USHGA Hang Gliding June 1996

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calling 303/278-9566 or Fax: 303/750-.:3226

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(USPS 01 7-970-20- ISSN 0895-433)()

16. Great Race '96

by Allie Fortand]ef!Htmt A 20th anniversary celebration.

24 by100 Years Of Hang Gliding

Peter Rimm The exploits and contributions of Octave Chanute.

34 Pat Page Flies Chelan

by Davis Straub Plorcingyour £lights with a GPS and a personal computer.

36 Visits From The Pre-Flight Police © 1996 by Dennis Pagen Aerial reality-check advenrures.

AMER\C~N R\VER

~ NORTH FORK

41 byConquering The Span Kent Harker Flying from the Foreschill bridge in Auburn, California.

46 Sierra Skysurfers: USHGA Chapter of the Year by

PattL Hamilton How to become an effective club through long-range planning and organizarion.

Columns

Departments

Comp Corner, by Angelo Mantas .......... l 4

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

Accident Reporrs, by Luen Miller ..........20

Update........................................................8

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

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

PC. 0

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Rarings .....................................................27 Classified Advertising ....................... .......50 Index to Advertisers ................................. 62 COVER: Hoh l )nni,ton ovn h,n Funston l.u111d1. S.m h.111< i,u,. ( ·.,lih1111i.1. C.1111cr.1: l :.111c>11 T-11. 1,·ll\: Tc>ki11.1 J 7111111. h im: Kod.,k I 11mil'fL' I 00. l·xpmurc: l'rc>~r.1111 AL l'lu,w ll\' llc>h l lrmi,1c>n.

CENTERSl'READ: John ~kine\' picks up .1 little ,pn·d i11 hi, 11111<' Sk1· i'r,·d.uor ovn f\1011nt.1i11 l ;,ern. lir.ih. Phom hy John I kincv.

DISCLAIMER OF \VARRANTIES IN l'lJRLIC.ATIONS: The m,11l'ri.1l prl',rntcd hn,· i, puhli,hcd "' p.111 of an information dis,en1 irutin11 ,t:rvic,.: fot lJSH<1A nwrnht:T<.i. ·1 ·hc l .lSl-1< ;:\ nukes no \\·,ur.1ntic" or r<.:prcSl'lltatinns ;tnd .1s,u1n<.."., 110 li.1bi1ir~· co,u._.crning dw ,·;didi1,· of .111~· advice. op i nion or rccom11w1HL11io11 l'\J'rl'sscd in the 111,11ni,1I. All individual, rclvi11~ upon the 111.lf<'l'l.11 do ,o .1t their own ri,k. ( :opni~ht \<) I 'l'Jh t :nitcd State, I Ian!; l ;lidi11~ :\ssn .. Inc. All n~hrs rner,cd w ll,111g ( ,'/irl/1/g .111d individu.11 u>111rihurnr,.

)UNE 1996

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Air Mail WAIVER Dear USHGA Members, The following letter from USHGA member Wcegic McAdams of Berkeley, California, has been reprinted in its emirety. Wcegie's lcn:cr best identifies 1"110sc remaining concerns about the USHGA Release, Waiver, and Assumption of Risk Agreement that arc still being discussed by some members. This letter appears to be the most representative of those who still have questions which we have received. Rather than respond at the end we have insen-ed the information thro11gho111 her lcn:er and identified the response with italics.

'These responses were coordinated by USHGA President, Bill Bryden.

As of press rime, the USHGA office had received correspondence concerning the USHGA Release, \Vaivcr and Assumption of Risk Agreement from a total of 103 members (right at l % of the membership).

At the October 1995 lJSHGA Board meeting, t:he Membership and Development Committee of the Board of Directors had the topic of' the USHGA Release, Waiver and Assumption of Risk Agreement: on its agenda.

Only three people, other than die committee chairman, showed up at the meeting to disrnss the issue. Following the committee's recommendation, the full Board approved the revised waiver and voted to implcmenr the revised waiver as of March 31, 1996. 'fhc Board also voted to allow individuals who had signed the original USHGA waiver to terminate the agreement merely by writing to the USHGA office and asking that their agreerncnt: be tcrmirrnted and returned. 'fo date only 28 of the 3, 102 members who had signed the original USHCA waiver have asked that it be terminated (less than 1C)lo). As of press time for 1his article, the fifth week since rhc revised waiver requirement went into effect, the USHGA office has 4, I 63 signed waivers on file.

At the M;irch 1996 Board meeting, the Membership and Development Committee was better au:cndcd with 16 people on the rolls. Several reports were made by various directors on responses from clubs in 1heir regions. Herc is rhe meeting summary writren

by Chairman Paul Gazis. There was consider· able discussion regarding the USHGA's need for insurance, the unfavorable situation regarding insurance, the increasing cost of our insurance (our costs have doubled twice over rhe pasr three years), and the demands of insurance cornpanies regarding rhc waiver.

The conclusion was that while the LJSHGA's insurance company docs not currently require

the signing of' a waiver in order to provide it with third party (non-participant) liability insurauce, we would need a waiver for any increase in coverage which increases have and already hecn required at certain sires we will almost cenainly need a waiver in rhc future. If the USHGA does not have a w;iiver that is Al .RJ,:ADY IN PLACE at that future date, it will lose its insurance, and wirh it the majority of the flying sires, until we can instinnc a program.

The conclusion of the BOD remained, as it has for the last several meetings, that the waiver is an unformnare necessity that we will he stuck with unless and until the legal dimare in rhis country undergoes a r;idical change.

LETTER FROM WEEGJE MCADAMS

AND RESPONSE Dear Editor, Over the last eight or nine months rhcre has been extensive concern and controversy regarding USHGA's Release, Waiver, and Assumprion of Risk Agreement (the waiver).

Although the revised version of the waiver is a great improvement over the original, it is importanr that member qucsrions he addressed. Given the potential ramifications of' the waiver, USHGA's leadership is asking a lot the membership needs ro understand why. There has been considerable discussion of this subject on the Internet, and more than 80 letters were received by the LJSHGA office and I fang Gliding magazine, bur none of rhat mail has appeared in Hang Gliding. The absence of published responses, together with lJSHGA's initial failure to keep the membership informed regarding implcmcmation of the waiver, has fostered an unfortunate atmosphere ofclistrnst in LJSHGA's leadership.

According to Hrmt, Glidint,'s editor, many of the responses 10 the waiver that USJ !GA received were so lengthy that it w;is difficult for USHGA's executive director and the editor to son through the material and decide what to prinr. lt was also felt that, because the situation was changing so rapidly, any responses might have been our of date by the lime they were published. As most members arc aware, at their October meeting the Board of Directors (BOD) voted to suspend implcmemation of the waiver until March 31,

1996.

The purpose of this letter is to express continuing concern regarding the waiver and to solicit answers to some of the hard questions members have. Based on communications with pilots from cliffcren t regions

I ·1/\NC CLIDINC

nationwide, l believe that my concerns reflect those of:1 significam numbcr of'pilots. In October, the BO[) approved, in concept, changes to the original version of' the waiver.

However, according 10 Paul Cazis, Region 11 l )irccror and Chairperson of' the Membership and Dcvclopmem ( :ommitrce, though the idea of requiring waiver signature for membership is etched in srone, the flnal wording of the waiver is nol. Because final wording of' the waiver Gill he crucial to every member, now is the rime to address membership concerns.

Following arc questions regarding the broader issues of how to prorccr USHC/\ and the ability to gcr insurance, and also questions specific ro rhe waiver itselL Questions specific to the waiver refer ro the waiver as it appears 36 of the January issue of

1) According to UST ICA, the insmancc company(ics) with whom LJSHGA has had contact ask for a waiver policy. What has hcen the con tent of discussion bctwern the insurance company and USI IGA? To my knowlncithcr the BO)) nor the USJICA has gotten around to informing the membership regarding this issue. We have no idea what rhe insurance company has requcst·cd, required or n:commendcd. Nor do we know how such requirements affect our insurance now or fc1r the /inure. Why has rhc ins11rance company nor required a waiver polup umil now' Docs the currcnr version of the waiver include language that the insurance company wants'

Re.1ponst: The USl!(;!I has not had and is not involved in ongoing discussions with ifs rr,o;·1rdmo the UJ({iver nor has rtquest.fi,r a its currmt insumnce In to ,~fllher insurcmcr' need1· and its current insumnre coverage, prrrticularly.fi,r p({rticiprmts' insumnct, one o/the first qur1lifyas!,td by the various bro/,ers we hflve mntrtcted is, does tht USl!Gli have r1 waiver program in plrrrt? 'fiJ drrte, the l!Sl/G!I does not a w11iver. '/Y;e USHG!I !Mm.1e, Waiver, of Ris/.: is not bmed on lrmgurige recom-· by the {JS!J ( ;11 '.1 insumna cr1rri1:r.

Instead, it is based on lrmguagefrom waivers which have been suC/'cssfitf!y defi'nded in court. '/'he siturttion with USHG!I '.1 msur-· ance coverage rnnrtins to year. about our renewal, not how to be (a !though th is or not tht mrricr is 11ery importrmt) hut will renew at fill. !In r:.xamplc o/this uJtts seen tll ]lJNF 19%

we received the pre·miu m quoli'.fr!r (the policy renewal date is /\/larch !st o{e({ch yem). The I 995 premium wr1s more than double the 1991 premium. Our agmt went to six other insumnce mmpanies rmd recei11ed the same ('(//'h time, "We don't even want to quote on it. "Our curre/11 cf!rrier, which we hrmr hrrd.fi,r indicated their rm1bivalenre toward Wr: made it through 1991 any loss claims and was still more than double. The USHGA isfrmunate to httlJI' hem r1b!e to mntinue with our coverrige, period.

2) Pan of the rationale for the waiver requirement is to protect USHG/\ from the threat of unjustified lawsuits. I Iowcvcr, the waiver docs nothing to protect USHGA from suits arising due to the certification program for instructors. This is because studcnts arc 1101 required to sign rhc waiver. While the BOD appears to be tackling this issue, a sub-stantial threat to USHGA stems from suits based on the instructor (and possibly tandem) certification programs. Has our insurance company covered costs rdated to such suits and, if so, how do those costs affect USHCA's ongoing ability to ger insurance? Tt appears that the separation of' acrivities one carcgory for recreational pilots and one for pilors who offer services for a fee may, in the long run, be crucial nor only to USHG/\'s ability to get insurance, but also to USHGA's continued existence.

Ncsponse: we receive daims r1g11ins1 our third/Jf!rty or A rruiew o{clrlims ovl'!' the past .four year:, does not indicate that claims conduct constitutes even a pertentage. It does not appear rll this timt th11t the existence of'instru.ctor affects the USHGA '., ability to retttin its current insurance. It is the perception o/JH!trntial c!t1ims, not their reality, that seems to affect (/1Jtlilt1hi!i1y o{insumnce.fi"om year to year. '/'he plays tm important part in thrrt perctJJtirm. Additionally, most instrurtors and tandem instruct:ors thru have US/1(;!1 US!-/Gli rnernhrrship 1111d its rtccornprmying wa Iver. .1) Waiver Paragraph D. This paragraph has raised more concern than any other part the waiver. It states that the signer ;igrccs to pay for legal losses incurred or for compcnsarion owed (moneys not otherwise covered by collectible insurance) by any landowner to anyone who has suffered injury, death or property damage as a result of active

or

or passive pilot negligence or willfi.11 misconduct. Perhaps this paragraph attempts 10 deal with rhe "deep pocket:" problem. !\ key question is what can be considered negligence. For cxarnplc, consider a sirnation in which a pilot asks for launch assisrance from a bystander.

Despite instructions from rhc pilot regarding wire .. launching teclmique, the assisrnnt/bystandcr loses his fiioting when the pilot yells "Clear!" and hcgim ro launch. The assistant rhcn loses his balance, tumbles down the hill and is seriously injured. If the pilot were found negligent for any re;ison and had to p;iy legal fees and compensation owed to the injmed party by Lhe landowner, several things could happen. Either the pilot could be in gross financial min, would have to declare bankruptcy, or both. In either case the landowner's loss would likely remain tmcompensated for by the pilot.

USHC/\ has indicated that Paragrnph D will assist us in sire acquisition and maintenance. Though this is a high priority, the potenrial benefits of tl1is paragraph arc spcn1lative. One must question whether or nor this speculative g:1in is worrh the potential loss ro a member. In many states landowners arc already protccrecl by existing state laws. In addition, many landowners, especially government entities, alre:idy require site .. specific waivers. We sign such waivers all the time; they don't include clauses like Paragraph D of the USHC/\ waiver.

Another question is whether or not this paragraph is actually able ro do what it is intended to do. Though most members don'r really know what our insurance policy says, l assume that the liability insurance which members have through USl!(;A would not pay for a pilot's legal obligation to reimburse a landowner according to Paragraph D. In addirion ro placing pilots in a position with potential for great financial loss, this para .. graph may not be effective anyway if there arc no personal funds to support the agreement.

Has our insurance company asked for the inclusion of this language? This paragraph is not a gu:irantee that any moneys would be paid to a landowner. Any insurance company is going to know that. !\ third question regarding Paragraph [) sfcms from rhe disrnssion of "active and pas-sive negligence." P]c;ise give an explicit explanation of' these terms, especially "passive negligence."

ReJponse: "Pm.rive Negligence" is a legal word o/art which is defined in the cases to metrn mere rumfi:amnce, such as the failure to dct or discouer a dangerous condition or to a duty imposed by law. It is

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Air Mail "Active Neglzf',ence, "c1lso a legctl which is defined in the cases to mean situations where the person has personally participatrd in an ciffirmative act of negligence. C'r1se /mu dict1Hes that we must use the terms "passive" cmd 'rtctiw" in the definition ofnegligence. Flying above the land and being watched hy the driver ofa car who has an accident as a result ofthe driver'.r ne1,1w·en,~e in paying attention to the road does or active.

The phrase, "fi,ll extent allowed by law, " wh,tt it says that it is the intent of to operate to thefi,ll extent allowt:d by law. Where the law does not allow a release such as in the situation ofa willfi4l the release would not apply.

Paragraph D provides thflt in the limited sit· utllirm where the pilot; due to his or her own or will/id misconduct, sommne AND that injured person sues landowner AND there is no insurance availahle to the landowner to payfr1r his de/i:nse or mctenm1,t11. that then and only then would the pilot he ated to defend and indemnify the landowner.

The USHGA maintains a $1,000,000 thirdparty liability insurance policy which covers each pilot as well as the lrmdowners (where site insur·· ance is requested) fi1r clctims by non·participrmts for injuries they receive as a 1nult oftt member'.r negligence.

If we loolc at Ms. McAdam '.r to a wire hrmdler, the wire participrmt and under our current icy, there i.r no coverage for his or her paragrf1ph only deals with the situation injuiy is caused by the or willfi1l misronduct ofthe the member pilot is rttfaultfor the and, if,1 ltiwsuit were to he filed, would have no U){1J ofescaping licthility.

Anyfinancitil effi:ct ofan inflicted the negligence or willjitl of'the pilot would result to the member pilot whether or not there is any to the landowner. !fthe injuries are enough to cause financial ruin or hanlm1pt1y to the pilot, it will do so whether or not the pilot is under the waiver to the !tmdoumer. A pilot rm.am·tat ruin and the more common occurrence of h!owing own launch and into the hillside 1md h11ving to deal with his own loss of income and medical expenses, them he doeifrom a claim ofindemnity out ofa hypothetical situation described hy Ms. McAdams.

Furthermore, since the indemnity is required only where the injury is the fcmlt ofthe pilot'.r negligence or willfitl misconduct; the pilot would be liahfe to the frmdoumr'r of implied mrtmmz,t·v rtnd lfll.U:fT,{/ll,CV

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even without the contractual swn.

4) Waiver Released Parties, Paragraphs /\,3.f) and J\.3.g). USHGA has not made a convincing argument that it is necessary ro include these people in the list of released parries. Realistically (not theoretically), what is the inclusion of these people going to gain us?

Also, there is inconsistency between these two sections. Paragraph D specifics 1har the released parries arc only "released" during "my PJ\RTTCIPJ\T!ON IN THE SPORT' while Paragraph F docs not. Perhaps this is a typo· graphical error. However, Paragraph F should also specify rhar the named parties arc only released while "PJ\RTTClPJ\TION IN THE SPORT" is occurring.

He.1·11m1se: Relr:rised l'rtrtir:s, pcmtgraphs are included in the list of released heccmse ofthe very real problem (not th(!()hy the doctrine ofjoint and sci;era! lt is routine practice fhr attorneys whose clients (Ire sued/or persona! to file cross,.c·omplaints any person who might conceivahly he jointly liable under the doctrine ofjoint and several ft h(lpin the real world V(lithout the we as There is no 0f unrr!1m1·a to each other.

5) Waiver Paragraph E, l understand thar the termination clause is ro prevent USI I( ;J\ members from obtaining a membership card and then canceling rheir membership and their waiver while retaining possession of the card. Why not approach this problem in a more dirccr manner by requiring members to return their card(s) to terminate rheir membership? It is unrealistic to expect anyone to he bound by an agreement they arc required to sign for membership after that membership and its benefits arc no longer valid.

Response: P,mtgraph E providr:.rfrJr termina· tion ofthe relettse 11gr/'emtnt upon the termintf· tion ofmembership in the USHG/1.

0/1C· year tirne between the termimuion bmhip in USHG!I and the termination of the rele1,se agreement e.xists because ofthe of1nemhenhip termination rtnd renewals.

Requiring a retltrn carch as sugby Ms. presents a logistical the USHGA office. in order to be

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11ble to c,dminister the make it coherent and make it work, we to have all mcmhers under iJH, USHGA has a 1my large number who llllow their mernherships to lapse on rmy given dt1y, weelc or month. Typically, think they did not receive their rn1,•011?:m1' site managers h!lve no 1uay to day who has a turrent m,,m,cr.w,u allowed theil, to lttpsc. the

this simply means that we

up the site owner/or a potentirtl

a Court lomtecl in State of U.S.A. to the e:x:clusion ofthe Courts other State or Country. " V{!ith respect to "m·11rr1'11"n. the rtlease that the pilot v11r,W1'>11>n F rnent that suit to pi!OI has alrettdy or she would not sue the released party, it cannot be to require the pilot tofile such r, lawsuit in Ccdifrm1ia i/thc pilot violrites the agreement hy filing such a suit.

I rcircratc that many members, including myself: support the waiver concept and arc aware of its to US! ICJ\'s continued existence and the subscquem existence of the liability insurance that keeps our sites open. I hope that USHCJ\'s new leadership works to improve communicarion between the BOD, especially the executive com mince, and the membership so rhat membership confidence in USHG!\ will strcngthrn. Mcmhers need to he more aware of the cli1firnlt issues that rhc BOD and rhe execmivc committee fi1ce in order w understand why tltc BO]) rakes spc·· cifk acrions and how those issues impacr on a personal level. This includes issues such as those rhar have precipitated USHGJ\'s waiver policy. The above questions need to be addressed by USHGA's elected leadership as well as by USI !Gi\'s attorney and amhor of rhc waiver. I\ comprehensive response would he ;1 step in a positive direction.

Wccgic McJ\dams Berkeley, California

I IANC GUDINC

s nominations to the national

of

Nine positions are open

to for 20, name and number, photo and resume ( one containing the and viewpoints, written consent to be nominated and that they will serve nominated by at least three USHGA members residing in the candidate's following

The current Directors are listed and their terms will expired

and the September/October issue of best volunteers to help guide the safe development and no later than August 20 to: USHGA, 1330,

Hawaii Colorado, New Mexico, Utah Indiana, Iowa, Michigan, Minnesota, North Dakota, South Wisconsin Maine, Massachusetts, New Hampshire, Rhode Island,

4 7 8

Kentucky, Maryland, Ohio, Pennsylvania,

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Florida, Georgia, Mississippi, North Carolina, South Carolina, .,..,,,.,,.,,....,, Virgin Islands, Puerto Rico New York

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12 IS

FORM

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------------------------------------------------------------------------------------------------------------------- as a candidate for Regional I understand that his/her name will be placed on the Official Ballot for the

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if three

are received by August 20, 1996.

II Update f<atures the world-dass phocogrnphy of John Heiney, Gerry Omrlebois and Paul Hamilton.

The images arc broughc co )'OU through Auralis' powerful sofrware which features 20 intriguing display effeccs, desktop wal1paper, the ability 10 add your own photos, and full compatibility with Auralis' six other titles. You can mix and match with cities fuatt1ring rock climbing, mountain biking, white-water paddling. skiing. backpacking, and sea kayaking.

The 22-image version sells for $ 19.95 and the 44-image version sells for $29.95 (plus S4 shipping). T here is• 30-day, money-lxick gtinrantee.

Contact: Auralis, Inc., P.O. Box 7544, San Diego, CA 92167. or otder by phone ac 1-800-88().183 1 or 619-523-0090. \Vc:b site: ,v,vw.aural.is.com/aur,Jis

GARMIN CPS 38 UPDATE 1995 REGION 11 SEASON-LONG X-C CONTEST Piccurcd is first-place winner Pere Hammer (left), and second-place finisher Rick Floyd.

Mark Lipford placed third. All three piloi,; arc members of the North Texas Ha11g Gliding Associacion (NTHGA). Also panicipariog were Mid10d Degtoff, Syd Ulvick, Zane Hudson, Recd Murray, Jeffrey Hunt, Tim Doogs. Curtis Graczyk, Dave Broyles and Arc Srallings.

PREDATOR 158

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lue Sky Aircrafc announces the release of the large version of their ulna-performance "ing. the Predator. The Predator 158 in dudes all the fe:itures of the Predator 142, and Aight resting shows d,e 158 to sink and .land very efficiently ac piloc hook-in weights of over 260 pounds. As of this wriring deJiv. ery ci1ne i.... still four to five ,,reeks.

TRX 160 owners will be happy co know char chey can upgrade cheir compos-

easy haulback sec-up system with the

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"Magic \Vand" internal folding tip-censioning Slrut as standard equipment.

Conrocr: John Heiney or Dave Sharp (80 L) 876-3003, e,-mail: s11arpdave@urah•inter.net. For more information on the Predators soc die Blue Sky home page at hnp://205.138.107.3:80/uscrs/Pilot/

ite airfran1es co an even bener-handJing

glider with scate-of-the-an pcrfunnancc. A Predator ooDvcrsion i$ difficulr tO distinguish !Tom ~• new glider.

The Predator 158 feacures the companY.,.; ti1ne-proven carbon fiber airframe, sail tension--0pcimiz.ing truncated planforn1, lo,v-d rag semi-syrrunecrical airfoil in the tip :1_re:1., positive internal ,ving sh.ape defin. ition sysrem1 redesigned nose fairing. mini.. mum dragilighcweighc tips, and a highquality sail from the loft of Dick Cheney.

The 158 comes with Blue Sk)' Aircraft's

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HANG GLIDING SCREEN SAVER uralis, Inc. lees you fly every day with "Digical Hang Glider,• chc hang gliding screen saver. Offccing both a 22- and 44-phoco image collection of tbc most breachmking hang gliding shoi,; ever compiled, Digiral Hang Glider lets you ride the thermals of che Southwcsr, soor over the beaches of South America, md push the envdopc while looping with John Heiney.

This screen saver for Wmdows 3.1 or 95

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he new CPS 38 features a GO TO funccion. On the 40 and 45 you have to scroll chrough the entire alphabet co your waypoint to select it. Wich the 38, you sclocc ftom an alphabetized list of only )'OUC saved ,vaypoints.

The CPS 38 also lcrs you toggle bcrwe<:n the "highway" S<:r«:n and the new ..comp.i.$$" screen. This is , ...here you ,vill probably scay while soaring, since it displays ground speed, waypoint bearing and compass heading.

One useful application is decermining if you can glide out with enough altitude to your LZ. With the £TE (Estimated Time Enroute) readout on the "highway"

T

screen you ~n esti1n:.ue the :iltjtude at hich you wiUarrive ac your destination.

The CPS 38 will not accept an external 1 \\

anienna. The 40 and 45 will, so if you need co use che unit in a car or boat, chose models are still your besc opcion.

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GATEWAY FLY-IN UPDATE w:is the 20th onniversary LofasttheSeptember HallWay House (Medio Camino)

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ANY QUESTIONS? 505-758-0526 P.O. Box 2078, Taos, NM 87571 wingover@laplaza. taos.nm. us

Ultralight Soaring Aircraft

F

or truly independent soaring, the Cumulus ultralight motorglider is a highly refined choice: • Soar beyond 20: I, sink as slow as hang g ljders • Handle with ease and authority • Zoom beyond 80 mph. or chug along at 60 for bener than 200 miles on less than 5 gallons of fuel.

Even better ... shut he r down and soar for miles. Then, tap the electric starter and motor home easily. >- The Cumulus is a three-year, top-to· bottom design offering superb soaring compatible with hang gliders.

Call/fax to get Info on these 2 great choices.

U~ Aviation ' 26S tt~o ln ' Sou!~ St ~aul M~ sso1s' USA' leli'fax: 612i4S0-09~0

u Gliding Center of San Diego, CA continued to promote and run the contest. The owners of the establishment, Alex and Marta Hernandez, have always treated both hang glider and paraglider pilots as family.

Because of other demands, rbe Hang Gliding Center will not be organizing the contest this year, but pilots are always welcome at the :HalfWay House over the Labor Day weekend. The Hang Gliding Center would like to thank everyone who has attended over the years, and especially thanks the owners of the HalfWay House. ·rhe event has produced son1c truly great times in the past, and surely wiU in the forurc.

SKY ADVENTURES

from an international community of pilots, many of whom were founders of or pioneers in the sport.

The publication will be early September .I 996, and the price of this collector's edition will be $14.99 plus shipping and handling. A pre-publication price of $12.99 plus shipping is being offered to any USHGA member or pilot if payment is received before August I, 1996. AU orders should be sent to: Dog Publications, c/o J. Palmieri, 6511 Deepwoods Drive, Roanoke, VA 2401.8.

A portion of the proceeds from this book will go to support the U.S. Wornen's World Hang Gliding Team.

FANTASIES

OF FREE FUGHT

XC 132 Released

T

All vehicle tests are complete and Wills Wing has released the 132 XC. Gliders should be shipping in four to eight weeks.

The company reports that five ladies who hook in between 125 and 1 pounds have flown the pre-tiroduction prorotype and four of them are buying one. The retail is $4,700, and the available: sail patterns are the same as those for the 142 and l55 XC.

his new book is edited by Jim "Sky Dog" and Maggie Palmieri and is illustrated by cartoonist Mike Vorhis. Sky Adventures is a book about flight, flying adventures, flying fantasies, and flying techniques and skills.

The book is a collection of great st<}· ries and articles by both new and seasoned veteran hang glider pilots. More than 35 pilots have written about rheir flying adventures and fantasies, and have shared information abou.t: many of their skills and techniques. A fow examples include: Flying Techniques For Pcatherweights, by Claire The Carbon Dragon, by Osoba; Leaving Mother Earth and 'Thsh Thermal Flying, by Dave Broyles; 'T'hree Rules That I Use When 1 Fly CrossCountry, by Samantha Jo Moore; How To Win At Chelan, by Bob Mackey; 'fhe First World Distance Record, by David Vincent; The First Interstate Plight, by John Barris; A Tale Of The Day Of Mud, by Super Dave ,faylor; The Amazing Hying Belinda, by Davis Straub; and Meeting Mr. Rotor, by Pete Hammer.

'J'hese and many rnore articles and cartoons fill up over 200 pages. 'T'hc articles have been written and edited in such a way that Shy Adventures accurately reflects the high quality of tbe sport of hang gliding. Autbors and pilots who contributed to this unique edition come

10

Pete Lehmann Wins East Coast Championst1ips on XC ern'nt··crn,v meet had only two valid rounds due to poor but the two rounds they did fly were said to be valid. Pete won the first day and was second on the last He had only five: flights on his new XC before the rneet. 'l'his was Pete's first major meet win, and he flew the only XC entered in the conrest.

dvcnture World Productions, Inc., a producer of high-quality adventure films and CBS will televise the first annual Ultimate Adventure Games to be held over the Fourth ofjuly weekend.

During this two-day event, spectators will watch the world's fl nest white-water kayakers, mountain hikers and hang glider pilots showcase their against the beauti .. fol backdrop Colorado.

The clements are all in for these extreme athletes as they cest their skills on water, wind and rrmunrain terrain. 'J'his one-of-a-kind competition will be organized by the Aspen Bike Club, the Aspen Air Force and the Kayak School.

T'he first event in the Ultimate Adventure Games, '"( 'he Aspen AeroGames" will take place on Saturday, July 6. The event consists of two separate compctirions: an aerobatic contest and a speed gliding race. Both events will take place frorn Aspen Mountain at dawn and early evening, with landings performed at the Northstar Nature Reserve and Marolt held.

During the speed race, expert pilots will race against the clock, tight turns around sky gates 30 'fhc: acrobatic glider pilots will trails of smoke as perform radical loops and other maneuvers for the crowds in town some .C,,000 focr below. ·rhere is $5,000 in money For each event, and no entry fee is required.

Contact: John Neiman (970) 920-3501, fax (970) 920-3025. Ill

Wi11s Wing is actually out of stock on 195 E:dcons! 'rbey have a l 40's and a .large number of 170 and 225 falcons ready to go. The company urges pilots and dealers to plan ahead for the Falcons they will need th.is season.

For more information on any of the above items contact Wills Wing ;it (714) 998--0(i47, fox ('714) 998-(>359.

H1\NC GLIDINC

PRICE USHGA CALENDARS - More excellent photography. (Circle Yr)

1994 1991

1990 1989 ............................

$ 1.50

"SPECIAL NEW PILOT" Magazine. Hang Gliding or Paragliding (circle one). Buy one for a friend!. ................. $ 4.95 PARAGLIDING-THE COMPLETE GUIDE by Noel Whittall. Comprehensive, up-to-date, plenty of color photos. $24.95 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 Dermis Pagen. A must for the Intermediate and Advanced pilots. 340 pgs......... $29.95 UNDERSTANDING THE SKY by Dennis Pagen. THE most complete book on micrometerology. 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 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 ACCESS & THE GENERAL AVIATION AIRPORT ENVIRONMENT by B. Moorman. Guide for airport access. $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 HECOFW 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

VI POINT OF THE MTN (Utah) Video. HG & PG action at one of America's favorite sites. 30 effects (52 min) ....... $29.00 BORN TO FLY Video. HG action. Meet Larry Tudor & The Green Team, 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 WW gang in scenic Telluride, CO. (50 min) .... $24.95 All our vid<,os are in USNVJ-IS NTSC format only.

WINDSOK™ 1.5 oz. ripstop nylon, 5'4" long w/1'1" throat. Available in pink/yellow or pink/white (circle one) ....... $39.95 WINDSEEKER High Performance hang glider flying model. Too much fun, you'll want to order two................ $ 3.00 USHGA EMBLEM DECAL Our original logo, in its original colors, on a 3" circular sticker........... ........ $ .50 USHGA SEW-ON EMBLEM Our original logo, in its original colors, on a 3" circular patch ................................ $ 1.50 $ 1.50 MTN. GLIDEH DECAL Full color 6" rectangular, long-lasting vinyl decal...................................... ................

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 bacl<....... $ 3.95 LICENSE PLATE FRAME Chrome plated I'd r~ather Be J-lang Gliding or I'd Rather Be Paragliding (circle one) $ 6.50 PARAGLIDING MAGAZINE COLLECTOR BINDER Brown vinyl w/gold lettering. .................... $ 9.00 *EHIC RAYMOND POSTER 24"x37" Eric 17,000' MSL over the Sierra Nevada Range, beautiful color $ 5.95 *AEROBATIC POSTER 23"x31" Colorful keel-angle sl1ot of John Heiney looping skyward... .. ....... $ 6.95 *Posters are NOT AVAILABLE on lntemational 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!

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chart)

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r

Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). I rems should be received no later than six weeks prior to the event.

We request two months lead time for regional and national meets.

UNTIL OCT. 31: Region 7 Season-Long X-C Competition. Monthly-tallied X-·C: competition. Plights must originate from a site in the Region. Scoring determined by best three open X-C or out-and-return flights per month. Pilots will vie for slot in the Nats to represent Region 7 (March through June). Send $10 entry and flights reports to: Peter Birren, 502 Shadywood Lane, Elk Grove, IL 60007. Info, rules and scoring formulae will be sent.

Monthly scores published in Rec!News.

UNTIL OCT. 31: Region 750-·Mile and Under Competition. Cross-country com· petition for Region 7 pilots who have ye1 to exceed 50 miles in a single flight. Fligh1 must originate within Region Longest single flight made by October 31 wins.

No entry fee, prize for first place. For details sec Junc I fttng Gliding or contact: Spectrum Hang Gliding, 5116 Prall, Skokie, TL 60077 (847) 329-8337.

UNTIL NOV. 30: WON Natiorwl Team Club Challenge. Most cumularivc miles flown (HG/PG flights) by a club. No fee, roving plaque and next year's contest administration rewarded to winning club.

Contact: Mark Mulholland at markmulhol@aol.com or (408) 9291753. Send club entries to Mark ar %41 Cropley Ave., San Jose, CA 95132.

Entries will be tallied monthly and posted on the In tern et. .JUNE l: Lmmch 6· Landing Clinic. .JUNE 9: Launch 6· Landing C1inic. .JULY l 0: Parachute Clinic. JULY 14: Lmmch 6· Landing Clinic. AUG. 4: Launch 6· Landing Clinic. Contact: Mission Soaring Center, 1116 Wrigley Way, Milpitas, CA 950:35 (near San Jose) (408) 262-l 055, fax (408) 262-1388, e-mail mschg@aol.com.

JUNE 8-9: 8th Ultralight Fly-In, Ickes Airport, Ostcrbmg, PA. Contacr: (814) 276,335:3.

12

JUNE 8-9: Eagle Summit Challenge, Alaska.

Beginner to Advanced, classes. X-C:, distance: to goal. Comacr: (907) 455-6704.

JUNE 8-J 4: World Htmg Gliding Series meet, Castejon de Sos, l'yrances, Spain.

Comact: Salvador Mogas rel. 34-:321 () ..

7752, fax 34-:3568-2903. JUNE 16-22: WHGS meet, Sierra Nevada, Cranada, Spain. Contact: Juan Morillas tel. 34·58488560, fax 34-58-488726. JUNE 23· 29: WHGS meet, Piedrahita, Central Spain. Conract: Steve Ham tcl./fax 20-%2215. AUG. 20-25: WHGSmret, Prcddvor, Slovenia. Contact: Bojan Marcie tel.I fax 386-Cil -2646.

JUNE 9-16: S,mdia Classic, Albuquerque, New Mexico. Sixth annual 450 WTSS point meet at Sandia Peale The premier meet of the season! Price includes: entry fee, top-quality X-C tasks, glider and pilot transportation w launch, turnpoinr film and processing, computerized scoring, full-time paid staff, free oxygen refills, gift ccrtiflcatcs from local husi ncsscs, convenient' meet hcadquancrs, awards barbc· cue, T-shirt and more! Sixty-pilot maximum field, 4 5 spots reserved for pilots ranked in the top 80 USHGA or top 100 PIRS. Remaining entries will he based on ranking, competition experience and flight experience. First-time entrants must have: USHGA Advanced rating, all Special Skills, 100+ hours mountain thcr.. ma! experience. GPS highly recommended. Early registration $300 if postmarked before May 1, $350 after. Refundable until April 30. Contact: Mike Gregg, 12117 St. Mary's Dr., Allmquerqne, NM 87111 (505) 275-5978 or Mark Mocho (505) 298-2922. E-mail to mmocho@)rr66.com JUNE 17-27: Altai Cup (HG & PG). .JUNE 27-JULY 10: Russian Nationalr (HG). JULY 11-22: Russif1 Cup (HG).

JULY 30-AUG. l 0: Siberia Cup (Pc;).

Contact: Vladimir Mitin, phone 3852· 221487, fax 3852-260897.

JONE ] 7-24: Third !lnnurd X-C Challenge.

Pun-flying, big-air, open-distance compc· rition. ( :ome fly with the Sandia Soaring Assn. from 10,600' MSL Sandia Crest.

The last two years have seen numerous flights over 100 miles and several over

150! Prizes will be awarded for each day's longest flight, the longest flight of the week, and to the pilor wirh the most cumulative miles for rhe week. h-cc T·shirr, 02 refills, awards panics and more! Come fly the big, hcamifi.il southwest air! 40-pilot limit, before June 1, $100 after. ContacL: Sandia Soaring Assn., P.O. Box 14 571, Allrnqucrquc, NM 87191, Mark Mocho (505) 29B2922.

JUNE 21-23: Wild Wild West f\rv,,um,<1.1.

Region fl X-C competition. Contact: Adventure Sports, 3650 #22 Research Way, Carson City, NV 99706 (702) 883 7070 ext. 11 for fox.

JUNE 25-30: Tel!uricle Paragliding Classic, Telluride, CO. Presented by Paraglidc Telluride, Telluride Air Force and Colorado X-C Pilots Assn. Sanctioned Class A world team points mccr. Famous Telluride Hying in a national-level con rest. Race-to-goal, our-<md-reu1rn and tTi· angle courses. · rarp srart, I ,OOO·poim scoring system. Radios recommended. entry fee includes tasks, pilot and glider transportation to launch, computerized scoring, full-time professional sta/1; mrnpoim film and processing, aerial rurnpoim photos to srndy, free oxygen, great meet headquarters, awards dinner party, local gift ccnilicates, contest shin, nightly events and speakers. Economical camping and local lodging specials.

Contact: Scon Maclowry (970) 728-4098 01· Nick Kennedy (970) 728-3905. .JUNE 25-30: Telluride Parc1gliding Festivttl, Telluride, CO. $125 entry fee includes festival shirt, full-·time professional staff; banquet, awards party, nightly evems and speakers. Economical camping and local lodging specials. A safr: attitude and Class Jl rating with 10 hours minimum required. Contact: Scott Maclowry (970) 728-4098 or Nick Kennedy (970) 728390''i.

JUNE 27-JULY 3: Women'., Aerotow X-C Clinic. Prepares participants for footlaunch ;111d platforrn .. Jaunch aerol'Ow competition. 1996 Women's World ·ream pilots and other experienced X-C: team pilots will lead discussions on tearn flying, rnrnpoint photos and ream strategics. The organizers encourage all women pilots (beginner to advanced) with or without competition experience rn

I li\N(; GIIDINC

attend. Held at Quest Air Groveland, Florida. Contact: 0213.

Center, !/29·

2830: King Mtn. Region 5 ChampionslnjJs, Moore, Idaho. Come Idaho's best site and celebrate the new road. Format is open distance along declared routes with bonus goals. Emry Contact: Idaho Gliding Assn., Al Whitesell (208) or Mark Mason (208) 529-2106.

JUNE 30-JUI,V 6: 1996 Ccmadirm

Ncttionalr, Easrcnd, Saskatchewan. Tow meet, $2,000 prize money. Contact: Mike (306) 352 3]37, (306) 352-9449 fax.

JULY 3-6:

OR Umpteenth Annual

Grand X{~ contest, aerotow clinic, pills many orher activities. Complete accommodations available. $1,000 i11 prizes. Contact: (541) 947-6040.

4-7: Rocky Mtn. Hang (;fidingAssn.

Annuct! 1th o/july Fly-In, Dinosaur, CO. Sponsored by Colden Wings. l nformal tasks, prizes, barbequc. Contact: Pat ti Cameron (:303) Ii 531 /ij 1.

6: The "A.1pen Acro·Rrtces" Aspen, Colorado. Corne join rhc festivities in the first annual Ultimate Adventure Carnes to be rclevised on the CBS Sports Show on CBS. "T'hc Aspen Aero-Races" consists oC two separate cvcms: a spcecl-gliding race down Aspen Mountain and an acrobaric competition. $'5,000 prize money per event. No c1my fee required. Contact: .John Neiman (970) 920-:3501, fax (970) 920-3025.

JULY6-IJ: ChclcmX.C Chelan, WA. l'ilot-callcd triangles, ouHmdrcturn, and open distance combined format. HG and PG. Driver comest with ($70 before June 30). prizes. Emry Contact: Johann Posch (206) 232-6839, johan n p@)microsofi.com.

13--20: US Ncttirmal Hcmg Gliding Championships, Dinosaur, CO. "The bcsr meet of rhc decade." Several meets within a meet. Compete in multiple divisions while flying in rhc Nars. Included arc Over 45, Rookie, I ntcrrncdiate ( ;lider, and Never Made the Top 50 divisions.

Driver competition and "wildest turn-· point photo" contest. Organized and directed by G.\X/. Meadows. Sponsored ]UNI 19%

by Just Fly Aviation Gear. Tons of prizes.

Lodging information and confirmation available. Entry fee

by January 30, afterward. Contact: G.W. Meadows, P.O. Box 450, Kitty Hawk, NC: 279!/9 (919) 480--3552.

AUG. I Oshlwsh EAA Fly-in, Oshkosh, Wl. Volunteers needed for USHGA tent.

Contact: USHCA 9) 632-8300.

AUG. 4--lO: Hobbs Tow/am, Hobbs, New Mexico, 450 WTSS points meet. Price includes: entry frc, top-quality X-C tasks, first daily row is rurnpoim film and prclccsstillf!,, compurerized scoring, paid staff; gifr certificates from local businesses, convenicm meet headquarters at Hobbs l ndustrial Air Park, awards barbecue, 'T-shirt and more! 60-pilot field. Tow rat· ing required. Free cnuy to pilots who \iring a tow rig and commit ro towing four pilots. AUG. 2-3: Tow clinic for non-tow pilots. c; PS highly recommended. Early registration $275 if postmarked before July I, after. Refundable until .June 30. Contacts: Curt Graham, Crossroads Windsports, 592.3 Eugenia Lane, l lobbs, NM 88240 (505) 392· 36:)8 or :?92·8222 . .Jeffllum, Reel River Aircraft, 481 l Red River St., Austin, TX (512) 467-2529 or e-mail to 1Tajcff(tilaol.com.

AUG. 6-11: Ny West Hcmg Gliding Ltd.

Hrmg Paragliding X-C fm11ta/u)}"tal, Golden, BC: Canada. $20,000 in prize money! 'Three categories in both sports: lightweights ('50-300 hrs.), middleweights (300-600 hrs.), heavy-weights (600 hrs. plus). Emry deadline May 15. $200 U.S. entry fee payable to Ply Wcsr HC. Comact: Fly West HG Ltd., 199 Marlyn Place, Calgary, Alta., Canada T2A-3K9 (403) 272-0450, e-mai I porteour@)c,tdvision.co rn.

AUG. IO: 20th Annual Lakeside Event, Mt. Swansea, Jnvcrmcrc, BC. Advanced rating required, rain date Aug. 11. BBQ, party, free camping. Entry $20. $1,000 cash pills prizes. PC welcome. Contact: Dano Saunders (604) 3/i2-0355.

AUG. 23-25: Mt. Nebo End-ofSummer Fly !n, Mt. Nebo Stare Park, Dardanelle, AR. Cabins, camp grounds, swimming pool.

Porluck dinner Sar. night. l nterrnediareand Advanced-rared site. Conract: Dave

Dunning (501) 967-8813, or (501) 2.293655.

AUG. 24-25: 1996 Glide Angle Contest, Morningside Flight Park, Charlestown, NH. hKtory demos throughour the weekend. Contact: Jeff Nicolay (603) 5424!/16.

SEPT. 7 -19: Pre-Competition frn}irst World Air Games in 1997, Anatolia, Turkey.

Contact: tel. 90-3 l 2-3 JO!i456, fax 90312-3104690.

SEPT. 1 1-14: World Aerobatic fhmg Gliding Championships, Telluride, CO. entry includes smoke, banquet & rides to launch. 12 pilots max. Comact: Leo VanDerBosch (970) '728-69'72.

SEPT. 15: Telluride Air Force S}eed Gliding Contest. $20 entry. Cash prize for 1st place. Contact: Leo VanDerBosch (970) 728-6972.

SEPT. 21-22: 2nd Annuf1l Speed Gliding Contest. Dash for cash from McClellan Peak to Washoe Srnte Park, between Carson City and Reno, NV. Cash Prizes.

Contact: Adventure Spons, 3650 #22 Research Way, Carson City, NV 99706 (702) 88:\.7070 ext. 11 for fax.

OCT. 4-6: October; Best Fly-In 1996, spon· sored by the Sauratown Mou main Hang Gliding Club. Nonh Carolina's tradition· al autumn flight festival has always pro· vided great flying with cash prizes.

Featuring "June Bug's Fabulous Barbecue Chicken Dinner" on Sawrday night.

Arrival and practice day on Friday with a Jim competition on Saturday and Sunday. World's easies I cliff launch that can be used in light winds from any dirc<:-tion or stronger E, SE or S winds. Two other launches facing SW and NW. $30 entry fee includes T-shirt and family camping in the LZ. Saturday night's dinner will blow yo\! away for only $5.

Contact: Doug Rice (910) 994-4377, Vic Lewellen (910) 595-6'505 or 70272. 5-31 (1Dcompuscrvc .com.

NOV. 21-24: Fall USHGA Bof1rd of Directors meeting, San Diego, CA. All members arc encouraged to attend! Please send your agenda items in writing to the USHCA office. Contact Karen Simon at USHCA headquarters for information and reservations: (71 ()) 632-8300.

13

by Angelo Mantas few years ago I decided to put together a list of Lake Michiganarea pilots wirh flights over 50 miles. r had three reasons for doing this: fost, to show the rest of the country that there's a lot of cross-country flying going on in this arc;t, second, to let 01 her pilots in rhe area know what's going on not so far from their own flying sites, and third, to try to preserve a record of the longest flights in Illinois, Wisconsin, Michigan and Indiana.

Afrer updating my initial research I found out some facts. All four states now have at least one l 00-milc plus flight. Illinois has the highest number of 50+ mile pilots with 12, followed by Wisconsin with six, lndimia with ftvc, and Michigan with four. With one notable exception all of these flights were made from tow.

Besides hnving the largest nurnber of 50+ mile pilots, llli nois also has the hnnds-down best cross-country pilot of the whole area Larry Bunner. I was originally going to list all of the individual flights over 50, but if I did that almost all you'd sec would be Larry Bunner. He has 36 flights over 50 miles, nnd l l over 100! l1is 1988 flight of l 75 miles is not only an lilinois record, but is still the longest flight east of the Mississippi. He also holds the Wisconsin state record. If Larry weren't a family man with a real job, he'd be a force to reckon with on the competition circuit.

Wisconsin's first I 00-·miler was elusive.

Doug "Magic" Johnson had a 93--miler, and Ccrry Uchytil was a mile shy at 99. lt

14

wasn't until last year that up-and--comer Warren Siepman broke the l 00-milc barrier with a flight of' 125. This record didn't last long. Launching a few hours later from the same site, Lnrry Bunner got into the I ,ake Michigan convergence nnd ended up three miles farther than Warren with 128 miles. Warren's been doing a lot of flying with Larry, and he's obviously learned a few things.

story by Mike Boerschig about his I 16.2milc flight. Jr's the only 50+ mile flight in the four-state area that was not niade from tow. Bocrschig launched from a 400-foot, northwest-facing ridge near Rising Sun, Indiana. Although he quickly crossed the Ohio River into Kentucky, it did originate in Indiana, making his flight the state record. Mikel faas holds the northern Indiana record with 62 miles.

I feel that this list is about 90%)-95%) accurate. l talked to lots of instructors and pilots, and scoured hack issues of lit.mg Gliding, hut may have missed a few pilots.

If you've flown 50+ in the states bordering Lake Michigan, bur don't see your narnc here, drop me a line at Spectrum Hang Gliding, 5116 Pratt, Skokie, IL 60077, and I'll add it to the list.

JI.UNO TS 'fo date, Michigan has only four 50+ milers that I know of: Butch Peachy has rhe record at l with ·n-aversc City Hang Gliding's Bill Fifer second at II5.

Both of these flights were made the same day from Mt. Pleasant, snrnck dab in the middle of the state. Some research of old Hang Gliding magazines yielded a story on Bruce Brickey flying about 50 miles several years ago he never said exactly how far he went! One possible reason fr)r the dearth of cross--counrry flights could be rhe abundance of coastal soaring sites.

Warren Dunes in southwest Michigan allows out-and-returns of 24 miles, and there's a string of private and "unofficial" sites between tbere and Green Point/Sleeping Bear Dunes in the state's northwest corner.

Larry Bunner ................................... 175 Al Whitesell ..................................... 120 Chris Grzyb ....................................... 92 Jim Lmnb ........................................ ,.,90 George Lutkowski ............................. 88 Bill Fifcr ............................................. 86 Doug Coster ...................................... 86 Arlen Birkett ...................................... 82 Greg Fischer ....................................... 80 Dnn Hartowicz .................................. 75 Ron Wiscner ...................................... 62 Dave Whedon ................................... 53

WISCONSTN Larry Bunner ................................... 128 Warren Siepman .............................. 125 Gerry Uchytil .................................... 99 Doug "Magic" Johnson ..................... 93 Matt Thoreson ................................ ,--90 Dale Maas ..........................................,7()

lNDTANA The Indiana record has a very interest:·· ing twist. Most pilots don't know about it.

Many told me Rich Sacher held the record with a 92-rnilcr, followed by US HCA President Bill Bryden with 88 miles. But I seemed to remember a story in Hang Gliding about a 100-miler made somewhere in the state's southern tip.

After a lot of digging through back issues l found it. The August 1986 issue has a

Mike Boerschig ............................... .116 Rich ud\,llL.I .......................................... /LBill Bryden ........................................ 88 Matt Thoreson .................................. 65 Mike Haas ......................................... 62

MICHIGAN Butch l 35 Bill Fifer ........................................... 115 Craig Carlson .................................... 58 Bruce Brickey ....................................,5() HANC GIIDINC

n LAKE MICHIGAN AREA TOP 'ffN 1) Larry Bunncr. ...................... ,. ...... 175 2) Butch Peachy ............................... 13 5 3) Warren Siepman .......................... 125 4) Al Whitescll.. ............................... 120 5) Mike Bocrschig ........................... 116 6) !3ill l~ifcr ...................................... 115 7) Gerry Uchytil ................................ 99 8) Doug "Magic" Johnson ................. 93 9) (tic) Chris Grzyb, Rich Sachcr. ...... 92

VII SO-Mi Under Sponsored by Spectntm Hang Gliding oinciding with rhc continued growth of cross-country flying in Region VII, the Reel Tow Pilots Association has instituted the Region VII Season-Long X-C Competition. Derails can be found in the calendar section. This is a great idea, but with so many top-notch pilots already going 50 and even 100

JUNE '1996

note that this contest is meant to complement not compete with the Region VII Season-Long Competition." µic:1'.'.lci:1

miles, the newer cross-country pilot may fc:el that there's no poim in participating.

Which is why Spectrum Hang Gliding has decided to create and sponsor a 50rnilc and under class. The rules arc simple.

Anyone who has yet to post a flight of over 50 miles is eligible. Between now and October 31, whoever makes the longest single flight wins. The minimum documentation required to qualify a flight will be a letter stating your launch and landing location, date of the flight, and at least one wimess statement (including phone number) concurring with the letter's details.

Please note d1at this is the minimum. l n

cases of near identical distances, the edge will go to the pilot with better documentation.

Deadline for sending in flight reports is November 30, 1996. To encourage the greatest participation there will be no entry fee, at least for this year. Anyone falsifying a flight will be disqualified from this and future contests. Decisions of the judge (me) will be final.

'There will be at least one prize for first place, and hopefully we will be able to award prizes through third place. l n the extremely unlikely event that 1 (Angelo Mantas) win or place, the prize for that position will go to the next place pilot.

Please note that this contest is meant to complement, not compete with, the Region Vlf Season-Long X-C: Competition. Pilots who arc already get· ting flights in the 40-milc range are cncomaged to enter both contests.

Please send flight reports 10: Spectrum Hang Cliding, 5116 Pratt, Skokie, fl, 60077 (847) 32()-8337. II

15

Great Race '96

A 20TH ANNIVERSARY

by Allie Fort andJeffHi,nt photos by Allie Fort

WITH ALL THE EXClTEMENT OF PAST RACES, HANG GLIDER PTLOTS FROM ALL OVER TURNED OUT TO FILL LOOKOUT MOUNTAIN, GEORGIA'S SKIES WITH KALEIDOSCOPIC COLORS ON THE LIGHT THERMALLY DAYS, AND TO SOCIALlZE lN THE I.Z WITH THE MANY PEOPLE WHO CAME TO ENJOY THE FESTIVlTIES. though oonditions were not perfect for blazing runs to rhe rurnpoint a11d ack, there were a few pilors brave enough to fight ,he rough air and submit good race times. Those who did not finish with times were skilled enough to squeak into postage sramp-sizecl ftdds with nothing more than bu<1.pride. Despite the weather, which I hear was becrer than that at the &st Coast Championships, chcre was no shortage of fun and excirement for all involved.

The format of the event is a timed race on a specific 21-mile course, past a strut/fiinish gate at launch, to the mrnpoint (located at the point of Lookout Mow1tai11), and back to launch. Of cou=, "He who flies ,vith the best tin-le wins!"

DAY ONE, APRIL 21 Condirions. Front pasS:tge wid, rain

and rhunderscorn1S Task:

Drawing Mike Barber - Proviuo's As you can see, ir wasn\ flyable, and ro save fuce the "Meed,ead" did a drawing.

Mike Barber won and received a dinner for two at f>rovino1s. l proa1ise icgees beccer!

WiJtner.

DAY TWO, APRIL 22 Condirions: S0ud1wes1 winds, J0.20 mph TaslrJ: x.c flight from Rising Fawn to Lookout's LZ X-C £light from Ris,ng Fa,vo to Hen.son,s LZ (The first competitor back to Lookout ,vins; the first co Henson,s doubles the poi,:.)

Winner.

Rick Gattone- Provino's The first ancmpt of the day was made by Bo Hagewood who su=fuJJy landed at

16

the training hills about one mile shore of goal. The second attempt was made by Tom forL Tom ''squO"Jked" inco a briar patch surrounded by trees and shrubs, suscaining minor scratches and a cracked bu, repairable winglec. He also earned the nickname "Brer' Rabbi,"!

The first pilot co make goal (Lookour) was Rick Gmone. He received a dinner for !WO ar f>rovino's. Mc:ethead Jeff Hum mempced m go as Rick's dare, b,u Rick srared tha, Jeff was much too call for him. Mike Barber was the second piloc 10 land. No other attemprs "Wert made.

DAY THREE, APRIL 23 Conditions:

10-15 mph gusry no,th

Task:

,vlnds Race Day!

Spoc Landing (evening) Expert: 1st, Rick G.mone, 0:37:31'39; 2nd, Mm ·faber, 0:38: 18'89; 3rd, Mike Baiber, 0:38:52'97 lmermcdiace: 1st, Craig Nunn, 0:55:05'19 Spo, Lancling: Gary Venning - New Salem Cafe Bo Hagewood was the 6rst to launch and 61\ish wi,h a lime of0:39:24'17, placinghin, in fourth. The second pilo, to launch was Tom Fort who landed out a, S,edman's Gap. On approach a horse and rider came up to the fence ro wa,ch him land. Tom was discracted and ended up whacking (gently), and spooked the horse. The rider was lcfr behind (whacking a Litde harder than the pilot) while che horse headed back to the barn.

There were od,er spccracular land-outS. Dave Curry decided 10 fly through a flock of geese scrambling ou, of a pond 0< Reflection Winnm:

Riding. Jack McGaha. using every last bir of IUt to make the glide 10 Reflection Riding, barely missed the crees bu, landed safely, much ro mydeligh, and "Mr. fuinger Sir's."

Jack sca,ed later chat he would be going ro dmrch since he made many prayerli,I pron1ises on che \Vay down. Torn Fort also landed out at Reflection Riding. Is chere a parcem here? D:ove Curry hravely "risked his Life" co clear a path for safe landings among HANG GLIDING

the hors~ and mules. Whac cean~workl Meanwhile, back at launch, Ron_aic "Divcbcmber" Baranini attempted to launch without succe.ssl popping che glideis nose and visiting t:he ledge below. His only inju,y was a bruising and sore.ocss. The glider susroined a broken dowmubc and basetube, but was prompdy repaired and ccsc-8own by the number-one shop in A.rnerica, Lookout Mountain flight Park. Do I gee my bonus )UNE 1996

OO\v? \Vb.en interviC\ved lacer Ronnie sa_id that the only thing he remembered ,v:is getting his hang check and saying "Clear."

To nicely wrap up the day of flying aod retrieving, Emma, Julian and Christopher Rowbo,ham held a most spectacular cookour and keg dinner in honor of}ulian's rwdfth birthday. Emma cooked the food. serving her famous kabobs, chicken and pcanuc-gloop. Games of volleyball were

lom Fort al,out 10 achieve one ofhis tw{J spot-la ,uling vict1Jrie1. played and a bonfire was I.it around which talcs of che doy were exchanged. • DAY FO UR, APRIL 24

Cmdmons: TttJks:

L&V, blue skies, ab,mdanc thermals Flight Duration

17

received 15 gallons of gas from Buddy's Texaco. Mike no,v o,vns scock in an aluminum tubing company after raking our cwo more do,vnrubcs on in1pacr. He =-.!so received 15 gallons of gas from Eddie's Quick Stop.

Dicky Taber, while trying ro hdp jack and Mike om of their predicament, got bccween a mother longhorn and her baby.

Dicky had just recovered from a broken ankle, bur needless to say, he "ranlt and zigzagged, ducked and dove for all he was wortb. lne longhorn gave up when he hid behind a tree.

DAYSEVEN,APRIL27 Conditions: L&V, caln, n1ost of che day, thermals in rhe afrernoon

Ttuks:

Possible race day Ouracion

\Vin11m:

Emma Rowbotham setti11g the srttge far The 11,ue.

Wbuzm:

Spot L:inding Durocion; lst, Craig: Nunn, 3 hrs. 45 min.; 2nd, Mike Barber, approx. 3.5-4 hrs.

Spot L:inding: ISt, Tom Fort; 2nd, Jack McGaha

These events ,vere based on :lr'I honor system. Craig Nunn reported a,1l exacl!'. time

and was awarded a dinner for iwo at the

Orient Rcst:iur.inc in Trenton, Georgia.

Mike Barber's ci.Jne was an estimadon a11d

he was aw•rded 15 gallons of gas from Buddy's Texaco of Lookout Mountain, Geotgia. The maximum alrirude att'Ji ned this day was reported or 4,500' above launch. The spor landings were also based upon an honor sysrem. Tom Fort's distance w:IS approximately six feet from rhe spot and he was awarded a dinner for cwo at Chili's.

Jack McGahis distance w:is approximately eight feet from the spot and he was av.':lrded a dinner for 1WO ar the Pim Hut in 1"'rencon, Georgia.

DAY FIVE, APRIL 25 Condition,: 20-30 mph gusty, prefrontal southwest winds Task: Have the mosr fun Wi1111tr: Craig Nunn - Order of vegcrarian food courtesy of the Veggie Connection Qudy Hildebrand)

18

Non-flying conditions again, so cl,e Meerhead declared it a cry-co--peg-the-funmerer day.

DAY SIX. APRlL 26 Conditions: Wcsrwinds, 10-20 mph and guscy Task: Possible rnce day \V.nnm: X-C: Tom Fort/Gary Venning (de) Most diffic,dr retrie\>al: Mike Barber/Jack McGalia (cie) Successfully eluding a mad longhorn: Dicky Tabcc Four pilots arccmpted ,o go ro the poi ,u and back. Can you guess who! The winds were perfecc for the voyage down the ridge, and aU 1nade ic in record cimc in a mihvind.

Coming back was die trick, fighting che prevailing winds ro fmish. Tom Fort and Gary Venning tied for dosesr ro goal, landing in a field oflonghoms. Tom Fort received a dinner for tw0 at Randy's in Trenton, Georgia a.ttd Gary Vc::nniog received a d_inner for nvo ar Geneva's in Trenton.

Mike Barber and Jack McGaha cied for the "mos1. difficult retrieval" a,vard. After

landing in a small field on the other side of Lookout Creek they had to rope their gliders and bodies across the water. Jack is no,v a preacher, having made more pronll~i and

Spot L'Uldwg No rimes compleced for the race Duration: Craig Nunn, 4 h.rs. 15 min.

Spo< Landing: Tom fort, one foot

Many pilors were up at the crac:k of d-awn,

setting up ,heir gliders in p1-eparacion for the lase race day. Mec,hcad Jeff Hunt sen< Allie :Fore dov.1n co the turnpoinc in hopes that

someone could ma.kc a run for i,. Her only excitement for the day was wa,ching blimps go X-C aod digging a spider out of her undcrnie.ar. Cond.itions ,vere not raceable.

but lare in the afternoon therm•ls began ro pop off and altitude gains were again in rh.e 4,500' range, so cl>e final day's casks were dumion and spot landing. One pilot report· ed a 4,998' gain (5,000' when measured from the kingpost). The raoe was finally called at 6:45 pm and Allie was relieved of her turnpoinr posirioo. The 20th anniversacy Gre.it Race was officially over, and the dinner/KEG party and awards ceremony began.

We gready appreciate the turnout for this year's race and festivities. Special ,hanks go to Marc and Robin Taber for giving us such a wonderful place 10 fly, and continuing rhe u-adicion ofThe Grear Race. More special d1anks go to all the pilors who entered, local businesses who provided some of the awacds, l'ac Air, \VtUs Wing. and the USHGA for everything they have done and continue co do for this great sport.

Have a great flying season, be safe, and come see us ac Lookout Mouotain Flight Park and Training Cenrer. • HANG GLIDING

Hang Gliding Training Manual

by Dennis

Understanding the

by Dennis

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1

nch

by USl!GA Accident Review Chairman Luen Miller

"Launches are optional, but landingI are rnandcttory. " Otto Lilienthal Many contributors sent in reports about blown launches last year, but few of them were published. The reason was that I decided to save them all up and use them like a big hammer. T received several favorable comments after l did a similar compilation of blown launches a couple of years ago. Stringing many similar reports together seemed to many to be a good way to pound home the messages of proper airspeed, proper angle of attack, and choosing your rime and place.

This rnonth I will just summarize the flat slope launch incidents. While the root causes oflaunch accidents on ramps or at cliff sites are generally the same, rhe launch techniques used are slightly difft~rent, and I think the reports have more impact when grouped accordingly.

We have continued to be very lucky in not having suffered a fatality directly related to launching for several years. If we are attentive during our launches this trend may well continue. However, you cancer-tainly still get hurt launching your glider improperly. As you will see, there are some extremely serious incidents included in these reports. # l) An Advanced pilot who had "been around a long time" but hadn't flown in over a year launched into 20 mph winds with a five-mph gust factor. The pilot had a weak run and a poor launch. He was gusted at the beginning of the launch and the glider rose. The pilot went prone, rben the glider dropped and he went back to the uprights. He dove into the ground from 10'-15' AGL. The basctube hit First, then the nose. The pilot swung through, then hit the ground and the glider's

20

undersurface. He suffored he;id (concussion), face (cuts), back (strain), and neck (strain) injuries. 'fhe pilot was unconscious briefly and had to be physically restrained when he regained consciousness. "The pilot wasn't current, chose strong conditions for his first flight, chose a poor launch position for the wind direction and velocity, and had a high AO/\ with poor speed." 'T'he reporter recommended being ready with better rescue equipment and procedures.

An Intermediate pilot with 90 hours launched from a shallow slope in 1-2 mph conditions. At the end of the 50 feet available for tbe launch run the glider wasn't flying and the nose was high. 'I'he lefi: wing caught a bush and the glider settled onto the terrain. The pilot had done good Hat-slope launches in no--wind conditions on the previous days. The only injury was a minor scrape on one knee.

One downtube was broken. #3) An Advanced--, Instructor- and T,111dem-rated pilot with 700+ flights set up to fly. Weeds had grown since his previous flight, so he figured his launch run probably started in a wind shadow. On his second step the glider lifred and snapped 90 degrees right, with the left wing high.

The glider carne around 180 degrees and impacted. 'The pilor's head narrowly missed a large rock. Injuries were to his chest (bruised) and arm (bruised). #4) T'he same pilot hooked in for a sled ride on a marginal day, with the wind at 3-5 mph. He took a light, slightly cross cycle, expecting a long run. The glider quickly lifted, then one wing dropped and dragged, and a ground loop resulted. The pilot thought, "'l'his can't be happening again!" 'fhe basetube hit a rotten stump.

The only injuries were scratches.

A pilot's launch nm was nose high and his right wing caught the mountain.

He grabbed one downtube when impact seemed imminent. The glider crashed

sideways. The pilot suffered a broken leg (tibia and fibula) and his glider was totaled. t/6) An Advanced pilot with I 1 years experience and 500 hours airtime waited for a down--cycle to end. He was very heavy for the glider he was flying, and only had about 20 hours on it. Eventually he got impatient and launched in zemwi nd conditions. After a poor run the glider mushed into the air, stalled and hit a rock. The glider somersaulted 1-1 /2 times. The wheels hit before the basetube hit the rock, dispersing some energy. A nice up-cycle began as soon as the accident was over and lasted fr)r the next hour. The pilot suffered a hand injury.

Wuffc)S may have distracted hirn.

An Intermediate pilot was launching from a flat slope which transitioned to a shallow slope. He made a "jackrabbit" start, popping the nose up when the downtubes came off his shoulders. As he accelerated, he pushed the nose higher.

After eight steps he reached the encl of the cleared area. T'he pilot jumped into the glider, went to the basetube, and pulled in. The glider flew 30 to 40 foet, mushed into a stall, and nosed in when the basetube hit the brush. During the crash the pilot's head was forced down and twisted sideways, ending up wedged between two branches. He was not breathing and had no pulse when re;iched by his fellow pilots. CPR was administered and the pilot was airlifted out. Several neck vertc-brae were fractured and the pilot was par-alyzcd fi·om the neck down temporarily.

At last report, some feeling had returned 10 his anm and legs, but he sustained a serious permanent neck injury and remains substantially disabled. Two-meter radios were ment:ioned as being invaluable in getting additional help, since CPR was awkward and difficult given the position of the victim under the glider. ·rhe radios were used to call for Army helicopter airlift. The reporter stated: "The hencfir of a sled ride was not worth the increased risk of a no-wind bunch at that site. No more no-winders." t/8) An Advanced pilor launching at a high-altitude site waited for a luJl in the cycles because it was gusty. Just as the glider seemed to try to fly during launch, it settled back down, then got ahead of HANC GIIDINC

the pilot. He tried 10 push the nose up and jump after the glider, hm it came down hard on the bascnibe. The pilot went prone through the control frame and hit his face. /\frcr the crash he noticed that there was no wind. l )amage: shoulder (badly bruised), knee (badly bruised), and downtube (broken). #9) An Advanced pilot with 2.50 hours launched with the glider's nose slighdy high and one wing slightly low. A thermal corning up during launch exaccrbatTd rhc problem. The glider dragged one wing tip on some projections, turned back into the hill, and crashed into some saplings. The pilot suffered bruised and ;ibradcd shins.

One downtubc was brokrn. :/ll O) /\n Advanced pilot with extensive competition and mountain experience launched from a shallow slope at a highaltitude site on a hot day. His wing loading was high. The pilot switched launches, then chose a light cycle when the various launch streamers were each pointing in difforcnt directions. His nm "could have been more but shonld still have gotten him away safoly under normal conditions." However, the "bottom dropped out" as he went down the slope, his ldi: wing tip caught a hush, and he mrncd back into the hill just below launch. Th: pilot center-punched a pine tree with his body, breaking off a six-iuch--diametcr trunk with his chest about six foct off the ground (chest-mounted parachute). I le was hanging head down in his harness when help arrived about a minute later.

He was freed from his harness and eventually helicoptered out for foar of broken ribs and other internal injuries. Injuries suffered were internal (bruises) and ro his face (minor scrapes and bruises). The follface helmet probably protected his face, the sunglasses probably saved his eyes, and his parachute might have saved his chest.

Stated the reporter: "Lessons to be learned: Pick your launch conditions carefully and run harder than you think you have to. Consider the benefits of a chest-mounted parachute as body protection in accidents. Get a foll·-face helmet. Wear eye protection that blocks UV/\, UVB, and pine trees. Safety cquipmem works use it."

Remember that, during launch, air)UNI 1996

angle of attack and adequate pitch control arc all critical. /\s noted launch/landing analyst Pat Dcncvan keeps reminding me, "Pirch makes roll! Pitch makes roll!" What he explains is rhat if you pitch the glider's nose up, any problem with roll will quickly be accentuated.

The more the angle of attack is raised, rbe worse the problem. /\nd don't forget to take those really looooooong strides! Fellow pilot John Hill poi111s out that we humans might reflexively take short, choppy steps when run-

ning downhill in order to keep our feet underneath us, keep us from running too fast, and keep us from falling down.

These shon steps are counterproductive when it comes to a good launch run, dur-ing which you want to lean slightly ic)rward and reach om with long steps. Short, choppy steps can lead you ro believe you arc running fasrcr than you really arc, and make it hard to keep up with a quickly accelerating glider.

More coming! Ill

by john

On May 5, 1996 l allowed a pilot to demo a Predator during a freestyle: contest.

The pilot achieved a great rate of dive speed, and perfrmncd a tight loop resultin obvious heavy loading of the glider.

The glider survived the first such maneu-ver, hut sustained failure of the right front leading edge spar 26 inches inboard of the leading edge/crossbar junction during the second maneuver.

The piloc rcponcd later that he hc1d beard rhc failure, but looked the glider over and saw no damage. In his attempt to score well in the contest the pilot continued wirh two more wingovers before he realized the glider w,1s not handling normally. He leveled out :md was able to over-power the "turn" caused by the failed spar and negotiate an approach into the small, tree-lined I Z. He contacted two small trees during his approach, but landed safely. Upon inspecting the glider he found the broken mbe.

The pilot's hookin weight is 193 pounds, and his glider has 158 square feet of area. I Ie has three years experience looping his own glider only. His glider requires extraordinary means to achieve dive speed for a loop. l Tc stalls his glider to about 60 degrees nose up, then pulls in to the max.

The he attains in this way allows

him to perform a fairly small-diameter loop, remaining positive throughout, and he is quite proficient at it.

The glider on this flight has 142. square fr:ct of area, and has noticeably more capacity to gain speed. It is not necessary to stall in order to achieve dive speed sufficient for a loop. The pitch pressure is con-sidcrably lighter as well. The pilot used the only technique he knows to loop the glider. He stalled 60 degrees nose up, pulled in and waited for excessive pitch pressure to build, which does not happen with this glider. Based on my experience with this glider at a wing loading of 1.6 l lbs.Isq. fr., 1 believe the pilot (at 1.84 lbs./sq. fr.) achieved a speed of more than 90 mph. I have easily achieved an airspeed of 83 mph with a calibrated /\SI four feet in from cif the nose.

On his second loop the pilot pulled up sharply, being unfamiliar with tbe pitch foci of rl1is glider at this extreme speed. His own glider would have given him heavy pitch foedback ar this point. l-le climbed through a tight arc until he was past vertirnl. T'he failure occurred at approximately 12.0 pitch degrees during a straight-over loop. It is apparent that the glider converted more energy d1an the pilot was cxpcct-ing, hence the tight loops and the failure from overload at a position in the mancu-ver where one would expect a glider to he running om of energy.

21

The Tangent Flight Computer is to be the best XC vario market, No other flight

be practically immune to glider fail me due to G loading even if he employed the

All flex wing hang gliders arc ccrtiflcd as "utility category." The term utility means that a device is designed and constructed rn satisfy the needs of the vast majority of people who will use such a device in a normal way. HG MA-certified utility category hang gliders are tested and found to withstand the stresses associated with normal flight. This includes a considerable safety margin to account for unusual situations such as inadvertent high-G pullups, severe turbulence and even negative loading. 'fhe testing goes far beyond what most gliders will sec during their service life.

Each certified glider has a placard indicating Lwo important pieces of information: maximum recommended pilot hookin weight, and maximum recommended speed (Vnc). Just these two numbers allow you to make au inrclligcnt decision as to whether you can operate this glider within its tested limits.

All hang glider pilots should under,, stand the tradcoff relationship between wing loading and speed. If, as an experi-mcnt:, you were able ro progressively increase pilot weight on a glider flying in smoorh air at low speed, you would flnd that it could support several times the recommended maximum hook,,in weight before failure. Suppose yon stop increasing the weight at rhc point where the glider is just barely able to carry the load without failure. Now any small increase in speed fcJ!lowcd by a rapid decrease in speed, starting a turn, or the slightest turbulence will cause failure.

In this hypothetical set of conditions it is obvious that G force (causing increased effccdve wing loading due to acceleration) is the remaining factor that: can cause fail,. me, even though the glider is able to carry this heavy load at a low, steady-state speed.

You can achieve the same cffecr as this hypothetical heavy load on your glider diving fast and pulling up quickly.

Whether it is actually a heavy load or G loading, your wing "sees" it as exactly the same t:hing. The heavier you are, t:he less dive speed and sharp pull-up are required to break your glider.

Now consider an imaginary pilot who weighs one quarter the minimum recommended hook,,in weight. This pilot would

22

extraordinary means used by freestyle pilots to accumulate dive speed. His very low wing loading would limit his attainable dive speed. In this hypothetical set of condii-ions even the most abrupt pull-up is unlikely to result in the 30 to 40 G's needed (at his low weight) to break the glider.

In rcal-lifo flying this is why a pilot hooking in near the minirnum end of the weight range might away with the most radical maneuvers, while one near the rnaximum end might be operating dangerously close to his wing's failure point. THIS DOES NOT rnean that light pilots can ignore the "wing-loading/speed tradeoff" concept. There have been cases in which light pilots have and broken rhcir glidachieved great ers by pulling up too abruptly. llowcver, heavier pilots arc at greater risk when oper-, ating outside the placarded limits, The general aviation community has airplanes and sailplanes in the utility and acrobatic We have only utility category hang gliders. Get the rncssage?

The wise pilot limits his flying to mild freestyle, and all the other excellent fun to be extracted from this sport within the normal flight Do not expect to sec :m acrobatic category hang glider on the market. There arc too many problems for a manufacturer, not the least of which is liability hazard.

The lesson to be learned from this is not whether a certified glider can he broken by gaining excessive speed and pulling up ahmptly. We know this can and has been done.'] 'his pilot and l have both learned valuable lessons. He learned that transitioning to a different glider, especially in the pursuit: of freestyle, requires great caution and a slower learning progression.

J learned to be much more conservative, especially when someone's life is at stake, Considering my experience I should have realized that it is improper to allow an intermediate frecstyler to fly a new glider for the flrst time under the pressures of a contest, knowing he would be looping the glider. lam very fortunate thar he was not injured or killed. In adn1itting my foolish mistake I hope others will learn these lessons and prevent tragedy in their lives.

Safety is within your power. 1111

cornpui:E:r has accumulated as ma~'co111p,etit:ion miles, Whether y

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want the real

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Dangerously addictive, frighteningly necessary, I love ic"

"The is the best performing climb and glide instrurnent I've flown with, I like how you can personally tailor the myriad of functions the Tangent boasts to suit your style."

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DESIGN 110 I Glendora Ave Oah:lan,d, CA 94602 .510 531 2261

HANG CIIDINC

ln August of 1896, Octave C hanute flew his

100 YEARS OF

HANG

GLIDING by PeterBimn

gliders at the lndiana shores of Lake M ichigan. He was working from conceprs that Oreo Lilienthal and a few ochers developed, but added his own scientific, merhodical app.roach co the development of the airplane. The gliders he made were controlled by weight shift; rhe pi lot was suspended from his

armpits exacdy like the early hang gliders of the 1960s. • Chanute's experiments directly aided the Wright Brothe.rs in developing their successful craft. He corresponded with them from 1900 uncil his death in 1910, :dter receiving a letter in which the author describes himself as being "afflicted with the bel ief that flight is possible to man (Wilbur Wright)."

• We all know the end result of all chose early efforts: sailplanes; RC aircraft; commercial, general aviation and militai:y airplanes; the entire space program; and, of course (thanks also in great part to Francis Rogallo) modern hang gliding. Without Chanute's effoccs the entire progress would have taken much longer. • To celebrate the 100th anniversary of these momenrous flights, a museum will be dedicated in his honor on July 27, 1996 near rhe location where chose flights cook place, just ease of Gary, Indiana. Dr. Tom Crouch, Chairman of the Department of Aeronautics at the Smithsonian Air and

One ofChnm1tei mrly fai!,,rr, while i11verrigaring automatic nnbility.

Courtesy. National Air & Spnu Museum.

24

H ANG G LIDING

Space Museum, will be the keynote speaker co officially designate the building as a National Landmark of Soaring. Dr. Crouch has been quoted as saying, "The Wrights launched from the shoulders of giants," meaning Lilienthal and Chanute. • The National Landmark of Soaring Program was scarred in 1980 by the National Soaring Museum in Elmira, New York. The purpose of rhe program is co iden-

tify and memorialize sices, individuals or historic events rdarcd co the national history of mocorless flight, and in the process coUecc, preserve and interpret documents and materials related co each approved landmark. The Norrhern Indiana Dlmes, in the vicinity of the Aquacorium (the building d1ac wiU house the museum) meet aU of the

above requirements. There is already a plaque in Marquette Park which commemorates the 40th anniversary of that time by an airmail

Chanure's flights, highlighted at

Ocher celebratory plans in-

flight of seaplanes from Jtaly in 1936. elude: an EM-sponsored break-

fasr; sailplane, RC and hang glid-

er flying; a Chanute glider replica

being consuucced at chis time; and

an air race of sailplanes and antique planes from

C hanute, Kansas 10 Rantoul,

Augu.11, I 896. Octaw Cha1111te as s«n fa,m the wp ofthe dune,, Cqurusy. A,r & Spa« Mumm,.

)UNE 1996

25

lUinois (site of the formoc Chanute AFB) ro the Chanute Museun-1.

Hang gliding-wise, Region V1 Director Ron Kenney is v.rorking co o~r1ii.e the air

race sendoff with a lligh1 of hang glider<.

The Reel Hang Glider Pilocs Associ,1tion (USHGA Chapter 148, Chicago are,) plans rn have hang glide., pilots greet the air race pal'dcip::i.nrs \vher, they get co Rantoul. The Manbirds Air Show Team (some members of me Reel Pilocs) will boar launch and/or smic laund, from rhe beach io fronr of che n,useun1. If the v. ind 1

is right (northerly). other hang gliders and paragliders will be flying ar Mr. Baldy and possibly make d,e l l-mile flight down the ooas1 ro ,he museum. And, courtesy of Wayne Yencis and Dennis Q,;ven, there will be a hang glider on permonent display

(unless - hint, hinr - a present-day n,anufu.crurer or other benefr1c1or ..:vishes co donare a new srare-of-che-arc glider).

Here are a fe\v decails abour chose events of the swnmer of 1896 (excerpts

from a lecture Mr. Chanute gave 10 che mcrnbers of the Aero O ub in Paris, Franc.c, on April 2, 1903, published in Th, Papers ofWdbur a11d Oroilk Wright): • ...Their longest 'glides,' rouse Mr. Ch."111te's picturesque expression, have read,ed 200 meters, aud they have several rimes risen higher d,an their scatting poinc."

Aquator,um buiid111g 111 Fnli. 1995 aftn n1.ajor co11srruc1it>11.

• ...What is especially remarkable in these c:xperimenrs is chat they have been cond<tcred with such prudence and so methodically thar, from the beginning.

Mr. Cha.nute has no1 had to report a single accident - except• pair of ,om crou.i:.e.r.s! And chis, although a ,,ei:y L1rge number of people, even but slightly initiated, have alteady anempred and accomplished 'glides."'

•• ,,,cOur cx_perimenrs will permit us, litde by litde, ro learn complerdy 'the arr of the bird' - an an which is extremely dif-

ticuJt.'• • ... Besides, these gliders provide the most original and most enticing of spores: as proof of which several of my friend,;, gre~t tpommei, And humeN, Juve pm aside ,heir fuvori1e sports co devote them-

/11dia1111 Dune1 lakt:>hort htJJ ch,mgtd u bi1 in rlu losJ J()() )~tin. Nou C,1ry 11etl mills iu 1hr

selves w ich enchusiasn, to aerial gl.ides!" "... Jvtoreover, son1e of our daundess auromobile sporrsmen will happen co make themselves some similar mad1jnes and sock our somewhere a fuvorable spor for competing in these glides."

In 1930, Ed,vin Way Teale wrote in bis book, The Book ofG/iderr-. "The southern tip of Lake Michigan, between Gary and Michigan City, Indiana, is lined with a chain ofbigh sand dunes. Among these dunes, near Miller, Octave Chanute and his crew carried on their historic gliding e:xperimencs in 1896 and 1897 ...

These !hare hills ranged from fifty ro sixty focr high and had slopes of soli sand leading ro a broad beach below. The angle of

descent was gentle and the prevailing winds. from the norch,ve.s-r, bl<!\v against

rhe lake side of the dunes making landings on the beach possible. Mose of the sand hills ~vere cwa.ndering dunes' that advanced slowly to che eastw1trd along the Jake .shore. Today, due to th.is movement and grading for building operations. the dunes which Chanute used have practically disappeared."

The "Sociecy for the Resrorarion of d,e Gary Bathing Beach Aquacorium and Octave Chanute's Place in History"' is the

organization from Gary which is refurbishing the Aquarorium. Since 199 1 they have raised over $600,000 ro rum the old Gary Bath House, architccrurally of prairie school desigJJ, into a lastittg edifice.

Fund-raising efforts are continuing as they are srill in debt from d,e continuing 0011srruction. Sponsorship and donations will he most welco1ne.

The Aquarorium will not on.ly house the Chanure Musewn, bur will also be home to a museum for rhe Tuskegee Airmen, the all-black squadron of WWI I fighter pilocs who neve.r lost a bomber diey were charged wirh esco[[ing over Germany.

The event's gliding and soaring efforrs are being chaired by Simine Shorr. Chair of the Nat'! Landmark of Soaring, her husband Jim, an SSA Direcror-at-1.arge and sailplane pilot since 1959, and other members of the Chicagoland Glider Council. •

lmckgrow,d.

2&

H ANG GLIDING

JAIME MEJIA

Region 10 PALMER, ADAM: Boca Rmm, Fl.; J. Tindk/Miami I IC

Region 11 PERRONE, CARLOS: Keene, TX; K. Robinson/Co HC; THORAT, RANJIT: Staffi:ml, TX; F. Bums/Austin Air Sports Region 12 CHAMBERS, JOHN: Minerva, NY; D. Guido/Susquehanna FP CHAPMAN, DANIEL: Bainbridge, NY; II. Hawk Kites LANG, DAVE: Wellsville, NY; A. Bloodwor1h/I.ookou1 Mm Fl' MARQUIS, /\RT: NY; D. Cluver/Wallaby Ranch Region 13 HUYNH, WENDY: Canada,; M. Rohcnson/High

Region I HENSHEL, DTIARMIKA: OR MILLER, CRAIG: Seattle, WA; 'J. Johns/Cascade SMlTI I, GRANT: Renton, W /\; K. C THOMSEN, BROGAN: Scanlc, W /\; I.. Alexander/Mission

Region l NYSTUIEN, TRACIE: Mount Vernon, W /\;]. Fieser/Whatcom

Region 2 I IC CICHY, STEVEN: Frcmom, CA: A. DAWSON, DARRYL: I fayward, C:A; A. Mclean/Mission HANSELL, ERIC: Reno, NV; W. Harrison/( ;ct It Up HARLEMAN, JOI IN: l.m Caws, Ci\;!\. Mclean/Mission KESSLER, RAY: Palo /\lro, Ci\; P. Dcncvan/Mission MARTINCIK, JAN: Milpitas, ( './\; P. Dcncvan/Mission Soaring MOUTON, Cl.AUDETTE: Sama C:ruz, CJ\; P. Codwin/Wcsrcrn HG NIXON, MIKE: San Jose, C:/\; F. I linrichs/Natural Flying PETERS, BEN: San Leandro, C:/\; I'. Dcncvan/Mission REICHERTZ, LOTHAR: Berkeley, CJ\; S. WORNAU., HUNT: Sarna C:Lira, C:/\; P. Dcncvan/Mission

Region 2 BROWN, DANIEL: Sacramento, CJ\; G. llamilron/Sacramcnto HC BUNNFTT, JOIIN: San Francisco, CA; B. Karlak/Bcrkclcy JJG CLARK, GAYLE: Sunol, CA; J. Woodward/Namral Flying DUNSTON Ilf, WILLIAM: Sacrarncnro, Ci\; P. Codwin/Wcsrcrn I TC FIDSON, Wll.I.IAM: Palo Alto, CA; I'. c;odwin/Wcsrcrn I re; MALTSBERGER, JOHN: Martinez, CA; C. Andronaco/Fkrkclcy I IC MARTINES, MASE: Modesto, C:/\; W. Brown/Top Flirc SPTLY, JIM: Oakland, CA; C. /\ndronaco/Bcrkclcy HC

DUNNE, ANDREW: Kula, T!I; C. Putnam/I f:ilcahala HG IJARRLOE, DAVID: Sunland, Ci\; J\.

EDWARD: Takihei, I II; C. l'utnam/llalcakala I IC ST/\EIILE, MAURICE: lkach, Ci\; K. l l:irrison/L:1kc Elsinore HG WEINMANN, FRED: Canyon Country, Ci\; A.

Region 4 CURTIS, SCOTT: Hobbs, NM; C Graham/Crossroads Windsports

Region 4 FISH, RICHARD: Tempe, /\Z; D. Gordon//\dvc111mc Spons Toms

Region 8 FOSTER, THOMAS: Lowell, MA; J. Nicolay/Morningside FP MARKO, STEPHEN: Woburn, M/\; J. FP

7 RUMPH, EDWARD: Algonquin, I!.; R. Rojas/Caribbean ')

CARTER, COATES: Richmond, VA; P. MC DERMOTT, BRADLEY: I Iawk Ki res SCOTT, CASEY: Pi\; C. Dul'aul/Kitry llawk Kites Region 10 AMOS, RANDY: Ft Beach, FI.; M. Jones/Wallaby Ranch MUNDFIJ., BRAD: Miami, FL; D. Glover/Wallaby Ranch PALMER, ADAM: Boca Raton, Fl.; J. Tit1dle/Miarni l IG SMITH, SILVIA: Ider, /\L; /\. Bloodworrh/1.ookout Mt n FP

)UNI 19%

Region 3 CAMPBELL, RON: Leucadia, Ci\; R. RENKER!', BIH: C:alimcsa, CA; R. Mircl1cll/Ec1glcs Wings

Region RUMPH, EDWARD: Algonquin, IL; R.

10 AMOS, RANDY: J!r Myers Beach, FL; ,\ll. Jones/Wallaby Ranch COLLINS, AUSTIN: I ,ongwood, FL; M. Jones/Wallaby Ranch DELFAVERO, DAVID: Clarksville, TN; M. Tahcr/Lookom Mm FP HARE, ROBERT: W Melbourne, FL; M. Jones/Wallaby Ranch MUNDELL, BRAD: Miami, FL; D. Glover/Wallaby Ranch PALMER, ADAM: Boca Raton, Fl.;]. Tindle/Miami HC

Region 11 FITTS, GREGG: Bedford, TX; D. Broylcs/Kirc Enterprises LOPER, ROBERT: Houston, TX; F. Burns/Austin Air Sports PRUDIJOMME, DAVID: /\usrin, TX; J. I lunt/Rcd River Aircrah WILLIAMS, JR, BYRON: Watauga, TX; I). Broylcs/l<itc Fnrcrpriscs

27

Region 12 LANDRY, WALTER: Ithaca, NY; D.S. Jewell/The Flight Works MARQUIS, ART: Syracuse, NY; D. Glover/Wallaby Ranch Region 13 BELANGER, MARC: Canada, ; M. Robertson/High Perspective HUYNH, WENDY: Canada,; M. Robertson/High Perspective STANDAGE, MARK: Epo, AA; R. Rojas/Caribbean Airsports

Region 2 CAMERON, KEVIN: Sunnyvale, C:A; R. Spencer HARSHFTFI.D, GREGORY: Reno, NV; G. Jepsen/Adventure Sports Region 3 BLOOM, PI-JILL: Woodland Hills, CA; J. c;reblo/Windsporrs LOPEZ, JOSE: Southgate, CA; A. Bcem/Windsports Region 4 HINSHAW, JEFF: Colorado Spgs, CO; D. Biser

Region 1 MC MAI IAN, STEVE: Bellevue, WA; J. Reynolds/Far Up I!(; Region 2 R)SS, ANDREW: San Jose, CA; J. Woodward/Narural FLying SALMONSON,JAY: Pleasanton, CA; D. Joncs/WOR Region 3 PARKS, RUSSELL: Lake Elsinore, CA; K. Harrison/Lake Elsinore HC PRUETT, RICH: Santa Monica, CA; D. Quackenbush/True Flight ST GERMAIN, BRUCE: Ewa, Hl; D. King STATON, KENT: Honolulu, I fl; A. Engen/HG Maui Region1 LANTHRlJM, GARY: Albuquerque, NM; M. Glantz/High Desert HC MANS, DAVID: Ward, CO: R. Pancrson/Berkcley llG Region 5 TERRY, ROGER: Missoula, MT; fl. Swanson/Sports Exchange

Region '7 SCHMITZ, KFVLN: Whitewater, WI; B. Kushner/Raven Sky Sports Region 10 HUNT, BOB: Asheville, NC; r\. Burril/Ultralight Flying MC LFAN, .JOHN: Crnvcland, FL; C. Bowen/Quest Air NUNN, CRAIG: Nashville, TN: A. Bloodworrh/Lookout Mm PP Region 11 HAMMER, PFTE: Mckiuney, TX; K. Robinson/Go HG Rcgion 12 BARCIA, DANIEL: I Topcwcll Jct, NY; P. Voight/Fly Tfigh HG

Ii FRANK, DAVID: Draper, UT

Region 7 DEDES, DONALD: Dexter, Ml; M. Jones/Wallaby Ranch KF.LLEPOUREY, DANIEL: River View, Ml; J. Prahl/Quest Air Region 9 AGNEW, SCOTT: Baltimore, MD; M. Jones/Wallaby Ranch O'MALLEY, KEVIN: Pittshmgh, PA;J. Tindle/Miami HC SALMEN, DAVID: Arlington, VA; M. Jones/Wallaby Ranch VICKERY, BILL: Troy, PA; D. Walter/Free Spirit Flight WENTZ, MATTHEW: Afron, VA; S. Wendt/Blue Sky Region 10 CRESPO, WILLIAM: Vega Alra, PR; R. Rojas/Caribbean Airsports CRUZ, JOSE: Rio Picdras, PR; R. Rojas/Caribbean Airsports DUREL, LAURA: Miami, FL; 0. Lopez-Anms/1.ookout Mm Fl' JOHNSON, THOMAS: Boca Raton, EL; J. Tindle/Miami HG PEARSON, WILLIAM: Lenoir, NC; T. Bryam/Btmard Wing PEREZ, LUIS: Corozal, PR; R. Rojas/Caribbean Airsports Region 12 SCHULTZ, JAMES: Bayonne, NJ; G. Black/Mo11main VAIL, STEPHEN: Ramsey, NJ; c;, Black/Mounrain Wings

KEVIN COSLEY GRANT NELSON YVES BAJll LAZ MARI< MULHOLLAND MIKE SHIELDS WILLIAM FULTON II Al.AN BLOODWORTTJ JAY BROWN BARBARA FLYNN THOMAS FORT JOHN MCLEAN

GREGG MINOUJ FRED BALLARD THOMAS KING

PETER

28

ANDERSON HANG GLIDING

*

I

*

1ST CLASS MAIL SERVICE HANG GLIDING MAGAZINE: ($24.00-U.S., Canada, & Mexico only) ............... .

AIR MAIL SERVICE - HANG GLIDING MAGAZINE: ($30.00-Wcstern Hemisphere, $44.00-Europe, $57.00-All Others) ... -·-·----·-·----lST CLASS MAIL SERVICE PARAGLIDING MAGAZINE: ($12.00-U.S., Canada, & Mexico only) ................. ·--··..· - - - - · ·..-·.

AIR MAIL SERVICE - PARAGLIDING MAGAZINE: ($15.00-Wcstem Hemisphere, $22.00-Europe, $29.00-All Others) .... ---··---···-·....·-···NAA MEMBERSHIP: ($10.00 annual dues) ........................................................................... - - - - - - · · - · Jl'AI SPORTING LICENCE:

($18.oo annual foe)

Date

Citizenship:_____· - - - · · · - - ... ·------------

**************************************************************************************************************** CHARGE MY: Credit

**************************************************************************************************************** payments must he in U.S.

drawn on a U.S. bmik.

TOTAL

(01/96)

In consideration of being granted membership in the USHGA, I,-·---"---""--"-"""·---------"--"-·--"----"-"-·-"-------""_ _ _"""""______, for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do agree as follows: The following definitions apply to terms used in this Agreement: I. means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, c:rashing) a hang glider or paraglider.

2. means my personal injury, my and/or or injury sustained by me as a result of my THE SPOIITand/or as a result of the administration of any lJSHGA programs (for example: the Pilot Proficiency System).

3. means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of my proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the lJSHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions I launch, fly and/or land; e) Each of the property owners on or over whose property I may launch, fly and/or land; D All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I "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 g) All other persons lawfully present at the site(s) during my the PAIITIESfrom any and all claims and liability for however caused, even if caused by the negligence (whether active or passive) of any of the to the full extent allowed by law.

I A CLAIM against any of the loss or damage on account of If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the n,:;,,.,,:;.,.t,n:v that the non-participant third party liability insurance obtained by lJSHGA does provide coverage for D. I AND the PAIITIESlisted in paragraphs A. 3. d) and A. 3. e) above 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 in connection with my E. I can terminate this Agreement only by either (I) sending written notice of termination to the USHGA National Office postage prepaid return receipt requested, in which case the termination will !lQ.! be effective until one year after I cease being a member of the USHGA or 30 days after I place the written notice in the mail, whichever is later; or by signing and returning to the USHGA National Office a later version of the Official USHGA Release, Waiver and Assumption of Risk Agreement. However, even if I terminate this Agreement, all of the terms of this Agreement will continue to apply to INJURIESwhich I suffer in whole or in part before the termination of this Agreement.

F, I this shall be and in accordance with the All matters whatsoever arising under, in connection with or incident to this Agreement shall be Court located in the of California, U.S.A. to the exclusion of the Courts of any other State or Country.

If any part, article, paragraph, sentence or clause of this Agreement is not enforceable, the affected provision shall be curtailed and limited only to the extent necessary to bring it within the requirements of the law, and the remainder of the Agreement shall continue in full force and effect.

I have

Participant's Jignaf111r

and

to the above

AND

Date

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4030 liP§ Acce!i!i

Same as 4020 plus: v GPS interface (via NMEA coble)

v

Option Mode

.

( allows user to program more features)

Speeds-to-Fly v Final Glide v

v PC Interface

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PAGE

PAT

FL

by Davis Straub, Competition Chairman, Cloud Base

.......... ............. . .. . .... ............ .. . ·····•·•··· ·····•········ :

•

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,

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r

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/

......

:•:•: :•

1

was the fim day ofthe 1995 U.S. Nationals. Becattse he hadn't flown Chef.an before, Pat carefi,lly entered all the l.atit11de and longitude coordinates ofthe turnpoints into his Garmin 45 GPS. He was a bit worried about his camera, as it had been acting ttp on him. He hoped to be able to back up his photographic turnpoint verification with the GPS record ofhis track.

34

H ANG G t1DING

Count~y Club and Cheltin }'f:yers, Seattle, Washington

PAT DI

EXPERIENCE PROBLEMS wrn-r FITS C/\Mera while on course and rurned in his GPS flight record rhe next morning. Ir turned om tbar his camera was fine, and we never used il to verify his track.

Many months later I used the record of Pat's flight and computer-based maps of the area around Chelan to rcconstrnct his flight.

This is an entertaining exercise that ,my pilot can engage in. J'll show you how.

Take a look at Figure I (left). Herc we see the trace of Pat's flight starting at Chelan Butte, circling np, and then taking the photo of the start tarp ar the park in Chelan Falls. The purple triangle represents the top of the Butte by the towers. Ry carefully following the thin blue trace of the flight we can see that he took off at the "between the rocks" launch, drifted to the lefr and worked a linle lift, then moved hack to the south in front of the launch, and worked some more.

He then flew over the spine to the east of launch, circled straight up, then drifted back over tbc sourheast-facing bowl before getting more lift over the top of the Butte a bit to the north. He got his best lift to the north and cast of the towers before heading out to the start tarp.

In a magazine this is a static picture, bur on the computer screen his track can be displayed one point at a time in a sorr of timecompressed version of the flight. Each poim is about five seconds apart in real time (we have 1,400 data points for his 150-minute flight), and you really get a feel for the flight as you watch the computer produce the trace on the map in ahom one minute. As Pat speeds up on glide, you can sec him cover a lot of distance on the map. As he slows down to thermal, a lot more time gets spent in one area going in circles.

Figure 2 (page 39), displays the whole flight on a bigger scale, so while it's more difficult to see all the details, you get a better idea of the overall flight. Pat works a thermal just sourhcast of the power lines (not visible at this scale), makes the turnpoint at Farmer (and spends a lot of time there searching for lifr in overcast conditions), catches some more lift south of Mansfield

by Jameson Lake, works lift just before the Sims Corner turnpoint, works all around Sims Corner, but eventually goes down heading west back toward the Bu rte.

So what does it take to make these cute little pioures? First, you need to capture a bunch of data from a GPS. The Garmin 45 is a dandy little GPS that has lots of software support, as you'll sec. Your longitude and latitude arc automatically recorded in the Garmin unit as you fly. When you get back to your motel you can upload your flight data to your computer using the Garmin Upload/Download Utilily Version A.O 1.06.0IJ, written by Peter /\igncr in Austria. fou can download this software from Peter Bennett's FTP site: http://vancouvcr-webpagcs.com/peter/indcx.html. Just Lype this address into tbe address window of your World Wide Web browser, then double-click the file name, Garmin64, in Peter Bennett's page.

Peter Aigner's software is shareware, and you are asked to send him $30. It is fully functional and will work even before you pay him. Yem can contact him using e-mail at 100012.202](,_hcompuserve.com. You do have to set your Garmin to a European time display format when you upload the data, but otherwise this program works without a hitch.

Once you've got your track data on your computer you'll want to trace it on the map of the area over which you flew. Mapping software can be obtained from Delorme (www.ddorme.com), Microsoft (www.microsofr.com), or ProCD (www.procd.com). Delorme publishes Street Adas USA 3.0 ($79) and MapExpert 2.0 ($295) as well as all the state Gazetteers that hang glider pilots like so much. Both Street Atlas and MapExpert allow you to display the longitude and latitude lines, which are very helpful. Microsoft's Automap ($79) doesn't display longitude and latitude lines, but docs give you a continuously updated readout, so that you c;m write down the coordinmes of a couple of locations that you will use later. ProCD's Select Street Atlas

Continued on page 39. ]UNE 1996

35

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Ii © 1996 by Dennis Pagen

A week ago [ lctunched at ct local site with five other pilots. As soon as [ got into the air and made a pass, I knew I had a problem. Each time I initiated a left turn rny glider would stall severely. The control bar u)ouldpush bade with ri

noticeable force, the lefi wint; would drop radically, and [ would lose 30 to 40feet before my airJJJeed built up and I could level the UJings.

frer a few minutes in the air f had discerned that right tnrns were perfectly fine, and the glider flew straight at both fast and slow speeds. l radioed down to the rest: of the pilots to let them know that I would be turning right all day, and proceeded to fly for another two and a half hours. During that time l inspected the glider carefully as best I could in flight. Tcould sec no difference between rhc left and right wing. l had other pilots fly near me to sec if they could detect what was causing my severe lefr wing stall. Not a clue.

I continued to fly and try different tricks. Were the reflex bridles smnehow fouled? I tightened the VG, since this loosens the bridles. No dice. Next I shook t:he glider fore and afi: and from side to side.

Still the sarnc. Finally I tried pushing out bard against the stall to sec in could over-come it. Not a chance. Every time I initiated the slightest turn I experienced the sudden bar-back force and the rapid lefr wing drop and spiral dive.

Afrcr I landed (the flare was even, with no wing drop) my friends and T started inspecting the cantankerous wing. They were as curious as I, for they bad to accommodate my right turning all day! We expected to find something grossly wrong, but there was nothing obviously discernible. All battens were in place and I even checked to make sure the crossbar was not held to one side. J sighted the glider from the nose and again could sec no difference lcfr and right.

Finally, I gave up with much chagrin.

What if this happened again on a random

basis? What ifl was in a competition on a left-turn day? Then, just as I readied to relax the crossbar at the rear of the glider, I saw the problem. f was amazed that such a small factor could produce such a major inflight effect.

Before we discuss my discovery, we'll let you ponder the problem a bit while we look at a number of other assembly mistakes and consequences from the casebook of the Pre-flight Police Department. The whole point is to heighten awareness so thar others can avoid a visit from those heavies, the PFI~

kay, l admit that: I was the perpetrator of a couple of these violations, but thankfully not all. My one occurred during practice at the 1985 Masters meet at Grandfather Mounrnin in North Carolina. Anyone who bas set up on that rugged launch knows how crowded it gets with a nest full of gliders. Twas backed up against trees and couldn't do a walk-around (lame excuse No. 1). In addition, l was flying a Sensor 5 lOA which had a habit of snagging reflex bridles under the batten ends due to the layom of the trailing edge (lame excuse No. 2).

So, J t·ook off with two battens hooked under the bridles on one side aud one on the other. The result: my glider was even more difficult to turn than normal because the sail was not allowed to shift (due to the effectively shortened bridles) and it wanted to trirn slower than stall due to the added reflex in the battens. By pulling on full VG

I was actually able to improve the handling it went from steering like a battleship to a Mack rmck.

Afrer a while the lifr died and l had to face the music in Grandfather's tree-shrouded football flcH-sizcd landing area.

T'hc wind was light and variable so T chose a full-VG, straight-in approach. I touched down with a little tailwind but pulled it off and added an absolute double check of my reflex bridles to my pre-flight lisr.

5

WAYWARD

his second faux pas occurred when l went to Brazil during the World Meet in 1991. For some reason, flights to Brazil take place overnight so you arrive with little sleep in a tropical candy store of beautiful beaches, beau ti fi1l women and beautihd soaring conditions. }'here's no way you're going to miss a minute of this hedonism, so you head to the hang gliding hangout at Sao Conrado beach south of Rio. There the willing glider caddies help you assemble your glider and you're off to the top of the pinnacle looming over the beach. The glider f had did not readily break down for shipment. f bad to unbolt the crossbars at the leading edge, remove the bushing, then slide out the leading edge ends.

When the local boys and 1 pur my glider back together, the lower cables were routed around the outside of the leading edge rather than inside. Now this may seem like a Neanderthalic thing to do, but when a glider is on its back with the wings closed, the sail can sir in a position that

makes it appear the lower cable should route in from the wrong side of the leading In foct, I have learned that I am not the only one to have made this mistake.

When f got to the top of the mountain I set the glider up and inspected it. Due to the normally slack side wires, they didn't appear overly tight in their shortened state.

111 fact, they were each effixtively short· ened by 1 1/2 inches (see the figure).

T made two flights with the glider in this conflguration. Due to the tighter structure and added anhedral, the glider was difficult rn roll and required consider· able high-siding. Casual inspection of the glider didn't indicate an obvious problem, bm while lying in bed at night and thinkof rhe glider's response, I hit on the possibility that the junction was misassem· bled. I crept out in the dark to confirm my suspicions. I now set a glider up and crawl inside rhc sail to carefully view rhe out· board junction when I do such an assem-· bly.

SIDE FlYING WIRE POSITION)

IN CASE#

5 Figure!.

his past summer, a pilot flying a rejuvenated Comet was getting a hang check when we noticed a !imny bulge below his leading edge. Closer inspection showed it to be the crossbar. fn foct, his crossbar was mounted upside down below the leading edge, instead of above it.

He h:1d been flying the glider for abom six months in this configuration. It took a bit of detective work, bur be finally figured out what had happened. When he first purchased the glider, he had taken the sail off for repairs. Normally, sail removal is performed wirh the wings nearly closed, but this pilot opened them wide and removed both crossbar/leading edge bolts as well as the crossbar restraint cable.

While he was working, the crossbar rolled upside down. When he folded the wings in to pull the frame out of the sail, the folded crossbar was fixed in 1his upside--down position. Later, when he had the sail back on and bolted rhc whole thing together, the bevel at the end of the crossbar allowed it to he fastened only below the leading edge. '] 'he side wire also could only be holred directly below the leading edge, its normal position on a Comet.

The only flying effect this misassembly had was to hurt performance and handling a bit because of tl1c bulging lower surface.

1996

Once the crossbar was set right, the glider flew perfectly.

In this case the pilot didn't have the experience to detect a problem in flight, or to tell whether the assembly was correct or not. In the next incident the pilot had similar inexperience and a more dire expe· ncnce.

ur pilot in question owned an early version virgin Vision. He bought it brand new, and when he fost set it up he zipped the center zipper below the keel rather than above. On most modern gliders the lower surface runs below the keel, but on older gliders with keel pockets, the lower surface is well above the keel.

Having made this mistake our hapless pilot flew twice. Tl1e first time he could barely control the glider in smooth air.

The second time he wound up in a tree rn the ]di of launch. Then he brought the glider to us and we could immediately sec a problem: the keel pocket was com· pressed downward. This change effectively made the sail rigid and altered the pitch trim as well. This mistake is potentially dangerous and happened more than once on early Visions because the zipper could

be opened entirely to separate both sides of the lower surface.

In somewhat related incidents I have heard of several pilots flying with their lower-surface zippers opened. 'The problem this causes is that any slipping bulges the lower surface on one side as it fllls with air. 'That wing retards and the bulging increases. It is bard to maintain directional control in this case. One pilot said be climbed into the control bar and reached forward to close the zipper. Tt took three tries and the glider was in a screaming dive. Our advice is to go out and land if you're caught with your zipper down. Pick the biggest field you can find and perform a long, straight final.

In a similar manner, flying without a nose cone can inflate the lower surface and alter pitch and roll control. Jf you misplace your nose cone, tape up the hole or don't

fly.

number of assembly mistakes have resulted in turns in a glider.

Recently a pilot was setting up and had to move her glider before she was finished. She had moved away from her lower battens and ended up putting in one side only. This is an easy one to miss on

pre-flight inspection. ln flight she found rhat the glider had a ni rn away from the side without the battens at low speeds. This results from thar side undercambering more and producing slightly more lift.

You may think that the whole wing would perform better wid10ut lower battens, but the problem is that at high speeds this effect may hurt. In addition, the lower surface affects pitch stability significantly, and without lower bauens a glider is more prone to tumble or go 011 undesirable pitch excursions.

A common setup error is getting the rear upper wire wrapped around the reflex bridles. This misassembly pulls the reflex bridles 10 one side and effcx:tively shortens them. The in-flight result is a turn, stiffer handling and nose-up trim. In such an event it often helps to pull on some VG and loosen the bridles through the compensator.

Pilots have occasionally forgonen ro fas-Len rhcir barrens. You won't even notice one or two unfastened battens unless it happens at rhe all--importam tip. However, one batten mistake is serious: placing the tip batten under a defined tip or washout strut, mther I han over it. Such an error can result in a severe turn.

Other assembly problems I have encountered are loose tips that twist in flight or misplaced outboard leading edges.

The former can be very elusive, for the tip may be normal until a gust hits it and twists it up. 'I 'hen landing or ground handling can twist it back down. If you experience a mysterious intermittent turn in your glider, flrst check ro see if your tips are rotationally solid where the sail is fastened.

On modern gliders the outboard leading edges can be removed for easy breakdown. On some gliders it is possible to pm them in upside down or switch left and right. Plying in this situation is like trying to perform a ballet in hiking boots on the wrong feet. The problem is that the tip twist will be wrong, and if a glider has a washout strut it will be rendered useless.

We had one demo glider that had two left leading edges. The in"-flight turn was obvious, but the cause wasn't. All the set-tings were even, hut when sighting the glider from the nose, one tip appeared slightly higher than tbe other. Only by pulling both leading edges did we realize where the culprit dwelt.

38

wo dangerous incidents have been caused by bolt problems. In one the pilot put his control bar corner bolt through rhe basemhe, but the tube wasn't inserted all the way, so rhc bolt didn't pass through the corner bracket. The glider held together fr>r a while because the basetube bound in rhe bracket, but it folded at 100 foet and the pilor landed in the hospital. In a similar manner, pilots have had pip pins pull out during ground handling and their gliders collapsed immediately after takeoff.

In another situation a nur had fallen off rhe bolt that holds the rear wires. The lower wires dropped in flight hut the glider didn't collapse because the side wires were swept back a bit from the control bar to the crossbar. This held the control bar back, but the pilot was afraid ro push forward. He managed to gingerly rnaneuver the glider to set up a landing and ran it in with very little flare.

It should be noted here that AN nuts lose removals and should their grip after he replaced. Only a very thorough pre--flight will catch such a problem. In addition, the pilot's choice to fly the glider down resulted in no incident, but we must think of the consequences if the glider had hit turbulence The parachute and folded at 100 option must always be considered.

A6

Ml

wo other occurrences deserve our attention. Pilots have flown with their glider cover tied t:o their crossbars (this was common when cocoon harnesses without pockets large enough fr>r the cover were flown extensively). Putting a cover inside the sail in this manner can cl1;mge pitch trim and adversely affect pitch stability.

Two manufacturers have warned against this

practice don't do iL VG systems occasionally present a prob-lem when they bind. Usually tbe result is that they stick on. lf this is the case, don't panic since you can land perfr:cdy well by using a long, straight final (the flare is usually easier than normal). 'The problem comes from worn pulleys, twisted VG ropes or fric-tion in rhe pulleys. Inspect your VG system and give it a healthy dose of silicone spray to prevent such in--flight trauma.

Now we arrive at the source of my recent dilemma. I've eliminated many possibilities above, yet there is still a common setup friiblc we haven't considered: folded leading edge Mylar. Yep, J saw a small lump at the back of my leading edge panel located ar rhe second batten from the center on the left.

Note that this was ,l small area of folded Mylar (less than one foot long) near the cen-tcr of my glider. fr was barely visihle and I was surprised that it could have such a noticeable effect:. I had been concentrating on the outboard area of the lefr wing, because the further out an aerodynamic misalignment is, the more leverage and thus more effect ir has. But the small lump was producing a sharp curve in the airfoil at that loca rion that initiated flow separation which propagated outboard when the lefr wing angle of attack was raised in a lefr rum.

Normally 1 am very careftd to avoid foH Mylar when J insert my battens. This one occurred because I was setting up in quite a vigorous crosswind and didn't have my lefr wing opened very far due to the presence of a tree. To prevent folding Mylar when inserting battens, a glider's wings should he opened quite wide (too wide makes the cemer battens hard to insert) which serves to tighten the leading edge sail area. Another trick is to start further out (say #4 batten from the root) and work toward the center since the center banens most readily fold Mylar upon insertion.

he list of the pre-flight errors we have provided here may have been exhausting but it is in no way exhaustive. Other problerns can occur. Ir seems that in hang gliding we climb the ladder of success the hard way: wrong by wrong. In order 1:0 avoid being arrested by the pre-flight police in the air, we must become better detectives on the ground. As Robert Byrne said: "'fo err is human ... and stupid." Ill

HANC GUD!NCJ

Figure 2.

Continued from page 35. doesn't provide coordinates, but if you have a map that shows them you can use these values later.

The mapping sofrware will display a map in its client area on your computer screen.

Using screen capture software such as Paint Shop Pro for Windows 95 Version 3.11 (www.jasc.com), you save just the map as a BMP (Windows graphical format) file .

You'll want to use the mapping software to scale the map to the size that can display the area of interest to you.

To combine the GPS data and the map you'll need Jos Verbeek's WinGPS version 3.0 (he's from the Netherlands). You can fi nd it at Peter Bennett's site. It's shareware like Peter Aigner's software, and Jos asks you for $50. Again, the software works fine (well, sort of) even if you haven't paid him yet. It comes in 16-bit Windows 3.1 and a 32-bit Windows 95 versions.

WinGPS can read a BMP file and, given JUNE 1996

Once you've scaled the map you can read the track data file that Peter Aigners software has created

rwo points of longitude and latitude, scale it so that it understands the BMP file as a map (which WinGPS calls a chart). Ir doesn't read Street Atlas data directly.

Once you've scaled the map you can read the track data file that Peter Aigner's software has created. It will be a file that ends with a TWP extension, and WinGPS has

been designed to read these files (as well as data coming directly from the Garmin unit plugged into a serial port). After it's read in the track data, tell WinGPS to create a chart and the map will be displayed, with the track traced out on it over about a minute.

You can then save the map with the track displayed as a separate BMP file, again using your screen capture software.

WinGPS is not a particularly robust program, to put it mildly. It repeatedly crashed on me, but it does work. If you read in the track data before creating the Chart (Click Chart, tl1en Start), it should work for you.

What's next? Well, with the Ball Comp software you can display your altirude, longirude and latirude. This is all you need for a three-dimensional trace of your flight.

Undoubtedly there will be tools in the near future tl1at will let you easily display your flight in three dimensions with a map on the floor. As far as I'm concerned, it's bercer than television in the winter time. •

39

l

by .Kent Harker

The cascading American River carves a spectacular chasm beneath the P()resthill bridge in Auburn, California. It is an imposing and impressive sight. It rises 750 ftet above the water - the same distance from the top of the towers ofthe Golden Gate to the ocean. The highest in California, it beckom bandito jumpers from all over the world.

0

n Wednesday, April 24, local authon·,ies watched, smiling during the daylight - as dozens of BASE, rope and bungee jumpers plunged &om the catwalk and surface railing.

E.tic Pcrltnan Productions, a film corop.1..ny, secured pe.nnission

from the appropriate agencies for launch and landing. organized the jumping evcnr and asked for an elite cadre of jumpers. John

"How would you like a haog glider launch from the bridge>" he proposed to an enthusiastic Eric.

Things developed quiokly, and John c,illed me a couple of weeks

befo« the evenc. He knows I love thrill$, so he asked if! would like to team wi,h hin,. It was like asking if ] would like 10 win the lor« ry. I could hardly sleep ,hat night.

We went to Auburn a day before the opening to survey the Kockclman's name came up in nearly evel'y jumping category of "extreme sports" cnthU$i3St$. John has an impressive stunt port.folio of bridge and to plan our landing options. The river forks from ,wo canyon.s into a third on a 3: 1 glide from the bridge. The canyon niajor commercials, including Reebok, General Motors and walls are steep and foresred. Lower roads and trails ou·e narro,v curs Mountain Dew (wid, Andre Agassi). He is also a top-no,d, hang glider pilot with a penchant for aerobatics. )UNE1996

in the canyon $ides, so we couldn't land on any of them. The best 41

The next step iJ 750/ett.

Photo by Steve Mulholland.

You did say close!

Photo by Roger Stoncb1m1er.

42

HANG GLIDING

possibility was a har ncir the conllucncc of the forks. Abom half of this "gravel" is hdmcHizcd boulders, rounded by thou-sands of years tumbling in the river bed.

Looking ar this picture gave us a new appre-ciation of a whack we would have ro nail our Ila res.

So how would we land on this island?

Tbcrc is a bridge for a bcmom road near one end of the gravel har. It is just high enough and close enough to the bar that to fly over it would cause an overshoot into the white water part of the river. Approaching from the opposite direction was definitely easier, b11t if we got caught with any wind, it would be behind us. We had to nix the easier approach because we could not risk a rail wind; the landings would have to be no-steppers on the rocks. We would therefore have to mm inside the bridge, using it as a backstop. The narrowing "V" of the canyon walls meant thar we would have ro bank in steep starting on rhc downwind holding the bank all the way through to l1nal, which would have LO he over the wmcr. Tl1ere is a graccfiil I 00° arc in rhc bridge that nicely matched the approach path, so we could carve against the bridge for the line to final. We set a windsock and decided we could only reasonably on

calm-wind conditions. With three converging canyons, unpredictability would be abom all we could predict.

'I 'he landing was a challenge. That established, we decided to postpone the bridge launch to the second day of filming and get the landing down with a couple of sledders frorn a peak nor far fi:om the bridge. We had some problems finding a launch site

there rhat was clear enough of vegetation.

After a little "bush control" with some vise grips, we had only ro contend with some serious poison oak on the taxiway and run-We trampled the grass to mark the path down the slope. lt had to angle a lin:le across the already rather shallow launcb to avoid the poison.

By the time we were ready to launch, the

bridge activity was bristling. BASE jumpers poured off the catwalk through the bridge girders while others plummeted from rhc top rail, their chutes cracking the pcacch1l air as they opened explosively. Ankle-thick bungee cords oscillated into the canyon with human cargo.

We hoped to be able to out to the middle of the bridge not more than I 00 feet below the cameras. We had been so focused on preparing for the landing and grubbing om a launch site on the mountain that we had hardly thought a moment abom rlic flying! f was the wind dummy. J launched and headed for the span. We didn't have any radio contact with the film crew, so we counted on rhcm seeing us in the air. We didn't have varios, so imagine my surprise when I realized l was barely sinking. There was gentle, buoyant lift, and I saw I could at least make ir above the parking area at the end of the bridge. I lcr out :.1 frw yelps and buzzed it as soon as I reached it and thrn continued p;:irallel to the bridge, passing about 2 5 foct below the cameras. Our analyses of the LZ were solid, and the landing went off as p Ian ncd.

I radioed John and told him to wait fi)1' a cycle. My launch had been marginal in the

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43

The lower bridge ,ind gravel

by John Kocleelrmin.

Photo

calm. That dirty dog he saw what T had missed and took the lift all the way om to the center of the bridge. With a good 100 feet over, he did a beautifol banked dive right past the camera and swept a couple of graceful wangs out front. He came into the landing approach a little high, but pulled a nice slip on base to corrcn and nailed the flare. We were ecstatic.

Conditions looked good for another flight, so we set up frir round two.'] 'his rime I was more prepared, and we decided to launch right together. The film crew told us to come close. John's and my idea of close is close. We both had about 200 feet over the bridge this time. [ strafed so tight that T peeled some bungee jumpers off the back of our launch platform and two safcty--lined cameramen off their perch hanging over the rail. John roared over immediately after and almost did a loop to the delirious whooping of the jumpers. l gliding had stolen the day.

We were now ready to rake on the bridge. We had built a launch platform with a 1G-inch overhang from a sheet of plywood. It straddled the rails on either side of the bridge surface walkway. fts only purpose was to have a pbce to set the basembe and easily manage our gliders. (The BASE jumpers liked the design so much that they used it.) We had had many discussions about the launch procedure: a no-stepper with tight hang strap, set pitch, push off The main requirement was no wind above a couple of mph. That meant we needed to be off as early as possible.

We set up the platform and our gliders early rhe next day. After many delays for camera equipment and crews ir was soon 10:00 AM. Almost as if on cue, a 15-mph wind poured across the scene. We withstood the pressure of serious camera magnetism and called our launch off. Hang gliding was over frir a couple of very disappointed, despondent pilots.

We learned that the event permit had been extended through Friday, so it was not difficnlt to decide ro stay over and try again.

Only about a quarter of the jumpers would be there, and we wouldn'c have bridge traffic

control. There would also be fewer cameras a mixed blessing. This time we were determined we would not be denied because of camera condirions; we would be ready to launch as soon as Mother Nature's conditions were favorable.

Neither of us slept well, and we rolled out of the sack around 4:30 AM Friday morning. We had a leisurely breakfast and were in the setup area at 6:15. By 7: 15 we had the platform in place, the gliders out and we were harnessed and helmeted. When we set up the platform, l stood upon it. [ could not approach the edge; that primal fear of falling drew the breath from my chest and caused me to recoil. It was even

difficult to peer over into what sccrncd forever. How would I manage up there trying to bal:mcc a glider with the ball of my foot already hanging over the last solid thing it would know until it touched some rock on an island below?

There had been this brisk breeze all morning. l was beginning to think it would not happen, so I was just trying to comain my growing disappointment. At 7:30 the wind died. I ordered my glider to the platform. Since we didn't have traffic comrol, we would wait for a gap between passing vehicles to make sure we wouldn't have to contend with any wake turbulence. I hooked my carabiner carefully, picked up the glider and walked right to the edge. The instinctual shrinking from peril had disappeared into the power of some 70 pounds of dacron, aluminum tubing and steel cables. l had an odd sense of intense love for my glider. One car passed and the next was a school bus, a quartcr--milc away. My glider and T stepped into the abyss. John waited for better camera coverage and ripped off Aawlcssly minutes after.

There were two very dated pilots on the gravel bar in the American River. 1111111

by Paul Hamilton

46

HANG GLIDINC

USHGA "Chapter ofthe ~ar" award. This article discusses the club's raison d'etre, how long-range planning helped develop currentprograms, and why a good organization will giveyou more airtime.

Qkbrt1ti11g the compktion ofrJ,, lnunth erosion crml'frJI project.

ENO/TAHOE/CARSON AREA HISTORY A brief history of the area wiU introduce the Skysurfecs aad provide so me background fo, our more rece.ut notoric()'. What fol-

lows are some highlights from the research I did when we presented - - - , - - -.. our local hang gliding history in order ro register with the Nevada Seate Historic Preservation Office.

Hang gliding got off the ground in Nevada when pioneers Dick Eippcr and JUNE 1996

Dave Kilborne rraveled from Southern California to Nevada and establi.shcd Slide Mow1cain as the first hang gliding site in rhe srare of Nevada. It was 1971. By 1974, locals were flying, and Steve Sheehan (brother of pro golfer Pany. Sheehan) launched from ,he top of Slide Mountain ,ki area ar 9,700 feet and flew ro rhe Washoe Valley Ooor, 5,000 vcrrical feet below.

The Sierra Skysurfers was formed in 1975 ro unite the hang gliding cummw, ity and secure local sires for ~le future. Dick

47

Keene was ch<: founder who opened che checking account ,nd formalized the club wich the local hang gliding shop r\ln by Ken Kul<lcwski, P:aul Hamilron and Steve Sheehan. One objective wa< co establish common goo.LI with che more cebcUiou.s Lake Tahoe hang gliding group. This cook place in a smoke-filled back room at chc local piz.. ia parlor.

In 1976 Ken Kuklewski won the U.S. National Championships in a Fledgling, and that year the club convinced the SLM to designate Geo.nice Hills (near Red Rock Ridge) as on official hang gliding management are:t. Thls became ,he cornerstone on which

Historical Society as che firsc hang gliding site to be ffown in chc state of Nevada. We would make ourselves officially recogniwd by state officials. This ace, along wich rhe "t\LM flight ma_nagc:menr area" discussed above. have officially established hang gliding in Nevada.

Also, in I990, a Nevada legislawrc bill amendment was passed spcci6c:illy adding hang gliding. so diac landowners are protected from being sued as a result of recreacional activlt:ies on their properry. AU of these efforts have provided a founda•ion for keeping existing sires and sccurin.g ne\v ones.

,ve built O\lr relacion-

Rmo/Tn/10</Carwn Sitt Guide.

ship with rhe BlM for securing sires in Nevada ever since.

In 1981 che Nation,.ls were hdd ac Slide Mountain.

In che I980's Rying flourished in Nevada, with many people geujng imo the spon. [n 1988 Doug Cook launched from Slide and flew 132 miles, and chat year Greg Smith brought parogliding co Nevada.

In 1992 cheSicm Skysurfcrs voced unanimous1y (O C'Iearea si11gle, united organization for hang glider and paraglider pilots.

This unity bas resulted in a stronger pilot base for getting things done.

So, chc big question is, Wlm should a dub do?

DEVELOP A MISSION lf an or~r,i1.adon has a mission. it knows where iris goi.ng and what it is doing. If everybody helps dcvelop .dm mission. everyone becomes a part of it.

This is always a challenge, since each indjvidual may h~lve a different 01ission in mind. Our mission has evolved for years, a.nd we arc constandy fine mning and updating it.

Our cu.rrenr n1ission is: Keep the sires UH horu h,we 0~11. promou flyingfor pilot, ofall skili lttJtls. have fiu4 and keep d,e flying areas safe. ln a nutshell, our goal is to keep flying.

MAKE YOURSELF VISIBLE IN A POSITIVE WAY WITH "ADOPT AHIGH\VAY" Anochet good idc:a chat came out of a club meeting was co participate in chc Adopt A Highway program. Many sca,es have programs in which you can dean up trash along a road and bave a sign put up letting everyone know that chis is your section ofhighw.:iy. Tc's an oppormniry to hdp the Highway Deiwrmem, dcvdop valuable contacts, and receive good publicity. Luckily for us, our stretch of road is oil cl1e beaten path on chc way co a ski area.

H@g Gliding Associn1io11Adop1-AHigh,uay sign.

Th,first ofrnmry loads of rondbaJe din ovu rai/TMd

SET LONG-TERM GOALS FOR THE FUTURE An idea from the Tahoe gang came out of a club meeting toge, Slide registered v,;ch the

48

HANG GLIDING

T here is little trash to pick up except some mangled aircraft aluminum, a few beer cans, and miscellaneous debris from lose civilizations.

The Adopt A Highway program gave us a chance to work with the Highway Oepanmcnr and get verbal permission to do some erosion control. The discrja engineer loved this concept and he makes ,he decisions. So, each year we put on official Nevada Depart.mcm ofTransporiation hats and make the launch longer and wider to accommodate more gliders. As we are dumping di rt, rrimming bushes and purting up windsocks, every ooncci,,.ble official asks us about permission, pcrmics, ,vhat. hmv and why. However, we arc very "official looking" with our hatt, and we have the districr engineer's okay for c::rosion conrrol. 11lese activi~ ties evenrually led to discussions wich the rood maintenance boss who wanted fallen rocks picked up off the road, which we now do. He appreciates our help.

GET IMPORTANT INFORMATION OUT TO PIWTS AND THE PUBLIC THROUGH A SITE GUIDE Our site guide was initiated in 1989 and has evolved ci.•er since.. lt is now an incegrated package that provides a wide variery ofinformation and helps us opdmiu: our fiying.

This publication l1as hdpcd us ro achieve our goal of promoting flying for pilois of all skill levels. and ic is our main means ofrom .. municarion conc.erning flying sites. safety issues, and local information. We d1ink it is one of the best site guides in the oountry.

FUTURE

PLANS So, whacare our plans for the future/

Here area few: keep improving our

launches, put up more

wlndsock,s:, secure more

landing areas, 6nd ways up more moun-

rains, plot OU{ cross·councry

trails in the sky, and keep fun flying thriving in our area.

If you

would like to oontribure co our cause of pro• Gub para pikts moting hang gliding and paragliding in p1.tting up a flagpole Nevada you can send $20 m: Sierra windsock.

Skysurfers, do Paul Hamilmn, 4750 Townsite Road, Reno, NV 895 11. In return you will get a gre.tt site guide, a 1996 sticker, and our monchly newslener. • Paul HamiM11 is a Matter-rated htmgglider pilot who produces and markets rhe "Cloudbnse• h11r1ggliding andp11Tttglwng video series. Thi, sumn1er he will shoot a new video, "Crots Oumry at Cloudb~. "at Slid, Mounrain.

/lutJ)()r above SIM~ Motn1t11in launch

with Adop1-AHigl"VII)' ro,ulgaing to 1ki arta.

JUNE 1996

49

HANG GLIDTNC ADVfSORY Used hang gliders should always be disassembled before flying for the fast time ,md inspected carcfolly for fatigued, hcnr or demcd dowm11bcs, ruined bent bolts (especially the heart bolt), re-used Nylon nuts, loose thimhles, with non··cirrnlar holes, on or rusted cables, flex wings, sails torn or torn loose from their anchor poiuts fron1 and back on the keel and leading edges. If in doubt, many hang gliding businesses will be happy 10 give an objective opinion on the condirion of' equipment you bring them ro inspecr. Buyers should select equipment that is appropriate for their skill level or rating. New pilots should seek professional instruction from a USI-JGA CERTIFIED INSTRUCTOR. JILEXWINGS AIRBORNE BLADE 15:i Race upgrades, be:mtifol sail, grcar handling and performance, exrra down1t1bcs $2, I 00 OBO. Call Al (208) 522-2li23 Idaho.

AIRBORNE BLADE RACE, SHARK, STING, BUZZ. New and nearly new. Demo daily. THE WALLABY RANCH (941) 424-0070.

DESIRE 15 l Creal shape. The best climbing glid · er ever.$ I ,400. (208) 529-2106.

DOlJBI.F VISION $1,500. l'lics grear. Red, white & blue, good condi1ion, never whacked!

Contact Creg (9 I 9) 453-IJSOO or DeWolf'7<7haol.com llOlJBl.F VISION Custom rainbow sail, excellent condition, wheels $1,li95. (805) li62·· 165/i.

DREAM 220 Excellent condition, blue I.F. $1,300. (Ii 19) 892,5767.

DREAM 220 -·-· Excellent condition, new in I 995, Built by Paul Byrne. $2,000 11nn. or (3 l O) 929-1692.

DREAM 220'S 10hrs/ I 20hrs, gre:it condition $1,500/$1,200. (719) '>39-5900.

DREAMS CLEARANCE SALE All sizes, $900 $1,500. Raven Sky Sports (Ii 14) 473 8800.

EURO SPORT I 50 l lalf' r:icc, orange diamond trilam l.F, blue & undcrsurface. Meticulously maintained hy c:handdk. $1,500 OBO. Jenny (li15) li57-/i681J. FA] .CON 195 New, zero airtime, immaculate, trade or offer. (.%0) 378-.'JO!i 1. !'ALCON 195 & 225 $2,300. (801) 254 .. 6141.

l'un gliders, l O hnnrs

FALCONS CLEARANCE SALE School me, one season. All sizes $1,500-$2, 500. (414) ,f73·8800.

FLY TWO '95 PacAir randcm glider, one season, top shape $2,900. (li14) 4Tl-8800.

6/i hours, exccllc111 glider. Must FORMULA 11/i sell $2, I 00. (510) 6325G'/O.

FORMULA I 5/i - I.ow time, pod, cl111tc, v"rio $2,000 for all. (706) (,25./i'J99 north Ccorgi:t. l-IPAT i li5 150 homs, brighr green, magenta.

Extra downtnbe, xc still flies grea1 $800. (30.3) ')J3-'/1 Iii.

HPAT 1'58 Mint, cxccllcut condition, <6 hours, only $1,995. Braud new LID harness, lits 6'1" 18().

21 Olb pilot, w/BRS $675. Ball 652 loaded $350.

Yaesu Fl'-li 11 $il25. First $3,200 takes all. Call Doug Marbourg ('i05) 983-357/i home, (505) 665-1'/29 work.

HPAT 158

Nice! $750. (., l 0) 393-8494.

Kl.ASSIC 133 - 15 flights, hours, still brand new.

Custom folding speedbar, spare specdbar $3,200 ono. (520) 211.06:15.

KI.ASSIC 144 Excellent coudition, light blue & magenta, extra clowntubes $3,200. (810) 394 1220 Michigan.

KI.ASSTC 166 (805) (,lilt-8864.

30 hours, winglets $2,950 OBO.

MAGIC IV l 66 - Full race, excellent condition, hour airtime since lasl supcrpreflight $100. (408) 2214378.

MAGIC KISS 151 1988/89, about 100 hours, very good shape $900. Bruce (505) 299-5953.

MARK JV 17 Excellent condition, 40 hours. Sec picmre in April 1995 issue, p23. Dan (520) 3181259.

Excellent condirion, low hours $1,500.

MK/V 17 (202) 479-3128w.

MARK IV 19 --- !'lies great $900. (719) 687 9753.

llf'AT 158 Creal condition, new sidewircs &. just tuned. This is an awesome glider $1,000 OllO. (208) '/26-121

USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) photos: $25.00, line art logos: $15.00 (1. 75" maximum) DEADLINE: 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue).

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

Please enter my classified ad as follows:

SECTION l...l Flex Wings IJ Emergency Parachutes IJ Parts & Accessories IJ Business & Employment IJ Miscellaneous IJ Paragliders

IJ Videos

IJ Towing IJ Schools & Dealers IJ Ultralights IJ Rigid Wings IJ Publications & Organizations l...l Wanted IJ Harnesses

issue and run for··---·--·---·-consecutive issue(s). My IJ check, IJ money order is enclosed in the amount of $ -------·--··--·--··--··-··-----··-··----· NAME: ·-----··-··--·-··---··--··-------········---······--------·---··-··--------ADDRESS: ··--··-·-·--·-·--··---···-···--··---------·--··-···---··----··---·-····-·--··---·-

Number of Number of

50

-------·------------@$.50 ···-·--·-··-····------··-··----- ·-_@$1.00

USHGA, P.O Box 1330, Colorado Springs, CO 80901 (719) 632-8300, fax (719) 632-6417

HANC GUOINC

I Lie., h 1L, li,,lnwl 1l1c1I L,1,; 1,J, I\ t!w (•1,1111\n· L\· c,t l,, .. ,... 11..,l,l,,.(',,,I,,,,,( ,,,,,1,, .. ,,,,,.1, ,J(',,,.1,,,., 1,1,,., ,,,,.I 11,,.,.,.1,,.,. ,, ..

(l\i\'{'dL 1l1l1<l<'l,'-,,I

,L ,,I. I il, .. t lld',I' I ··ldl I .• 1.,.11 .. ,,;il, •• ,,,,,,II ,, .. Y.. ,..

JUS'r J1J,YA,i,tim,Geo,· l KIHl ,) l(i

1... 1.... 1, .. [1,, .. 11 .... 1

Airspeed A precision instnm1c111 for the serious pilot.

Rugged, clcpcndablc and easy to reacl.

NEW! SMALL IIALL Greal f'or ha11d,hclc\ wine\ measurement or paraglidcr Airspeed Indicator using Bracket.

Small I !all, .... ,.......... $2J.50 l'arnglider Bracket ..... S6.50 Now uvai!ahll:: Srnall l la[l for hang gliders, 0 to 70 mph

5" Dia. ABS Plastic Wheels $24 .00/pair

mo•jo (mo'joJ n. a charm or amulet thought lo have magical powers; luck as of a magical or supernatural origin; a magical selection o,(flight gear from Texas.

Hall Brothers P.O, Box JOJO.JI, Morgan, lJT 84050, USA Mastercard I VISA I CO.D Phone (801) 829,]232 Fax (801) 829-·6349

THIS VIDEO THE BEST SHOTS OF THE CLOUDBASl' SERIES AROUND THE USA PLUS NEW CROSS COUNTRY FLYING TO CLOUDBASE. DANGER TOWING. AEROBATICS, MEETS AND GAGGLES. THE BEST SCENES IN 22 MINUTES. HANG GLIDING ARTWORK TO GREAT MUSIC.

"HIGHWAY" TOURS THE USA FROM A GERMAN POINT OF VIEW FLYING IS SPECTACULAR AND SCENES BEAUTIFUL. HAND AND PAHAGLIDING. 50 MINUTES. Instruments, radios, reserves, helmets, life vests, boots 1 glove8, flight suits, tee-shirts, hats, caps, survival supplies, eyeglass retention, warmers, hardware, repair

suppJie.q, towing accessories,

instrument mounts,

vic\eos maps com1x1sscs, narcs, 1

1

signals, wind sock/3, weatlier staiion8, bags, patches, stickers, art, glassware, gift8 m1d MOR.El!!

Office Hours: MON-THUR Noon to 5PM Central Standard Time

SEND CHECK OR MONEY ORDER WITH $4 SHIPPING. CALL, WRITE, FAX, or E MAIL TO ORDER OR GET A FREE BROCHURE WITH DETAILS AND MORE ACTION VIDEOS. ALL VIDEOS GUARANTEED

ADVENTURE PRODUCTIONS F0 aul Hamilton

4750 Townsite Road Reno, Nevada 89511 USA Phone/FAX 702,849-9672 hamilton@adventuro. reno. nv. us

ifl MOYES CTR WORLD BEATER 160 $800.

Moyes XS \!i2 $1,200. Both in excellent condition.

(208) 726-7559, (208) 726-1709.

MOYES XS3 H2 Swiss rttbing, small control frame, approx 200 hottrs, great condition, HARGATN price $ l ,500. Call Erika (818) 887-.33<, 1.

MOYES XS 155 With Coby fins, <30 hours, very good condirion $1,350. Dan Armstrong (805) 822·· 8852 c.. mail: danarmstro~11>10l.com MOYES XSll 155 Very good condition, <80 hours, white w/bluc undcrsurface, recenr rnnc-up by Moyes California $1,500 OBO. Cl 10) IJ29-8033.

MOYES XS 155 Two for $2,600 or sold separately. (Ii 14) 473-8800.

Excellent condition, MOYES XTRALITE 137 new '95, wide hook-in range, will ship in US for $2,250 OBO. John (805) 682-

MOYES XTRAI.ITE Great condition, 150 homs, power rib sail $2,500 will ship. (540) 552 ..

OlilJ6 wsayer(n>hev.net MOYES XTRALITE Iii'/ Mylar sail, excellent condirion $2,200. ((, 19) 465 .. 8263.

MOYES XfRALITE XS, XS3, XT, XL. New and nearly new. Available immediately. Nation's Moyes dealer. THE WALLABY RANCH (941) 0070.

RAMAIR 154 --· ~ 20 hours, flies perfectly, very fast.

Bright colors $3,000. (505) 822 .. ')017.

RA VEN 229 Harrier 177, knee hanger harness, parachute, Li1ck vario, hclrncr. All good for beginner $1,000 OBO. (2Jlr) 2796366 Dallas area.

SELLING THE FARM FOR POWERED WINGS All I IG equipment must go! 1991 Moyes XS 155, Eric Raymond pod w/rocket, swivel, extended bridle.

Ball M20 vario, I'lyrec :l020 w/specd. Uvcx helmet w/mic. Tow releases, static row tttrn around utility trailer system; complete. Hydraulic pressure gauge, Maxon radios/vox, antennas, hook knife, 15' aJu .. minum 2 place I-JC rack, rowing beacon plus other goodies, Call Mike for prices-evenings, after 6:30pm (708) 2 n.:7207 Chicago. Also on Chic.1go clubs internet.

SENSOR G!OF 154 Demo, like new, av,tilablc now-no 6 month wair. Retail $/i,800, demo price $3,800. Won't last long! Call (518) 623-'l798.

SKYHAWK 188 Excellent condition, <25 hours $~JOO OBO. (315) 63il-1068.

SPECTRUM 1/i4 -- 20 hours, all options, excellent condition, never whacked $2,200. (708) 329-8337.

SPECTRUM 165 <80 hours airtime. Brand new blue edge. !;Jared kingpost and clownmbcs.

Blue and underside. This glider is in excellent shape $1,500. (805) %7-')6 I').

SPECTRUMS & VISIONS lloughr-Sold-Traded.

Raven Sky Sports (11 Ii) 17.3-8800.

PROFILE 166 Fxccllcnr intermediate glider in cxccllcnr condition. A srcal at $1,000 OBO. (508) li70 .. 0988 or p11ckG:iln,1.cncr.or.jp

SPORT' EURO 150 Black flash spectrum top /',( hottorn, mint condition $1,400. (408) 2fi6 .. 1286.

PULSE I OM Excellent condition, low hours, great colors. Mantis hamcss, PDA chute, Ball vario &. more. $2,79'). (805) 619-lt098.

Full race, great condition!

Also pod harness w/1,ar;,chttte, Ball vario and helmet.

All for $2,000.

188-:$091.

PULSE IOM .. __ Brand new, never flown. Blue, green

SPORT 167 Good condition, floars included $600. Training wheels, never used $20. Must sell .. have baby! (60 l) 853·2 l 11 Mississippi.

& white $3,000. (108) 413 1336.

PULSE ]OM Exccllcnr condition, 25 honrs, blue/blue/purple $1,900. (801) 2'\4 .. C, 111.

60 hours, Aramid LE, bright green RA:v!AlR 14(, & magenta, downtube, xc bag, great shape $ I ,995.

(30'.l) 93:3 .. 7114.

RAMAi R 14·6 Excellent condition, Pendulum Sports logo $1,700. Kevin (')70) 259-:>354.

SUPER SPORT 153 Excellent condition $1,990.

Ball 651 VARIO $190. High Energy COCOON harness $200. (209) 431-9698.

SlJPER SPORT I 53 ~· Flown twice, folding spcedbar. Blue LE, magenta/red/yellow $2,500. Call late weekends (919) 851-3754 NC.

Excellent condition, fastest glider RA:v!AIR J 5/i around, awesome colors, extra ribs $2,500 0 BO. (619) IJ48-5786 hangdvnclave@aol.com

SUPER SPORT 163 IO hours airtime, cxcellem condition $2,500 OBO. UP Comet 185-airwonhy and solid $350. Wills Wing Z.1 harness, 5'8" .. 5']()", with chute, swivel and new bridle $600. (209) 736-9530.

RAMAIR 154 Excellent condition, red 11ndersttrface w/black lot\O $1,950. (702) 826- 1108.

SUPER SPORT 143 r:Iown one season, $1,400 or trade for 170 or 195 Falcon. (206) 888-3856.

RA:v!AIR 154 1994, bright colors, well main .. rained and runcd $1,900. (415) 691-0885.

TRX I 40 < 10 homs, whire/tttrqooisc/ycllow $2,500. (619) 983- 1946.

TRX 160

Good condition $1,200. (619) 788 ..

lJP COMET II I 85 Brown/red/white $500 or trade. MAXON radio $150. (702) 59T- l l 98 LAS VEGAS. UP 229 FLOATER 1979, helmet, wheels, harness. $500 or trade for paraglidcr/lrnrncss, 1851b. (219) 465-0211J. VISIONS & SPEC:TRUMS llougJa .. Sold-Tradcd.

Raven Sky Sports (414) 173-8800.

WWXC 151 lJO logged hours, great ship, great shape $3,000. Jersey (619) 793-3it32.

XC I 55 50 hottrs, excellent shape, w/wingtips $3,400. Larry (619) 792 .. 0291.

CLEARANCE SALE "GOTTA GO NOW" No Offor Refused - Almost REDGF .......................... Ncw (5 flights) ..... $1,800 UP CONDORS...... .. ...... $50Ciil SPFCTRlJM 165 ............ 15 homs .............. $1,800 SPECTRUM 141 ............. New .................... $2,300 SPECTRUM llili ............. Almost New ........ $1,800 SPECTRUM H4 ... ................. .. ... $1,500 FALCON 225 ............................................. $2,300 FALCON l 95 ............................................. $1,900 DREAM 145 ...... .. .................... $300 SKYJIAWK 188 .............. $300 RAMAm ................... ..$1,500 XC 155.......... ..$2,700 PULSI( 9 MFTFR.. .. ............................ $ I ,500 RAVEN 179... .......... ...... .. ........ $100 THE IIANG GU DING CENTER (619) 561-1009 EMERGENCY PARACHUTES ALI. BRANDS Boughr, sold, and repacked.

Inspection and repack $25-$3'5. l'araclrntes, bridles, inspected and replaced, paraswivcls installed. AIR· TIME OP SAN FRANCISCO, %20 Wawona, San Francisco, CA 94116. (41 5) SKY 1 177.

2/i GORE PDA With swivel for tandem $550 OBO. (414) 473-8800.

HARNESSES CLOlJDHASF HARNESSES Quality harnesses, great prices! Discounts on varios and parachutes. Buy direct and save. Producer of ULTRAMITTS. Chris Smith (706) 398-3964.

COMFORTABLE TRAIN!N(; HARNESSES light, dutablc. Four sizes. Call Fully padded, Land, Sea & Air Cl 1 492-1020.

HARNESS Brackets, soft pod type bracket, churc, Ball 651 vario. Package deal. (508) 359-8150.

Sell your equipment .......,,....,,

2442.

52

!--IANC GUDINC

ur.TRAIJGirrs

J\R!ZONJ\

Your own BACKPACK POWERED BlJll.!JffLY PARJ\CJ JUTE for fun/prol11. Takes off from level ground 1Jnassistcd. ,Safr, inexpensive. I )ci;1ilcd book wid, sources. Now only $19.'J'i. F.tsylJp, 108') Medford Ccn1cr #2/ilig. McdCord OR ')7'i0it.

SO-lll<I•: TRIKI·:

Kawasaki, J\pco wing, lvo prop, ins1rumcn1s, two place, HRS, exception:rl $'i,800 OllO. (G 1'J) lifi8.7'J8 l

TRIKE TR/\1.\JINC /000 phone/fax.

And wings. IS;\ (7 I 8) 777 ·

TlJl<J\N TRil<F./.11.1.i\ 503 Ro1ax, I 8S Dre:rn, wing, instntmrnts, exceptional $ I 0,500 OBO. ((, I 9) liliti /')85.

ARIZONA I !ANG GUDING CENTER INC. We arc a l,dJ.titnc, FULL SERVICE hang shop located just minutes from rhe BEST silc in Arizona, Mingus Mountain. We have the most coni-

W/\NTFD

LIV.FR $769 JFTSTRl·'.J\M $789 -- Both harnesses arc with rll(' sa111c body. The difkrcnces arc in the spreader frames 1hc Lil.er being llcxihle and the Jctstrcam !wing a Cull l);ick-f'rnmc "comp" harnc.<.s.

Via ;1 co11vcr\ion kit, either harness can he co11vcrtl'd 10 the other (yo11 virtually get two harnesses in one).

Airtime of San l'rcmcisco (li15) 75')-117?, fox (li15) ?l()_. J I 87,, crn:1il ,ii rt i rnc{(1)rno111 i us. ncl I !IC! I FNFRCY POD

l.OCJI<I NC FOR J\ SPONSOR W:tn1 ro lly state· or·tlw<irt gliders at a discount price? We have several

late model s!tips for a screaming deal! Be an adv:111cctl ra1cd pilot and agree to leave 1hc advertising in pl:icc l,,r as long as you own it. Call Jim ar (ll ')) 539.5')00.

RJ\DIDS WJ\NTFD lJSHCJ\ channel for Christian missions. Donate or low cost. Thank yo11.

(802) 885'JL82.

!kn ,.ipper, for(,'/! /011

& several ot hvr si·;,c.'i to ,choo\c from, H;J()() c;1cl1.

Cocoons, many sizes $200 each. (Ii I Ii) li7.l-8fs00.

MOYl'.S CUSTOM !'Oil Sliding poin1, blue/yellow, good condition, lits to JO" $200. ('JOii) Mli 'i2il2. l'AlV\GLlDERS PARJ\CIIDF.RS $GOO-$J,OOO for your old eq11ip tnent. New l'erche, Apco, liv, more. IS;\ (718) 777 7000 phone/fox.

SCIIOOI.S & DEALERS

prchcnsivc i-andcn1 training progr:1111 available alld can teach you 10 he a SJ\FE pilo1 iu less rimct We stock gliders, harnesses and ins1rnmems from Wills, l'acJ\ir, Moyc.s, i:ly1cc, Ball, lligh Energy, c:c; and many more! We need yotir trade-ins. Certified instructor Roh Richardson. 35J FLYABLE DJ\YS LJ\ST YEJ\R! 5/21-2ll Ruben Road Prescott Valley A'/. 8G:l l lJ 520-772,fi I lii ARKJ\NSJ\S 0/.J\RI< MOUNTAIN I IJ\NC CI.IDFRS Sales, service and imnuc1ion. 160 Johnston Rd, Searcy ;\R n11ii. (501) n'J-Jli8o.

J\LJ\BAMA dha Rockc1 City J\irspons.

C:I.OUDBJ\SE CORP. Saks, rrntals, .snvicc and ccrrilied instruc1ion ar Keel Mo11nt:1in, Curley, Alabama. For inl,1r111:irion srnd SJ\SF :rnd $1 to!'() Box li2.2, Curley J\I. J571ifl. ()05) 880 851), (205) ?l(, ')')17.

IOOJ<OUT MOUNTAIN l'LICIIT PJ\RI<

CJ\l .lFORNIJ\ ADVENTURES UNLIMITED Orange County's premier school. lJSI I(;J\ cenificd in.SI ruction and 1ande111 specialist. New & 11scd equipment, \Vills Wing dca lcr. (; lli) Ii %-800(),

Sec AIRTIME OF SJ\N FRANCISCO HANG (;l.ll)IN(; & P/\RA(;l.lJ)]NG. I larness man11foc·turer :ind repair lJSIICA instruction, tandem. All major brands paragliding and hang gliding cquipmenl (new and used). Next to hn1 Fnnston. The only full service shop in San Francisco! )620 Wawon:1, San Francisco C:J\ 94 11 G. (Ii 15) 759-11

;1d under ( ;corgia.

RIGID WINGS FI.FllCF )J\ - J\nd 1:lcdge Ji\ with ex1ras. llo1h for bes! offor over 1,000. (60/i) },')')T785.

i:J.FDCF !Ill

I.ow airrime, stored indoors, incl11dcs hasernhe fillings :md pncnmaric wheels for towing $900. (908) 781-2050 NJ. SUPFRFI.OJ\TER lll.TRl\l.ICJ JT SAH.PLJ\NE Allen TX (ne,ir Two in swck, avail:1bk for test Dallas). (2 lli) ')%-7706 weekdays, (21 IJ) :l90 ')0')0 evenings & \vcekcnds.

(719)

We

C:IIJ\NDEI.LF SJ\N I RJ\NCISCO, INC. Complete gliding and sales, service and instruction since 1')T). Northern C,liforni:i's rnosr complete repair facility. New and 11sed eqniprncnt and demo's, lesson packages, clinics and Landcm lessons. I 5'J'i F l'rancisco Blvd Ste F, San Rafael CJ\ '!li'JOl, (Ii 1 'i)-C;LIDINC. llANG GLIDER EMPORIUM -- Best training hill in the west 1 F11II service hang gliding/paragliding shop, established 19/li. PO Box Ii 1.B'!, Santa Barbara CJ\ 'Jl I liO-lll'J, (80'5) %5-.llll.

)LJ\JL 'I CJ<Jfi

s I.OOKOlJI' MO\JNTJ\IN l'I.IGI IT PARK Sec ad under Ccorgia. Nearest 1nom1tain rraining center to Orlando (only 8 hours).

THE IIANG GLIDING CENTER - Located in hcautifol San Diego. US! l( ;j\ in.structio11, equipment rentals, local

tours. Spend your winter vacation

with us. We proudly offer Wills Wing, Paciflc Airwavc, High Energy, Ball and Moyes.

Manufocturers o/'THF DROGUE CHUTE. PO Box J 049, Lakeside CJ\ 92040, ((, 19) 561 I 009.

Our

ins1T11c1ion program, located ,11 training site, features sloped "hunny " winch rowing, snpcrlitc gliders and comfortahlc training harnesses! "FIRST FLICI IT," a video prcsenL1tion of our beginner lesson program, is available for only $7.0 shiphe to your lesson ping Our deluxe sl1op showcases the latest in hang gliding i11nnva1io11s. We stock new, used aJJd dcrno Wills and l'acAir Trade-ins arc welcome. h,el /'rec to demo the hottest new harnesses in our custom simnlator! J 116 Wrigley Way, Milpitas (llrrtr Srm Jost) C:J\ ')50.'l'i. (408) 262 I 055, fox (li08) 7.(,2-!Hl8, MS( :I IC&1\10l.co111 www.hang-gliding.com 1

TRUE FLIGIIT 11/\NG GLIDING SCHOOi.

I IJ(;JJ J\DVLNTlJRE flang school. Equipment sales, service, renrals at Southern California's mile site, Crestline. USIJ(;;\ Instructor Rob McKenzie. By appointment year r01111d. (909) 883-8/;88.

NO THE HILL WITH IT!

WE HJ\ VF The most advanced program known ro hang gliding, you in rhe time ir takes on the training-BUNNY HILL, and with more air time. YES, WF CAN TFACll YOO FASTER AND Si\FFR. !'or year· round train· ing fun in the s1111, c:dl or vvrirc Miami Hang ( ;Jiding (:JO'i) 285-WJ78. 7.6/iO S Bayshorc Drive, Coconut ( ;rove, Florida 33 l .1.'l.

years. I :H 12 Sayre I 800 89/i 5/iJ:$, fax

HANCi CillDING .,.,,BICYCLING Pflltf!GLIDll'IG HILT. SERVICE SI !OP l.ocatcd at the base of the mountain on I lwy 74. Dealers of Moyes, Blue Sky J\ircrnli, Paci\ir, Ball, High Energy, J\vocct & more.

Call for free ,1rea inf,, pack. Open daily. Rentals available. Visa & Masrcrcard accepted.

minutes from LAX. Central 10 Sylrnar, Crestline, Elsinore and trainiug sites. Vacation training, flying and s.t!es including and rcnrals. The most popular gliders and equipment, new aud used in srock. Trade in your old equipment. 325 sunny days each year. Corne fly with us! 16H5 Victory Blvd., Van Nuys CA 91 li06. (818) 988-0111, Fax (818) ')88- I 862.

COLORADO

909 67 4-2453 3140 I Rivcrnidc Dr. Lal,c Elsinore, CA. 92530 LAKF ELSINORE WlNDCYPSY Airwave, Moyes. Call for site information. (909) 679-8994.

MACIC AIR

(;OT.DEN WINGS Lessons, sales, service.

USHCA ccrtiCicd instmctors. Dealers for Moyes, Wills Blue Sky Aircraft Co. and PacAir. 1540 I W. 9rh Ave., Golden CO 80/i() 1. (:l03) 278 7 I 81.

QUIFT FLJCHT Cenifled instntction, Blue Sky sales and service, Colorado Springs and surrounding areas. ( :onrnct Steve l )ewcy (719) 687.-01'7/i.

l,cssons,

vice. USHGJ\ certified rowing instrucrion. Landing and thermal clinics. (70'7) 965 041 I, ('70'7) 963-34 55.

CONNEC'rJCUT MOUNTAIN W!NCS

More than 10,000 gliding enthusiasts our month. That's more than 20,000 eyes your ad.

54

Look under New York.

FLORIDA CRAYBJRD AIRSPORTS INC USIIGA & lJSlJA ccrtiflecl instntcrion. Beginner thrn advanced hang tandem aerorow naining & ratings.

USUA pilot thrn basic flight instructor training & axis sticktimc for Swift, or pilot rrainiug. l nstruction 7 days a week by appointment. Dealer for all major flight and acrorow 15 minutes from Silver Disncyworld. ( :all (;regg Springs, 1 hours B.McNamce (3S2) 2/;5-8263.

INTRODUCES QUEST AIR SOARING CENTER. Corne Fly with the Original DRAGONFLY TEAM I .earn to I lang Gliclc with s1atc·of:1he-art tandem cquiprnc1n and gn a 1nininrnm oC 6 to 8 hours of airti1nc during your rraining. ). we can accelerate your rhennaling skills, us for a

tandem soaring in prime rime air! Camping fohing and swimming available, also close to all Celli ral Florida Amact ions. a TUG PIJ .O'P Interested in Come learn 10 fly the Dr:igonfly Aero Tug on one of tl1c oldest grass airfields in Cennal l'lorida, with two 2100 f,,or runways and over BO acres of wide open space. Find orn how you can get yom own Aero Tow Club or Flight Park starred.

Moyes Microlights and Training Facility on site, FOlJR NEW TUCS IN STOCK. Bobby Bailey, Campbell Bowen and Russ Brown arc USU/\ and lJSHGA Certified Tandem Instructors.

GLIDER & EQUIPMENT SALES AND SERVICE OPEN SEVEN DAYS A WEEK CALL FOR MORE INFO (904) 429-0213.

Sell

HANC CLIDIN(;

The Original & Most F.xperienced Acrotow Flight Park YEAR ROUND SOARING

.oJ'EN 7 DAYS A WFEK FOUR TUGS g MILES FROM DISNEY/ORLANDO Demos: 7-0+ NlCJJ RENTALS ro Xtrali1c, XC, Klassic, Blade Race, XS:\, , Xl Liminar, Predator, S1ing, Buzz, MKIV, Falcon Supcrfloater, Etc.

LOOKOUT MOUNTAIN FI.ICHT PARK Sec om display ad. I )iscover why FOUR TIMES as many pilots earn their wings at Lookout than at any other school! We wrote USHCA's Official Training Manual. Our specialty-customer sarisfocriott attd fon with the BEST FACJUT!ES, largest invcnrory, camping, swimming, volleybcill, more! For ,i flying rrip, intro flight or lesson packages, 1.ookout Mo11n1.iin, just ourside Chattanooga, your COMPLETE training/service center. Info, (800) 688LMl'P.

NEVADA ADVENTURE SPORTS Sierra to11rs om ty LJSJ !CA certified school and ratings.

Pacific Airwave, Wills Wing, Blttc Sky, Airborne. the Sierras wirb a foll-service shop. 3650-22 Way, Carson City, NV 89706 (702) 88:3-'70'70 phone/fax.

NEW JERSEY MOUNTAIN WIN(;S -· Look ttndcr New York.

IIAWAII NEW MEXICO

1\ges 13 to r lave Learned 10 ·1·,rndcnL .i\ll i11struc1urs Advanced Rated & Taodern Inst met ion: Beginner 10 Advanced all ,by, every day.

BIRDS OF PARADISE - I Jang gliding & u!traligln flying on Kauai. C:crtilicd tandem instruction. (BOS) 822 5]0') or (808) 6:39-106/.

()f1Cring sales, service, instruction in the hrnr Corners

ll.l.lNOIS

area. Wills Wing, Pacific Airwave. (505) (,)2.81ili:l Farmington NM.

MOlJNTAIN WEST H;\NC CI.IDJN(;

( :real scene for Family and hiemk Rentals, sales, storage_\ ratings, XC retriev;1ls.

.amping, Nice Mo1cls/Res1aura11ts, climbing wall, trampoline, ping poug, Mcga-·Bungcc -Swing, picnic, swinllning pool, ci-c.

RAVEN SKY SPORTS (.l 12) 360-0700. Please sec ottr ad under WISCONSIN. INDIANA

JI MITCHEi.i. .StandiugX(: prizcs:J;[,J:;50.00 1995 Florida/Ranch records: Distance I 00.3 miles.

Duration 6 homs Yi minutes.

Read about us in JIANC (;J.Jl)]NC: Aug. 199/i Oct. I 'J'J'i KITPI.ANF.S Jan. I 'J9'i, SKYWINC:S A: the Web: http://www.wallaby.com Please ask 11.s for rch:rcnccs in your area.

1805 Dean Still Road, Wallaby Ranch, Florida :l:lB:l7 (911) Ii 7-li .()()'70 Ranch phone &. fox.

State of the Art

Cottscrvativc

Reliable

TANDEM. UP, PacAir dealer .

67.l:l Colttrnbia Ave , I lammond, IN lt6J24 (219)

NEW YORK KF.NTUCK!ANA SOARING 11nder P,irts.

RAVEN SKY SPORTS

Sec our classi ficd

(Ii I Ii) li73-8800. Please

sec our ad under WISCONSIN.

KANSAS PRAIRIE IIAN<: CI.JDERS Bed & breakfosr.

Full service school & dealer. Crear tandem instrnction, towittg & XC: packages. (:116) Ci'J/.4103.

MI CI II GAN

Malcolm Jones, David Clover, Rhett Radford, A11sti11 ( :ollins, Tolll Ramseur, Ryatt ( ;Jover & Jirn Appletott

NORM I.FSNOW'S l'l.YINl; ADVlNI'URES Ridge soaring, foor-launch hang gliders and paragliders.

Instructor, Examiner, Tow Administrator, lessons. Cill Norm (810) 399-9/i:l.3.

C:EORGTJ\ TRAVERSE CITY HANG GLIDF.RS/PARAGl.lDERS FlJl.1.-TIME shop. Certified instrttction, foot launch and tow. Sales, service, accessories for

ALL major brands. VISA/MASTERCARD. Corne soar ottr li'SO' dttnest 1509 E 8th, Traverse City Ml li968li. ()ffrring powered paragliding lessons/\( a dis1rib11ror for the new japancsc ttnit, the WHISPl,:Jl, Dealer inquiries welcome. Call Bill ,11 (61Ci) 922.

28/ili. Visit our paragliding school in Jackson, Wyoming. Call Trncic at (307) '7:l'J-867-0.

MINNESOTA SPORT SOAR.IN(; CENTFR/MINNEAPOI.IS -lttstruction, eqr11p1nct1t dealers for Wills Witt(;, Pacific Airwavc & (612) Ci88···0 I KI.

)lJNI

19%

At Lookout. Call

WILD BLUF YONDER - NM's mily foll 1irnc, \iii\ service school & shop. We've got it! Albuquerque (505) ATRJ2/i0.

81i5-28'j(i,

.I J.C. JNC./J,J.YIJ\C l'I.OR]l)A SINCE 197/i

WFEJ<I.Y CABIN RENTALS The l.andittg 1-800-80:l-7788.

lJP OVER NEW MEXICO lnstrnuion, .des, vice. SaJtdia MottntaiJt guides. Wills, Pacific Airwave.

Albuquerqtte, NM (505) 821-851/i.

MA FLlc;J IT SC:IJOOl. MOUNTAIN WINGS and EAST COAST PARAGLIDING in FlleJtville NY. rhc largest, MOST PROFESSIONAi. in d1e NF with I '5 years experience. full time instr\Jctors, Ii exclusive hills. We srock everything available for pilots and & service AIRWAVE, lJP, BLUE SKY, Wll.I.S WING and now MOYES, ,dso SWIFT, SUPERFLOATER and ALI. PARAGLIDER BRANDS. Unbeatable prices on gliders. F11ll time rowing facility, tandems, [C:P, clinics. We do it all. 1.. 800-52') 78'70, (91 It) Ci17,33T7. 150 Canal Street, El!cJtville NY 12.li7.8. OUR EXPERIENCE SPEAKS [<()R l'l'SELF. FI.Y I IIGI I !!ANG C:I.IDJNC, INC. ~. Serving S. New York, Connecticut, Jersey areas (Fllcnville Mtn.). Area's [XCI.USIVF Wills Wing dealer/specialist. Also ,ill other major brands, accessories.

Certified school/instrttcrioJt. Teaching since 1979.

Excellent secArea's most INEXPFNS!VE ondary instruc1ion ... if you've a program and wish to continue. Fly the moumaiJt! ATOl. 51 Ci:l Tandem flights! Contact Paul Rd, Pinc Bush, NY 12566, ('JI Ii) Jl<AROS Sl'OIZT AVIATION NYC's only certiparagliding, trikes school. fied hang Distributors ICARO 7-000, AFRO, FINSTERWAI.DER, J\PCO, I.A MOUETTE, COSMOS, MOUNTAINFER TRIKES, AIR CREATION and more·. Fttll service and equipment at besl prices. The most f'ricndly service in the ;1re;1. For 1996 CATA. J.OG send $Ii to ISA, :38-1 I Ditmars Blvd 111 I 0, Astoria NY 1 I I 05. Store address: 29-31 Newtown Ave., Astoria NY. Phone/fox (718) T77-/000.

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•

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

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Order now and ~ct >on·

t

f

· 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.

You WANT IT. WE GOT IT. lhe SOARING CENTER offers .,.,,,rything a student pilot .-ds.

Excellent insfrvdion, ,1ai,,.of-the-ort equipment, and a training site with consistent conditions ideal lo, learning. This means you get more oi,-~me, hove more fun, and become a belier ,,.lot in le" ~me ... Yau wont it? YOU got It! • lessons taught doily, yeor·round.

• Soofoble G«'lditions 300+ doy, o year.

• Smooth gros.s.y ridges "mode for sooring".

• lesson poc."'°90s fer be!:iinners Of your first 100 mile X-o::,untry.

• Tondom/Solo Hong gr.ding & Porogliding lessons.

• Pro site guides for 2,000' · 5,000' mountain lounch :sites.

• Demos & glider rontols..

• Soil & oirfrome repairs by focio,y expem.

• Full seMCO shop with product, from most deolecs.

• Free Comping at the loooch.

• ICP's ond oorobotic clinics.

THE SENSOR 610F W/Interconn ected Flaps & VG

SIMPLY OUTCLIMB THEM

THIN AIR c 1sss by Harry Martin

A New Way To Fly Sallplanes and Paragllders camber their wings at will. The Trampcnau fla p°' system, not only boosts you.r climb-rate. but also allov.·s slo,ver and smaller concentric turns. You've never experienced a glidc.r that per· forms at such a high level. yet handles this easily.

Climb Fast, Glide Far Loosening the VG lowers the flaps. Increasing camber into a high lif1, slow

speed, thermaUng airfoil. Dominating ewry core, you'll fi nd yourself climbing faster than you ever thought possible. Tightening the VG raises the naps and reduces the airfoil camber transforming your wing into a blade for ma.ximum speed-range and glide ratio.

Launch And Land With Flaps The launch advantage is becoming airborne \V-ith more olargi.Jl and control. Landing ,vith flaps has dual benefits. You may accelerate above

30 MPH Increasingly building drag degrading your glide. When it's time lo Oare, your touch d O\\'ll SP.etd ,viii be noliceabty slm'ler!

New Sp eedFoitMTubing Lower drag, our new airfoil tubing fo r the king post and control bar boost the glide ratio adding a point or more at higher speeds. Other features on the Sensor 6\0F are: computer-optimized, laminar-flow airfoil: twelve shear ribs; control bar apex aft of the CG; Kevlar band & dacroo cord TE i hem: 7075 T6 LE and ribs; seml-cantllcvered cross tubes and a simplified 12 il. minute set•up. We aJJ knew that e,oentuaJJy hang gliders would be this good!

~

-THE S ENS OR 610F WITH FLAPS-

:!?

WHAT YOU ALWAYS WANTED FLYING TO BE ...

f

SEEDWINGS

• "Have you seen my Glider collection? "

41 Aero Camino Santa Barbara Ca 93117 Ph. 805/968/7070 Fax 805/968/ 0059

ifi

s

SUSQUEHANNA HlG!lT PARK Cooperstown, NY. Ccnif1ed l nstrnction, Sale.s and Service for all major mannfocrurers. liO acre park, 5 training hills, jeep rides, hunk house, hot showers, 600' NW We have the best m N. New York state to teach yon how ro fly. RD 2, Box 3ii8A, Cooperstown, NY 13326, Cl 15) 8666153.

SOUTIIFRN ORF.CON llANC: GLJl)l:-JG Certified instruction, ATV re1ricval. l'acAir, Wills Wing, T!ES, Moyes. (541) li79-'i823.

VIRGINIA

PENNSYf.VANIA MOUNTAIN TOP RECREATION Certified instrnction, Pittsburgh. (412) G97,liliT7. C'MON OUT AND PLAY!

NORTH CAROLINA MOUNTAIN WINGS America's most experienced COROLLA FJ.!Gl!T tandem flight instructor, teaches urilizing ATOJ. and Double Vision. Call or write for information DeWolL Corolla PO Box J02 I, Ki1ty NC 27949. (919) 453-li800.

Look under New York.

TENNESSEE At Raccoon Mountain. Private ALPINE LODGF rooms, bunkhouse, jacuzzi, pool. Work program. ((, 15) 82. J,2'iliCi Chattanooga, Chuck or Shari.

BLUE SKY-·· Lessons, salc:s, repairs, accessories, tow· ing. Custom sewing for harnesses and sails. Call Steve Wendt ,11 (540) li32-655'7.

KITTY I lAWK KITES

Sec North Carolina.

SIi.VER WINGS, lNC:. ~- Ceni/,ed hg/pg instruc-· 1io11 and equipment sales. Proudly representing Pacific Airwave, Wills Wing, &. UP. (703) 533· 1%5 Arlington VA. WISCONSIN

HAWK AJRSPORTS INC P.O. Box 90'iG, Knoxville, TN 379/iO 005(,, (42.1) 933·92%. Hang c;liding and world famous Windsoks.

RAVEN SKY SPORTS JIANG GLTDING AND l'ARAGI.IDING Largest and most popular in the Midwes1. Traditional curriculum, ridge soaring, mountain clinics,

aero1owing & tandems

by Brad Kushner.

LOOKOUT MOUNTAIN FUGJ-TT PARK ad under ( :eorgia.

Sec

TEXAS

• Tandcin lnstnicrion * Acrntowing • Boar Towing ' Paragliding • Poot Lmnch • Mountain Clinics • Equipment Sales and Service • Open Ycar Round • Beach Resort

(800) 33/i-4777 Nags Head, NC Internet Address: http://www.kittybawk.com E·Mail Address: l,ang-glidcvilouter,banks.corn

Certified foot A.A.S AUSTIN AIR SPORTS launch, tow&. tandem 1raining. Sales/service AUSTIN, TEXAS Steve Burns, 1'712 Waterson, 78703, (512) 47/i-1669. HOUSTON (713) li71 lli88.

HIil. COUNTRY PARACLTDlNG INC I.earn complete pilot skills. Personalized USJ-1 GA cert ilied training) soaring, f()l)t & rnw launching in ccn·· tral Texas. MOTORIZED PARAGLIDING INSTRUCTION & EQUIPMENT AVAIIABT.E. ('!15) 379-1185. Rr J, Box 1/iF, Tow TX 78672.

for all major brands. PO Box IO l, Whitewater WI 53 I 'JO (Ii I ii) ti73·8800 PARTS & ACCFSSORJES

ABSOLUTELY THE BEST !'rices on the Ball Graphics Comp/Garmin GPS & l ligh Fncrgy Quantum chutes. PROMOTIONS ONT.IMJTED (619) 229 .()O/i8, ern:iil: Bob7 l l (7i\tol.com AEROTOWING ACCESSORIES Sec TOWINC. THE WALLABY RANCH (941) 12/i-0070.

OHIO NORTH C:OAST HANG C:LIDlNC C:cn ified Jnstrnction. New &. used gliders. Specializing in Paci fie Ai ,wave Mike Del Signore, I 91 Ci W. 75th St., Cleveland, OH. liiil02 (21G) 631-114/i.

OREGON AIRTIME OREGON Certified instrucrion on harnesses, clrnrcs modern equipment. l.01s of in sroclc Dealer for Blue Moyes, PacAir, WW, Lee, Reflex, Panoramic, Uvex, CG, High Energy and lots more. Largest inventory in rhe state. instruction and sales. Fligh1 Design, Perche, UP and Trekking. Airrek rockets ,rnd harnesses. Eugene area phone/fax (5/i l) 998-1220.

KITE FNTERPRJSES Instruction, sales, repairs, towing and foor launch. Dallas & Nortl1 Texas area.

21 l Ellis, Allen TX 75002. (214) 390,9090 anytime.

Dealer, Paci!ic Airwave, Wills Wing.

RED RIVER AIRCRAFT/GO HANG GLIDING Jeff Hunt-Owner. Texa.s'.s most active school and shop. Quality service and instruction .. .481 l Red River St., Austin TX '78751, ph/fox (512) li67-2529.

Area's OLDEST Wills TOTAL AIR SPORTS Wing dealer. Certified instruction available. "J only DEAL with WILLS". 6351 Limestone, Houston TX 77092. (713) 95G·6 lli'/.

UTAH VULTURE GLIDERS Superior USHGA ill.mncrion at The Point of the Mountain. New Falcon train· crs. Shop is 10 rninntcs from hill. Dealer for Moyes, WW, PacAir. Call Charlie (80 I) 25/i-C, 1li I.

58

ALL NEW ULTRA-LlGITT 1.AMBIE LTD The lightest, most comfonahlc hang helmet.

Aerodynamic, low turbulence, low dr,,g shape. High· tech look. Finish is clear resin over the gold/black weave or the snpcr-strong carbon/kevlar outer shell.

Open face, only 12 oz., price $160. Integral f'ull face version, only I oz. $ l 99 includes headset instaJh. tion. Measmc around head and from bottom or car· lobe over top to bo1tom of earlobe for custom fit.

From the Jack Lambie, 8160 Woodsboro, Anal,cim CA 92807. Phone and fax (714) 779-1877.

HANC GLIDING

s

lli\RMITT'S $6(L Quick vckro on/off control bar.

Map pockets. Warm made of 11idon fobric. l\lack, red, blue, yellow. DEJ\LFRS WELCOME. Foreign orders add $'i. Send check to: Diego !Jcrnandn., 5 IH, Colden 1.ane, Lis Vegas NV 8')1 19.

CAMFRJ\ RFMOTE 2.0', fits most cameras.

Snaps on over existing shutter release. $Ii'> (ask about our introdt!ctory $IO rebate). Tek !'light Prod nets, Colebrook Stage, Winsted ( :T 06098. (Ctmern not included.)

CALI, I<FNT\JCKIANA SOJ\RINC SUMMFR SPFC:li\1 1 Ball Craphics Comp $1,495. lnclndes a free Carmin ,18 CPS ($)00 value). Cal! (812) 288· 71 I I for the best price.

l lICH Pl'RSPFCTIVF. WI I !·:ELS Real Ide savers' I;,", light, tough. Fi ts all gliders. Srnd $Ii I. 95 t $Ii. 50 shipping per pair ro Sport J\vi,11ion, PO !lox IO 1, M;ngovillc I'/\ l<i85(,. Ask ahout our dealer prices.

JNTFCRJ\I HJI.I. FJ\C:F llclrnet, extr:1 small, best ofkr. Other helmets to choose /'rnrn. (Ii lii) /i7:l.

8800.

FLYTFC: 3030 -·- $550. Ball M50 deluxe $400.

Oxygen systems $150. (719) 539-5900.

GET HIGH and stay there with accessories designs to help you get it up and keep it there. with minimal "WALLET SUCK"!

WHEELS i\Vi\lLJ\l\LE Super tough, a must for training, tandem llying. BuiJt .. in bushings. Only lJSJ\-b11il1 I wheel. $/i).95, quantity disco11111s. Immediate delivery. Lookout Mountain, (800) 688 LM l'I'.

<;ARMIN Gl'S 38 ........................................ $19') CARMIN CPS liO ...... $2<i9 CARMIN C I'S li5.. .. ........ $2.89 J\ vocet Ware hes . ......... $99 P'I T lingerswitch .. . ...$85 /\mazing E,Hralk.. .. . ......... $85 Bra1111igcr llasis Vario (demo) ...... $.399 Bra11nigcr Comp Vario (demo) ............ $799 Snp'Air Pro-Feel I larncss ................ .. .. ...... Call Snp'J\ir K,·vlar Back Protector .. . .. ......... $199 .. .. $1(,<J I< iwi 1'1111-focc helmet. .. ... $(,') Kiwi l'olycarhonatc helmet ....... ....... .$)') llamnhot J IC Mitts I htnnlrnt I'(; Mitts ... $/iii ( :;irnclhack .32m.... .. .. $7.')

Carnelli;1ck '/Om. .................t:U CJ\LL CIIAD at (805) 569-lM,7 for more inh

KNOW BFFORF YOU CO -· Windtalker details or

li'ROM HBRRADPANH ru1J<lfP NEW ,c;tAALL coMno Hi\NU

JHN(.; /\NU l 1J\.kf\UL l !)J Ne;

My wc!J .. Jovcd lightning quick vario married to ,rn excellent altimeter thanks to new gc1H'r;1tion lascrtrimtncd trnnsd11cers. Squeezed into tough little RF·

MINI VARIO World's smallest, simplest vario! ( :lips to helmet or chinstrnp. 200 hours on hancries, (). 18,000 Ii., fast response ,md ?. year warranty. Crcat 100. ONLY $169. Mallcttec, PO Box for 1 'i7%, Santa Ana C:J\, 9273 (71 Ii) %<i 1240.

M ( :/Visa accepted.

proof box only Sx.h I .Ii" still bas reserve battery! broad Velcro straps or base tube ,j,2.')5 Shipping inc. (805) <i82·· trimmed retrofir ,t!so available for bread pans $85.

ROBERTS C:L!DER INSTRUMENTS 33/iO CLI Fl' DRIVE SANTI\ lli\Rlli\RA Ci\ 931 O'J HANG (;UDER CAMERA MOlJNT Shown on 1/2" tube, $:)9.50 inclttdcs shipping. TEK FUGIIT PRODUCTS, Colebrook Stage, Winsted c:·1· 060'J8. (860) T/916(,8 (C:amera 1101 included).

]LJNI 19%

'J9

lJSI !CA instructor Torn S:1pirnza, of" Airtime Oregon says, "I've lested tmd rcmm1·11end Wind Dependable. lluih to last. No l,:meries required.

VARIO'S: J1UCHT DECKS NEW BAJ,L GRAl'I IIC:S l'l.US ............... $1,li95.00 .................................. w/free Carmin 38 CPS BAJ.IM 19 ........................ 1')94 ....... $33/.00 BAU. M 19 ........................ 1995 DEMO ..... $1i05.00 AFRO M!CROl'ANEI .................................fl75.00 AIRCOTEC: VARIOS ... $C:ALL !'OR BEST PRICE I\RAlJNJCER BASIS ................................. $1i50.00 BRAUNIGER CLASSIC ............................ $680.00 BRAUNIGER COMPFTITlON ....... $750.00 ............. $159.95 MALLETTEC .... .

TANGENT ..................... .. .............. $<:ALJ.

Frre I /ooh

!linpeed

WIND ADVISORY Am/WIND SPEEIJ INDICATORS You LAUNCH & FLY

The world-class XCR-ISO opcr:11cs up ro 3 hours "'' 18,000 fr. and weighs only 41b. Complete kit with cyli11dcri harness,

cannula and rcrnotc

on/off flowmc1er, only HELMETS RFFLEX .......................... FULL FAG ...... $15'i.OO PANORAMIC ............. FULi. FACE .. $149.00 I .El<'.-Fl ....................................................... $2.:10.00 T.EF-F2 ............................. .. .... $2')0.00 l.EF ARC: ..................................................... $320.00 PELLE ............................. FULL FACF ...... $150.00 UVEX .............................. l'UI.L l'ACE ...... $2'JO.OO RADIOS-ALL MODELS AVAIi.ABLE YAESU FTJ 1R ................ 5 wan ................. $305.00 KENWOOD TI !27..................................... $28'i.OO FJ'J' FINC;JmSWJ'J'Cll/llEADSFT ............ $89.00 5/il TFLESC:OPlC: ANTENNA .................... $20.'!5 S/8 CAIN DUCK ANTENNA ..................... $17.95 EAR TALK-SPEAKER/MIC SYSTEM ........ $8/i.OO VC22 YAl'.SU VOX/P'l"l' .............................. $58. 1)5 MOBILE .......................... 50 wa11 .............. $.'l50.00 TUNF UP ...... w/WARRANTY lNTA(' ..... $35.00 MAXON 2550. .. ......................... $349.00

QUICK RF.1.EASF CARAIHNFR $/i9.95. Extra hall lock pin, $29.00. 10,000 lbs., dealers welcome, patenr pending. Thermal l 9•i:l l -Ii J Business Cc11ter Drive, Norrhridge, Ci\ 9 J:l2A. (818) 70 l-'/9S:l.

THF ZEPl !YR RADrO MOUNT U1ilizes a Flytec vario mount, a CNC machined Dclrin block, a modilied belt clip to hold radio securely anywhere on your glider's control frame (requires 20 lbs of force to remove). This tr101m1 access ro radio fonc1ions, foll 3-112 axis positioning provision for a of radio while mount is still line, quick easy a1rachcd to glider, and ,1 fleece storage bag is included.

Curremly available for Yacsu, !com, Scmdard, Alinco and Kenwood. Call or send radio brand/model and $W\ ( 1 $5 s/h) to: Zephyr IIi Foxwoocl Road, Bristol <:· J' 060 IO or call at (203) 589 I 520.

PARACHUTES From 11 ES. Wills Wing WILLS WINC LARA ....... w/l'arnswivcl... ..... $CALL HES QUANTUM............................. .. .... $CALL

OTHER NEAT STUFF WfND ADVlSORY AIRSPEED W/CLAMP .. $2J.00 HALI. PARA(;! JDFR AlRSPEFl l ................ $28.95 HOOK KNl FL ........................................... $1 Ii 95 TOW REI .FASE.. ............. MASON'S ........... $52.00 BAR MJ'l 'l S U MITTS .............................. $3'i $90 AVOClff WATCHES ................................ $115.00 KFNTUCKTANA SOARlNC

WIND ADVlSORY With MOUNTING BRACKET only $2.li.50, includes s/h. You save $2.50. Sold separarely-l ndicator only $ I -1 $2 s/h: Mounting hrnckcr $8 +$2 s/h. Specify short or long bracket with your order. l'oreign orders add $2 per iccm Send check or /v!O 10 Pacific Resomccs, PO Box ')06/i, San Diego CA 9216').

(619) 270-'J/i(,2. SarisfaCLion Cuarantcedl

TEI< 6" WHEELS

$3.75 Sill.

Tck l'ligh1 l'rnduc1s, 060'!8. (8(,0) 3/9- I 668.

(81?) 288-711 l fax (8 l2) 7./llili 115

PTT BUTTON SWlTCH

Finger mount wirh "click" lcedh:ick. All popular HT's-uscr selectable.

Connects between headset and radio $:\9.95. C:ltcck or money order. Voice (423) 53 l-801i5.

Sell your unused equipment 60

ULTRAMITTS And CLOUDBASE HARNESS ES. Chris Smith (706) :J')H-.'l%/i.

(719)

plan HANC CIIDING

SPECIAL NEW PILOT EDITfON .~ I lang Cliding & Paragliding magazine. Now available through USHGA I leadquarrers. $It. 95 each 1 $1. 50 s/h.

Informative articles and lot's of color throughout.

SOARING Monrhly magazine of The Soaring Society of America, Inc. Covers all ;ispecrs of soaring flight. Full membership $55. lnfo. kit wirh sample copy $:l. SSA, P.O. Box F, l lobbs, NM 88741. (505) 392- 1177.

TOWING

DON'T (;ET CAlJCHT LAN])ING DOWN· WIND! 1.5 oz. ripsrop nylon, UV treated, 5'/i" long w/11" throat. Available colors f'luoresccnt pink/yellow or fluoresccm pink/white. $39.95 (+$/i.00 Sill). Send 10 USHGA Windsok, P.O. Box 1:no, Colorado Springs, CO 80901 1:no, (719) 632,8300, fox (71 ')) 632-6/i 17. VISA/MC: accepted.

Paragliding reserve, 24 Flytec ................................................... (:all ................... Call Bralll1iger Aircotcc ........ Call Advance .......... . ......... Call Pro Design .. . .......... Call Fdel ................ .. ......................... ( :all Pararcch ....... .. .......................... Call FrecX .................................................... ( :all Fly helmets.. ....................................... $1 59 If you don't lrny from 11s, you arc paying 100 much.

ADVANCED AIR TFCIJNOLOCTES PO Box 797, Mr View, 111 %771 (808) %8-868'> J>IJBUCA'J'!ONS & ORGANIZATIONS CALI. US] !CA .... For a magazine hack issue order form. From rhe early (,'round Shimmer 10 rhe present Hrmf', (719) 632 B:300.

HANG GLIDING FOR BEGINNER PILOTS by Pete Cheney. The Official US! !CA Training Manual.

Over 260 pages, with more than 160 easy·to·undersrand illusrrations and photos. Your library srans with this hook! $29.95 (plus $/i.00 s/h) Colorado residents add .'l'Y<, tax.

SEND/l'AX/PIIONE TO lJSHGA BOOKS, P.O. Box 1330, Colorado Springs, CO 80901-1.130, FAX Cl 19) 6'12-6/i 17, PHONE (719) 637,8300. VISA/MC accepted.

AEROTOWING ACCESSORIES Headquarters for: The linesr releases, secondary releases, "V" bridles, weak links, tandem wheels, kits, ere. THE WALLABY RANCH (941) 424-0070.

Tl-IF. MASON TOW RELEASES Arc ready f,ir immediate shipment. Send $52 to: Mason's Micro Machining, 1239 Corrine Sr, Tdaho Falls ID 8.'lltO?..

(208) 529-2106.

SCOOTER TOW STATIONARY WINCH ,.

Complete with training for insrrucrion $2,500. Dave Broyles, Allen TX (near Dallas). (21 It) 996· 7'70(, weekdays, (214) 390,9090 evenings & weekends .

VIDEOS & FILMS

HIGHER THAN EAGLES

by Marnlys & Chris Wills. The life & rimes of BOBBY WILLS, hang gliding legend. the niumphs and tragedies of the Wills and the evolmion of Wills Wing. $19.95 hardcover (1 $4.00 S/l·J), sec preceding classified l,ir US! !CA BOOKS ordering info.

OIT!CIAL FAA SECTIONAL And VFR Terminal Arca Charts. All areas, current (up to date New Airspace Classificarions). Sectional maps $7 each, VFR Terminal Arca Charts $4 each. Add ship· ping and (Cal. residenrs only) tax. Dealer prices.

Airtime ofS.F. (Iii 5) 75').J JTl, fax (ltl 5) 759·1182.

AIR TRUTH TIMES "Tired of the same old pab· ulum?" Experience an alternative newsletter. Sec what's "RIPPING THE FABRIC" of the Jiang Gliding Community apan! We may "POISON YOUR MIND ... " Send SASE (or your address) 10: Steven I loltc, PO Box 3671, Everett WA 98203.

FIRST FLIGHT Follows the ;iction of a new pilot's first lessons. This video is an emcnaining way 10 show your friends and fomily how you ac111:dly learn to fly. VJJS 15 lllinures. $20 includes shipping (mt1y be applir:cl to lesson purchr1Se'). MISSION SOAR· INC CENTER, 11 lG Wrigley Way, Milpiras CA 95035. (li08) 2(,2, 1055.

T CAN LAND 150 good, bad & ugly must for all srudents. 90+ rninmes & lots of aero.

Send $35 money order to: Jeff Reynolds, 190?. E Sharon Drive, Phoenix AZ 85022.

POINT OF THE MOUNTAIN -- Award winning

by J\ast Coast Video, bg/pg action m this Utah mecca $29. JIANG GLIDING EXTREME & BORN TO FLY by Adventure Video, great bg action $.olt.95 each. HAWAIIAN FI.YIN by Space 9, soaring in par· adise $33. Call or fax USHCA (719) 6'.l?.·8300, fax (719) 632,6417, please ,$Ii domestic s/h (+$5 for two DOWNWIND From the early days of the 70's, to the big·time air of Owen's Valley, DOWNWIND is packed wirh thrill and exhilaration of cross country adventure. The perfrct gift for both pilots and non· pilors. SI !ARE TI IE EXPERIENCE. A true story, well rold. Available from l/SllGA l·kadquancrs for only $10.95 (,$7 s/h). PO Box 1330, Colorado Springs CO 80901- U30.

JUNE 1996

or more videos). Great to in1prcss your friends or for

rhosc socked·in days. l'erfrct gift for rhc launch pota· to rurnecl couch poraro. Also, ask us abom our

paragliding videos!

BAG IT! lF yon don't have your copy of Dennis Pagcn's PF.RFORMANCE FLYING yet, available through l/SIIGA Headquarters $29.95 (+$Ii s&h).

your equ1p1nent 61

STOLEN WINGS & THINGS

MTSCETLANEOUS

VARIOUS EQUIPMENT Stolen at Albuquerque, NM, March 9, 19%. Red, white, blue High F.ncrgy with yellow/blue CG harness; BRS roclw & team chest-mount reserve chute; B:ill 652 vario; lJvcx fnll .. face helmet, white with rndio headset; High Encrr,y Racer harness, clecrric blue omside, pink inside, /Jo .. rescent stripes around botrom, silver lighrning bolt along sides; Iligh Energy Odyssey chcst-mounr reserve chute: Flytec 320 vario, Comacr: Jim Bowman in Wyoming (30'1) Happy ro pay reward!

"AEROBATICS" hill color 23"x 3 I" poster featuring John I lcincy what he docs hest-LOOl'INC! Available through USl!CA I IQ for just $6_95 (,$:3-50 s/h). Fill that void 011 your wall! Send ro USJ !( ;A Acrol,arics Poster, PO Box UOO, Colorado Springs CO 80'):l}. (USA & Canada only. Sorry, posters arc NOT AVAIi.ABLE on international orders.) SPECIAL-Acrobatics poster & Frie Raymond poster-BOTH l'OR $10 (+$3.50 s/h).

"MOONSHADOW" Highly blue/white/purple artwork on bl:tck, preshrunk S,M, L,XL,XXL. short sleeve $ I 5, sleeve $17. Add $2.. 50 order shipping. Srnd check or money order ro: Wear, PO !lox 5/ili, Mountain TN 37377. (li23) 88G-6391. [)calcr inquires welcome.

PACIFIC AlRWAVE RAVE 30 PARAGLIDER Stolen from the LAS VEGAS MAXIM, NV on April 6th, 19%. Solid whire . Also purple/black i'Paradlscn harness w/rcscrvc &. misc. gear (vario camclbak, windmctcr, etc.) $200 reward for information leading rot he recovery of this equipment! Any help will he C:onracr collect Eric or Sharon 587.J'/39 or (714) 255--5900, or con tact the British School of Paragliding (702) 8%6000.

1

BLIMP (;rear for advertising, 8 foct fibtT· ba1tcns, helium filled $250. (303) 828 '3809.

RAMAIR 154 Stolen from home in OAKLAND, Ci\ on December l Ii, 1995. Blue/purple LE, red tmdersurface. (5 IO) '.$39-626:l.

FLYING IN Tl!E CANi\J)]AN ROCKJFS? Check out "Wasa Lakeside Bed & Brc;ikfosr and More". The ultimate resort for pilots and their families. James (60/i) li22:l551 email: sw:tnvs<!"cvl,erlm Home Page:

RAMAIR 15/i Stolen from the I-IAWAIIAN HANG c;UDJNG ASSN CLUBIIOUSE, MAKAPUU [ II, the first week of 1995.

White LE, deep clue undcrpanel. Reward! C:ill Mike Heilman (808) 533-4 I 93.

WINDSEEKFR More fun than :i barrel of downtnhes. It soars, it loops, it flies! ONLY $3.00 pins $2 s/h ($.'! i!h on orden of'.3. More than 3 or Int 'l orders, call) lJSI !GA, PO Box F\30, Colorado Springs CO 8090 I. (719) (,32-8:300, fax your MC/Visa with order ro (719) (,32-Cilt 17.

Adventure Productions .................... 51 Alofr ................................................ 51 Arai Design ..................................... 22

VIDEOS BOOKS & POSTERS Call USl!Gi\ for your Merchandise order form (719) 632-8300.

DON'T LEAVE YOUR GROUND-BOUND FQUIPMENT SITTING JN THE GARAGE. SEI.L TT IN Tl IE HANG GLIDING CLASSIFIEDS. Yet very comfonablc IF YOU NEFD INSTANT housing frH an upcoming event, business or personal, then call Flight Services at (70/i) 398-2B88 and :isk for Bill Summers ahom om I lotcl on Wheels. We deliver "rcntal--rcady" travel ITailcrs, fully with towels, linens, cookware and diningwarc same prices that most RV dealers unequipped units. New and used units arc folly tested at the dealership to ensure ;ill equipment is working properly. Delivery is free in some areas. All trailers arc with fo]J.,sizcd refriger:ltor, stereo, heat&. air, microwave oven, gas oven and coffee maker. \Xie arc currently dealing in Gulf Stream's SEA I !AWi< line.

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CLASSIFIED ADVERTISING RATES The rntc for classified advertising is $. 50 per word (or group of characters) and $1.00 per word for bold or all caps.

MINIMUM AD CHARGE $5.00. A foe of$15.00 is for each line art logo and $25 .00 for each photo. LTNEART & PHOTO SIZE NO LARGER THAN 1.75" X 2.25". Please underline words to he in bold print. Spcci:il of tabs $25.00 per coJ .. urnn inch. Phone words. Email or web addrcss~3words. AD DEADLINES: All ad copy, instrucrions, additions and cancellations must be received in writing I 1/2 months the cover dare, i.e. October 20th for rhc December issue. Please make checks payable rn USH(;i\ Classified Dept. HANG GLJDTNC Mi\GAZlNE, l'.O. Box 1330, Colorado Springs, CO S090 J-13}0 ('719) 632--8.'lOO or fox ('71 ')) 632 6/i 17 with your Vis:i or Mastercard.

Flytec .............................................. 31

IJall Bros ......................................... 51 !Jang Gliding Screen Savcr ................ 9 High Energy Sports.

Just Hy Aviation Gear ..................... 51 Just Fly Nationals ............................ 19 Lookout Mtn. Flight Park ............... 15 Mojo's Gear ..................................... 51 NAS ... ...

Back Cover Pacific Airwavc ........................... 44,45 Sccdwings ........................................ 57 Soaring Center ............ .

Sport Aviation Publications ............. 19 US Aviation ....................................... 9 USHGA ........................... l l ,29,30,56

Wills Wingovcr Composites ....................... 9

HANC GLIDINC

© 1996 by Dan Johnson /,'I'. PAUL, MINN As we circ] into th0, soaring season, I have an eclectic group of irst ... 888 Li.ke it or not, it appears some kind of FAA rule change is coming. Our reps to the ARAC group meeting with FAA ar0, Dennie, Pagon and Mike Mei0,r, two rwlid individuah, who wiI pre-· sent our position well. Jl:.' s simply too early in the proc("ss to report what's happening as Uie gamE3 could chang,0 fo11owing I.he respon l~AA reque ed of the ARAC ndustry oup.

Nonetheless, it appears certain that some changes imminent. f: more information available by next month' i, column 'Ll provid0! more on subject. Mcianwhile, back at t11e grassroo ••• I'm personally pl ased (being nancia11y involved with the project) to report that l:.he Cumulus ultralight motorglider flew. Under devc,J opment since 1.993, the pace quickened in last half of 1995 and the motorglider f1(~W March 996. Four pilol:s have put a do:,:en hours on the machine. Performancc0 appears about expected altbough 's too early for m0.:asurernenls. Tl1E~ target of 20 1 and c,ink rat.e under 200 fpm :c,hould be achieved. At prescm1·, Lhc:; Cumulu requires addi t.ional work on t.·.he contro] system.

J eron response :u1 present:1y too weak flying in trong therma1 cond:L tionE:, and ov<0ra the three-axis controls need to be better harmonized.

However, developers are "pleased with the initjal ights" and refinement,; to a proof-of-concepL aircraft. are expectec1. AE: US Aviation movec, to continue dev<'?1opment work, a preproduction prot.o· type kit will be builL next.. 'I'his second aircraft: will incorporal:e changes suggested by proof of-concept version and l::he 112 Cumulus will ess,cntially be the firsL kit. ••• On a n,lated note, US Aviation's SuperFloater is now sett.ling in at early sites in Florida, Texas, Nevada, and .Europe. l\ new bat.ch is coming soon and wil1 be flying shortly after you read this in Arizona, New York, New ,Tersey, Virginia, Pennsy1 van ia, ancl Iowa. As production continue13, Tenness and Minnesota wil be added plus a west coast Lour is under consideration. Response from tboso renting the ultralight glider at flying sites has been quite favon:iblc~, and the SupE,rF1oater has proven to operate particularly well in the company of hang g1iders. US Aviation has il vid0,o l:ape $10 postpaid Lhat. shows foot launches at Point of the Mountain in Ul:ah. ••• While the SuperF'louter has demonst.ratc"d foot launch and foot andings, the overwhelming percentage~ of flights ha.s been via aero towing. In fact, you read here last month, towing now provides J uunches for nearly 30% of all hang glider flights nationwide (with aero towing accounting for 10% of all launcher, nationwide). Given this, more aftermarket itemr, for towing ii; no surprise. ••• Florida cmtreprerwur Ron Rarick has created a quick release for hang gLider and paraglider pilol:s which he says, "will relea.se the tow line with or wit.bout line tension." Once the "firing pin" is relc~ased a spring hold,; it open and it will not close on the

)UNI 1996

tow line. Made of Delrin and stainless st.eel, the t1 69.95 device never need ubr:i on. Wri Rarick 61.4 Pinellas St., Clearwater 34614.

You can K-maiJ to RipRarickC4aol. com. ••• Barry Steele of Appropriate Engineering believes he's got a way to lower tho cost of bui]din,J a winch Eor ground-based towing. In 1ate '9 , Steele comph,ted a 70-page guide called the "Payout Winch Construction Plans l'llanual." addi ion to a step-·by··step inc,truction or bu:i l ding a wincb, he covers towlines, line recovery 'chute systems, tow br dles, no e re] eases, glider rilcks, and flotation Eystemc,. "Altbough the manu al describes the complete construct.ion oJ: ] part.s ot the tow system," S recommends, •a checko1,1l: by a skilled tow operator critical parts (i.e., line tension sel:tings, Low spec,dn)." 'rl1e manual which I did not see claims you can build il winch Lor under $300 and is id l:o include do:,:0ms of illus Lra tions and a complete parts list. A sample illustration generated on comput~,r looked very proper. Order the Manual for $39. 9 plu,; t1 3. 0 S&I-T f om S ec,le l· 97] Fisherman's Covo, Seneca SC 29672. Call 803 8850949. ••• Hang Gliding on the 'Net j alive~ and wel says cornpul:er guru, Bob Bradley. Wrli doing a regular review of home pilges he's created, he found that in Lho pn,,vious 12 months, about 6,000 people have been Lo l:he "school" page on his site. "J would a.ssume the majority of t.hE!Se are not pilot but wannabes," says Bradley. Hee admits to being surprisc-,d by L.he f:igure but suggests, •in true on tho Web should look inLo getting a page for l:heir busi ness."

View is page at http: I /www.mainelink.net/ Skyadvent.ures I school. rit ml. illlilll411 Speaking of the 'Net, rnl,nt oned Britain's Skywings magazine home page buck in the April issue. What didn't know wa thal: editor ,Joe Schofield' work on the BJ-IPA rag won him the 1996 Bettina Gray Prize for "edi t.orial production and exce11ence." Gray has been awarding such pri:,:es number years buL mir,rned her anointm<0nt. of Skyw.ings. Congral:ulations, ,Toe! ••• Finally, west coast pilot, Paul Dees, is bu:i 1ding a replica of the biplane glider that Octave Chanute flew 100 YE!ani dgo this summc,r on t-.he southern shore of Lake Michigan. Puul L,; clone with fabrication of individual parts and starting assembly. "I am using ginal materials, or close substitutes, such as aircraf quality Si t.ka spruce, " he says. want it to look qood enough that a museum would want it-. for display."

He' trek back to Michigan in July in time for a 100-year celebration planned at original site D0,es noted t:ha Chanute' idce:r "had hundredc, of safe, El ghts witli no injuri s, which was certainly better than the unfortunate fatal crashei; o:E Otto L Jientl1al and Percy Pilcher." Fascinating... Good luck, Paul! ••• Out.La room. So, got. news or opinions? Send to 8 Dorset, St. Paul MN 5')118. Fax or V-rnai.1 to 612 450 0930. E··mai1 to CumulusMan@aol.com. THANKS.!

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