingers slightly your hand would be forced up, and if you lowered your fingers your hand would go down. The more you raised or lowered the "angle of anack" of

W. Meadows

your fingers, the more forcefully your hand was pushed up or down, until that critical angle of attack was reached where your arm was almost ripped off. What was causing that? Predominantly, fr was the deflection of the wind as it struck your hand. Sir Isaac Newton put it best when he said that every action has an equal and opposite reaction. A\ the air hits the underside of your hand and pushes it upward, your hand also deflects the air downward. In the case of an airfoil, we can sec that as a wing "attacks" the air at a given angle, the air is deflected downward at a given angle and the wing is deflected upward (also at a given angle). Once the wing exceeds a critical angle of attack, it's being deflected rearward as much as upward and stops flying. (f n the case of a hang glider, because of twist, the tips continue to fly long after the root has stopped flying, so the leverage of the tips, which are behind the CG, forces the root back down to a flying angle of attack.) This is not to say that the Bernoulli principle is bunk! Bernoulli isn't the main producer oflift, but he is the king efficiem lift. My goal in this article is to make the production oflift by your wing a concept you can easily relate to. I know there will be some tech heads who will want to spar over this, but that's okay. Just remember GecDub's motto: Keep it simple!

The best way to understand these principles is to use your imagination. Visualize a piece of plywood falling through the air. ff we dropped it from a 1O·-story building on an absolutely calm day, and were able to keep it·s edge straight into the relative wind (straight down) as it fell, it wouldn't produce any lift. In reality, it's unlikely that we could keep the edge pointed into the relative wind during the entire trip to the ground. One side or the other would eventually see more relative wind, and the plywood might start to flip or dart around. Depending on the exact shape and weight distribution, the plywood might Hip end over end 1m1il it hit the ground, or ir might stabilize and move relatively horizontally. There arc innumerable possibili-ties. Suppose we could shape our plywood any way we wanted (while still keeping it flat), and weight it appropriately. ff we could control the center of\ifr (or deflection) we could get it to glide through the air instead of falling. Consider a sheet of paper. If we drop it from shoulder height what happens? It may float away from us or flip end over end a few times. However, if we fold the sheet into a paper airplane it has the proper shape and weight distribution to be a wing. As we learned when we were kids, nor al\ shapes make a good paper airplane. You can now probably see that almost anything can be made to fly if it is given the proper shape and weight distribution. By doing this we can control rhe angle at HANC GIIDINC

when you add more weight. If a wing nor· mally has to affect "x" amount of air in one second to fly, then when we increase the gross weight it will have to affixt "x" plus more in that one second ro at the same angle of attack. Tel affect this extra air it will have to fly farther in that one second (i.e., faster).

Figure 1 which it moves through the relative wind (the angle of ,mack) and thus control how it deflects the air. Although we can make a piece of paper or plywood fly, it will not necessarily do so dl1ciendy. or course, the paper or wood must have a positive angle of attack to create lift, and as a byproduct it experiences rhc Bernoulli effoct even though it is nor a conventional airfoil. (A proper airl<)il will produce lifr much more efficiently.)

Figure 2

We arc: told that an airfoil prodnces only a third oftl1c lift on the underside, the other two thirds being produced on the top. That means that for every cubic meter of air that is being frirccd downward by the undersurface of the wing, two cubic meters arc pulled downward from the acceleration of the air over the top. We arc also told tl1at ground effect begins at one hal Cwingspan above the gro1111d. '] 'hat means that we arc normally affecting the air five meters below the wing on a 1(). meter (33-fi:mt) wingspan glider. That aho means that a I0-mcter wingspan glider that is moving at 10 meters per second mph or 33 Cps) will affect the air d1rougli 1 vertical meters (live meters below and 10 meters above), IO meters wide (for wingspan) and 10 meters long in one sec· ond (i:igure That's 1,500 rnbic meters per second! Knowing that at sea level and 59° none cnbic meter of air weighs 2.7 pounds, we can sec that we arc supported by over 4,000 pounds or two TONS of air NovLMlllR ·19<J'i

as wc pass through it every second. Since our average gross weight is probably around 250 pounds, you can sec how it takes an incredible amount of air to sup· pon us. ft is much more than what you normally sec pictured in Figure 1.

In reality, there arc many factors that alh:ct the amount of air disturbed hy dif forcm wings. Docs a more efficient, high-speed wing of the same span affect less air than its less eC/Jcient, low-speed counter· part? Keep in mind that a faster wing will affect more air in one second than the same sized slower wing. Also remember that over a period of one second any wing design, with a given gross weight and angle of attack, will ha/Je 10 affect a given amount of air to fly. \Xlhen we raise the gross weight of this same wing at the same angle of attack, it will have to affect (deflect) more air during that same one sec· oml to continue to fly. This is why all speeds at which a wing flies arc higher

Nothing. Knowing this doesn't change anything about the way your glider flies; it just helps you better understand how lifi: is produced. If you look at things that fly with this new knowledge in mind, you'll sec that evcryrhing makes more sense like ailerons on airplanes. We're told that moving an aileron downward makes that wing produce more lifr and while the other wing moves downward because its aileron has moved upward, creating less lifr. Why not think about how the ailerons deflect the air? The same thing applies to the elevator on a conventional aircraft. When the elevator moves downward, the tail moves upward. It's deflection! lfyou think about it you'll start noticing more things that the concept of the ddkction or air applies to. Have Cun, and KEEP TT SJMPI ,E!

Figure 3

Competition

by Rich Williams and Davis Straub

Top-placing pilots (left to right): Claire Pagen, Chris Arai, Tammy Burcar, Tomas Suchanek, Lany Tudor, Kari Castle, Jim Lee. Photo by Rich Williams.

em e ri es of great flying stick w ith pil o ts fo r a long rime. Finally Rich and Lionel Space were persuaded by the pleas of num ero us co mpetition pilots who flew in Chelan in '85 and '86 to bring the Nationals back there. These pilots know chat Chelan offers great fl adand flying with regularly visible, smooth and sufficiently large thermals, friendly and ubiquito us lan ding fields if the need should arise, and no requirements for oxygen because of the 2,000'-3 ,000' elevation of the wheat fields east of the Butte. O f course, the face chat Chelan Butte is an

easy, 10-minme, two-wheel-drive from the resort cown of Chelan at the southeast end of Lake Chelan, makes for a more pleasant scay while not flying than some ocher not-soreson-like flying spots. It's always a good idea co put your driver in a pleasant mood. We'd be less than candid if we cold you that the weather was the best ic could have been this year at the U.S. Naes. T he best that can be said is char the conditions were of the variery chat separate the goats from che sheep. And a lot of us sheep (or is ic goats?) didn't get nearly as far as we had just namrally assumed we wo uld.

Just before the Naes, Washington state's USHGA affiliate, the Cloud Base Country Club, held their annual Chelan Cross Country Classic. Do we have co tel1 you that the weather during the Classic was more than one could hope for? Just one example: On the fourth day of the meet, scud covered the sky dome from horizon co horizon until about 2:30 pm when everything suddenly opened up and a north/south cloud street form ed just on the east side of the Columbia Ri ver Gorge co the east of the Butte. A dozen pilots (out of 65) made it l 00 miles accoss the border. A paraglider pilot (paraglider pilots were equal

H ANG GLI DING

Cf.N7ER TOP: Gliderr Jet up qn la1111ch. LEFT: Tomas Suclw1ek al gof1l 011 tiny one. ABOVE· Trigg Hoffouerlookmg the Columbilt Riuer and "the flats.· Photos by Ju.ch \Vi/Iiams.

partici(Xlnt.S in the mccr) made it :\cross the

such a turtlOUt were the 1990 Dinosaur and

border firs,, and John Pitt, the evemu,J wioner of ,he Cl,,;sic. tlcw 136 miles. The U.S. Nars were: cimed co allow for che U.S. World Team pilots ,o come back from ,he Worlds dm wecc being held io Spain and

1993 J..alce\•iew mccrs. Chelan Butt< may look big, bur put 120 pilots on top and chings can gee crowded. Sugar lt Lakeview and the ridge ac Dinosaur can easily ac:oommodace this number of pilot> wjchour any speLial provisions. To keep order dunng law1ches a< che Bunc, Gregg Lawless, Mecc Direccor, aud RanJy Adam,, Safery Director, decided on an ordered launch procedure to be used chtoughour ,he niece. fa·ery da.y eadi pilor ~:as given a launch Ol\lt:r nu1nbcr (random within seven group, that rotated) and each piloc had ro either bunch whco his

con1pe,e. This mcanr that the Nars ,verc pushed ba.c.k from the pnmc rime for 111ec1:. iri

Chelan. One hundred cwcncy pilor,; signed up early 10 p:a.rtic1patc 1n che Natiol'1:tls. confirming Rich's belief chac a lo, of pilots w.um:<l ,o fly in Chelan and felt comfortable with che conditions. The only recent Nationals co have NO\IEJl,IBfR 199 5

or hc:r number ca1ne up or decline rhe laun\h and go ro the back of the Jiae. Much moaning and groaning larer. i, turned out ro be an absolutely brWianr deci,ion. Everybody go, a fuir chance ro ger off the hill no marctr rhe conditions. and the ren .. ~ion ti:vd, rrlacive ro geuing ready ro launch, was reduced by orders of magnitude compared ro other c:ompericions. Every day someone ia chc hundreds pushed rhe launch, and every day pilot, had 10 choose whc,her to risk iL no,v or wait~• long rime. An1a1.ingly. it worked. The Meet Direciors abo had ro pm up with 17

and away from goo!). He is able to get in me abundant lift under the clouds and use it to wock against ,he wind and get ro goal in three hours. Dave n1akes it there in a litdc over four, as chey arc che only pilots co make ii back. Wayne l..euth is the highest-placing local that day ar sixth place and Claire Pagen comes in 1cmh, way ahead of her husband.

DAY1WO, TASK TWO

Tri,x Hof{rhermali11g over ktunch befor< ihe lrumch wittdo,u opens. Phow by Rid1 \V,//;am.s. the Chelan Bun:e free•A)•er policy. This is an elaborate document thai basically states rhac frcc flyers gee ro Ay here duriog competitions too. They arc asked 10 be considerate of the needs of the competition pilotS, buc they can launch from any of the launches as long as they rcspccr chc push rules. Chelan Butcc is public propcn:y and the srace of Washington requires char it be open to the entire public.

DAY ONE, TASK ONE,JULY 22ND

me life in Chelan? Making the wrnpoim at Sims prcscnrs the field wi1h another difficult situation as ,he sourlrwcst winds are building and the cumic:s are co che aorth, away from goal. Most pilo!S go down a few miles west of Sims. The top compccicors Ry in die same conditions but gc:r farcher, making ir back past Mannsfidd, 20 miles eas1 of che Butte - dtat is, all of chc top compecicors but Tomas Suchanek and Dave Sbarp. Tomas spies che line of clouds to the north. and heads ,here (quartering the wind

It's still windy on day two, coming ouc of the southwesc only scronger. Only it's hard to tdl chis on the Butte or from the weather forecas1, so a task of Farmer, Leahy (an iotersec:cion eight miles north of Sims) and goal at Coulee Cit)• Airpon (40 miles to the soudieast of chc Sucre) is called. Thete is plenty of life, but the winds rurn out co be ,•ery cliHlculr to pcnctrarc. The firsc pilo,s across the gorge head wesc toward the firsc Waterville road, not wishing rn chance going against me wind and across ihe Columbia River at the same cime a, an altirude of only 7,000 feet. The top pilo1s who "ill la<er make ,he Farmex rumpoint rake rhar tisk and are able 10 beat tl1e headwind. Once pilotS arc on che Aa<S it becomes a scruggle, a.s chc plcnciful thermals carcy them coward Leahy aad ro 8,000', but they have co glide sourbwesc back towatd Farm« agains1 a 20 mph wind. Only eight pilots arc able to make Farmer and ger a blessed ride downwind in good conditions to Leahy. Once there chey are able to climb to 11,000' under the only

A 67-mile rask is called by the Task Committee: Rich, Lione.l, Gccgg and Randy. The first rumpoint is Farmer. a t'\-\lo-silo scm~ landmack by Highway 2, 15 miles southeast of the Bu,te. Next comes Sims Corner, a

furmhousc ac the east e.nd of Highway 172, ;l 3 miles due east of the Bucre, just before Baoks lake. Goo! is the Chelan Airport, six miles to che norch of the Butte on the wes1 side of the Columbia. Condicions are moderately good with plen• cy of cumies and a southwest flow. A large dark cloud Forms near Farcncr, shading much of the area, and a quarcec of the fidd doesn't gee any farther. ·rhe winds arc scrong enough to make pcne1rating to Farmer illj1 and pilotS are grateful to be able co drift with ,he lift coward Sil'ns after getting around the turnpoinc. One of che authors glided from 9,000 feet at the power lines on the east lip of che Gorge, around Fanner, and happil)• picked up • traC<Ot devil at 500 ft.et, three miles notth.casc of Farmer. (sn't it great tha, you can sec

US. Nnti,mnl Chnmpwn, Chris Arai. Photo by Ulrich Grill.

HANG GLIDING

clouds or the day. After they make Leahy it is a final upwind glide, bm no one makes goal. Five pilots (Mark Bcnnetr, Jim Lee, 'fomas Suchanek, I ,arry 1iJdor and Chris Arai) land within two· tenths of a mile of each other. 'J\nnmy Burcar, Steve Lee and Dieter Goerke also got ro enjoy the downwind leg or this task, Days one and two turn out to be good days for cross-country flying, but not good days for doing tasks against the wind, The original plan by the meet organizers was to have out· and-return or triangle tasks, The 1994 Women's Worlds at Chelan established the model for this type of meeL This plan is melting fast as wind conditions prove too difficult to overcome. The problem is that permission for 120 pilots to land ar various possible go;i]s was in many instances not obtained before the mecL. This requires 11 bit of' scrambling on the pan of the directors and organizers.

The 'fask Committee gives up and calls a straight-line task to Wilbur Airport 58 miles east of Chelan, past Banks Lake, past Hartline and Almira, Of course, the day turns out to be light and vari:ib]c, Jusr ;1s the flrst Lmnchcs hcgin, ;1 shelf of high gray scud comes over the Bmre and continues on to the flats as far as Mansfield, The flrst pilots om on course struggle at: fost to stay up, but soon flnd that there is plentiful light lifr below the cumics that con tinuc to form under the gray dome five miles to the cast of the gorge, Within half an honr the gray goes away and the lift intensifies, The day turns into a downwind race in strong lifr, The meet format i ncludcs a clock start, with the clock situated two miles cast of the Butte launch at Chelan Falls State Park on the west edge of the Columbia River. Pilots can hang around the Butte until they arc high enough and conditions arc good enough, When they arc ready they /ly our to photo· graph the 10() .. foor clock whose minute hand is moved every five minutes, The photo gives the pilot his or her start time. While a number of the pilots who srart early on this third day do well, it is the pilots who wait until the st1n returns who gel the best times to goal. A group of the top pilots hang at the Butte for an hour watching each other before they head out late on course. Racing is emphasized, Pilots need to climh fast and race between thermals if rhcy want ro average 27 mph, as the winner, Steve Cilmour from Austr;ilia, docs. NOVEMBER 1995

Sixty-nine pilots make goal and arc pretty

proud of themselves until they sec three paraglidcr pilots ;ilso come over the finish line. Nothing like a bag wing doing well to make a hang glider pilot foci more human, Chris Arai, Tomas St1chanck, Nelson Howe and Paul Robinson all complete the task in less than two hours and 11 minutes, Everyone wonders why we didn't set the task at Reardon, 100 miles to the cast of the Butte, and rhc longest straight-line task or rhc '9/i Women's Worlds, What, can't we do as well as those international women competitors? Maybe, maybe not.

Winds our of the southwest again, but the forecast is unclear before launch, A rask is called that includes our nemesis, Farmer, but later the cask is recalled (before we launch) ro Sims Corner and back fO the Chelan Airport. Nobody makes it back. Lifr is light and requires that pilots srick with whatever they can srny in, There is high scud with mixed cumics that don't produce nearly as well as the day before, Only eight pilots arc able to make the Sims rurnpoint and head back toward MannsftekL Tnnmy Burcar wins rhc day, just edging 0111 'fo1ms by ] ,2 miles, Originally Tomas was scored the win· ncr, bur he argued persuasively that Tammy had beaten hirn. The scorekeepers checked their records and sure enough they had misread Tc>mas's European-style seven in his Ion· gitude/latitude report. lcimas was to win the Good Sportsman's Award for such behavior.

Prom down at meet headquarters at the WcstView Motel in Lakeside we can all see char it is blown out on top, 'fhe cumics arc just ripping by. The forecast is for ltO mph somhwcst winds and warnings to RV's on 190 ro get off the road or risk being blown over.

Hoping to get hack on track, the Task Committee calls Wilbur again as the goaL Strong winds ar the Butte up the Columbia River gorge from the southwest make for exciting launches ar the Green Monster launch, One of the authors has cleared a new launch below the current one and right next ro rhe Green Monster itself This provides for

cleaner air in windy conditions, Pilots continually hang our in front of the Butte (southwest side) and try 10 ride any thermals that break through the ridge lifr over the back to an altitude high enough to cross the gorge and gcr up on the flats, 'fhis proves quite difficult, as few pilots can get above 5,000 feet, and it ofrcn rnkcs move than an hour before you can leave and get your photo as you scream downwind, 'fomas is off early and plays with the mixed ridge lift and thermals in front, He climbs up above everyone and then goes out to spiral down below everyone, before climbing up through them once again. The pilots on launch arc amazed, delighted and disgusted all at the same time, How ~an this guy do this? Some pilots leave rhc Butte ro soar on rhe cast side of the gorge in farnham Canyon and work their way up on rhc flats, l ,i1t is very dir ficult to find in the windy conditions, and only 20 pilots are able to make it as far as Mannsficlcl 20 miles, With only the really good pilots !cit, 12 make it to goal. 'fomas is first in an hour and 53 minutes (Lister rhan on day three when it was light and variable), Steve Gilmour, who seems to like this downwind racing to Wilbur, Jim Lee, Chris Arai and 'l:umny Burcar round out the top five finishers that day, With a strong west /low and broken to weak thermals, the pilots who do well stay in whatever lift they can find and ride it downwind.

Do we have to tell you the wind direction and speed on day seven? Yup, our of tbc southwest, and strong, although not as strong as the day before, ln a big flush cycle happens ar one point and almost all the pilots hanging out at launch level on the southwest side of the Butte end up in Chelan hills Park, including Jim I ,cc and K:iri Castle. 'They get back up for a relaunch just in rime, The task is to Coulee Ciry Airpon, and again, no one makes it, Pleuty of pilots soar Farnham ( :anyon, slowly working themselves back up to get over the lip of the gorge and out onto the flats, Some pilots land just at the lip and have a retrieval wirh no roads. Nelson Ilowc is able to work against the wind by getting in rhc cloud street thar comes our of the southwest, Climbing in the lifi: and then heading down the cloud street into the wind, he is able to work himself far enough south for a nm at Coulee City ro end up 28 miles short, bur the winner for the day. Dennis Pagen, Dieter Goerke, Mike Barber 19

and Gerry Pasavcnto round out the top five for this, another difficult flying day.

60)

61) 62) 63) 64)

Slade Kennett Dennis Cavarnaro Don Sebastion

65)

Conditions are much improved. Now the wind is 1520 mph out of the northwest, corning right down the lake. lt is plenty strong but smooth, and we regulars at Chelan don't mind this at all. Unfortunately, the meet directors feel that it is too strong for anyone flushed to the rotor side of the mountain and having to land at Chelan Falls Park, so the day is called. Those of us who launch ger w 5,000 feet over the Butte, and head out for a fine downwind cross-country flight and a landing in 20mph winds out on the flats.

66) 67)

Dave Sharp Nelson Howe John Greynald Dennis Pagcn

68)

John Pitt Steve Lee

Torn Johns Clrnrlcs lla11gbman 2387.2

2233.4 2210.0

WRAP UP When all is said and done, there was still a lot of flying that took place during the Nationals -- a lot more than at most of the and other 450-point competitions this year the top pilots showed why they are just that. The rest of us got to spend some extra time in the warm waters of the Lake. We met in the high school gym for the final ceremonies the afternoon of day eight, and there was thankfully enough food for all, in spite of the fact that the organizers didn't know when the festivities would begin until the last moment because of the launch conditions. 'rhe final results for all 120 pilots are listed below. Congratulations go to Tomas Suchanek, the overall winner, Chris Arai, the U.S. Champion, "fammy Burcar, the U.S. Women's Champion and sixth overall, and 'lorn Johns, the highest-placing local pilot.

2102.8 2058,4

Rcto Mike Daily Steve Arndt Davis Straub Terry Presley

Rob Kells Richard Bnnon Dave Sahl Russ Gclfan Pan! Robinson Brnce llarmakian Jose Percyrn Jamcs Zcisct Nathan Whelchel Teddy Hasenfus Allison Bamnhcfncr

James Yowm Ken Muscio Tl) Rita Ro,~ahcjyi 72) Dave Little 73) 74) 75) 76) 77) 78) John Kerry 79) Paul Gallegher 80) Jules Gilpatrick 81) Bill Bmnetr 82) Samantha Moore Driver 8.3) 84) 85) 86) 87) 88) 69) 70)

89) 90) 91)

92) 93)

1997.9 1990.7 1990.1 1970.0

94) 95) 96) 97) 98) 99)

100) 101)

102) 103) 101) 105)

106)

107) 108) 109) JJO) l 11) 112)

IB)

114) Mike Lella 115) Bob Ncwbrook 116) 117)

Disclaimer: Each flight is different. Although there are unsubstantiated reports of increased glider performance white wearing a HES T-shirt, Energy Sports cannot guarentee your flight performance will improve ... but it may. (Send us your story of inflight improvement.)

HANC CLIDINC

8th

Pacific Ail'wave

9th 10th

T'heir best flight suit to Dave Sharp A custom Lambie Lid to Dave Sharp A pair of Smith's great bar mitts to .John

Grcynald Afro care of Ikaros awarded $500, $400 and $300 respectively off their top,,of·the-Une Cumulus 3 or

rguably, tbc weather throughout the 1995 competition season was the nmsr trying in years. 'The U.S. llang Gliding Nationals at Chelan was no exception, and yet our best pilots came through again. was the level oC support our manufric:turcrs Unarguable, and dealers came through with for all the pilots at this Nationals. Wben we contacted the manufacturers rhose who us pe1to1:m::mc;e and in cotnfrJrr and and whose dollars support this publication nearly all insisted on hclpi.ng this event. Prom the generous folks at Lookout Mountain Park in the East to the incredibly supin the we donations portive crew at Wills aplenty to slather a great number o[ the 120+ in gifrs, and to award rhe top finishers with substantive in ,iddition to their trophies. 'The trophies themselves deserve mention. They were designed and produced Austin and feature a gliding scene at Chelan into a acrylic disk mounted on a walnm stand very '!'here were 22 in all: top JO overall top ('Thrnrny Burc.ir took rwo home top female and sixth overall), and trophies for sportsrnanship and best by a rookie. Pesavento walked away with the Best Rookie trophy and a $ l ,000 credit toward a Moyes 'fhe coveted Sporrsmanship trophy after much groveland by some went to a gentleman no doubt did not seek it, which is the In the thankfo! absence o[ heroic which frequently tbe Sportsman, rhe selection committee evaluated other issues and the answer became dear. 'J'his pilot was inadvertently scored too higb on one and asked to have it corrected. By most accounts he is also a fair pilot. It was' fon1,1s Suchanek. .He was awarded a model 3020 vario comtesy ofFlytec. list of' The top finishers won awards as noted here. A donations fr11lnws. lst

2nd 3rd 4th

5th

6th 7th

Mo11ntain

An EDS .l 80 oxygen system to Ibmas

Micropanel 3 flight decks to the top three fi11ishers in both the men's and women's divisions. Also presented at the awards ccre"" mony, rnndomly, were a Digifly model VL ] 00 vario/flight deck courtesy of Digifly and Wills Wing and a great PDA reserve courtesy ofNAS/Colorado Hang uu,cuu;,,. We gratefi.illy thank and appreciate the support of all the spon-

sors: certificates Afro USA e/o lkaros Avocet Two great Adventure Vid,~o Five oC Paul's famous videos Arai $400 discount on Chris's incredible "fongent Flight Computer Ball Vario 500/(J discount on their new Graphics Comp Flight

A pair of Chris Smith's great bar mitts A complete Modd 3020 flight deck A great pair of Darnnhot Gear bar mitts Four airspeed indicators with mounts Hall Brothers Heatseekers A fine pair of toasty bar mitts by Robin Connor A cm~pk ~Jf ~ktty'.s ;,1eat attach,~ bags of C.W. s hnest 1 s 'rhe famous Lid, one custom lay"·up Lambie Lookout Mountain One great Brauniger AV Classic vario/deck Litek One Model E vario with airspeed, classic sound One complete EDS J 80 oxygen system, Pat's Mountain

finest $1,000 toward purchase of a Moyes Glider, dedicated to rookie NAS/Colorado HG Their finest PDA reserve chute Pacific Airwave Their best flight PacAir hats, X-C gear "Fly Like You Mean It" Klassic T-shirts (a buneh) Jim Seed's great P'f'J' finger switch/headset assembly :Soaring Center Sunglasses and T-shirts Pivc great pairs of Teva sport sandals Simple 'Iek An assortment of hang gliding stationary T'v~'. always wanted One complete (all the stuff) Flightmate lHmble .N,rv1g:at1cm

Pm GPS

Suchanek WJlls

A Z-4 harness to Chris Arai A Flightrnatc Pro GPS to Jim Lee Lookout Mountain A Brnuniger AV Classic: vario ro

50%> off their new deck to Mark Bennen Wills A LARA paraclmte with swivel to 'T\m1my

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World Meet

The 1995World

by Nelson Howe ix miles from goal, and 250 feet directly above Tomas Suchanek, Manfred Ruhmer leaves his thermal and goes on final glide coward goal. After 10 days of comperirion Suchanek and Ruhmer are tied: each has 8,382 points. The first ro cross rhe finish line will be the World Champion. Suchanek sees Ruhmer go, checks his calculations, and knows he is roo low ro follow. Suchanek is the reigning rwo-time World Champion. Watching Ruhmer gliding roward goal, he knows he will nor be crowned king a third time. Suchanek is not the only World Champion about ro Jose his tide. The American team, which won the '93 Championships on their home turf in the Owens Valley, California, has not had a good meet. They are currently in third place, 191 points behind the French, a nearly untouchable 655 points behind the Austrians. They have a slim 86-poinc lead over the British. And today is looking like a struggle for the An1ericans. Larry Tudor, holder of Declared Goal and Open Distance world records, and the only pilot in the world ro have flown over 300 miles in a hang glider, rook an early start and went down halfway ro goal. Chris Arai, one of the fastest American pilots, placed second in the Owens Valley, but has had trouble making me first page of me daily scores in this meet; and roday, gambling on a late start and flying fast, he has raced himself co the ground in a narrow canyon well shore of me first turnpoint. Mark Gibson, another of the fastest American racers, cook third in the Owens Valley, but has been hot and cold in chis competition. He was last heard calling for radio silence because he was low and in trouble deep in the mountains. Brad Koji is at goal, but with his early start he has a relatively slow time. Mark Bennett is at goal with a fast time. Jim Lee and Nelson Howe are on their way. The British

The author over the Ager Valley in Spain. Photo by Nelson Howe.

already have two fast pilots in. The French have at lease the minimum requirement of three.

*** One hundred eighty-seven pilots, representing 37 different countries, competed in me '95 World Championships, which rook place in Ager, a small Cacalonian rown in northeastern Spain. Like most of the rowns in chis region, Ager is built on a hill for better defense against attack, with a chapel at its highest point. To the soucl1, wheat fields and dry golden hills sprinkled with almond trees and flocks of sheep and goats form a landscape redolent of the western slopes of California's Sierra Nevadas. To the north, the land is more mountainous and greener. Thousand-year-old towns perch atop mountain peaks. The crumbling ruins of chapel and castle, and near perfect archways, remnants of cl1e Roman roads winding through narrow canyons, bear testimony to the history of d1e land. Successions of valleys sprawl in parallel and perpendicular lines, formi ng occasional lakes of startlingly turquoise water where a dam has been built, creating box canyons and open-ended valleys, and generating miles of ridge lift, unpredictable local winds and strong thermals. Ignoring the names on the map, pilots gave their positions by referring to

H ANG GLIDING

RIGHT: A pilot lifts offfrom the Ager launch. BELOW LEFT: Manfred Ruhmer takes to the air. BELOW RIGHT (left to right): Manfred Ruhmer, Austria, second; Tomas Suchanek, Czech Republic, first; Richard Walbec, France, third Photos by Ulrich Grill.

such landmarks as horseshoe ridge, razorback ridge, vulture ridge, dan1 ridge, the big rock, the dinosaur bones, the gap. The farther north pilots fly, rhe higher and greener the terrain becomes, with massive granite monoliths, long serpentine ridges, steep canyons and valleys, and, further north, Andorra and the snowcapped peaks of the Pyreneese.

NOVEMBER 1995

The An1ericans, known as the Yanks by the rest of the world, had problems from the srarr. They came ro Spain wirh a well-experienced team: five of the seven members were on the previous team that won rhe Worlds in '93; five of the seven came ro Spain for the Pre-Worlds, when they placed second ro the French, who were considered the biggest threat for '95 . They were to be met by Pete Lehmann who would be driving over from Switzerland, where he was caking care of family business. Lehmann would act as team leader, which he had done for the last two Worlds. He has experience, an even temper, diplomatic grace, and the respect of the team. He also speaks three languages. Lehmann would attend team leader meetings, represent rhe team in case of dispute, drive one of the retrieval vans, and keep an eye on ream morale. Joanna Aime, Mark Gibson's girlfriend, would drive the other retrieval van. She would be a cheerful and essential vohmteer. The first setback came when Aime crashed her paraglider crying ro rap-Land near Launch. She broke her wrist and her back, and spent

clock out of tarps that were much too small, and could be read on film only by projecting the negatives on the wall to enlarge the image. These tarps were eventually replaced by larger ones. The language of the rules also proved problematic. On day three, more than 40 pilots got stuck on the hill when the winds blew over the back, and filed an official protest demanding the day be ruled invalid. The rules stated only that every pilot must have a chance to launch, without specifying what constitutes a "chance to launch." After two days of careful consideration, the international jury (cynically dubbed the CIVL travel club by Jim Lee) ruled against the protest, and those pilots kept their zeros for that day. And in circumstances beyond the organizers' control, the brick outhouse, which was under construction, and seemed likely to be completed near the beginning of the meet, was sabotaged by a local environmental group, which claimed the structure was an offense against nature. Before the mortar had had time Jim Lee, highest-placing US. pilot, readies his Wills Wing XC. Photo by Ulrich Grill to set, the environmental terrorists knocked down the walls, caving in rhe roof This act presemed a certain irony a week in the hospital. She evemually emerged from the hospital to most pilots' minds, as the resultant liner of human waste that unparalyzed bur in a body cast, and lurched around carefully in a grew in the bushes behind launch seemed more of an offense against doped-up, big-grinned stupor asking everyone what Gibbo had writnature than the structure would ever have been. ten on the back of her cast: Kick me. Free paragliding lessons. No Bur, although there were aspects of the competition char lacked one told her. Three days later she took a nurse and nine sears on an professionalism and forethought, some things were done quite well. airplane and flew home, where she seems to be recovering well. The second setback came when Lehmann's family business was compliA computer mapping program for scoring pilots short of goal was simple to use and extremely accurate. In fact, the whole check-in cated by family tragedy, and he faxed to say he would not be able to procedure was fast and painless. Pilots were reassured by the daily come. Fortunately for the Americans, Bubba Goodman had come presence of an ambulance on launch, and by the knowledge chat along to vacation and lend whatever support might be needed. The helicopter evacuation was available if necessary. Pilot packages ream quickly gave him the keys to the van, the tide of ream leader included high-quality color maps, color turnpoim photographs, and and a small sum of money. exact coordinates of all rurnpoims. And, miraculously, the weather Whether coincidemal or resultant, the ream followed logistical was nearly perfect. nightmare with performance disaster. On day one, Chris Arai and Everyone's gear was honed for speed. Fully half of the gliders Nelson Howe were not able to get out of the launch valley. They landed near the start tarp and found themselves tied for last place. During the first few days Chris Arai and the two Marks (Bennett and Gibson), arguably the fastest three pilots on the team, were either slow or did not make goal, as was the case with the slower bur usually consistent Brad Koji and Nelson Howe. Jim Lee and Larry Tudor were their usual fast and consistem selves. A few days into the competition the American ream had foundered its way into ninth place. At least that was the rumor: while daily individual scores were usually late, daily team scores were not available. In addition to the scoring problem, several other aspects of the meet organization had nor been thought our carefully. The meet officials' decision to use the older tarp start in lieu of last year's clock start was met with outrage by the pilots, who feared the inevitable death gaggle of 187 pilots which would form over the tarp. The officials capitulated, but built a 15-minute-interval Left to right: Brad Koji, Mark Gibson, Nelson Howe and Pete Lehmann. Photo by Ulrich Grill.

H ANG GLIDING

sported mylar s;iils. i\ll the Xtralitcs, Laminars, F1 's, .Scandals and Klassics had 1hcn1. A few European RamAirs and Chris Arai's XC did as well. Everyone stripped the coating off their wires to reduce Jim "Can Man" Lee had his composite harness, and a few people, including Suchanek and Ruhmcr, had faired basctubcs, rhe pre-· fcrrcd style being of safo-edgc dowmube material bent into the basetube shape. When asked i( ir was comfortable ro fly with, Ruhmer but I am not sure it is strong enough. I have a calilc [in said, you know, bur well..." Then he shook his head and smiled wtyly. This was the Worlds. CPS units helped most pilots navigate the course, while quite a including such noteworthy pilots as John Pendry, Steve Moyes, Bob Baier, and all of the American ream but Lany Ti_t(lor, flew with the Arai 'fongem flight computer. Chris Arai, in fact, worked fever·· ishly on his laptop umil the night before the compcti1ion began, writing code for a final glide calculator function. The first day of the meet, Chris flew with two 'fangents on his baserube, one wirh the new software, one wirh the old, as a precaution bugs. By the middle of the competition the software was deemed and Chris spent mosr of his free time on launch popping chips olll of other pilots' varios and swaf)ping in new ones. Nineteen ninety-five is the year of the winglet. All the [(lassies ;rnd XC's had rhern, and a variety of homcbuilts appeared on Desires, Blades and Scandals. Pilots claimed the winglets improved performance and handling as well as lending a certain je ne sais quoi to the look of the wing. Perhaps '96 will be the year we go topless. Four gliders showed up withour king posts: two Bautek Sunrises and two Mouctte Racers. They had ciLher reinforced aluminum crosstubcs or new carbon box spar crosstubes and an ingenious imernal reflex system that used a strut attached to the leading edge and laid across the crossbar to hold up the trailing edge and effect dive and were noticeably These gliders looked fast and in high-speed glide. They generated a lot of discussion more in the bar about how other manufacturers would copy them. It is noteworthy that Gerard Thcvcnot's company, L1 Mouctte, built three topless gliders, but only two were entered in rhe competition: Even though Gerard placed third in last yea r's Pre- Worlds, the French hang gliding foderatiou expelled him from rhis team, a move which stinks of politics and has had the international bang gliding community crying "foul!" in letters to the editor and petitions at meet hcadquaners. This year it became evident that the Europeans have become masters at racing hang gliders. These pilots, whom one American once called "flat·-turning Euro-fags," are now competing with bold confidence and daunting skill. As a team, rhc French in particular demonstrated ,111 ability both to fly as 8 group and ro leapfrog from to gaggle for fasr times. And jumping gaggles is what racing in Spain was all about. Almost invariably, the fastest times were posted by those pilots who waited for late start times and used the gaggles ahead to identify the fastest climbs. This kind of Hying may sound like che:iting, hm it is not c;1sy, nor is it withour risk. A pilot who starts later can make fewer mistakes: he has less daylight to work with should he get stuck anywhere on course, and he risks being slnn down by rain, gust fronts and cloud shadow on unstable days with building thunderstorms. The added distraction of of climbing gliders scattered aheod can actually be dctrimcnro many pilots' flying, causing them to leave lift roo soon, a longer-than--neccssary course line, or make long glides with unwarranted confidence to thermals rhar have already spent their lift. Mark Cibson and Larry · fodor frequently launched early to avoid NOVIMBER 1995

this distraction and simply "fly their own flights." As is the case in most places, the highest terrain and the biggest rock faces usually produced the best lift. But the enranglcmcnt of valleys offrred more than one dear choice for the best way to get to nearly any turnpoint, and the complexity of unpredictable localized winds made this some of the most technical soaring in the world. Obvious somccs of lift like ''the big rock," a mass of gr:rnite that dwarfed all other nearby formations, could not be counted on. 1t would greet one gaggle of pilots with 600--foot-per-minute lifr, but then offor only ,.ero-sink or big sink to the next. Often the best lifr sources would be far from the direct course line, so pilots would be forced to weigh the benefits of stronger lift against shorter distances in choosing which path to take. The Europeans consistently made the right decision and posted fast times. lf the French were impressive as a team, two individuals were without equal. Tomas Suchanek, of the Czech Republic, and Manfred Ruhmer, of Austria, clearly outflew everyone else in the meet. Over the last two years, inrernational hang gliding cornpeti tions have been dominated by these two, who have taken turns with e:1ch other on the podium's top step. They are so much better than the rest of the field that they nearly just race against each other, and often wait until the end of the launch window to start at exactly the same time in a bold challenge of one-on-one racing. They flew without caution and with very few mistakes. They moved almost magically to the strongest lifr in an ;irea. Time and again Suchanek and Ruhmcr would glide into the bottom of a gaggle, climb through everyone to the top, and head off at high speed to the next thermal, passing through like the hurried ghosts of Daedalus and Da Vinci, leaving a nunble of stardust and a flotilla of bewildered pilots in their wake. They were frequently the fosr ro goal, in spite of their late stan times, and would streak across the line inches from the ground and only seconds apart. On one occasion Jim Lee had been flushed off the main ridge in the Alp valley. Lifr was hard to find and hard to work. Ridges that should have been soarablc were not, and pilots were going down. Lee found a reasonable 300-fpm thermal, and was working it 11p from relatively low. Ruhmer appeared, glided beneath Lee withom making a turn, and continued on. Lee watched in disbelief as Ruhmer glided lower over foothills sparsely scattered with landahlc fields, flew over a ridge, and disappeared. Moments later, Ruhmer's glider rose glinting in the distance, steeply banked in a ttJm, climbing at 800 fjm1. Out of 11 tasks, Ruhmcr won six, Suchanek two. !Zuhmcr seemed to climb slightly better than Suchanek. On days when Ruhmer was ahead in the cumulative scores, he would typically park 50 foe1 on top of Suchanck's kingpost and follow him through rhe course. 'Though Ruhmer seemed to have a slight edge in climb, Suchanek bad a touch more magic: more of the crapshool days went his way. Suchanek won rhe first day, a race to Calaf; a small town to the southeast. Suchanek, along with some of the other competitors, rec-· ognized a wave setting up out over the flats and used it to his advantage to jump to a 129--point lead over Ruhmer. Ruhmcr won the next four tasks, and by day flvc he was in the lead over Suchanek by 86 points. Given consistently soarable conditions and makcablc tasks, Ruhiner would be untouchable: he had already proven his ability to sit on top of Suchanek. Bur, of course, weather is never consistent. Day six brought strong winds and low thermal tops. Four rnrn, points were called to make it a large fishbowl task in the 'frernp 27

•flats •Jackets

Valley, one valley north oF launch. Pilots beat against a quartering headwind on the launch ridge before bailing over the back to the first turnpoint, a castle on a finger oF ridge extending from Catcllnou. ·rhe second turnpoint once again had pilots flying into the wind as they tried to cross the Tremp Valley in search of lifr on the ridges 011 the other side. Mark Bennett and Manfred R.uhmer went down in the same field while attempting the crossing, and it looked as though Suchanek would land a field or two away. Ruhmer lived up to his nickname, "the U-boat captain," as he stood, head cocked back on his long periscope of a neck, and nervously scanned the sky for signs of Suchanek. Ruhmer asserted that it was an impossible task, and thaL he wasn't worried. He should have been. Although no one made goal, Suchanek climbed out of the hole in which he'd last been seen, and flew three quarters of the course to hmd at the base of the last ntrnpoint. He won the day by a wide margin, and took a 254,point lead over Ruh mer in the cumulative scores. Ruhmer won the next two rounds with two perfect scores, sk1ving 96 points off Suchanek's lead. Suchanek won the next day, took hack those 96 points plus ;1 few more, and was again securely ahead. Day l O brought with ir the threat oF thunderstorms, so a rriangle task ro the somh was called to keep pilots out of the regions where storms would be most likely ,c'·:--,,,.,,",<<l and most dangerous, if encountered, due to the moLrntainous terrain. When high cirrus from a blowup to the somh drifted over the course, the task went from tricky to nearly impossible. Only Mark Gibson who had launched earlier and flew a clifferent course line than rnost of the competitors made goal, helping pull the Americans into medal contention. Suchanek landed near the sec, ond turnpoint with a crowd of pilots in the flat farmland surrounding Balaguer, and now it was his tum to look nervously at the sky as a handful of pilots managed to stay aloft and drift slowly downwind toward the third rurnpoint. Rul11ner landed at Corea, the third turnpoint, much farther than Suchanek had flown. Preliminary scores showed Suchanek still ahead by two points; another set on launch showed Ruhmer up hy one. They were, in foct, exactly tied. With two pilots in the rop 10, Austria was firmly in the lead in team standings. Perhaps because Gerard Thcvenot was miss, ing, or perhaps in spite of the foct that he was, the French were second. Alier a slow

I I I I I

start, and with the help of Pete Lehmann who managed to arrive on the third day oF the competition and take over the reins as team leader front a rnuch--relieved Bubba Goodman the Americans had clawed their way into third place. The Swiss were fourth ;md the British fifth. And now on the last day of the World Championships it came down to the last thermal, the last glide. 'foday, a relatively small group oF pilots made goal. 'T'he Austrian team did not have a good showing, bm got in enough men to keep first place. The h·ench and the British bad three fast tirnes (team scores comprise the duce highest scores per day, per 1eam), and the French would remain secure in second. Mark Gibson didn't make it out of the 1T101mtains, hut Mark Bennett posted a fast time, and Jim Lee and Brad Koji had respecrablc finishes. The British, unaware that the provi. sional scores reflected a Film problem that Jin, Lee expected w resolve with his backup film, gleefully felt they had moved into third. But Lee's backup fllm produced the required photo, 224 points were added to the American score, and the d isappoi nred Brits were relegated to fourth. The Swiss had only one pilot at goal, and so d1is team, which had spent much of the competition with realistic hopes oF a bronze medal, slipped into flfih. Of course, the real show was between Suchanek and Ruhmer, and everyone knew it. Six miles from goal, and 250 feet above Suchanek, Ruhmer lefr his thermal to go on final glide. Suchanek looked at his glide calcul:nions :rnd knew that he still couldn't make it. He kept circling and watched Ruhmcr. Goal w;1s an ultra.light airstrip on a flat-topped mesa to the southeast. [r was situated close enough to the co,1sr that a sea breeze often set: up, making assessment of the winds tricky. ln foct, today the line of lowaltitude curnulus clouds set up directly over goal showed that the sea breeze was lurking nearby. Winds were shifting from east to west. With Suchanek still circling six miles away, all Ruhmer had to do was cross the goal line to win. But he had to cross. A quar-ter mile out, Ruhmer had a slight tailwind. But from a quarter mi.le out, it began LO look like even a tailwind would not be enough: Ruhmer had miscalculated his final glide. Fifty yards from the go.ii line Ruhmcr sbmrned into the ground, still so determined to cross that he had made no provisions for landing. Suchanek stayed in his thermal for as long as it was going up. Then he glided continued Oil page 38 ...

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AND In consideration of being granted membership in the USHGA, for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do agree as follows:

I WAIVE AND the following persons PARTIES") from property damage, any and all claims and liability for my personal injury, my bodily injury, my death, and/or any other personal or financial injury connected with my participation in the sports of hang gliding and/or paragliding, my participation in the USHGA, or the administration of any USHGA programs (for example: the Pilot Proficiency System), however caused, even if caused by the negligence (whether active or passive) of any of the RELEASED PARTIES or arising under the doctrine o'f strict liability, to the full extent allowed by law. The persons I am releasing, including their owners, officers, directors, agents, employees, spouses, officials (elected or otherwise), members, contractors, sub-contractors, lessors and lessees are: 1. The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); Each of the person(s) sponsoring and/or participating in the administration of my proficiency rating(s); 3. Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; 4. Each of the city(ies), town(s), county(ies), and/or State(s) where I launch, fly and/or land; 5. Each of the property owners on or over whose property I may launch, fly and/or land; 6. All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the sites where l launch, fly and/or land. "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and 7. All other persons present on the site(s) where I launch, fly, and/or land.

I SUE OR MAKE A CLAIM against any of the RELEASED for loss or damage on account of my personal injury, my bodily injury, my death, my property damage and/or any other personal or financial injury sustained as a result of my participation in the sports of hang gliding and/or paragliding, my participation in the USHGA, or the administration of any USHGA programs, including, but not limited to the Pilot Proficiency System of the USHGA. I ACKNOWLEDGE that such injuries, death and/or damage are NOT covered by any insurance issued to any of the I

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for their defense and indemnity (to the limited extent that the defense and indemnity are not otherwise covered by collectible insurance) in the event that someone suffers personal injury, bodily injury, death, or property damage as a result of my negligence (whether active or passive) or willful misconduct.

this shall be governed by and construed in accordance with the of California. All disputes and matters whatsoever arising under, in connection with or incident to this Agreement shall be litigated, if at all, in and before a Court located the State California, U.S.A. to the exclusion of the Courts of any other State or Country. In any such litigation, I will pay all attorneys' PARTIES. fees and costs of

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AND ASSUMPTION

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NOTE; Wills Wing PRO LINE is an accessory only retail division of Wills Wing Inc. All PRO LINE !ems are also available from Wills Wing Dealers. All GLIDERS, HARNESSES, PARACHUTES, AND PARTS ARE ONLY AVAILABLE THROUGH YOUR WILLS WING DEALER. PRICES SUBJECT TO CHANGE.

-VISA

or several years I've been following innovations in hang gliding harness design. Since my first dorsal-fin pod harness l've been fascinated by wellengineered models dial rcdm:e the number of ropes and suspension lines, making hang checks simpler. This concept was improved upon by using a sliding main to adjust the CG, so the pilot could adjust his or her body angle in order to either maximize comfort or minimize drag. 'fhesc: designs were: brillianr, but I was occasionally plagued by increased weight and difficult--to--inspect wear points, which on several occasions made for very uncomfortable: but not Jiferlirc:atening harness problems. In light of these experiences I've been optimistic that someone would fill a void in the harness market. Airtime of' San Francisco has for the past few years produced a harness called the Slipstream. As ;i side-entry, dorsal pod harness it was designed to provide comfort, lots of storage, and the ability to achieve a high "upright angle" for landing. While rhe Slipstream has met all of these design goals, Airtime has gone forward with its design concepts and has created a great new harness that should be more aesthetically pleasing to intermediate and advanced pilots. l recently became intrigued with Airtime's new harness designs and was asked to try them out for a review. The following is my assessment of two great new products. Ainirne's owner, Jeff Greenbaum, has taken the best features seen separately in other harness designs (most notably Wills Wing and High Energy Sports) and fused them into a single product. Jeff has enlisted the talents of Miguel Ochoa, a detail-orient-· eel, seasoned searnsrer with 20 years of cxpc-riencc in designing and building heavy-duty backpacks. Miguel's workmanship represents a new benclunark in hang gliding harness quality.

Tailored for the more: "serious" pilots who arc inrn X-C and/or cornpetitio11, Airtime\ Je1stream harness con1bines ease of entry, lots of srorage space:, easy access to accessories (cameras, radio, water) in a lowdrag, snug-fitting, single-suspension design that also provides a good upright position for landing. This has been achieved through a combination of well thought out attachment points for the leg loops, a single main NOVEMBER '[ 99:"i

that fonns a "Y-joint" just six inches above the harness body, and "U-shaped" webbing loops on the sides which allow the: mains to shift fore and aft. This shifr allows the pilot to easily adjust his pitch angle by loosening or tightening the single, cleated shoulder line. Another important feature is a robust aluminum internal frame that spreads the load and supports the pilot's legs beyond the knee: joints. While this may limit the mobility of pilots who need w move their legs a lot, or even "ball up" for aerobatics, it pro-vides plenty of comforr and support. For those pilots who prefer extra mobility, Airtime offers a variation of the Jetstrearn called the LaZer, which has a shorter internal frame and an extr;1 set of' external, fronlto-rcar lines to provide: the same: amount of support with increased flexibility. 'fhesc two models arc so similar that with a simple, inexpensive retrofit, one model cm easily be: converted to the other. Owning a Jetsrream or a I .aZer me;:ins that you've got two harnesses for the price of' one. Because of my preference for single-suspension designs, I have focused most of my attention on the Jctstream. However, I did ger enough time in the LaZer to confirm that, in terms of comfort and support, the two designs arc very similar.

Both designs represent a foll integral harness made from industry standard Type WB8R and Type WB 13 webbing, and are sewn together using five-cord thread, stitched in diagonal patrerns in three- and four-point passes thar arc in accordance with ;1 well-known srandard in the: indusrry: MIL-W-27265. This standard defines both the qualities of the webbing used and how it should be joined, so that the strength of the joint is at least as great as the webbing itself Airtime of San Francisco has done extensive testing on these joints, and you can be sure that their construction techniques mirror those of other experts in the hang gliding and skydiving harness industries. In addition, Airtime goes a step further in their choice of materials, They use 500-- and 600weight Cordura on the exterior oft heir har-nesses instead of the industry standard packcloth nylon. Cordura has the: advantage of greater srrength and longer life. Also, while rhc front-entry, "jacket-style" harness (single, in-line front zipper instead of the cumbersome doors) isn't a new idea, Airtime has

insured that leg freedom during launch and landing has not bcell compromised.

Both designs arc front-entry harnesses; you simply step tluough the leg loops (adaptable: to your "personal" dimensions via the 2,500-pound-rated adjusters), slip your arms through rhe shoulder pads (also adjustable, and backed up by continuous webbing) and you're: ready to zip yourself in. The top/center zipper closes down to a point somewhere around tbe waistline (which helps in the aforementioned leg free-· dom), A pair of Stubai "click-lock" lmcklcs (rntcd at 2,860 pounds each) rakes up the load on this zipper, and serves to complete the integral, continuous webhing that comprises the guts of the harness. The chestmoun1ed 'chute container then gets zipped down and you're ready to aviate:.

As Ross Perot "'The devil's in the details." Of course also says, 'Tm all ears." Airtime of SJ; has also been "all cars," listening to many complaims about existing harnesses, and has done somed1ing about them. For instance:, they use plastic rnbing sleeves for the door zipper open and close lines, which, combined with a pulley at the afr end, makes zipping in or Olli o( the harness effortless. The lines are activated by pulling large, mylar-reinforced handles which can be grasped even with thicl< ski gloves. 'fhe full-length zipper is reinforced by webbing, which is then vclcrocd to the harness body. This allows for adjustments in the chest and waist dimensions of rhe har-ncss, which is useful ro compensate for climatic changes. One can adjust the fo of the harness to accommodate the rhickesr or thinnest of' flying :ipparel. In the unlikely event of a zipper failure, a strategically placed handle will allow you ro swifrly tear the lower zipper assembly away from the harness. There are conveniently placed percd pockets on the sides of the harness 10 allow fc)r easy in--flight access to gloves, cameras, etc. Airtime has made them big enough to accommodate not one, but two pointand-shoot style cimcras, since almost every competition pilot flies with a primary and a backup camera these Both rhe hill-length imernal sroragc con-

ABOVE L!TFT: Structural webbing (both harnesses). ABOVE RIGHT jetstret1m back.frame side bars and storage area. RJGHT:Jetstreamframe. Side bars go back to the third spreader. tainer and the slightly shorter outside storage (over the pilot's back) offer several convenient tie-down straps to securely anchor glider and harness bags, 02 bottles, water systems, etc. Another detail worthy of note is the car-· rying bag for the harness. Tt has plenty of room fell' all of a "serious" pilot's accessories. At a recent competition 1 was surprised to find that this bag had enough room for the harness, a full-face helmet, flight deck, GPS, oxygen system, radio, turnpoint cameras, cell-phone, insulated flight suit, thick sweatshirt and a bunch of other miscellaneous items. And the bag zips closed along the length of the harness, so it's real easy to get to all of these accessories without actually removing the whole harness from the bag.

FLYING AND COMFORT Thanks to the well-designed internal frame and main anchor points, both the Jctstrcam and the LaZer are very comfortable harnesses. In the 15 hours of rugged t·hermal soaring that I've managed to get in the Jctstream, I haven't been lcfr with a single ache or pressure point, and my briefer experiences with the LaZer confirm that one was just as comfortable as the other. Both designs arc reasonably comfortable even with the lower zipper open, which I've found to be handy in several situations when scratching right after launch, or pulling off a low save after I've already unzipped for an unwanted landing. J don't have to worry about stretching my back or ham.strings while trying to look efficient and streamlined the harness docs it for me. The attitude adjustment system is very

effective, making it a simple matter to tilt head down for a high-speed, low-drag configuration (or for those times when I just want to hold onto rhc basctubc with my teeth). A small line joins the mains to the boot of the harness. Once your heels have been pressed into the boot it becomes very "prone positive"; the harness does not "rock up" as I pull myself further forward through the glider's control frame. Of course, unzip-ping the harness and going upright negates this prone-positive effect.

RETURN POSITION

LANDING One of Airtime's most important design considerations was to create a single-suspension harness that would not compromise the ability to be upright while landing. Thanks to the carefully chosen location of the main support webbing, and by employing the aforementioned "U-shaped" main anchors on the sides of the harness, the Jctstrearn achieves up to 45 degrees of "sit-up-ability" without use of the shoulder-to-shoulder atti· tuck adjustment line. The LaZer, due to its shorter internal frame, allows an additional 15 degrees of sit-·up-ability. While an even greater angle can be achieved on either harness by using the adjustment line, Airtime thinks that pilots have a big enough "cockpit workload" when setting up an approach, and that ,l Jctstream or LaZcr owner should be able to simply unzip the doors, drop the legs, and let the harness get him in the best upright position for the landing flare. Although some hard-core competition pilots might argue that you don't need to be

upright while on final, why design a harness that compromises safety? l purposely landed my glider a few times without doing much of a flare, which necessitated running out the landing. Being upright is real handy in this situation, and I found the Jctstrearn's 45 degrees to be more than adequate.

Since I'm the pickiest person l know when it: comes to harnesses (ask several manufacturers if you don't believe me), it should be easy for me to find fault with something about the Jctstrcam or the LaZer. Bur the truth is, it's pretty tough. The only minor gripe I can come up with is that the para-· chute bridle cover is a separate piece that velcros onto the frill length of the main suspension strap. Although the end result is a

HANC CUDING

very clean bridle/main ;1sscrnbly, it took :i lot of p;1ticnce !r)r me to install my parachute and two-meter radio antenna on rhc harness. An integral, one··piccc bridle cover, sewn onto the main suspension, would probably rnakc insralbrion less tedions.

Both harnesses have a long list of standard

including:

Adjustable shoulder straps Auimdc adjustment

Boor clip

'l 'hc base price is for rlie Jctstream and for the l .aZcr. For only a frw bucks more you can have rhe fully loaded version of either model. J\irtimc's new harnesses aren't vaporwarc, and not pre-production models thar they're hoping 10 rd111e imo ishcd products. They're available now. lf my comments seem a little too posicive it's because I've been a little obsessed, hoping someone would build the perfrct harness. Finally someone has, and l'rn happy to share with you my assessment of these great new harnesses. Airtime

Francisco can be reached at (115) 759 1177.

Parachme bridle cover Radio pocket I look knifr ';)(later storage pockc1 hdl ··length internal storage pouch with tic-downs Chcst·mountcd parachute conraincr, compatible with all atr and pyro1cchnic deployment systems

Fd.

NEW! S'.VIALL HALI, <ircat for hand-held wind mcasurcmcn! or paraglidcr Airspeed Indicator using Brackel. Small Hall. .. .. $2'.l.50 Paraglidcr Bracket .... $6.50 PATENT PENlllN(;!

T'hc Jctsncam also includes as standard fcamrcs: Jlrone··posit'ive line l)latform row loops Aerotow loops

Airtime also oflc:rs some options, including custom hip pockets, custorn colors and an bonlc pocket.

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... continued from page 28

across the line with extra altitude, performed a series of wingovers for the television cameras, and landed to be crowned World Champion for the third time in a row.

33) TLidor, Larry 41) Howe, Nelson 43) Bennett, Mark 65) Arai, Chriswpher

Place Pilot

Glider

Country

Suchanek, 'fomas Ruhmcr, Manfred Walbec, Richard 4) Arkwright, Darren 5) Herrmann, Franz 6) Heinrichs, Gerolf 7) Pendry, John 8) Chauvet, Alain 9) Schenk, Mark JO) Lee,Jim 11) Bondartchuk, Oleg 12) Ciech, Christian 13) Baumer, Jobst 14) Dumont, Jean Marc 15) 'faster, Serge 1G) Strub, Roger 17) Dittmar, Johnson 18) Cooper, Drew 19) Blenkinsop, Steve 20) Gerard, Jean Francois 23) Gibson, Mark Koji, Brad

Xtralite Laminar Fl Scandal Xtralite J,aminar Klassic

Czech Republic Austria Fnmce Great Britain Switzerland Austria Great Britain Frnnce Switzerland USA Ukraine Italy Germany Prance France Switzerland Venezuela Australia Australia France USA USA

l) 2) 3)

I) 2) 3)

Pl Xtralite XC Racer Laminar Sunrise Klassic

FI Xtralitc Klassic Xtralite Xtralitc Fl Klassic Xtralite

Austria France USA 4) Great Britain 5) Switzerland 6) Italy 7) Australia 8) Germany 9) Sweden JO) Brazil 1 J) Japan 12) Ukraine 13) Spain 14) Czech ] 5) Mexico l G) Hungary 17) Slovenia

XC Blade Klassic XC

26,067 25,187 25,266 24,685 24,300 128 23,989 22,699 22,251 22,107 20,209 19,451 18,422 17,830 17,558 16,803

USA USA USA USA

18) Holland ] 9) New Zealand 20) Belgium 21) Canada

l 4,395 12,981 11,391

Denmark Portugal 24) Slovakia Pueno Rico 26) Poland Korea 28) Norway 29) South Africa 30) Croatia 31) San Marino Latvia 3'.')) lsrael Yi) Russia

[DITOR'.S' NOTH: Stayed tuned mxt month for a reJJort on the Rigid Wing World Meet which was won by Brian Porter. Only two US. pilots hcwe won individual gold medals in world championshij>j~ both in the rigid wing division (Rex Miller in the late 1970'.r and Brian in J995).

20flt.

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Towing

The setup area at Crossroads Windsports, Hobbs Industrial Airport. Photo by Louise Refiell.

by Mark Mocho urr Graham of Crossroads W indsports teamed up with Jeff Hunt of Red River Aircraft to - -- resurrect the Hobbs , New Mexico row meet, held from August 13-18. This year's contest was the successor co last yea r's Big Springs, Texas tow meet. USHGA sanctioned the Hobbs Tow Jam as the last of 1995 's 450 WTSS point meets. As usual, the Hobbs Industrial Airpark provided excellent facilities for the contest. Curt's hangar on the flightline offered convenient shade, and a large lawn in front made for pleasant setup adjacent ro the immense runways of the old B-1 7 training

base. Nineteen pilots entered the contest, coming from all over rhe counrry California to ew York, Washingron to Florida. Even an Englishman showed up to gee dragged into the hot, southern New Mexico sky. Unforcunacely, a high pressure system stifled thermal development in the first part of the week, and then a huge rainstorm soaked the surrounding area, killing the powerful lift the area is known for. Flying was still good, but task distances were shorter than expected. The task on Day 1 was a 51.6-mile run, won by Tony Barron with a rime of 1:35:37. Seven pilots made goal, with

Nelson Howe in second place at 1 :49:49. Day 2 was a 54-miler with no finishers , although Tony was only a mile short. This was the only day a rurnpoint task was called. All other casks were straight line distance to goal, since the task committee recognized the effect of the prevailing winds and weak lift. After the day's flights, Curt arranged for a barbecue an d party at his house. What do yo u get if you schedule a hang gliding contest and a parry? Right. Rain. And lots of it. The next day was called off, although some pilots rowed up for some sledders. Others visited the spectacular Carlsbad Caverns 80 miles away.

H ANG GLIDING

RIGHT: Pilats prepare to /mmrh at the 1995 Hobbs Tow jam. Photo by Louise Refie/1.

BEWW: Dave Chun:h launches as Clay Barnhill gets ready. Photo by George Sheffield.

tion time at the awards parcy that evening. The Nelson and Tony show continued, with each crying to gain the edge on the other l)y some devious relaunch scracegy. Tony launched fi rst, with Nelson rwo min· utes behind. As soon as Nellie scarted to climb ouc in a thermal, Tony spiraled down and relaunched afrer 30 minures in the air. Not ro be outdone, Nelson did the same, picki11g up a 12-minuce time advantage. To ny made goal firs, H l: J 2: 15, but Nelson's slingshot scrategy pard off, win• ning the day (l :05:04) and chc contcsc. Mark Bennett fmished in second for che

day. bt,t 20 minu tes after Tony an d

Decent \veather rerurned on Wednesday, but the amount of rajn the area had received forced the shortest cask call of the meet. Only Nelson How·e com• pieced the 33.4-mile fljght, and it cook an hour and a half. Thursda)?s call was a 51 .6miler that was completed by five pilots. Tony Barton led the way at 2:02:07, with Nelson right behind at 2:04: l 9. Tbe scoring was based on elapsed time, sta rting when the pilot lifted off from the row rig. llelaunchcs were per1nitred, and ,.,..id1 six cow rigs operaring (plus rwo spares), thete 0YeM8ER 1995

wasn't much of a wait. Many pilors cook multiple cows each day, and by che end of rhc week, tow strategy had become extremely sneaky. Friday saw the longest cask at 95 miles, buc the call was overly optimistic. Rick Floyd made 91 miles co win the day and Nelson rook over the lead from Tony by 90 poin1s, setting the stage for a tricky tif'ne hatdc on Saturday. The rask call on the last day was for a shore 37.4 .. n1ilc:r ro mini1nii..e retrieval ti1ne, thereby maxinllz..iog beer consump·

Nelson. A total of l O pilots made goal. Final standings showed Nelson in flrsc with 5,097.6 points. Tony cook second with 4,890.5. ln third was Mike Barber ac 4,352.1. Mark Bennetr was fourch ac 4,099.2 and John Woiwode was fifrh with 4,036.3. T he hacd luck story bad to be young Steve Refsell, in his fim competi• don. Steve's camera malfunctioned on l'h c

second day, costing him 838 well-deserved points, dropping him to seventh place. for want of a backup camera, Steve's bad luck cost him the third-place trophy. (See chc accompanying Pilot Profile on Steve.) The parry went off well, wich much good cheer and subsrancial plunder from hang gliding equipment manufacturers awarded co virtually all the porcicipants. lo the informal ccam standings, fLr.sc place ,vcnc co chc: tcan1 o f Tony Barton and Steve

Refsell, with St.eve's wonderful pa rents

FrNALSTANDINGS

Orris and Louise prov idi ng the co,vs.

Second place went to the team of Mark Bennett, Rick Floyd and Greg Chast'.un, with George Sheffidd handling the cow rig. The t hird place team was chc "D irty Orozco>" consisring of John \Vohvode,

Nathan Whelchel and Marrin Pepper, wich Cindy Drozda operating the rig Of chc four major 1995 hang gliding conrem - che Ease Coast Championships, Sandia Classic, U.S. Nationals and the Hobbs Tow Jam - Hobbs was the only oue that wasn't devalued due to weather. Curt Graham and Jeff Hunt arc co be thanked for reviving rhe Hobbs Tow Meet. providing anothrr good contes t fo r

USHGA pilots. Quality meets arc gcrring racer, and ,vithout meet organiicrs, v.~c wouldn't be able to select a team to repre-

sent the U.S. in international compecirioa. Well done!

Place Pilot l) Nelson Howe 2) Tony Barton 3) Mike Barber 4) Mark Bennen 5) John Woiwode 6) Rick Floyd 7) Sccvc RcfseU 8) Greg Chasrain 9) Bubba Goodman I 0) Nathan Whelchel 11) Jim Zeiser 12) Mike Jackson 13) George Stebbins L4} C.J. Sturtevant 15) Lisa Vern:lla 16} Marrin Pepper 17) Brent MeCarccr 18) Dave Church 19) Clay Barnhill

Points 5097.6 4890.5 4352.1 4099.2 4036.3 39 16.6 3839.6 3706.l 3601.3 3375.6 2998.8 2911.3 2487.5 2429.1 2219.0 209l.l 1459.2 1282.2 1135.0

"Curt Graham and Jeff Hunt are to be thanked for reviving the Hobbs Tow Meet, providing another good contest for USHCA pilots. Quality meets are getting rarer, and without meet organizers, we wouldn't be able to select a team to represent the U.S. in international competition. Well done!"

Pilot Profile

Steve Refsel I by Mark Mocho very once in a while I run inco a pilot who simply doesn't fit the mold of the average hang gliding compcticoc. Mose of the comp pilot, have one prea:y com• mon trait. They're gercing old. At the 1995 World Championships in Spain, ihe U.S. Team was the oldest in the contest. In the 1995 Sandia Classic, the average age was 37, and theco were eight entrants over45 years old. Ir's unusual co find any "young blood.• At the J995 Hobbs Tow Jam I had the pleasure of meering a young pil0t who ouglu to be cloned if hang gliding is

going to survive inro the next <.::eutury.

With only 180 hours of airtime in his logbook, Steve Refsell has made Aights most of us only dream about. He scaned out wirh a fairly typical childhood for a future piloL, involving a set of deluxe, hand.crafted cardboard wings and a garage roof. His patents, Orris and Louise, encouraged him, excq,i for the cardboard wings. Evencually, he saw the famous Wrigley's chewing gum commercial fcaruring a hang glider and the search was on for an instructor and lessons. Mom finally got rhcm in couch with a school by 6nding a magazine on ultraliglus, and rhc funily drove from their home io Rice Lake, Wisconsin to Minneapolis, MiJ1nesota, 100 miles away. The year was 1983. Steve was 13

yea.ts old.

H ANG GLIDING

Afrer lessons and sununers filled with struggles on low training hills, Steve began static towing for his thermal flights. With no other pilots in the area, Steve learned with the help of his Dad and extensive study of Dennis Pagen's books. His first rhennaliog flight got him a 1,000-foot tow and a 600-foot gain, and he landed a mile downwind. He was hooked. Over the next Steve and his parents took flying trips to Lookout Mountain in Chelan, Washington and Point of the Mountain in Utah. 'The destination for J 991 was the Hobbs 'fow Meet. By then Steve and family had a payout winch. Plying from a road near the Hobbs Airpark because he was not permitted to use the facility during the contest, Steve would thermal to the Airpark and then head out on course with the competitors. He was making 50- to 60-milc flights day. On the last day of the meet, Steve flew past the goal at Portales and continued on for a total distance of 155 miles, his first flight over 100 miles. In J 992 and 1993, the Rdsells went to Whiskey Peak in Wyoming. "The high-wind, cross-con111ry site yielded flights in the 70,- to 80-mile range. In 1994 it was a trip to Big Springs, "Texas for the Tow Meet there. Since he was still only a HT (!), he could only be a wind dummy fix the competition and enter the "Weekend Warrior" fon flyin. On the two days of the "Weekend," Steve flew 170 and 121 miles, taking first place. On Monday be flew J 41 miles and followed it with a 130,,milcr. In four days Steve had racked up 26 hours and 562 miles. This year Steve entered the 1995 Hobbs 'fow Jam, his first "officia.1" contest. On the days prior to the meet he had been free-flying his Wills Wing FIP AT J 45, making l 00-mile flights. During the contest his daily results w~Te: 7th, 3rd*, 3rd, 5th, 4th, 4th. If his camera had not mal,fu n cti oncd on 2 he would have finished in third place. Unfortunately, the zero for the flight* dropped him to seventh overall. Having never flown with a camera in competition, he had no cxperi-ence with the need for a backup. I don't think it will be a mistake he ever again, Tony Barton exclaims, "Watch out for this young gun! 1-ie's going to be tough. I really enjoyed up with Steve and his parents in Ifobbs. They're people." Number One U.S. pilot Mark Bennett explains, 'Tl! you what needs to done abour Steve Refsell. Watch him very closely and be nice to him. fine-tuned his clirnbing to the point that he can compete with the big boys, and, in fact, can show most pilots a trick or two about working 'unconsolidated' lift. If he as much accornplishment racing in the big air, you're going to want to remember rhat you were nice to him back befrirc he started beating you into goal." Curn~ntly, Steve is living in Montana and his parents still live in Rice Lake. Steve is presently working at a youth home, helping to rehabilitate young people who have had trouble with the law. A better inspiration would be hard to find. Steve has had some amazing and what makes it even better is the way he has been able to share tbem with his family. 'fhe elder Refaells arc some of the nicest people you'd ever want to meet, and watching the joyous activity as they prep their young for the daily adventure makes t:bc rest of us who have to beg and grovel frJr drivers green with envy. With the support he has, and his and Ievd of enthusiasm, I wouldn't be surprised to sec Steve on the Team with~ in just a h>Uf VP•'11'C ES. On the day following the Hobbs Meet, Steve Advanced rating from G.W Meadows. Watch out!

NOVEMBER 1995

his

What Was of by Mark Bennett f one uses the sin:1plc standard of the flying days, the easy answer bas to Jam. T'hcre are numerous compcliing aspects of flying the flattics. This past season distinguished itself all across the country as a generally poor X-C year: new records were down; the East Coast Championships suffered unpredictable weather; tbe Sandia meet lost half its days to high winds; the Chelan Nationals set a new standard for time spent in the air going nowhere; and a major meet in Western Canada was entirely r:iined out. Even though tht: Tt)W Jam did not spoil us with endless picture-perfect days like previous flatties competitions, we did fly six out of seven days. And on most of those days we maxed the scoring potential, which is a good measure of a minimal level of quality flying. Soaring the {fatties is great. The absence of mechanical turbulence allows for handling greater challenges presented by the weather demons in terms of wind velocity and direct.ion. One suffers no angst about: having to decide whether to work down low in a canyon, or having to high enough to cross a ridge. But it is not a no-brainer 'T'bornas Suchanek and I both agree that it: is sublimely rewarding to play the mental chess game of working out your flight plan with .more consistent variables. On the topic of the reigning World Champion, I want to mention that there arc ve1y good and specific reasons why the next Wodd Championships will be held in the flatlands of Australia. It is also gratifyingly civilized, for a change, to set up one's gear in the cool shade of a hangar or on the green .lawn surrounding it, with music playing on a boss stereo system. Pood, phone, to.ilets and a foll retail hang gliding shop arc right there, and there's a cool pool for a quick dip. A lot of the appeal of competition for me is to hang out with some really great people. 'Tbwing it one step further. I got to know some new people by being assigned to a tow rig with three other guys. We had a ball every day, and our successful team of new friends ultimately colleeted a booty of prizes, which the organizers had so thoughtfully acquired from various sponsors. I also compete in order to challenge myself to become a better pilot. I've flown in rnorc meets (including the Worlds in Spain) than just about anyone but a few professionals, and I have to say that I learned rhe rnost this season during my week at Bobbs. The pool of knowledge and equipment ccr-tainly raised my level of towing competence. And in terms of flying, I think that watching the sky and genuinely.feeling the thermals sometimes weak, often very, very low without the distractions created by vertical terrain, helped rne to learn more than ever before about the relationship between clouds and thermal sources., and the specific nature of thermal life cydes.

SAFE

AWARDS

BRONZE JOSEPH HORTON

LILIENTHAL AWARDS BRONZIT

TTM DROPPA snVRR HARRY WELLS 1)/J/MOND KEVIN PROST

AWARDS 50MIJE'l JAMES ISENSEE

BEGINNER RA'TTNGS

Region 10 AGUIRRE, RICARDO: Miami, FL;J. Tindle/Miami HG AYERS, BROOKE: Kill Devil Hills, NC:; R. lmmordino/Kiny Hawk Kites BOYKIN, EDWARD: Marietta, GA; T. Hager/Lookout Mtn FP DeLANGE, CHRISTO: Atlanta, GA; M. Taber/Lookout Mtn Fl' GUBSER, STEVE: Johnson City, TN; C. Thorcson/Lookour Mm FP HILL, JOHN: Miami, PL; A. Bloodworth/Lookour Mm FP HOWARD, LEE: Jesup, (;A; A. Bloodworrh/Lookom Mrn FP McCLURE, Cf.JFTON: Mariette, (;J\; C. Thoreson/Lookout Mm Fl' McCURDY, MICHAEL: Acworth, GA; A. i)!oodworrh/l.ookout Mtn FP MORGAN, BETSY: Oakridge, TN; J. l'ecblcs/l.ookout Mm FP MORRIS, ROBERT: Elgin, SC; B. I lagcwood/Kirry Hawk Kites PICKETT, JOEL: 1-funtwille, Al.; A. Bloodworrh/Lookom Mrn FP SCHNABLE, KEITH: Cumming, CA; A. Bloodworth/Looko11t Mm FP SCOTT, KASEY: Clevcnand, CA; C. Thoreson/Lookout Mtn Fl' TORROJJA, DIEGO: Miami, FL; J. Tindle/Miami HG Region 12 MICllAELS, LAURA: Clinton,

B. Hagcwood/Kiny Hawk Kites

PILOT: City, Srat:c; Instructor/School Region l GROUT, DAVID: Woodinville, WA; J. Viescr/Wharcom Wings KNAPP, B.MATTHEW: Renton, WA; J. Reynolds/Far Up !JG McDOWELL, KEVIN: Ponland, OR; J. Reynolds/Far Up HG Region 2 BLOOM, STEVE: Sacramento, CA; G. llamilton/Sacramento HG CLARK, GAYLE: Hayward, CA; LAlexandcr/Mission Soaring Center MAYEDA, RON: Foster City, CA; T. C:adora/Mission Soaring Ccmer Region 3 CARLISLE, JEFFREY: Marina Del Rey, CA; A. Bccm/Windsports Im'! JUMP, MATTHEW: Thousand Oaks, CA; A. Bccrn/Windsports lnr'I ST GERMAIN, BRUCE: Ewa, Hl; G. Pierson/North Shore HG-Pg STEVENS, JIM: Palmdale, CA; A. Bccm/Windspons Int'! YAMAT, EUGENE: Mission I Iills, CA; D. Quackenbush/True Plight Region ,j. BANKS, SHAWN: Colorado Springs, CO; S. Dewey/Quiet Flight BRIGHT, JIM: Albuquerque, NM; C. Woods/Up over NM HAGEIAND, JIM: Aspen, CO; K F!arrison/Lake Elsinore l lG MAY, DARREN: Copper Mrn, CO; M. Windsheimer/Golden Wings PAPPAS, BILL: Tucson, AZ; R. lrwin/Arizona Airfoils Region 6 BOSCHEK, CURT: Lawrence, KS; T. I-lager/Lookout Mm FP SANZ-AGERO, CJ-IRTSTOPHER: Bridgeton, MO; A.Bloodworth/LMFP Region 7 CURVIN, MICHAEL: Detroit, Ml; N. Lesnow/Pro flG BRIAN: Redfield, IA; C. Thorcson/Lookour Mm PP Region 8 COLBURN, ROBERT: Framingham, MA; D. Baxter/Morningside FP dcSOUZA, ELCIO: Somerville, MA; J. Nicolay/Morningside Fl' FOSTER, THOMAS: Wo,lb11rn, MA; J. Nicolay/Morningside FP HAZEL, LYLE: Arlington, MA; J. Nicolay/Morningside Fl' PREPOST, STEVEN: Springs/Jcld, VT; R. Corbo/Morningside Fl' Region 9 ATCHISON, SCOTT: Springfield, VA: R. lmmordino/Kitty Hawk Kites BITTENBENDER, DAVID: Kirtland, 01 l; A. Bloodworth/Lookom Mm Fl' CAVANAUGH, WILLIAM: C:ynwyd, PA; G. Thornton/Kitty Hawk Kites CLARKE, CAROLINE: Washingron, DC; J. Middleton/Silver Wings l nc LINDSAY, JOHN: Lmhervillc, MD; R. lmmordino/Kirry Hawk Kites PADGETT, STEVE: Wheaton, MD; E. Logan/Penn-Aerie HG YUDOVIN, MICHAEL: Chevy Chase, MD; E. Logan/Perm Aerie HC

Region l BRANDON, LUKE: Missoula, MT; fl. Swanson/Sports Exchange JOHNSON, JACK: Springfield, OR; T. Sapienza/Airtime Oregon KNAPP, B.MATTHEW: Renton, WA; J. Reynolds/Far Up HC McDOWELL, KEVTN: Portland, OR; J. Reynolds/Far Up HG Region 2 KARTS, DTRK: Palo Alro, CA; D. Yount/Mission Soaring MALESKI, KAREN: San Jose, CA; E. Himichs/Narnral Flying REENDERS, MIKE: Hanford, CA; R. Soares/Central Valley HC STEELE, KEVIN: San Marco, CA; B. Ream/Missimr Soaring SWANSON, SHAWN: Sunnyvale, CA; D. Yount/Mission Soaring Region 3 COFFIELD, ALAN: Canyon Lake, CA; A. Anderson/Lake Elsinore HC HART, CHRISTOPHER: San Diego, CA; R. Mitchell/Eagles Wings I IC HAZNEDL, CHARLES: Arcadia, CA; A. Bcem/Windspons lnt'I JUMP, MATTHEW: Tho11sand Oaks, CA; A. Becm/Windsports lm'l KIELY, AARON: Pasadena, CA; A. Hecm/Windsports Jm'I KIELY, MELINDA: Pasadena, CA; A. Bcem/Windsports Im'! PAUT:rER, CHRIS: Orange, CA; R. McKc1wic/l-ligh Adventure PEDERSEN, GREG: Mission Viejo, CA; P. Phillips/Lake Elsinore IIC VAUGIIT, DOUGLAS: Sylmar, CA; J. Grcblo/Windspons Int'! Region 4 HARDWICK, GLORIA: Flagstaff'. AZ; S. Mish/Handito Action Sports MOORE, RICFIARD: Alhuq11crque, NM; M. Clanrz/f-ligh Desert HC NELSON, DENNIS: Phoenix, A/,; R. dcStcphcns/Zonie HG SMITH, GARY: Pueblo, CO; S. Dewey/Quiet Flight HG Region 6 HOSCHEK, CURT: l.awrcncc, KS; T. I-lager/Lookout Mm FP SANZ--AGERO, CHRISTOPHER: Bridgeton, MO; A.Bloodwonh/I.MFP Region 7 CARSWELL, CHRISTOPHER: Iowa City, IA; B. I<uslrncr/Ravcn Sports HUPPERT, ROBERT: S.l-lolland, IL; B. l(ushncr/Ravcn Sky Sports JONES, BRJAN: H.cdf1cld, IA; C. Thoreson/Lookout Mrn FP KELLEPOUREY, DANIEL: Riverview, Ml; W. Cuddy/Skywing Center ROULEAU, ANDREW: Itasca, JL; B. Kushner/Raven Sky Sports Region 8 HYNEK, SCOTT: Waltham, MA; R. Corbo/Morningside FP Region 9 BEUTLER, RANDY: Phoenixville, PA; J. Harrer/Valley Forge HC BITTENBENDER, DAVID: Kirtland, OI I; A. Bloodworth/l 1)(lkom Mtn FP HAN(~ GIJ[)INC

BROD, CHRIS: Springfield, PA; J, Harrer/Valley Forge I JG LUDWIG, GREGG: Cleveland, OH; M. Jones/Florida J!C; MICHAUD, LINCOLN: Philadelphia, PA; B. Umstattd/Sky High OKA, THOMAS: Cincinnati, OJ l; M. Joncs/Horida I IG SCffLAGNHAlJFER, GEORGE: New Providence, PA; W. Umsratrd/Sky High YUDOVIN, MICHAEL: Chevy Chase, MD: E. Logan/Pcnn·Acric l!C

Region 8

HABCHI, KHALIL: Quincy, MA; D. Baxter/Morningside PP WHITEHAIR, JAY: Norwich, VT; D. Baxter/Morningside H Region 9 PRICE, GEORGE: Vienna, VA; K. Pierce ROBBINS, CHRIS: Arlington, VA; C. lludclle

Region 10

AGUIRRE, RICARDO: Miami, 1:L; J. Tindle/Miami He; BOOTH, GRANT: Ocala, Fl.; G. McNamcc/Craybird Airspons BOYKIN, EDWARD: Marietta, CA; T. I lagcr/Lookom Mm FP DcLANGE, Cl !RISTO: Atlanta, GA: M. Tabcr/1.oolrnm Mm Fl' HAIGHT, MELANIE: Kill Devil Hills, NC; C:. Flchin/Kiny Hawk Kircs HILL, Miami, FL; A. Bloodworth/Lookour Mm FP JAMES: Kill Devil I/ills, NC;C:. Dul'aul/Kiuy Hawk Kites HOWARD, LEE: Jesup, GA; A. Bloodworth/Lookout Mrn Fl' KNIGHT, LINDA: Weaverville, NC; B. Burril/Ultralighr Flying MAY, DEREK: l,irconia, NC; B. Stcclc/Lrke 1u,.rn,aT, McCUJRE, c:I.IFTON: Marielle, (;A; C. Thorcso11/Lookom Mm r:p McCURDY, MICHAEL: Acworth, CA; A. Bloodworth/Lookom Mtn J:P MIRANDA, MICHAEL: Lakewortl1, Fl.; M. Joucs/Florida J-lG MORGAN, BETSY: Oakridge, TN; J. Pccplcs/1.ookout Mrn FP PICKETT, JOEL: Huntsville, Al.; A. F\loodworrh/Lookom Mm /;p POWELL, JENNIFER: I ,argo, FL; R. Brown/Qurn Air RINCON, JORGE: Asheville, NC; B. l lunt/Bluc Ridge SCHNABLF, KEITH: Cumming, CA; A. Bloodwonh/Lookom Mrn fl' SCOTT, KASEY: Cleveland, GA; C:. Thoreson/Lookom Mrn 1:p TORROIJA, DIEGO: Miami, Fl.; J. Tindle/Miami I JC 12

'-''"''"'' TONY: Clendalc, NY; D. Mcycrs/Moumain FANGI-JANEL, KARL: Honeoye hilk NY; B. Lyon/Rodicsrcr FERRIS, GIN!: Queensbury, NY; R. Corbo/Morningside FP GRJTZKE, ROY: Bulfolo, NY; R. l\radt/Rochcster Arca RAYMOND: LaCrangcvillc, NY; M. Lassachcr/NY WERNER: Glendale, NY; M. Lassachcr/NY Towing

Hyers

Region 11 CART.SON, MARK: Austin, TX; K. Robinson Region 12 I-JABER, DOUGLAS: Ci111uminson,

C. DnPaul/Kiny Hawk Kites

Region I GREENLAW, JOHN: Tacoma, WA; R. Brown/Airwavc NELSON, GRANT: Tumwater, WA; Reynolds/Far Up HC REFSELL, STEPHEN: Belgrade, rs. Coodman/Blue Ridge I-IC SWEPSTON, KERIE: Auburn, WA; A. Swepsron TSUCHIYA, NORIKAZU: Mukilteo, WA; T. Johns/Cascade Soaring Region 2 CHRISTENSEN, ANDREW: Sacramento, CA; A. Whitehill/Chanclcllc CLEMENTS, DAVE: Vacaville, CA: M. Lakc/NC:llCA DAY, NEIL: Mountain View, CA; B. Ream/Mission Soaring Center RUNYON, .J. REX: Milpitas, CA; C:. Morcno/Gct'n High Region 3

Club

Region l

BARKLEY, RAYMOND: Tacoma, WA; R. Berger/Oregon HC; NELSON, ROBERT: Jackson, Wy; C. Peck Region 2 ELKAIM, GABRIEL: Palo Alto, CA; P. Dcncvan/Mission Soaring PALLANT, RALPH: Redwood City, CA; R. Canham/Fly'n I lighcr GILBERTSON, STEVE: Watsonville, C:A; M. Connell/Wings ofRogallo JACOB, DAVE: Fremont, CA; P. Dcncvan/Mission Soaring Region 3 BARTELL, CAROL: Palmdale, CA; D. Quackcnbush/Trne Flight DOC~GETT, RON: Norwalk, CA; I'. Phillips/Lake Elsinore Sports MEDLEY, EUGENE: Oceanside, C:J\; K. Harrison/Lake Elsinore HG MEJIA, MARCO: Redondo Beach, C:A; D. Quackcnlmsh/Truc Flight PODHOLA, ROBERT: Pacific Palisades, C:A; J. Greblo/Windsports Jm'l RIFFLE, LEWIS: Sama Barbara, Ci\; R. Brown Region 4

BLOOM, SCOTT: Aspen, CO; J. Simmons/Aspen Aero Sports JONES, STORM: Milan, NM; M. Clam,./! Iigh Descrr I IC MULLIN, TOM: Lyons, C:O; S. Wcsrfoll/Boulclcr Flight Inc PINE, RAY: Scottsdale, A'/.; R. DcStcphcns/'/.oni ROBINSON, GREG: Telluride, C:0; D. Sharp/The Soaring C:enrcr SIMONAITIS, DENNIS: Salt Lake Ci1y, UT; G PoJlock/Wasarch Wings Region 7 OLSON, PAUL: Racine, WI; B. Kushner/Raven

Region 10

BRACKETT, DAVID: Miami Beach, fl,; M. Jones/Florida 1-!C MOODY, MARION: Burton, SC; B. Burril/Ulrralight Flying Equip RARICK, RON: Clearwater, Fl.; R. Brown/Quest Air

HOAG, GRANT: Irvine, CA; D. Quackcnbush/Tnic Flight VELKOFF, JOHN: Lake Elsinore, CA; K. Harrison/Lake Elsinore l J(; Region 4 ALLEY, PAUL: Flagstaff'. A'/.; S. Mish/Bandiro Action Sports 1-IEBERT, GARY: Huntvillc, UT; M. Knowldcn/Rcbcl Wings I IC; MONG, \l(!JLUAM: Kingman, Al,; G. Reevcs/Windsports Inr'J Region 9

THORNTON, GREGORY: Cheswick, PA; D. Clover/Florida I-JG

BEGINNER COIA, ISABELLE: Etobicokc Ontario, Canada; M. (;ates RINELLA, JOHN: Wliirby Ontario, Canada; M. Cates ZANADA, ANNA: Sostcgno, Italy; Z. Majors/Wasarch

JOHN BORDEN JESSE FORBUS KEVIN GENDRON HELMUT GRlGEREIT WAYNE O'SICK RODNEY PENDRY WARREN SIEPMAN JOE SIMMERS BRUCE WEAVER

PETER DEBELLIS Sports TAMMY BURCAR

NOVIMllER '199:i

A_,·

•J_)

... continued trom page 50

behind powered aircraft: being taxied or about ro take off and avoid being aligned with their thrust lines.

Helicopters A hovering helicopter generates a strong downwash tbat you will want to avoid. A helicopter moving horizontally will generate a pair of wake vortices similar ro 1hose of flxed--wing aircraft (see Figure 7). Helicopters ofren fly ar low speeds. In this situation the helicopter's wake vortices are particularly strong avoid them.

!Itmg Gliders Hang gliders also generate wake vortices that can create problems for other hang gliders flying nearby. While ridge soaring, care shonld be taken to avoid the wake vortices of other hang gliders flying the ridge. Note that the vortices may rise with the ridge lift. 'J'he landing zone is another place where you may encounter the: wake vortices of other hang gliders. You may apply the wake vortex avoidance procedures mentioned earlier in this article to stay clear of them. If there is the possibility oF a hang glider vortex encounter, fly with extra speed for added control.

WAKE [n this article I have concentrated on wake vortices. Wake turlmlcnce is a more inclusive term that includes aircraft prop wash or jet engine exhaust. Jn flight, wake vortices arc usually the most dangerous aspect of wake turbulence. However, on rhe ground, when airplanes are being taxied and taking off: prop wash and jet engine exhaust can present serious problems for hang gliders. Stay well

Wake vortices are important enough that the FAA makes it a required area of knowledge for licensed pilots. Ir is cerrninly important enough for hang glider pilots to know about it. Here is a list of additional reading material.

Advisory Circular 90-23: Aircraft Wake Turbulence. This Advisory Circular can be obtained free by requesting a copy from: DO'C M-lt43.2, General Services Section, Washington, DC 20590.

Airman's lnfrmnation Manual (AlM), Chapter 7, Section 3. Wake 'forbulencc. The ATM can be found in many bookstores and libraries. You can also ask a licensed pilot for his copy.

A Primer," 1'!4A Aviation Machol, Robert E., "Wake Vortices Sf1jety]ournal, Vol. 3, No. 1, 1993, pp. 16-19.

This article is essentially a shortened adaptation of Reference l, with some additional material drawn from Reference 3.

]utm Cruz is an aerorututiazl engineer, sailphme instructor and hrmg glider pilot. Ed.

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Smoke makes visible one ofthe wake vortices created by a general aviation aircraft. Photo courtesy NASA.

ices! by Juan R. Cruz

his article is a brief introduction to wake vortices, their nature, and how to avoid them. It is not an in-depth treatise on the subj ect, so you might want to seek out more information. The FAA publishes and distributes a free Advisory Circular on wake turbulence. See the References section of this article for information on how to obtain this Advisory Circular.

Figure 1. Wake Vortices Formation

As you drive to the airport in the early morning you realize it is a perfect day for your purpose. The wind is calm and there is no thermal activity - excellent conditions for getting your spot landings signed offi Soon you are being towed aloft on your first flight of the day. You release, make a few turns, and are ready to enter the pattern. However, you notice an airplane on final approach, and, dutifully remembering that you must yield the right-of-way, you plan your pattern to let the airplane land before you. The airplane lands and you come in behind. Perfect pattern - with a little bit of luck this will be a bull's-eye landing. But, as you're coming in on final it hits you without warning; chis is the meanest patch of turbulence you've ever encountered! The glider rolls and aggressive control input on your part has little effect. Just when you think you've lost it, the turbulence stops as quickly as it started. Regaining control you manage a safe if not graceful landing. By the way, you miss the spot altogether. Where did that turbulence come from? There was no wind to generate mechanical turbulence and thermal turbulence was unlikely. Well, if you're like me, you look at the photographs and illustrations before reading an article and you know the answer by now. You ran into the wake vortices left by the airplane that landed before you. These wake vortices overpowered your roll control. Fortunately for you - this time - you were tossed out of the wake vortices before you crashed.

H AN G GLIDI NG

Sink rnte i,evoral humirod ft/rnin. (for larqu aircraft) No

Before you dismiss a wake vortex cncounrer as a remote possibili-· ty, consider some rnorc scenarios: ®

Figure 3a. Wake Vortex Movement Near Ground - No

You arc flying along a ridge. An airplane passes upwind and slightly higher than you. The airplane's wake vortices almost run you inro the ridge. On a cross-country flight you hear a jct approaching fast. An F-1 5 passes close by. You miss each other, but you arc unable to avoid rhe F- I 5's wake vortices. (You knew you were flying near a Military 'li-aining Route, right?)

Anecdotes indicate that hang gliders have encoumered rhe wake vortices of'larger aircraft, and all hang glider pilots should be familiar with wake vortex avoidance procedures.

When a generates ]iii, there is low pressure on its upper surfiice and high pressme on irs lown surFacc. At the wing tips this pressure gr;idient causes air on the lower surface to come around the tip toward tlic upper surface. This motion of the air eventually becomes organized as two coimtcr--rotating wake vorriccs, one for each rip, trailing the wing as shown in J:igurc l.

3b. Wake Vortex Movement Near Ground With Crosswind prise that wake vortices arc stronger when the generating aircraFt is traveling at a slower airspeed. In addition, an aircrafr traveling slowly spreads the energy of its wake vortices over a shorter distance. Again, this makes the wake vortices stronger if the generating aircraft is traveling slowly.

Clet1n Finally, a dean aircrafi (i.e., one with its flaps up) will generate stronger wake vor1iccs. The strength of wake vortices is not to lie underestimated. Measurements indicate that wake vortices can have tangential speeds exceeding 300 Feet per second. As with other rurbulcncc, wake vortices will eventually weaken and dissipate. The rate at which they decay depends on many foe-· rors, including atmospheric conditions.

'!'he strength of rhc wake voniccs depends on many factors, some of which remain poorly unclcrsrood. However, several broad sratcmcn1s can be made. Wake vortices arc affected by the generating aircraft's weight, speed and configuration; rhcy will be strongest when the gcncr:1ting aircrafr is heavy, slow and dean.

liet1vy A heavier ;1ircrafr needs 10 generate more lifr, and therefore its wake vortices will be stronger. Note, however, that it is not necessary for an aircraft ro he very large for its wake vortices to creme problems for hang gliders. The wake vorrices oC a general aviation aircraft arc more rhan hazardous enough. The w:ike vortices of another bang glider may also presem problems in certain situations.

Slow In basic aerodynamics you learn that the induced drag of an air-

craft is related ro its wing tip vortices, ;1ml rhat the slower its airspeed, the greater the induced drag. Thus, it should come as no sur-

NOWMBIR 1995

Wake vortices ;ire a byproduct oF lift. Thus, any aircraft in motion (or with wind going past it) is a potential source of wake vortices. Even hang gliders generate wake vortices. When the generating aircraft is higher than one wingspan above the ground, its wake vortices maintain a spacing sliglnly less than one wingspan. These wake vortices sink behind the gcneraring air-· crafr as shown in Figure 2. The wake vortices can extend fr)r a sign if icanr distance behind the generating aircraft. 'fo avoid running into the wake voniccs of an aircrafr ahead oF you, fly at or above the generating aircraft's flight path; avoid the area below. Note, however, that thermals or other sources oF lift may carry the wake vortices upward where we usually expect none. Wake vortices drifr with the wind. Thus, staying upwind of the generating aircraft (at altitude) may help you avoid a wake vortex encounter.

'------------ notation point of preceding aircraft

Figure 6. Taking Off Behind Another Aircraft

Figure 4. Wake Vortex Encounters

Figure 7. Helicopter Wake Vortices

,__________ Touchdown point of preceding aircraft

An encounter at low altitude is particularly hazardous since there may not be enough altitude to recover control. Unfortunately, wake vortex encounters arc most likely rn occur ar low altitude, since it is often here where we fly near other aircrafr.

Figure 5. Landing Behind Another Aircraft

In no-wind conditions, when the wake vortices of an aircraft approach the ground, they move sideways at a few miles per hour as shown in figure 3a. If a crosswind exists, one of the wake vorriccs will drift away from the runway, while the other will drift roward the runway and may become stationary as shown in Figure 3b. This is a dangerous situation. Pilots should also be aware of aircraft operating on other nmways. The wake vortices of these aircraft may drift over the runway you arc using.

There is no guaranteed method of avoiding wake vortex encounters, however, a few tips will hopdiJl!y minimize the probability of such an encounter.

1) 2)

WHAT CAN HAPPEN WHEN YOU ENCOUNTER A WAKE VORTEX? 'This depends on 1mny factors, including how strong the wake vortex is at the time of the encounter. lf you encounter rhe vortex while traveling in the same direction as its axis, the m;iin problem is likely to be roll control (see the left side of Figure Ii). Aircrnft with small wingspans (for example, hang gliders) may have serious problems with this type of encounter since the whole wing may be immersed in the wake vortex. A hang glider's relatively small amount of roll inertia is also a drawback in this situation. If you encounter a wake vortex while traveling perpendicular to it (sec the right side of Figure 4), a tumble is a possibility. In all cases, structural failure and/or a stall is possible due to the sudden change in angle of attack.

']}y to visualize where the wake vortices may be and avoid those areas. Fly ar or above the flight path of preceding aircraft; avoid the area below. Stay upwind of the flight: path of the generating aircrafr. Be especially careful on calm days; w;ike vortices tend to persist longer in calm wind conditions. L;ind beyond the touchdown point of the generating aircraft (see Figure 5). l1owevcr, no1e that an aircraft rolling on the ground or with wind going past it may generate enough turlmlencc (e.g., wake vortices, prop wash, etc.) to compromise tJ1e control of a hang glider on final. ff you have to take off behind another aircrafr (e.g., while aero·· or ground-towing), lifr off well before the gcnernt:ing aircraft's rotation point (i.e., where its nose comes up for takeoff), and stay above its flight path (sec Figure 6). ff this is not possible, wait: for the wake vortices to dissipate or drifr away before you attempt to take off Once you do take off, stay upwind of the generating aircrafr's flight path. continued on page 46...

HANC GLIDINC

I lA'-IC: Cl.]])INC Al lVlSORY Used hang should he disassembled before first time insJ"'ctcd hent or dented downmbes, ruined bent bolts (especially rhe hearr bolt), rc-·11sccl nurs, loose thimwith 11011-cirrnL,r bles, frayed or rusted cables, holes, and on flex wings, sails 1orn or 1orn loose from their anchor points horn and back on rhc keel and leading If in doubt, hang gliding happy to give au opinion businesses will

FALL CLEARANCE SALE HPAT 158 $1,000. !!PAT lli5, excellent rn11di1ion $1,500. Dream ?.20 $1,000. Dream 185, cxccllrnr concli1io11 $1,100. All

MAGIC KISS 15/i (:, 15) (,56 2871.

include inspccrion 1 new sidcwircs and hang straps.

MARI( IV 17 Exccllrn1 condi1ion, Avs;rc harness with chute & helmet. All f,,r $1,WO. (209) 52:V591J l.

Arimn,1 l Ling ( ;J,ding Center (520) 772··4 l l Ii. FORMULA l51i - 2'i0 homs $1,100 OBO. (llli) 770/i\)'i.

wheels $ I ,600 (li73)

M/(IV 19 -Spare 675 2.1?:J Knoxville

011 the condition of eq11ipmcn( you hring them to

l'ClRMlll.A 15/i

inspcn. Buyers should select equipment that is appropriate for their skill level or r·ating. New pilots should seek professional instrncrion from a USl!C;A CFR'l'IF!ED JNS'l'Rl/CTOR.

81is-:rn56.

MOYES CTR 210 Creal lr,r trike, exccllrnt COil dition $1,(,00. (219) 81i5 285(,.

i'LY TWO '')5 PacAir i:wdcm glider, one season, lop sh,rpc $2,900. (Ii Iii) lin-8800.

left $500. ('Jl(,) 5il281i(,8,

i:T.F.X WINGS Al!UlORNF BLADE RACE, STING, BUZZ. New and nc,1rly new. Demo daily. THE WALLABY RANCH (9/i I) li21-0070.

Coor! condition $1,IJOO. (21 'J)

(~real condition, hcst offer.

condition $1,000. / .. cxcc·llc,·Jt co11di1 ion $1,000.

S11pcrspor1 I Skyhawk \B8, Mark IVJ7, Sport 167 and various 1rai11ing glid crs. !'lease call D:rn Skadal (909) 272-1 ).'i6. DREAMS CLEARANCE SALE All sizes, $500$ l, 500. Dream 220, rnsrom bm1erfly an $1,300. Raven Sky Sports (111) 47:l-8800.

FALCONS C:LFARANCF SAl.F School use, one season. All sizes$ I, 500-$2, 500. (11 Ii) ,\73-8800.

l'crir condition, m:rny more hours

Two /,ir $2,(,00 or sold sqxirale· MOYES XS 155 !y. Moyes Mega 170, grca1 shape $'i00. (Ii lli) liTi-

('\JO) J9l-8/i9/i.

8800.

l!l'AT HS -- Only G hours, as new $1,850. (510)

MOYES XTRALITE XS, XS3, XT, XI.. New :llld nearly new. Avaibblc irnmcdiardy. Nat ion's Moyes dealer. THE WALLABY RANCI I (941) 0070.

887-!fO'J I.

AWESOMF. CL!IlFR ~ Wills Wing I/PAT 158, great condi1ion, < J 00 hon rs, just 111ncd by Rob Whittall, spare dow111ube & new flying wires. Must sell $1,200 OBO. (106) 587-3159 Nate.

MOYES XS l 'i5

l ll'AT 158 $1,200. I 11'1 170-$'.lOO. Duck 180$100. Ball vario 651 $300. ().09) 855-2310. /(2 lli5 Never flown. Brand spankin' new, plu.s extras$ I ,'JOO. (216) 22'). J 87B nights.

$:l,200. Sensor Michigan.

(810) 3911220

l.aMOUFTTE PROF!!. Ll --~ $500. HIGH ENFRCY cocoon, chute $?75. LITEK llV $75. All $800. (803) 2(,8 .. IJ 527

PULSE J J ME'J'EH ''Jli, custom colors, all options, /i() hours $2,500. Sco1t (602) ')(,6-!i:l(,(,. RAMA[R iliG C:lcan $2,IJOO. Raymond J:'111:rlizcr and c:c; I 000, 5'(i".(,'O" $300 each. Two chutes $200 each. Ball C,52 $JOO. All OllO. (815) 2lli-'i388. RAMAfR 15/i J,:xccllcnt condi,ion, $3,300. (819) 8/iJ i liil7.

hours

RA MAIR l 5/i c·20 hours, flies pcrfrctly, very Erst. Bright colors $.l,000. (505) 822-9017.

I.IT!' DRl'AM HS -· Fxcdknt, new, 1sr $1,050. SENSOR 61 OF 1'i2 -- Very clean, liest olfor. (:l 1'i) (,5(,2871.

(Hll) 278-95(,6.

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 of the month, six weeks be/ore 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 F:AXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:

Number of months: SECTION r.i Flex Wings 'J Emergency Parachutes .l Parts &Accessories l.l Business & Employment lJ Miscellaneous 0 Paragliders i.l Videos

IJ Towing

'.J Schools &Dealers IJ Ultralights

r.J Rigid Wings IJ Publications &Organizations OWanted J Harnesses

Begin with consecutive issue(s). My iJ check, i.J money order is enclosed in the amount of $ __.. __.. .,_..

c,_

»c_..._, ___.,_,.,..._-

NAME:.-- ..---·--------.. ---.--..-------»-·c--·--·---·-c---·--ADDRESS: CITY: Number of""'-"··-·-··--·--- -------c-";,,,vv Number of words:

NOVEMBER 'I 99 1i

USHGA, P.O Box 1330, Colorado Springs, CO 80901 (719) 632-8300

ifi SPECTRUM 114 Excellent condition, IO hours, all options $2,200. (714) 495.5527.

TRIKE WlNG Moyes 210 CTR, excellent condition$ I ,GOO. (219) 8ti5-·2856.

TANDEM DREAM 220 Good shape, fluoresccn1 colors $1,500. (619) 272·4168.

TRIKE TRAININC

TRX 160 Good condirion, solid white sail $1,600. Ask for Ted, (209) f\78·7000 days, (?.09) 9'i 1·7500 evenings.

TRX 160 Sweet handling, sharp colors $1,700. (419) 5894174 Ohio. WILLS WING SPORT 167 With floars, fresh water only, excellent condirion $800. (601) 853· 2111.

ARKANSAS OZARK MOUNTAIN HANG CI.IDERS - Sales, service and instrucrion. 160 Johnston Rd, Searcy AR '72143. (50 I) 279·2480.

And wings. ISA (718)

7000 phone/fox. WANTED FLEDGE Ring ,t\9 75fi6 2280, fox ,,19 75/ili 13.36 Germany, Carl Boorh.

SAJ[. WJNCS Suppliers of' fine Hying equipment. PO Box 5593, 1.irrle Rock AR 72215. (501) 663:1166 tel/ fax. CALIFORNIA

ODYSSEY'S WANTED Douglas, Dallas TX.

(214) li.17·5650 Ken ADVENTURES UNLJMITED Orange County's premier school. USHGA certified insrrucrion and tan· dem specialist. New & used equipment, Wills Wing dealer. (7H) 4%-8000.

SCHOOLS & DEALERS ALABAMA

XTRALITE 137 -- 60 hours, good condi1ion $2,800. (818) 767,4851 evenings. EMERGENCY PARACHUTES A BEST BUY FAA Rigger inspected $265. PD/\'s $300. Colorado Hang Gliding (303) 278·9566. ALL BRANDS Bough1, sold, and repacked. Inspection and repack $25·$35. Parachurcs, bridles, inspected ,rnd replaced, paraswivcls installed. AIR· TIME OF SAN FRANCISCO, 3620 Wawona, San Francisco, CA 94116. (Ii 15) SJ<Y. J 1Tl. I\RAND NEW HG RESERVES 20 and 22ft. PDA's $385., $1i25. Colorado !:-fang Gliding (:l03) 278,9566. HARNESSES 6'2" 200t! & 5'8" 180/t $1iOO each. TRACERS High Ener6,y pod rear zipper, for 6'/17011 & several other sizes to choose from, $300 each. Cocoons, many sizes $200 each. (41 Ii) 473·8800.

AIR CREATION TR[KES Fly anywhere, any· time, quietly. USUA ins1ruction. Barnstormer fnc., Momgomery Al .. Open every day except Wednesday. (33/i) 285-7864. CI.OUDBASE CORP. dha Rocker City /\irsporrs. Sales, rentals, service and cerrified instruction at Keel Mountain, Curley, Alabama. For information send SASE and $1 10 PO Box 122, Curley AL .357ti8. (205) 880,8512, (205) 776-9912.

LOOKOUT MOUNTAIN FUCl IT PARK ad under Georgia.

Sec

ARIZONA ADVENTURE SPORT'S TOURS Daily certified ins1mcrion milizing die world's fost man-made train· er hill plus other sires which all focc every wind direc· rinn. Dealer for major brands. 1327 E Hell-·dc-·mar Drive, Tempe AZ 85283. (602) 897·7121.

AIRTIME m: SAN fllANCTSCO HANG GLIDING & PARAGLIDING, Harness mannfac. rurcr and repair specialists. USHGA paragliding insrrncrion, tandem. All major brands of paragliding and hang gliding equipment (new and used). Next ro Fort Funsron. 'T'hc only full service shop in San Francisco! 3620 Wawona, San Francisco CA 9111 G. (415) 759 1177.

CJIANDEJ.LE SAN FRANCISCO, INC. -· Complete hang gliding and paragliding sales, service and insrrnction since 197:3. Nonhcrn California's most complete repair facility. New and used equip· mcnr and demo's, lesson packages, clinics and tandem lessons. 1595 E Francisco Blvd Sic F. San Rafael CA 9ii901, (415)GLJD[NC. HANG GLIDER EMPORIUM -- !'lest training hill in the west! Full service hang gliding/paragliding shop, established 197/i. PO Box Ii 1339, Santa Barbara CA 93lli0-1339, (805) %5-3733.

THE HANG GLIDING CENTER Located in hcamiful Sm1 Diego. USHGA inslrucrion, ec1uipntent rentals, local tours. Spend yom winter vacation flying with us. proudly offer Wills Wing, Pacific Airwavc, l!igh Energy, Ball and Moyes. Manufacrurers of THE DROGUE CHUTE. PO Box 1019, Lakeside CA 920ii0, (Ii 19) 56 J -1009.

Pod harness, BRS rocket and parachute, vario, l.arnhie full face hclrnel. All for $500 firm. Call Wendy at (406) 622·56T7.

HIGH ENERGY SPORTS

PARAGLIDERS ALL BRANDS New/used $800··$2,500. Colorado Paragliding (30.3) 278··9566. BRAND NEW PG RESERVES 37 and tiOsq/m NAS brand. $38">., $il25.(303) 278·9566. PARAGUDERS ${i()(l.$J ,OOO for your old equip· menr. New Pcrche, Apco, Irv, more. !SA (718) 7000 phone/fox. ULTRALIGHTS BUILD/Jll.Y -· Your own BACKPACK POW. ERED PARAC!lUTE for !tin/profit. Takes off from level ground unassisted. Safe, simple, inexpensive. No licensing required. Detailed guide and so11rce book for beginner includes info on plans to build yoms for as little as $900. Now only $19.95. F.asyUp, 1089 Medford Ccnrer Medford OR 9750/i.

ARIZONA HANG GLIDING CENTER INC. We are a fttJl .. rime, FULL SERVICE hang gliding shop located just minurcs from the BEST sire in Ariwna, Mingus Mounrain. We have rhc most corn· prchensive randem training program available and can reach you ro be a SAFE pilor in less rime! We srock harnesses and insrrumenrs from Wills, PacAir, Flyrec, Hall, lligh Energy, CC and many morel We need yonr rrade·ins. Certified instrncrnr Rob Richardson. 572 l ·2B Rohen Road Prcscolt Valley A/. 863 l ii '.i20-T72·1tl lit

Hf GI I ADVENTURE

l·1'mg gliding, paragliding school. Equipment sales, service, rcnrals at Southern California's mile high site, Crestline. USHGA Insrructor Rob McKenzie. By appoinrmcnr year round. (909) 883·8488.

HANG GUDINC

HIING GUDINO ~BICYCLING PflfUIGUDING FULL SERVICE SHOP . . ~ Located at the lme of the mountain on l lwy 7/i. Dealers of Moyes, UP, PacAir, Flytec, Ball, lligh Fnergy, Avocet & more. Call for liu: arcc1 info pack. Open 'J-6. Rentals available. Visa & Masterchargc 90'>-67 4-2453 31401 Riverside Dr. Lake Elsinore, CA. '>2530

since 197Ii. Fifteen to Sylmar, Crestline, Elsinore and training sites. Vacation training, flying sales packages including lodging and The most popular gliders and cquipmcllt, new and used in stock. Tracie in your old equipment. 325 sunny days each year. Come fly with us! 1Gl!i5 Victory Blvd., Van Nuys CA 9140G. (818) 988-0111, Fax (818) 988-18G2.

LAKE FLS[NORF. WlNDCYl'SY Airw:1ve, Moyes. ( :all for site information. (909) G79-·89'l/i.

WRIGHT BROTHERS WINGS -- Awesome deals, all major !Hands, ccnif'icd instruction. l.ake Mc( :lure/Modesto area. (209) 586-6017..

MAC IC Al R I Jang gliding and l""'">i'"''":c;· Located in Northern California. Lessons, vice. [;S/ l(;A cenificd wwing instrue1ion. Landing and thermal clinics. (70'1) 96'i-Oli 11, (707) %3 31i55.

WlNDSl'ORTS

COl,ORADO GOLDEN WINGS Lessons, sales, service. US] /(;A certified instructors. Dealers f'or Moyes, Wills Wing, J\lnc Sky Aircraft Co., and P:1cAir. 15/iO 1 W. 9th Ave., Colden CO 80/iOl. (.303) 278-7181. CONNECJ'ICOT MOUNTAIN WJN(;S

()ur cornprchcnsivc insrr11ctio11 program, located :H

the Bay Area's premier training site, k:nures sloped "lnurny hills," winch towing, superlire and comfortable training harnesses! "I'lRST Fl.IC! IT," a video of our sou program, is for only $20 to lesson j)u.vch.rtse::). ping (1nay he Our deluxe shop the latest in h:rng gliding jnnov<1tions. We srock new, used and demo, Wills and PacAir Trade-·ins are welcome. h:cl new harnesses in our custom Way, Mil1,iras (nmr S1Jnjose) 1" 1·- 11,~ ~. fax (108) 2G2- 1388.

TRUE FLIG!lT HANG Gl.lDIN(; SCHOOL DONALD QUACKENBUSH has rhe only shop at world famous Mountain, Los Angeles. instruction and of l1ang the sewing shop making Training pilots for over fHicen years. 13/i 1 Ave., Sylmar California 9 LH2.. l-iW(l-89/i 5{13, (818) 3670li19.

I .ook under New York.

FLORIDA US[ICA & CRAY\l!Rll AIR.SPORTS INC USUA certified instrnction. Beginner rhru advanced hang glider pilot tandem acrotow training & ratings. USUA ultralight pilor thru basic flight instructor training & ratings. 3 axis sricktimc for Swift, Snper/loater or Dragonfly pilot training. lnstrnc1ion 7 a week hy appointment. Dealer for all major and aerorow equipment. l 5 minmcs limn Silver 1. 5 honrs from Disneyworld. Call Cregg IUVlcNctm<:c (904) 2/i5-82G.3. LOOKOUT MOUNTAIN Fl.l(;JJT PARK-~ Sec training center

BUNNY... THE HILL WITH IT!

INTRODUCES QUEST Am SOAR/NC CENTER. Corne l'ly with rhc Original DRAGONFLY TEAM I .earn to Hang c;Jide with state··orthc-an tandem equipment and get a 1ninirnum of 6 to H hours of airtime your I 2 we can accelerate yom us for a tandem soaring flight in prime t irnc air' Camping fishing and swimming available, also close 10 all Central l'loricla Attractions. Interested in becoming a TUC PILOT? Come learn to fly rhc Bailey/Moyes l Jragcmlly Aero 011 one oft he oldest in ( :cntral with two), 100 runways and over 80 acres of' wide opett l'ind mn how you can gc1 your own Aero Tow or Flight Park .started. Moyes Microlights Assembly and Training Facility on site, FOUR NEW TUGS IN STOCK. Bohby Bailey, Campbell Bowen and Rnss Brown arc USUA and USH(;A Cerrilied Tandem Instructors. CUD ER & EQUIPMENT SALES AND SERVICE OPEN SEVEN DAYS A WEEK CALL FOR MORE INFO ('JOii) 429-()),1 j.

World Famous Hang Cliding Flight Park ACFS 13 TO HAVE LEARNED TO J:LY HERF YEAR ROUND SOARING OPEN 7 DAYS A WEEK 8 MILES FROM DISNEY/ORLANDO Afl instructors Advanced Rated & Certified Tandem. 1nachines. Demo all the latest (Including rhe :,upct·J-Jo,atc:rJ Renrals, sales, storage, ratings, XC retrievals. Camping, swimming pool, climbing wall, Mcga--Swing, picnic. Great scene for family and friends.

Duration 6 hours 3/i minot.cs. 199/i Read abm1t us in HANG (;J .m!NC KITPI.ANFS Jan. 1995, SKYW!NCS & Web: l1ttp://www.wallaby.et, nt/walla hy/wal laliy. 11 rn1 l

us NDVIMllER 1995

-~ The most advancccl training program known to gliding, teaching you in half the rime it takes on training-BUNNY HILL, and with more in-Oight air time. YES, WE CAN TEACH YOU FASTER AND SAFER. For year-round train·· ing fon in the snn, call or write Miami Hang Gliding (305) 285-8978. 26/iO S Bayshorr Drive, Coconut Grove, Florida Tl l Yl.

!'lease ask us for reforences in your area. 1805 Dean Still Road, Wallaby Ranch, Florida .l3irl7 ('Jlt l) /i),fi .. ()()'70 Ranch phone & fax. State of' the An • Cottscrv:nive FLORlllA l IANC Cl.lDINC JNC:. FLYING FLORIDA SINCE 197/i.

ifi GEORGIA LOOKOUT MOlJNTAlN l'llCl rr PAR!<

Sec

our display ad. Discover why FOUR T!Ml\S as many

pilots earn their wings m Lookout than at any other school' We wrote lJSHCA's Official Training Manual. Our spccialty--customcr satisfaction and Cun with the BEST FACIUTJES, largest inventory, campi11g swimming, 1nore! hH a nip, intro flight m lesson Loolw11t Mountain, just outside, Chatranoog,1, your COMPLETE trnining/servicc center. Info? (800) 688-LMFP.

TRAVERSE CITY HANG GJ.IDERS/PARAGLIDERS PULJ, .. 'f[ME shop. C:crtil1ed instruction, l'oot l:rnnclr and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar 011r 150' d11nes! 1509 F 8th, Traverse City Ml li%81i. Call Bill at (Gt<,) 922-2841. Visit our paragliding school in Jackson, \X!yoming. Call Tracie at (30'7) Tl9-8620.

IK/\ROS SPORT /\VIA'J'lON NYC's only certified hang gliding & paragliding school. Also trikes, paran1otors acrocht1tc.s, ultralights) training. Distribmors for AFRO, PERCHE, FINST & CJIARLY. Dealer for almost MOYES c,xcl\lsivc. F\lll service and equipment at prices. The most friendly service in rhe area. ('718) ?Tl-7000 phone/fax.

MINNESOTA

SUSQUEHANNA Fl.JCHT PARK Cooperstown, NY. Certified lnstruction, Sales and Service for all major manuf'actmcrs. !iO acre park, 5 training hills, jeep rides, bunk house, hot showers, 600' NW ridge. We have the best in N. New York state to teach you how to fly. RD 2, Box 3li8/\, Cooperstown, NY 1}32G, (315) 866-

JDAIIO

SPORT SOAR!NC CENTFR/MINNF/\POI.IS f nstrucrion, cquipmcm dealers for Wills Wing, Paci!,c /\irwavc & Fclel. (612.) 688-018 l.

SUN VALLEY SKYSPORTS Idaho's only Iii!! service hang v,lidinf, and paragliding shop. lkalcrs for Wills Wing, Airwavc, Edel, Advance, II igh and i:lytcc. Call for a list of' stock gliders for llasic-1\dvanccd instruction, tandem paragliding instrnction, local site and XC guides. Call (208) 726:3332.

ADVENTURE SPORTS ~. Sierra tours our spcci:iJ .. ty US] IC/\ ccrtiftcd school and ratings. Dealers for Pacific Airwave, Wills Wing, UP, Airborne. Fly the Sierras with :i full-service shop. 3650-22 Research Way, Carson City, NV 89706 {702) 883-7070.

ILLINOIS

NEW JERSEY

RAVEN SKY SPORTS

(312) %0-0700. Please

NEVADA

6153.

MOlJNTAIN WING, NEWMEXJCO

!NDI/\N/\ MOUNTAIN WFST Jl/\NC CL][)ING TANDEM. UP, PacAir ,bier. 6Tl3 Columbia Ave., llammond, IN 1(,321 (21')) 815-285(,, KENTUCKIAN/\ SOARING

Sec our display ad.

J,/\ VFN SKY SPORTS (Ii 11) 17}-8800. Please sec om ad under WISCONSIN. KANSAS PR/\! RIE I !/\NG GLIDERS llcd & brcakfost. hill service school & de:1lcr. Great tandem instmction, towing & XC packages. (316) G97-25T7. MEXICO

WINTER '95,.'% Sched11lc as much time as c:rn between Christmas and Pebrnary 28th. Five a week or two, or a month. Based in Valle de Brnvo. Jiang 0 .. 5, radio required, hang gliders provided, paragliding pilots wdcomc. Base rate $100 per day with discount l,H longer st:tys. R.uc will inclHdc: lod1\· glider and trnnsporration while in Mexico. Call llunt-ph/fox (517) li6'7-2529. Mexico Skys .. lJ811 Red River St., Austin TX 78751. MICHIGAN NORM LESNOW'S Fl.YING ADVENTURES Ridge soaring, towing, foot-·l:rnnch hang gliders and paraglidcrs. /\dv:rnccd Instructor, Examiner, Tow Administrator, lessons. Call Norm (810) 399 .. 9/i:J:l.

C)ffering s~1lcs, service, instruction in the Fonr Corners

area. (505) <,32 .. 84/i} Farmington NM.

UP OVFR NEW MEXICO Tnst rucrion1 sales, scrWills, Pacific /\irwavc. vice. Sandia Mountain Albnqncrquc, NM 821-85/ili.

KITTY HA WK KITES INC 8 to 80. I .cam ro hang glide at the world's largest gliding school located on the famous Outer Banks. Family beach resort. Lessons taught 3GIJ days a year on Jockey's Ridge, the highcsr sand dunes on the cast coast, where tire Wright Brothers fost flew. Beginner and advanced lesson pack:igcs. Camps. Tandem tow instruction. Demos and sales of latest gliders, used gliders, acccs .. sorics and pans. Call (919) lilil Ii 124 or 1-800-.334liT77.

NFWYORK

OHIO

i\i\l\ FUGT JT SC!lOOL MOUNTAIN WINGS and EAST COAST PARAGLIDING in Ellenville NY. Simply the MOST PROFESSIONAL NE with 15 years experience. training facility in full time certified instructors, Ii exclusive training hills. We stock everything available for pilots and sell & service AlRWAVE, lJP, BLUF SKY and now Wll.T.S WING, also SWIFT, SUPERFI.OATER and ALL PARAGLIDER BRANDS. Unbeatable prices on gliders. Full rime towing facility, tandems, !Cl', clinics. We do it ,tll. 1 ·800-525-7870, (914) 617· 33T7. 150 Canal Street, Ellenville NY 12128. OUR EXPERIENCE SPEAKS FOR ITSELF.

NORTH COAST ll/\NG Cl.lDINC Certified lnsrrucrion. New & used gliders. Specializing in Pacific /\irwavc gliders. Mike De\ 191 G W. 75th St., Cleveland, 011. !iii I 02

FLY JIIC!l HANC CLIDJNC, INC. Serving S. New York, Connecticut, Jcrsey areas (Ellenville Mtn.). Area's EXCLUSIVE Wills Wing c!c,tlcrispccialist. Also all other major brnnds, :tc,,·,•s.sor1cs. Certified school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices/repairs. Excellent secondary instruction ... iC you've finished a proi,ram and wish to continue. Ply the mountain! /\TOL tow· ing! Tandem flights! Contact Paul Voight, 51 (,3 Scarsville Rd, !'inc Bush, NY 12566, (914) 714-3}17.

January classifieds deadline: November 20 54

COROI.l./\ FLIC[ IT America's most experienced rnndcrn flight instructor, teaches utilizing /\TOI. and Double Vision. Call or write for information Greg DeWolf, Corolla 1'0 Box 1021, Kitty llawk NC 27919. (919) (,(i

Look nndcr New York.

sec our ad nnder WISCONSIN.

JJ MITCIIELL

NORTH CAROLIN/\

SKYWARD ENTERPRISES MARIO MANZO. Foot launch instruction, weekend. glider Wills Wing, Pac/\ir, repair. 1000. Evenings (51 :l) ])ayron, Ohio. OREGON

/\JRTlME ORFGON H/\NC GLIDING CENTER hill service shop and ycar .. round instrnetion; all certified gliders. Safety=Progress is our motro, Dealer for most extant manufacturers and American Wind right spares available. (503) 993 .. 1220. SOUTllFRN OREGON H/\NC CI.TDJNG Certified instTIICtion, /\TV retrieval. Pacific /\irwave, Wills Wing, UI', Moyes. (503) li79-5823. PENNSYLVANIA MOUNTAIN TOP RECRFATION Certified instruction, Pinsbmgh. (112) 697-41T7. C'MON OUT AND PJ.AY! MOUNT/\JN WINCS

Look tmdcr New York.

HANG GLIDINC

TENNESSEE

!'ARTS & ACCESSORIES

ALPINE ],()!)CE J\t Raccoon Mountain. Private rooms, bunkhouse, jarnzzi, pool. Work program. (61 'i) 821-25/i6 Chat tauooga, Chuck or Shari.

AEROTOWING ACCESSORIES Sec 'J'OWINC. THE WALLABY RANCH (94 I) li21i--0070. AS SF.EN !N JULY ''Vi llC MAC PT FingerSwitdr Radio I lcadsct. NO VOX! Featttrcs a low pronle PTT switch that "vclcros" over your index for hands--free radio operation. connections and instructions.

ll/\WK /\IRSPORTS INC P.O. Box 905(,, Knoxville, TN 379/i0-0056, (li2:l) 933-92.%. 1lang, Glidiug and world f:tmrnts Windsoks. LOOKOUT MOUNTAIN FI.ICI IT PARK

Standard kit fits opcn-foccd helmet. hill-face kit for foll-foce. Alinco, !com, Kenwood, Maxon, Yacsu and other radios. Please provide helmet style & radio make, model. ( :,ill for dealer or send $95 +$'i. 50 slrip (U.S.) to: PCC, PO Box 7(J:-ll, Tacoma WA 981i0/00.1 I. (20(,) 272 li21i:l, fox (20<,) 2/?.-5523.

Sec

ad under Ccorgia.

TEXAS Ccrtif'icd firn1 A.A.S AUSTIN AIR SPORTS launch, row & 1andem training. Sales/service AUSTIN, TEXAS Steve Burns, 1 12 Waterson, 7870:l, ('i 12) /i71i- I(1(1'!. HOUSTON ('113) li71 -1 li88. l11s1rnction, sales, repairs, KITE ENTERPRISES and foot bunch. Dallas & North Texas area. Allen TX 7'i002. (21/i) 390--9090 anytime. Dealer, l\tcific Airwavc, Wills Wing. RED RIVFR AIRCRAFT/CO l lANC c;LJl)l\lC Jeff] !um-Owner. Texas's most active school and shop. Quality service and instruction. Winter Mexico tours .. .li8 l 1 Red River St., Austin TX 78751, ph/fox (5 12) li67252'J.

TOTAL AIR Sl'ORTS Area's OJ.DEST Wills Wing dealer. CerriGcd instruction available. ''! only DEAi. with WILLS". 63')/i l.imcsronc, I lcmston TX 77092. (7J l) 95<,-G lli7.

Frl't f fool, with Varios 6·

The J\I.L NEW ULTRJ\-LJ(;l!T LAMBIE LIil most comfonahle hang glider helmet. J\erotllvn:111111c, low turbulence, low drag shape. I lightcch Finish is clear resin over the gold/hlack weave of the super-strong carbon/kcvl:tr outer shell. Open faces, only 12 oz., price $160. Integral fitll face version, only I/ oz. $19') incl11des headset installation. Mc:tsure arnt11td ill'ad and from hot torn of car-lobe over top to bottom of earlobe for c11srom fit. From rhc designer, Jack Lambie, 8 I 60 Woodsboro, Anaheim CA 9280/. Phone and fox ('!Iii) 779-1B7'!.

V!RCINIJ\ BLUE SKY Quality instruction, towing, sail/harness repair. Dealer f,1r i\irwavc, Wills Wing, Iligh F.ncq.;y, Ball and more. Call Steve Wendt at (7(n) li:32-6'i57. KITTY HAWK Kl'J'ES

Sec Norrh Carolina.

WISCONSIN RI\ VEN SKY SPORTS llANC GIJDI NC AND PARACL!DINC Largest and most popular in 1hc Midwest. Traditional curriculnm, ridge lain clinics, Dragonfly & tandc111s Kushner. Salcs/scrvicc/accessorics all 111ajor 1'0 Box l O I, Whitewater WI 53190 (Ii I ii) lil.,-8800.

NOVIM13F:I~ I 99S

VJ\RJOS: FLIGHT DECKS NEW lli\l .L CRAP! 11( :s Pl.US . $CALL BALI. Ml'). . .. 19'Jfi ..... $33/.00 BAI.I.M19.. ...!')95 DEMO . . $1i05.00 Al'RO . . .. DEMO ... $CAI.!. Ff.YTFC 3005. . .. lJFMO ... $Ii 15.00 FLYTEC :,005Sl. . .. DF.MO ... $fi5'J.OO l'I.YTEC ,l020. . .. DEMO ... $630.00 FLYTEC :3030. . .. DEMO ... $721.00 AIRC:OTEC: PIC:Ol.0 Pl.US .. DEMO .... $,ili1.00 BRAUNICER BASIS ...... $/,50.00 BRJ\lJNICER CI.ASSIC. . ..... $680.00 BRAUNICER COMPETITION ........ $/50.00 WASMER ALTI/VARIO.. . ..... $.100.00 MAJ ,J,J,'.'J'TEC. .. $159.9') ............. $(:AI.I, TANCFN'J',

BEST l 2" Wl!FFI.S J\ VA!l.ABI.E Super to,tgh, lightweight, a must f,1r training, tandem llyiug. BuiltOnly USA h11il1 12" wheel. $1i2.95, in qnantity Immediate delivery. l.ookont Mountain, (800) 688-1.MFP.

1-IEJ,METS RF.Fl.EX . .. l'l/1.L FACE ... $160.00 PANORAMIC: . . l'lJI.L FACI'. ....... $150.00 J,l,F Fl .. $2:30.00 LFE-1'2 .. . $'.rn0.00 LEE ARC: ........... $\20.00 !'El.LE .... FUI.L FACE ....... $160.00 UVEX. .. F\JIL FACE ....... $290.00 STOCKING STUFFERS WIND ADVISORY AIRSPEED \Xi/CLAMP .$23.00 HALI. PARACUDFR AIRSPEED ....... $2B.'J5 HOOK KNIFE ........ , .... $Iii.'J5 TOW REI.EASE . MASON'S ... $'52.00 B/\R M!TTS-U MITTS. . .. $35 $'JO SKY WATCI I AIRSPEED ............. $!i9.00 RADIOS: J\I.L MO[)]'.f.S AVAIi.ABLE . 5 watt ....... $:305.00 YAl',S\J Fl'l 1R KENWOODTll22. . $28'5.00 PTT FINCERSW!TC:11/l lFADSFT ..... $89.00 5/8 TFLESC:OPIC ANTENNA . . ..... $7.0.95 5/8 CAIN DUCK ANTENNA. . $1/.95 F/\R Ti\LI<-SPEAKFR/MIC: SYSTEM .... $84.00 .. $58.')5 VC:22 YAESU VOX/PTI MOBILE . 50 wan. .. $:>75.00 TUNE Ul' ..... w/WARRANTY INTAC .. $l5.00 .... $,ii').00 MAXON 2550 PARA CJ Il JTES l'rrnn HFS, Wills Wing

WILLS WINC LARA. !IFS QUANTUM ..

. w/Paraswivcl .. $CALL . ........... $CAI.I.

KENTUCKIAN A SOARINC li7.5 N. Taggart J\ve11uc ( :larksvillc IN lil 17,'J (812) 288 7111 fax (812) 28/i/il 15

t::t"

,),)

•

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.

Women's World Team Raffle WWT Contributors Members of the Women's World Team have beeo ~ They are: Karl Castle, Tammy Bun:ar, Claire Pagel, Samantha Jo Moore, Allison Baumbefn« and c.J. Sturtevant.

Special thanks to G.W. Meadows/Just Jly Analion Gear for Women's Worid Team T-6bim and general sponsorship $15 A111y Lafay, fnn Elmer. Doug Pohl. Rich J.ln.-.s., Dominique BlacilOn. P.

Andrews, A. Acchiooe. Rainy Yanetz,Joc Gan·ie. Woyne Uucr. Doug

Rogers. Peny Judd, Kun Dilley, John Phillips. Robin Hnsrings, Ralph Hude. Manin Oe~iord. Rebecca lance, Ken HowcUs. Kevin Fros, $25 The JaditSf}()Se for dollars at 1!1e Eas1 CQO..o;t Challenge. left 10 riRhl: Cluire Page,r, Lisa Venella. CJ. S1ut1era111, C/11isrie Ji11ddl~. Samu,uha Jo /11oore.

David Casey. Roa Cousineau, Mark Francis, Jim George. Lo1-enc1 HiUm:m, Marhew Hlavac, John Lane. Fred Loonard. Mark Mullholland. Gary Paulin, Martin Peabody, Howard Shelton, H:mk Sullivan. Gregg Waligroski. Ken Whitall1 Chi'~ Witt

Raffle Grand Prize: A glider (hang or para) of your choice from Moyes, Pacific Airwave or Wills Wing.

$35 John Moody

Additional raffic prizes have been donated by:

Aral Design: Tangent Flight Computer OoudBase Harnesses: Ula1,~fats Hall Brothers: rwo airspe,.-d indicators with mounting brackets for

,QLl OurGoal: $30,000

Bill Arras. Steve Potter. Joel De\Viu. Cary Ash, Joe loon, Ken Hollenhofl'. Dennis ~1oran. \Vayne Sayel', Michael Sylvia. David Swirt. Walt T'ripovicb. JUn

Steele

$8,200

hang or JXlra pilots Paul Voight: three " \\/hack'' tapes Adventure Productloos/Paul Hamilton: five 1994 Women's

$100 Rusty Russ

World Mecl tapes AT Sports: Reflex full.face helmet Wills Wing: Z4 harness or pamglider haniess Pac Air: night sui1 ru,d gear bag Hlgb Energy: Quantum parachute Tek Flight: two packs of Alegra's hang gliding Christmas cards Trimble: Flightma,e l'ro CPS with accessory package Pendulum Sports: te,1 Jack-the-Ripper hook kni"es Hawk Airspor1s: six windsocks Richard Bach: an autogmphed copy ofJonathan Livingston Seagull Dennb Pagai: t,vo copies of Unilersta11di11g the Sky. one of lit111g Gliding Trai11;11g ti1anual Sky Wear T-Shi11s: an assonmen1 of T-.hiris North TCD.9 HGAIFl.adand Flyers: six bright yellow "Share the Air'' lx."Cf coozies

ComrnonweaJlh I lo,ne Remodclers. Inc.

Ball: va1io, 1nodel 10 be determined USHGA: three rugby jerseys. an assor11nent of six T-shin.s. 1h1ee sweatpa.n,s. IO"mountain ghder'· p~uchcs Ancil Nance: two ··1 Can·, Wai, 10 Fly!"T-shin.< O'Brien Intttnatlonal/Bob Reich: one World Team Comp slalom ski and one Airageous knee.board Bob Lafay: ttuee copies of Ftu' Gone F.1,·i11,f!

Rallle drawing to be beld in December 1995.

s.so

$100 Picture Sponsor $75 Picture Sponsor

Jim Georg

r----------------------------------------------~

: Please send me Women's World Team :I raffle ticket(s). Prices : $15 each, 2 for $25, 5 for : $50. Make checks payable to C.J. Sturt.evant, and : mail to: CJ. Sturtevant, 502 Ogle Avenue NE, ' North Bend, WA 98045

NAME _ _ ___ _ _ _ _ _ _ ___ ADDRESS - -

CITY _ _ _ __ _ __ _ _ _ _

STATE _ _ _ _ _ _ _

Zfp _ _ _ _

PHONE (,.__ _ _ ) _ _ __ _ _ _ __

Your canceled check is your receipt. 'ncket numbers wi11 be written on the check.

I I

~----------------------------------------------J

ifi Sell your unused equiprnent here.

CAMERA REMOTE 20', firs most cameras. Snaps on ovct existing shmrer release. $/i5 (ask about our introductory $IO rebate). Tck l'ligln Products, Colebrook Stage, Winsted CT 06098. (Camera 1101 included.)

HANG GLIDER CAMERA MOUNT Shown on 2-1/2" rnbe, $39.50 includes shipping. TEK FLIGHT PRODUCTS, Colebrook Stage, Winsted CT 06098. (860) 379 .. J 668 (Camera not included).

EZV EYE OPTICS - Designed by hang glider pilots for free flight. Ligh1weigh1, heavy·duty, 99.9% UV reduction. Color /ilrers enhance derail and sharpen contrast. Spccif)1 lcn5 size: reg, small; lens color: rose, fr,1rnc color: blue, crystal, grey. $70 includes Check or money order 10: David Adams, l 105/i Vcn1t1ra Blvd, Suite I%, Srndio C:iry CA 91604. (21.3) 661i2062.

HIGH PERSPECTIVE WHEELS

Real lite savers! 12", light, rough. !'its all gliders. Send $/il.95 + $Ii.SO shipping per pair ro Sport Aviation, PO Box I 01, Mingoville PA 1685(,. Ask abom our dealer prices.

CLEARANCE SALE PRICE New flail M.J')E $337 w/ free airspeed. (812) 288-7111. Kcnruckiana Soaring.

PICK UP llELMFT .... $12').00 FULL FACE .............. $ I 69.00

FLYTF.C 3005 . . . . . . . . . ...... $39') .00 BRAUNIGER BASTS. . .. $390.00 ATRCOTFC. . . . . . . . . . . ... CALI. BRAUNICER COMP DEMO .... $'799.00 All major brands. If you arc nor ordering with us, you arc paying too much. Advanced Air Technologies (808) %8·8685.

"301 miles ... no tendinitis" l.any Tudor, World x .. c Champion Conquer turhnlcncc in comfort and confidence wearing SkyLife XC r;lovcs foarnring sofr.dryinr; deerskin and textured neoprene grip strips for safr,r launches and more relaxed handling. S,M,L,XJ. $/i9.95, XX!. $52.95, XXXL $54.95. NJ reside111s add 6'Yc, tax. Shipping $2.50. 331 Park Ave., Suite 31, Nutley NJ 07110. (201) 66?.·0390.

()ur advertising has a two-month lead tirne plan ahead. sa

CPS FOR UNDER $200?? Ir's true!! The Magellan GPS 2000 is the affordable satellite navig:i .. ror with features like: I 00 user-enrcred landmarks, "Go To" any saved landmark, accurate ro li9 feet, 17 hours of continuous operation. Dispbys distance, dirccrion, speed, clcvadon, course correction and time to go. Wc also carry varios, Avocct watches, antennas and wcathersra1ions. Call! Body Trends (805) 569· 1667. 3317·A State S1., Sama Barbara CA 9'., 105.

!CARO FLYfNC BOOTS-· $165. A new boot designed specifically for foor launched aviarion. Comfonable high padded ankle with great adjustable stiffeners. Excellent shock absorbing heel. Sizes 6-13. Adventure Sports (702) 883-7070.

THE lNCREDJBLE EARTAI.K -·- Just pm it in your car (110 microphone). Easy for sending 0111 or receiving signals. Pm PTT control piece on glove or harness and trnnsmit/adjnst voice. $93.45 includes shipping. lSA (718) 777·7000 phone/fax.

January classifieds deadline: November 20 HANC GLJDINC

THE LTTFK VEYS variomctcr has instant response, and a smooth 250 degree nuc movement (No liquid displ:ty 1ba1 can or fog up and !Ind it also has the classic Li1ck need sound. Only $195. Litck ('i03) ,f79-66}'3, ,f,26 Fish Hatchery Road, Grnnrs Pass OR 9752?.

QUfCK REf.F;\SJ,: CAllAllfNFR $1i9.95. fatra ball lock pin, $29.00. l 0,000 lbs., dealers welcome, patent Thermal 19ii3 I .. /i l Business Center Drive, Norrhrich,c, CA 9 U24. (818) 70 l 7983.

M/\Cl'Ll./\N CPS 2000 Sarcllitc Navigator $199.90. Trncks np to 12 satellites. Displays distance

BUSINESS /\ND EMPLOYMENT Ol'POH1'lJNrI'!ES

to go, direction, time (o go, speed) co11rsc, tjmc and

elevation. I 00 usn entered landmarks, I reversible route of up ro 29 lq;\s. /\dvcnrure Sports (/0?.) 88:J. 7070.

H)R S/\1.1-: ·-·Ac·rotow'ing

w/Moycs Dragonfly, V2 ness. (8 l O) 798-2.liSO.

TEK 6" WHEELS $7'5 per pair, plus $:l Sill. Tck Flight Produns, Colcbrnnk Stage, Winsted CT 06098. (860) .37'J .. I 668.

Vi\R[OS Tangenr Flight Cornpurer, works $650. New DigiCly VI.l 00 .$,100. Near new 300'i $375. llall M20 $ I 00. Ball M22 $75. (801) 2'i/i .. (i!/i !. MINI VARIO World's smallest, simplest vario' Clips to helmet or chinstrap. 200 hocm on hanerics, (). JR,000 ft., fast and year warramy. Crcat for paraglic\111p roo. $169. Malletrec, Jl() Box 15756, Santa /\na CA, 92735. (7H) 966-12/iO. MC/Visa accepted.

DON'T CFT Ci\UC:HT l.i\NDINC DOWNWIND! !. oz. ripstop nylon, UV rrca1cd, 5'/i" long w/11" throat. Availahk colors fl11orcsccn1 pink/yellow or fluorescent 1,ink/white. $39.9'j (+$/i.00 Sill). Send to LJSI IC/\ Windsok, P.O. Box 1330, ('.olorado C:O 80')01 13}0, (/19) 637--8300, fax (719)

USHC1\ instructor Tom Sapienza, of Airtime Oregon says, "/'w Jested rmd rrrommtnd \Vind !lrlvisoryl" Dependable. Built to last. No b:ntcries required.

HANG l'l.JClfT SYSTEMS M11lti-dollar compa· is FOR SALi'.. Thousands of dollars of' ad,·crt1s111;; included. You can have a school in sunny Southern California. Sbdal at (90')) 1256 For derails.

W/\NTl'D 111\NC CLl])INC /\RT Contact Melrose Place Silkscrccning, \lox 8 \Ii, Melrose Fl. 32(,66. (')(),j) li8 J.:)322 Tom.

PlJBUC/\TIONS & ORGANIZATIONS 0\1.f. l/SHGA k,ck issue mdcr form. From rhc early Slmnm1'I' to the present Hang (;/iding. (71 'J) 632.-8300.

AIR/WIND SPEED INDICATORS

You l11uNcH &

WIND ADVISORY

The world-class XCR- 180 operates np 10 .'l hours Crl] 8,000 Ii. and weighs only lilb. C:omple1c kit wi1h cylinder, harness, cannula and remore on/ off flowmcter, only

NOVEMllER 199 15

With MOUNTING BR/\CKET only $2/i .50, includes s/h. You save $2. 50. Sold only $ I 5 1 $2 s/h; Mounting $8 +$?, s/h. Speci/y short or long bracket with yom order. orders ,idd $2 item purchased. Send or MO ro Resources, PO Box 90(,li, San Diego CA 92169. ((, 19) 270 .. 91\62. Satisi'action c;uarantccd!

DOWNWIND From the early ,Ltys ofrhc 70's, to air of Owen's Valley, DOWNWIND is wirh thrill and exhilaration of cross country adventure. The perfect gift for both pilots and non" pilots. SII/\RF TJIF EXPERIENCE. 1\ trne well told. /\vailahle from l/SI !CA I lcadcpraners only $10,95 (,$7. s/h). PO Box 1.'330, Colorado Springs C:O 80901-TlJO.

ifi SPECIAi NEW PILOT ED ITT ON I lang Cliding & Par.igliding 1m1gnine. Now available through USJICA llcadqu,mcrs. $/i.95 each +$1.50 s/h. Informative articles and !or's of ,:olor rhrotJghotJr. SOARING Monthly magazine of The Soaring Socicry of America, Inc. Covers all aspects of soaring Full membership $55. Info. kit with sample copy $3. SSA, l',O. Box E, Hobbs, NM 882/il. (505) :l92-l l77.

I-IANG GLIDING f10R BEGINNER PILOTS by Pete Cheney. The Official USHGA Training Ma,rnal. Over 260 pages, with more than 160 understand illustrations and photos. Your starts with this book! $29.95 (plus $Ii.DO s/h) Colorado residents add 3'0, tax. SEND/FAX/PllONF TO USI-!GA BOOKS, P.O. Box 1330, Colorado Springs, CO 80901-1330, FAX (719) 632-6/il'l, PHONE (719) 632-8:100. VISA/MC accepted.

WIIFN EAGLES WERE YOUNC Hang gliding in the early 70's, an old buzzard tells his story $9.9'5 (+$3 s/h). Travel USA, Box 50 I, Chickamauga GA :30707. TOWING

AEROTOWING ACCESSORIES

Headquarters for: The finest releases, secondary releases, Spectra "V" bridles, weak links, tandem wheels, bllllch can kits, etc. Tll\1. WALLABY RANCH (941) ;!24,.0070,

Classified advertising: new life for your equip1nent and cash in your pocket. What a deal! NEW!

POTNT OF THE MOUNT by Fast Coasr, hg/pg ac1ion at this Utah mecca $29. HANG GLIDING EXTREME & BORN TO FLY by Adventure Video, hg ac1ion $34.95 each, HAWAJJAN Fl.YIN Space 9, soaring in paradise $33. Call or fax USHCA (719) 632-8'.-\00, fax (719) 632-6/i 17, please , $It domestic s/h (+$5 for 1wo or more videos). Creal to impress your friends or for those socked-in d,1ys. Pcrfocr for rhc launch pota· to rnrned couch potato. as!< us about our paragliding videos!

MTSCELLANFOUS

ATOL CHRISTMAS ClFT EXTRAODTNATRE launch system, like new, hardly used. Contact Ron Kenney (.316) 697-2577.

HIGHER THAN EAGU.S by Maralys & Chris Wills. The life & times of BOBBY WILLS, hang gliding legend. Experience the rriumpl1s and of the Wills family and the evolmion of Wills $19.95 hardcover (+$Ii .00 S/H), sec preceding classilicd for USHGA BOOKS ordering info. Ol'l'TCIAL FAA SECTIONAL And VFR Terminal Arca Charts. All areas, rnrrcnr (up to date New Airspace Classificarions). Sectional maps $7 each, VFR Terminal Arca Charts $4 each. Add ship-· ping and (Cal. rcsidenrs only) rnx. Dealer prices. Airtime of S.F. (115) 759-1177, fox (Ii 15) 759-1182.

PRJCEBUSTER PAYOUT WINCH Linc recov· cry paraclattc systems, tow bridles, build-it-your.self winch plans, ins1ruction. Appropriarc Engineering (803) 885·0')49. VIDEOS & Illl.MS "A PLACE OF POWER" The 1995 United States Paragliding National Competition-Official Video! This is the video yo11 heard about. Send check of MO to: Core-Up Video/Vince Barry, 1928 W Shannon, WA 99205. $28 includes s&h U.S., foreign

A must for all hang glider trees. Large (4"x4"x4") colorli1I ornament. on a glider with an elf hangin' on the basctubc. Moms love 'cm, Only $12.95.JUST FLY 1800-546-3596.

Follows the action of a new FIRST FLIGHT pilot's fost lessons. 'Thjs video is an enterraining way to show your friends and family how you actually learn to lly. VHS 15 minmcs. $20 includes shipping be MISSION SOARWay, Milpitas CA 95035. NFW VIDEO RELEASE I'J9'i Hang gliding ... Lookout Moumain, in stereo, 55 minutes $29. 95 check or mo. Travel USA Videos, Box 501, Chickamauga CA 30707.

BAG TT! If you don't have your copy of Dennis Pagcn's PERFORMANCE JJLYlNG yet, available 1brough USIJCA I lcadquancrs $29.95 (,$Ii s&h).

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

"AEROBATICS" Full color 23"x 31" poster foa,ruring John Heiney doing what he docs bcs1-I.OOJ',. lNC! Available through US! lGA HQ for just $6.95 (+$3.50 s/h). Fill that void on your wall! Send to US] !GA Acrobatics Poster, PO Box J .'\00, Colorado Springs CO 80933. (USA & Canada only. Sorry, posters arc NOT AVAIi.ABLE on inrernarional orders.) SPECIAL-Acrnh,nics pos1er &, Eric Raymond poster-BOTH FOR $1 O (, $3.50 s/h).

HANG CUDJNG

ifi I.ET TllE COVERNMF.NT FINANCE Yonr sm.ill business. Crantslloans ro $800,000. !'rec recorded message: (707) li18,0270(FY7). Pl !(HOS BEAlJTIHJl.l.Y RFl'RODUCED

On co/Jc·c mugs and caps. Send pboto(s) for t··shin (size) +$?.. 50 s/h or $1'i +$2.'iO s/h for mugs or caps to: Digital Duds, 1/i'i I.ow Cap Road, Mcl<ee KY 40!i/i7. 1.. sliirts,

WILLS WING 145 AT Stolen from the rop of BLACK MTN., MAPLE FALi .S, WA on Angnst l G, l 995. White J,E, orange l sr panel, white mid .. pancl, yellow rear panel, white TF & top surface. Fluorescent orange nose cone, nick in right LE 12" from tip. Contact James l'ieser/What:com Wings (:\60) 671 .. 3037. WILLS WING lli5 AT - Stolen from VlCTOlUA BC:, CANADA on Jnnc 19, 1995. White I.F. w/or,1nc,c triangle patch on eacl1 side, orange/blue un,clcrsurlace. Peter Moulton (60/i) 850-(,707. SPORT 180 Stolen on September 29th, 19')/i, from south of MANASSAS VA (off Rome 28). Light blue I.F, white/purple sail, has 2 dark patches on left I.E. Call Jol111 McAllister (703) 662-805/i.

"D.I\NCING WlTl l Tl fE LADY" depicted on the front of a white T. Specify L,XL,XXL Short sleeve or 111011ey Acid $2, 'j() per order shipping. Send order ro: Sky Wear, PO Box 5/ili, Signal Mountain TN J7.1T1. (615) 886 . 6:J<J I. Dealer inquiries welcome.

PHOTO SJ IJR'J'S Send us your favorite hang gliding photo & we'll enlarge it and trnnsfrr the Ii.ill color image onto one o( onr instock T shirrs or sweatshirts. Machine washable & S.M,l.,Xl., XX!.. Shorr sleeve $17., long sleeve I<J., sweats $21. Add $7,. 'iO per order shipping. Send check or money order tD: Magnetic Copy Center, 30 Ferry Blvd., Stratford CT 06!i9'/. (203) 375 90'i'5. Drnlcr inquiries welcome. Photo returned intact.

STOLEN WINGS arc listed as a service to US! !GA members. Newest entries arc in bold. There is no charge for this service and lost and found or eqnipment may be called in (719) 6:32·8300 or it in (ll 9) 632 6/i I for inclusion in llang Cliding magazine. Please call 10 cancel the when gliders be purged. arc recovered. Periodically, this listing

Adventure Video Airborne

Vil) FOS BOO KS & POSTERS Call USHCA for your Merchandise order form ('719) 632·8300. -HANG GLIDING CHRISTMAS CARDSJ\L,ck and white etching style. $10 per dozen, $ I g (,,r 2 do:rrn, $.'rl for 50, or $(,0 for 100. Plus I O'X, for shipping. Send a sclr addressed stamped rnvclopc for an assortme111 selection sheer to: TEI< FLIGHT Products, Colebrook Stage, Winsted CT 060')8 or call (860) T79- 1668.

DON'T LEAVE YOUR GROUND-HOUND EQUIPMENT SITTING IN TIIF. GARAGI'.. SELL IT IN THE BANC GLIDING CLASSIFIEDS. CLASSIFIED ADVFRTTSfNG RATES The rate for classified advenisillg is $. 50 per word (or group of characters) and $1.00 per word for hold or all caps. MINIMUM AD C!IARGF $5.00. A foe of $15.00 is ck,rged for each line ,11'1 logo and $2':i.OO for eaclt photo. LINEAR'!' & PHOTO SIZE NO LARGER THAN l.75" X 2.25". Please 11ndcrline words to be in hold print. Special layo111S of tabs $25.00 per colLmrn inch,

"MOONSIIADOW" llighly detailed bl11c/whi1c/pmplc artwork 011 black, Hedy T. Specify S,M,I.,XLXXl.. short $15, long sleeve $17. Add $2.'50 order shipping. Send check or money order to: Wear, PO Box 5/ilt, Signal Mountain TN :,7:\77. ((>1 'i) 886-6:l'J I. Dealer inquires welcome.

NOVIMlllR 199:=i

AD DEADLINES All ad copy, instrncrions, changes, additions and cancclladons rnust he received in writing 1 112 months the cover date, i.e. October 20d, for issue. Please make checks payable ro US! !CA Classified Advertising Dept. !JANC Cl.Jl))N(; MACA/JNl', P.O. Box 1:330, Colorado Springs, CO 80901 1330 ('/19) 632 8.300 or fax (719) Ci.32-6 1i I 7 with your Visa or Mastercard. STOLEN WINGS & Tll!NGS RAMAIR l 54 Stolen from the Hawaiian !lang Gliding Clubhouse, Malrnpuu, Hawaii, dming the lirh week of September. White LE, large deep blue undcrpancl. Reward. Call Mike lleilman (808) 53:lft 193.

High Energy Sports .. ., ................ 20 Just: Fly Kentuckiana Soaring .................. .38

Lookout Mm. Flight Park Mexico Skys/Red River Aircraft NAS Pacific Airwave ...... ,, ............. . Seed wings .......... ., ... . Sport Aviation Publications .. ,. ..... 11

Trekking USA USHGA ........ ,..... 8,22,29,30, v . Mitts ....................................... 13 Wallaby Ranch ...................... ., .... 13 Wills Wing Women's World Team

1 USHGA 1996 CALENDAR - Excellent photography, frameable. Enjoy our sport yearound .. USHGA CALENDARS - More excellent photography. (Circle Yr) 1994 1991 1990 1989.

1.50

ALL CLEARANCE ITEMS ARE LIMITED TO QUANTITIES IN STOCK. USHGA BARBARIAN RUGBY JERSEYS Super Heavyweight 100% cotton embroidered. Ash/navy/purple forest green striped. Traditional collar (Med. only) or Mock neck (M, L, XL, XXL) ... (reg. $39.95) .. CLEARANCE $27.95 COLLEGIATE SWEATSHIRT· Super Hvywt 11 oz. ash fleece, M L XL (reg. $34.95) ...... CLEARANCE $24.95 COLLEGIATE SWEATPANTS - 50150, side pockets, S, M & XL. (reg. $29.95) ................. CLEARANCE $19.95 GOLF SHIRTS - 100% combed cotton, colorfully embroidered. Colors: White Red Yellow Jade Navy Black (reg. $24.95) ..... CLEARANCE $18.95 Sizes: Medium Large X-Large (XXL in white, navy & jade only) MTN. GLIDER T-SHIRT - 100% cotton. White or Ash (circle one). Sizes: M L XL (reg. $12.95).CLEARANCE $ 8.95 KIDS MTN. GLIDER T-SHIRT· White. Small (6-8) Med. (10-12) Large(14-16). (reg. $9.95) .. CLEARANCE $ 7.95 MTN. GLIDER CAPS - Cotton twill, braid, embroidered. Red Purple \'1/hite Navy (reg. $9.95) .. CLEARANCE $ 7.95 TOPO T-SHIRT· White 100% cotton. Frt/bk design.HG or PG (circle one). M L XL (reg. $15) CLEARANCE $ 9.95 THERMAL T-SHIRT - Purple 100% cotton. HG or PG (circle one). M L XL (reg.$15) ............. CLEARANCE $ 9.95 SHARE THE AIR T-SHIRT- Blue Teal 100% cotton. HG & PG design. M L XL (reg. $15) ..... CLEARANCE $ 9.95

"SPECIAL NEW PILOT" Magazine. Hang Gliding or Paragliding (circle one). Buy one for a friend! ................... $ 4.95 HANG GLIDING FOR BEGINNER PILOTS by Peter Cheney. The Official USHGA Training Manual. 234 pgs ... $29.95 HANG GLIDING FLYING SKILLS by D. Pagen. Our most popular book, for the Beginner-Intermediate pilot.. .. $ 9.95 PERFORMANCE FLYING by Dennis Pagen. A must for the Intermediate and Advanced pilots. 340 pgs .......... $29.95 UNDERSTANDING THE SKY by Dennis Pagen. THE most complete book on microrneterology. 278 pgs ........ $19.95 INSTRUCTOR'S MANUAL by Dennis Pagen. For hang gliding, used in ICP's. Plenty of illustrations. 125 pgs .. $10.00 PARAGLIDING FLIGHT-WALKING ON AIR by Dennis Pagen. Covers all aspect of pg. Over 140 illustrations. $19.95 PARAGLIDING-A PILOT'S TRAINING MANUAL by Wills Wing. Everything you wanted to know about pg ....... $19.95 ALPHA FLIGHT by Mark Wright. Covers all aspects of pg, complete with illustrations. Class 1 testing material. $19.95 RIGHT STUFF FOR NEW HANG GLIDER PILOTS by Erik Fair. Reprints of Erik's HG column. Classic stuff. ... $ 8.95 HIGHER THAN EAGLES by Maralys & Chris Wills. Bio. of hg legend Bob Wills & Wills Wing. Hardcover......... $19.95 DOWNWIND by Larry Fleming. Share the experience of over 20 years of hg flight. A true story, well told .......... $10.95 THE ART OF SKYSAILING by Michael Robertson. Material used in ICP's, including the Charts of Reliability ... $ 9.95 FEDERAL AVIATION REGULATIONS (FAR) Federal regulations covering ALL types of aviation .................... $ 8.95 RECORD ATTEMPT KIT Includes all official forms needed for national and world record attempts ................... $15.00 DELUXE LOG BOOK 64 pgs. Covering ID, ratings, rules, maintenance, inspection, terminology & more .......... $ 4.95 FLIGHT LOG BOOK 40 pgs. The Official USHGA flight log book ....................................................................... $ 2.95 CERTIFICATION BOOKLETS Document your skill level sign-offs. Specify Hang Gliding or Paragliding ........... $ 1.95 POINT OF THE MTN (Utah) Video. HG & PG action at one of America's favorite sites. 3D effects (52 min) ....... $29.00 BORN TO FLY Video. HG action. Meet Larry Tudor & The Green Tet1m, etc. Fly Owens, Sandia, etc. (50 min) $34.95 PARAGLIDE: THE MOVIE Video. Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) .... $39.95 CLOUDBASE PARAGLIDING Video. Great intro. to the sport. Meet the hot pilots & fly the hot sites. (36 min). $34.95 HANG GLIDING EXTREME Video. Fly the most spectacular sites in the US. Meet the top pilots (50 min) ......... $34.95 HAWAIIAN FLYIN' Video. HG & PG in Paradise. Amazing launches & awesome scenery! (46 min) .................. $33.00 DAREDEVIL FLYERS Ill-THE PARAGLIDERS Video. Join the W.W. gang in scenic Telluride, CO. (50 min) .... $24.95 All our videos are in USA/VHS NTSC format only. WINDSOK™ 1.5 oz. ripstop nylon, 5'4" long w/11" throat. Available in pink/yellow or pink/white (circle one) ....... $39.95 USHGA EMBLEM DECAL Our original logo, in its original colors, or: a 3" circular sticker....... .. ..................... $ .50 USHGA SEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch..... $ 1.50 MTN. GLIDER DECAL Full color 6" rectangular, long-lasting vinyl decal .......................................................... , $ 1.50 MTN. GLIDER SEW-ON The most beautifully embroidered patch you've ever seen, 12 different colors used .... $ 3.95 MTN. GLIDER LAPEL PIN Multi-colored, custom shaped with exopy dome and military clutch back ................. $ 3.95 MTN. GLIDER KEY CHAIN "Soft Feel" plastic, custom shapecl, screened white on red .................................... $ 1.50 LICENSE PLATE FRAME Chrome plated. I'd Rather Be Hang Gliding or I'd Rather Be Paragliding (circle one) $ 6.50 MAGAZINE COLLECTOR BINDER Brown vinyl w/gold lettering. Hang Gliding or Paragliding (circle one) .... $ 9.00 *ERIC RAYMOND POSTER 24"x37" Eric 17,000' MSL over the Sierrn Nevada Range, beautiful color .............. $ 5.95 *AEROBATIC POSTER 23"x31" Colorful keel-angle shot of John Heiney looping skyward.. .. ..................... $ 6.95 *Posters are NOT AVAILABLE on International orders-Sorry! SPECIAL· BOTH POSTERS FOR $10.00 PAYMENT must be included with your order. FOREIGN orders must be in U.S. FUNDS drawn on a U.S. BANK!

SHIPPING (US)

CHARGE MY VISA or MASTERCARD

.01 - 9.99 ADD $3.50 10. 19.99 ADD $4.00 20. - 34.99 ADD $5.00 35. - 49.99 ADD $6.00 50.+ ....... ADD $7.50* Canada & Mex. add $1.50 extra* lnl'I air add $15 extra* *May vary due to weight & destination.

SUBTOTAL Colorado residents add 3% tax, _______ Shipping (see chart)

to:

Street Address (if po~;sible)_______· - - - - - - - - - - - - - - · - - - - - - - - - - - - - - - - - - - -

United States Hang Gliding Assn., PO Box 1330, Colorado Springs CO 80901-1330 1~ouv~u

fax (719) 632-6417

by Dan Johnson

Pl\lJL, MINN. a break from this month, we' re back to down hills. And I do mean do mean down. As Official Speed nE"ar Carson Cjty, Nevada is Speed ""··c,.,.~·"'' : J t.hink UK developer, Murray Rose, has encouraged a means ot showcasing whjch is one of the most exciting ideas to come along in Such a help hang C·,arn 0,ntry to or anotl:J·· wor1d·class (;Vent:. T acknow}edqe t:hat such :CJT.

vast: mec!i.a attent.i.on may not .be c!esi.red . Many hang not: want the c:1rowt:h tha /: NonetheJGss, the 'm tickled to Dee a speed we begin to learn how ••• According l:o Ray Leonard, '"I'be was fun 'I'he event: took place at the Washoe Park (at the foot ot Slide and McClellan mountain launches). "'.l'he state park has been an official Flight Park. Rangers have ofl:ered a beautiful L7. with a graded road to the launches,• reported Leonard. That as some dandy site news; congratulal Ray and Sierra ~;kyrmrfer~,. "Awesome Fly-In.• took the end of September. !3ays "rL'he l::irst Officia.J Speed Contest in Washoc0 was most not:abJ y unofficial.• Maybe so and pilot numbcirs were low, howevc,r, national challenged Dave Sharp flew his new Predator Ken Brown of: course f:lew a K1assj c. Also "performing• were:! an te (Leonard), RamA:ir (Pat Bowen), SE.insor (Mike Voorl:Jj ) and another (;John K0,rry) . The were, inconc:Lusive, natura lots f:lew too h~w runs. Lc)onard war; ski 11 ttian pure :3peed. • How,ev(o,r, he resist speed sure is fun!" On thE! first flc:,w a .2 mile, 2,200 foot vertical. Predator 142. The E,econd day on the E,ame cour~;Ei but with one, two, or three qat(';S on your choiccco, K.en Brown won on his Klassic 144 with that day but: on a different course, Mike Voorhis won with his ScmE,or. It all but fun and . Ray ended hi~; L:he meet wasn't exactly sci··· 0,ntific. "When the sent the meet direcL~or launch first and then the course, it added to l:.he fun, but seem t:oo accurate.• Good fun! Call "/070 and about m,xt year's "dash for cash.• In if you have any cash, they'd really like to see you. Clear across this wrnt country, your regional director war-; his

k:eep at the just ended DE>HGA Board o Directors fa11 The got even more qlamorous this t.ime. 'I'he Directors are made to feel welcome by a host club. But this bme, they were activc-:;ly solicited. No really, as Orlando area is a hotbed of of weeks before received the third count 'em, one, two, three invitation to a aero site. hold the custom·· ary "ice breaker" party at their a rport site near Grove and, Florida. A Ranch was to tl:Jrow a night party for the Directors and the Ranch' El usual of or locaJ A Plus, Gregg and Diana McNamee to their 15 minutes south Silver '"l'hii; area of Florida i3 horse and cattle country. You can native" Florida in this wide:; opon, laid back count:ry environment,• states their 1i terature. Only one hour and rninu tes north o E Orlando, "the landowners are and tho zones are to any skill 1evo1 pilot.• en As long ac, we' re in Florida, as well head al the way Bou th... to Miami where Joso Casaudoumecq is USA. Can you quoss what he does? Natch, llo sells the line of instruments, but Jose is involved with and Mouette's Paramotor plus givin~.r lessons. For those who've .missed this, th.o French company's qizmo is a power pack for paragliders. Yeah, dark memories of "Fan Man, • but l::his device has now been on the market for four years and has received i t,3 share of refinement two mod-el. Even more amazjng h, a 1itt10, teeny, "trike" to use with your Paramotor and shou1dn' t be . After all we'" a.re all involved in what some call "alt:erna-tive aviation. • ••• 'I'h.e al ti /vario is a njce device that can match many features with the Afro, and Ball offerings. Like Afro, uses three models to fill itf:; line: the Basis SP basic model, the Classic, and the 'l'he 1atter two are very similar complete with total energy and FA I-approved barograph. ':rhe Comp' model adds a speed-to-fly calculator among other c:,uJJ1J..L01..,.u.,.c..,.~,,. The Bac,is is more in every way. It: doesn't have 'rE a speed probe, or the same power (e.g., altimeter only to 16,500 feet not 30,000). But for only $490 with clamp, bag, and even a battery, what more~ do you really need'? Call ,Jose at 30:'i 639-3330. 11u1111 Hey! Done So, \Jot news or Send 'em to: 8 Dorset, St. Paul MN :'55118. Fax or V··maiJ to 612/4'50··0930. You can E>mai1 to: Cumu1usMan@aol.com ';i;'J{ANK~l

Skywatch Pro- High precision wind and flight speed indicators with four different display modes.

Micro·Vario- State of the art variometer perfectly adapted to the practice of hang gliding and paragliding.

Weather Station- Sophisticated, state-of-the-art technology ensures that Aytec's weather station provides you with reliable information at

Pilot- Designed with Raichle for maximum safety and comfort. Always dry and warm.