USHGA Hang Gliding September 1997 by US Hang Gliding & Paragliding Association

Whot follows is o brief overview of lhe lrnro philosophy of design ond manufacturing. We hope this will help our customers ··both present and future·· bettor appreciate what it meons lo own o Laminar. We're bmed in Italy. An opt metaphor for our approach to building hong gliders can be found in another Italian product: the sports car. In the business of hang gli· din\), we hove chosen to be o Ferrari, not o Ford, not a Chevrolet. When you buy a Laminar, you are buying a Testarosso, not a Tempo, not c, Suburbrm. Our goal is the highest level of excellence in design and manufacturing for people who appreciate the best. Our gliders are conceived cmd constructed to outperform the com· petition in speed, climb, and handling. Period. We achieve these gods with a no·com· promise approach to safety. at /111:arro safety Is ourr main 11:01m::errn. All of our gliders are certified by the German DIN, the European equivalent to HGMA certification in USA, BSHA in England, etc. In addition, we certify many of our models with lhe Swiss certification system, the SHV. The Swiss system is lesser known, but is technically demanding, and in many ways more closely approxinmtes real flight situations. An excellent example is the autstability tesl, in which a glider corrying a simulated pilot in the form of o bag of sand is suspen· ded and dropped from a cable car to demonstrate its inherent pitch stabilty as it reca· vers from this zero airspeed situation. Mony of our models, the Laminar ST among them, have beiin certified by both the DHV and the SHV.

WARNING: DO Hor MODIFY YOUR /LAMINAR. Laminors are built with exacting precision lo carefully controlled specifications that have been developed through fifteen years of experience manufacturing hang gliders. modificotion of your glider will remove it Fram its certified configuration and paten· render it dangerous to fly.

Dme 1516197 From: Andrew Whitchi II Clrnndcllc SJ!. Inc. 1595 East Francisco Blvd. I l'Jcw my Immel new !CARO LAMINAR ST 14 for the first lime receiving from AV8 EAST in Michigan. I cannot begin to dcsi:ribc the overwhelming satjsfaction and appreciation I have for your efforts which has given me suchjoy. Af'tcr twenty years or flying hundreds of gliders in thousands or hours, I can confidcnlly say that the Laminar is the finest cornhination of performance, handling and appearance that I have found. T'hc original version is simply the sleekest, hesl handling, highcsl performing post flex-wing glider on the market. The LAMfNAR ST is beyond a doubt a truly phenomenal to cxpcrien· cc. (How do you do it?) My observations arc enthusiastically reinforced by every person whom [ demonslrate these remarkable afrcrafl and each dcmonslration flighl inevitably results in animated discussion lhnrnghout the pilot cornmunily rcgenling the LAMJNAR's unique qualities. Enough said.

Dale 22/6/97 From: /\llan Barnes {allan@thi11kicaro.,1-1ict.com I to: icaro(({)a]plrnsys.it Jli again Dave llolbrook lkw his glider for the first time yesterday, and asked me to pass on 1his "ii is the best handling I have ever l'lown. Thank you !CARO" /){If(' 29/5/97 Prom: Jack Slocrnn <slocurn([!)epix.ncl> r hope this information is useful. J could have easily kept the occurrence secret, hut I decided 10 pass the information along lo members or my club 10 emphasi,.c the dangers oJ' flying in clouds. I also want lo thank everyone possible al !CARO 2000 for the outstanding design or the J ,aminar S'T', It saved my life. The only reason I tumbled was poor j11dgmcnL The only reason I survived was lhc Laminar held together and kept flying. Thank you, Jack S'/ocum

ICARO 2000 srl - Via Verdi, 19 21038 Sangiano (Va) Italy - TeL ++39-332-648.335 http: //www.alphasyidt/icaro .. E-Mail: icaro@alphasys.it

Fax ++39·332-64.8,079

(USPS O17-970-20 - ISSN 0895-433X)

16 Design And Development Of The Fusion by Steve Pearson T he srory of the design, testing and manufacture of a ropless glider.

24 Pilot Report: The Wills Wmg Fusion

34 The 17th Annual Dry Canyon Fly-In by Robin Hastings. photos by Scott Borden Fun Aying in Alamogordo, New Mexico.

36 Driver Training by Michael "Hollywood" Cht.lmplin Im proving rhe driver/piloc relationsh ip.

40 The 1997 Wild West Regionals by Mike Vorhis

Real heroics from rhe less chan renowned.

48 Hydrate And Fly by Mark "Forger" Stucky Being properly hydrated is fundamenrnl when it comes co being physically and mentally sharp while flyi ng. A look ar some hydration sysrems.

'J ,i

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Columns

Departments

Competition Corner ............................... 12

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

USHGA Reports ....................................28

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

XXX .......... . .. ............................... . ..... ......... 25

Calenda1· of Events ................................... 14

Ratings ... .................................. .. ..............20

.44

Classified Advercising ............................. .49

Product Lines, by Dao JolU1Soo ............. 59

Index co Advertisers .................................54

XXX ................ . ................................ . ....... ..

XXX .................................................. . .......

5EPTEMHER 1997

GU Dodgen, M<1na1ting l:d/tor!Editor io Dave l'otmrls, Art [?/u1ctor Jbhn ticiney1 ~llrry Ch,1fie~<lis1Jlet!il)a Gray,

teroy Grannis, M:irk Vaught! Pho(ogi:,,phers

HarryM11rti11'./lh1.,1,ator · . ...•. D~nnis l'agentMarl< ~tucj,y, Geof(lv)tim!<ml, G.W; Ml:!ilrlni\.%Jitt1 l'almieri1St;,f(Wrilers

Dear Editor, [ recall flying around the Big Black site near Ramona, California sometime in late 1980 or early 1981. In the sky with me at this time was a Can;iclian piloL from Lum by, I believe. He was flying an a topless glider designed by 'lc)m Price. The ASC-23 had an alloy nose plate into which plugged the lead· ing edges. The lc:1ding edges were made of a hybrid fiberglass material, if I remember correctly. Also, "The had no cross-spars, lmt did have alloy struts fixed from the comer of the basctuhc to somewhere near the leading edge/cross-· spar junction. Front and rear lower wires attached to the control frame. Over the period I saw the glider it had several dif. fcrcnt tip configurations. Another hang glider, the Firchird CX-12, competed at the World Championships held in Japan in 1981, finishing in seventh place. Walty Schoonaucr of Switzerland was the pilot. The CX had a mostly alloy frame using Swiss-made 7075 tubing. It too was topless. Carbon fiber streamlined struts attached at rhe control bar corners and extended out to the leading edge/cross· spar junction. The wing had a 12-mcter span and truncarcd-rypc tips. lt may also have been the first hang glider with the nose plate area enclosed by the sail, and the first ro employ vclcro attachments to the top and bottom surfaces, inside the sail, at the rib locations to help control the sail's shape. T'hc glider was rnanu foe· tured by Firchird Grnbh located in the village of Sccg in the southern Bavarian Alps of West Germany. It was certified by the DHV, and went into production in early 1982. I had tbe good fun and adventure of being the sail maker and prototype rest pilot for the Firebird ex. J 2.

[kir Editor,

After the ad for the MBNA VISA card icJr many months in Hang Gliding magazine [ finally applied for one, even though I have many more cards than I'll ever use. MBNA also thought I had enough and initially declined. (They had issued me three oth· er cards through other promotions, one of them the gold card that says "United States l Jang Gliding Assn.") I really wanted a card with pictures of hang glid .. crs so I offered ro close one of the other accounts if they would open a new one with the pictorial card. They agreed. Your ad docs not do the card justice! It is a bcautifol, multicolored photo with hang gliders and paragliders. It inspires many conversations when l present it /cir payme111 and f enjoy using it. In addition, there is no annual fee ;rnd no monthly charge if you pay it off monthly, and the best part is that the USHGA gets a pcrcenragc every ti rnc l use it. Knowing that, I now use it for every· thing I can and often use it when I have cash or checks available. 1t doesn't cost me anything as [ pay it off monthly. Ir simplifies my bookkeeping and I am supporting my Association l encourage every member ro get one ;md use it as oft:cn as possible. You will truly enjoy the comments your card generates and die opportunities to talk about what a great sport hang gliding is. And the USHGA gets paid every time you do! Bob Ellenberg Bradenron, i:L

Thankr to John HeineyjrJr his wonderfit! photogmphy to enhance the USHGA Visa card.

Luigi Chiarani Telluride, Colorado

SEPTEMBER 1997 VOLUME

ISSUE No. 9

HANC Ci 11)1,\IC

Dear Editor, Recently, in the Glidinr, Forum of the ln1erne1, John Benfield posed 1hc i<lllowi ng quest ions: At wkn point should I launch in stronger, gustier conditions? Should l wait umil just after a gust then take ofP Should f take off at the begin· ning or middle of' a gust or lull, or should l pack up ;111d go home? response 10 John is as follows: This is an cx:ccllent question, and one with which even good pilots may have problems. men\or (somctirnes tor· menror) John Lane has spent many years analvzntr' the weather. I will share with you some advice he gave me, advice that has served me well. One go np to launch and jusr sit for hours. Watch the wind come through. Equate wind velociry with the small tH;U1(:J1c,s, movement of large branches and even rrce Lnmks. Watch how thennals track th rough the launch slo1. I )ocs the left side of the slo1 move more than the Tic lots of tell rails on trees or sticks and watch how thermals 1rack across the slo1. Watch how deeply in10 the slot the thcnmtls track. Docs 1hc entire slot flll or j11st the rop? Count rhc seconds from the rnomcn t you first sec rnovcmem well below the slor unril it hits you in the focc. Memorize that 1imc period. This infor·· m;nion will become valuable when launching. Feel the wind as ir hits you. Farly in ;1 thermal the wind/air will he warmer. As the rl1erm;il peters out, the air will feel a bit cooler 011 your skin. 1s air, not good lo launch imo. Coum die frequency or periodicity oft he thermals. Ilow long do last' How before the next one comes through? Use a wind g;mge to map the wind at the middle and rb is exercise until it becomes second narnrc to you. Once you arc comfortable with rhis you

SEi'TTMllll~ 19Y7

will begin w undcrsrand the launch Remember that 110 two days arc the same, and maybe no two hours during the day. Pet·sonally, I like to launch into a I never launch into the gust fronr ofa thermal (alihough some do). I time it so rk1t I will meet i1 IO seconds away from the mountain, that way I am away and know I will have the full of' the thermal to help me get up. Launching as the thermal is just finishing may get you some sinking air and a long wait until the next thermal. Learn to use the leaves on the trees or 1cll-tails below rhc slot to you information about when ro launch. The bottom line is to learn as much as you can aho111 the weather, your local sites, the inipacr of' the local topography of 1hc sites, and how all these variables influence the wind corning into the launch. back it up with a very strong latmch run wit Ii the nose down so th:11 when you transirion, your flying is at a maximum. I.earn from pilots who have consistently great launches. Pick their brains and analyze tl1cir techniques.

Pal micri

Dear Fdi tor, l have a The hang gliding cnmclrarv Srudcnt Card" enables an instructor ro bring a student under the blanker oC the USHCA for a short period of rime. A student has the opportunity 10 cval uatc the rrai n i ng and the sport before a commitment to the organiza-· tion, and specifically before paying an annual insurance premium toward an activity he or she docsn\ yet know anything about. The training site landowner is protected, and the US! !CA encourages more people to the sport and

consider pan iciparing long term. Wirhout this temporary card, far fewer people would begin training. It facilitates exposure of new people to the sporr. Even those who don't go on to become pilots have "had a lesson" and can boas1 some fraterni ry with pilots. l t's good politically, and it increases the chance that someone will check ou1 free flight. Bm there is a basic flaw in the administration of the temporary card. '] 'hose who arc beginning their training have a chance to get in several lessons in 30 days' time. They can evaluate the na1urc of training and flying, and still USHGA time ro process their membership cards if they join. Instructors also have a chance to evaluate rhc demeanor and aptitude (and of the stu · clcnr. Everyone involved can look before leaping. Bm there is another group of people who investigate the sport another way. They, 100, arc potcntial allies. Even if they never go on ro become pi Iors, getting them out for a couple of!cssons means gaini11g another friendly face in 1hc community. They arc that large group or "fi·iends and associates of pilots and instructors." Typically, they won't sec themselves as "beginning their training." Instead, they will be out for a "free inrro·ducrory lesson" a friend. They won't have two weekends in a :\CJ.day period to devote, bur they will have two or three weekends in a summer. A lot of private instructors go through JCP's and get their instructor tickers just so they can introduce their friends ro rhc sport legally. This is a vital and valuable mechanism for recruirmcm of pilots. I try to about two or three "group lessons" per year, and include everyone who has I'd like rn rry that" since the last inrro lesson. Typically, one may express a real interest aft.er about tliree free lessons spanning a season. It's an exccllcm way 10 introduce people who don't have the hug yet, bm might if' given the chance. I try to take the more promising ones

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and get them to attrnd anorher group session held later i11 die summer. I can almost never sqnee'1,e 1his in within 30 days or the first one. Evc11 if l could, making sure the smdents cm all he there for a not her session is a diff1rn lt acL Typically, the next session will be one and a h:1lho two mond1s down the road. Bm in order to be at the site, they must have another temporary card by then. It is more paperwork for me, more paperwork for US!-]( more expcrne for the studcm pie and painless is the them to 1hese intro and generally a pain in the neck. l ca11'1 even stock enough srndent packets sometimes, or if l can, l end up a lot more rhan l know I will need, which means I bankroll the whole operation 1norc than l want. Nobody wins.

What l propose is rhe Following: 1) A student card is good for up to threr sessions; each session is initialed on the ca rd the i llStructor bcfc1rc the SeS· sion hegins. 7,) The rhrce sessions must fall within three months of the day the card was issued. 3) The card is always good for a mini· mum of30 days. If you can squeeze in more than rhrcc sessions in 30 days, fine. But once the 30 days is up, if you have

would enable commercial schools to clinics at companies, universities, climches, etc., and rhcn entice participants to attend later with rheir valid card in hand. It would make it easy for the student to find another open weekend or two for sessions before 1he card expires. Administering this to avoid cheating would be no more difficult than it is now. A quick glance at the cud would rcll whether it is valid or nor. Making it easy for students will u!timat:cly result in more members. Modifying the rules of the temporary cm! in this way would be :1 win.-win situarion for everyone involved.

three sessions or more then the card is expired, If nor, you have 11p ro 60 more

days to get in one or two more sessions, for a maximum of three, after which the card This would enable instructors to cmicc people more easily to take "inrroducrnry" lessons. It would make it easier for the grass-roots recruitment machine to add allies and members to the sport. It

Mike Vorliis Advanced I Jang Cliding Instructor

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m update NEW HANG GLIDING/PARAGLIDING MAGAZINE EDITORIAL OFFICE ADDRESS AND PHONE As of September l, 1997 Hang Gliding and Paragliding magazines will have a new editorial address: 31441 Santa Margarita Pkwy., SuiteA-256, Rancho Santa Margarita, CA 92688. The new phone numbers will be (714) 888-7363, (714) 8887464 (fax). The editor may always be comacted by e-mail at: GilDodgen@aol.com. Articles, letters to the editor, news items, etc. , may be sem directly to the address listed above. Please contact USHGA Headquarters concerning advertising.

INTRODUCING THE BOOM BOX-THE CROSSROADS SIMULATOR

ow would you like your non-flying friends (if you have any) to get that allimportant first experience in hang gliding without ever risking life, limb or ego? Simulators are vital tools for pilots in other forms of aviation, but other cl1an a control bar on a static frame, who has ever seen a good one for hang gliding? Well, look no further. Curt Graham and Cindy Drozda of Crossroads Windsporcs in Hobbs, New Mexico have designed one. Curt reasoned mat me best way to learn to fly a hang glider is to fly a hang glider, without going anywhere. Starting from that premise he designed a simulator co handle a hang glider in a semi-captive configuration under real wind conditions. Curt began with a boom, men he added a box. The Chevy 510 pickup truck, with an eight-footwide platform, came a litcle later. It has stru ts out to the sides, removable during road trips, which connect by cables to the glider's crossbar/leading edge junction. The nose is free to rise and fall because the boom holds the glider at its CG with a w1iversal joint at the apex of the control bar. Anocl1er U-joint at the boom's oilier end attaches to me truck's from bwnper, and the boom runs through the steel frame of the box. When this is all assembled it is a marvel of engineering. (There are also racks for transporting gliders.) The student is hooked into the suspended hang glider with the basetube just above the 8xl2-foot platform. Curt then drives the

truck down the runway of any convenient airport and the glider.flies. Curt calmly coaches as the student tries co keep me boom in me box without banging the sides or top as he learns the delicate art of control. Ir is delicate. I've flown hang gliders for 20 years, and it rook me a good 10 minutes co learn how co keep mar boom inside the box. Bur a srudem who can fly the boom in the box can surely fly a hang glider. Brett Austin of Alan1ogordo, New Mexico was ready for altimde as soon as he finished wim ir, and progressed in hang gliding at a rate that us old-tin1ers would find astounding. Curt drove the simulator from Hobbs to Alamogordo on a cold and gusty day in early April. By noon a genuine New Mexico dust storm was howling. Despite the conditions, a dozen hardy srudems of both sexes and all ages gor a first, incredible taste of hang gliding that day. Three were ready for tandem flights with Cure that evening. The simulator has now become an integral part of me Crossroads Wi.ndsporcs instruction program, and has repaid me investment of money and time handsomely. For further information on how to build one of these for your hang gliding school, please contact Curr Grahan1 at Crossroads Windsports in Hobbs: (505) 392-8222. You will be amazed!

- submitted by Robin Hastings

HELP SAVE "THE POINT"

he landing area at Point of the Mountain is in jeopardy, and is now under contract to a developer. Project LeaveA- Piece ( LAP ) is soliciting funds in order co purchase land to preserve Lake Bonneville's shoreline and protect land for parks, recreation and open space. For the past 10 years Carolyn Baughman and Kathy Dorbeila of LAP have been coordinating efforts between landowners, Salt Lake County Commissioners, the Parks Department and the City of Draper in an effort to preserve this area.

LAP is now accepting tax-deductible donations from individuals and private corporations co purchase five acres adjacent co the existing 40-acre hang gliding park for $500,000. The purchase of this property will save this flying sire by permanently securing a landing area near the existing park, and will open up the possibility of purchasing additional acreage for open space. Donations will be held for 90 days. In October our Gift Declaration will be presented at a Salt Lake County budget hearing with the Salt Lake County Commissioners and matching funds will be requested. All donations are tax deductible, as county parks are IRS-qualified entities. (For more information on deducting contributions and cl1eir tax benefits, see IRS Publication 526 - Charitable Contributions.) This account is a dedicated fund, which earmarks the moneys exclusively for the Point of the Mountain project. If the transaction is unsuccessful, checks will be returned. This is a perfect opportunity to help promote hang gliding and save a flying site, a site that is safe and predictable, where thousands of people have learned to fly and soar for ilie last 25 years. Make checks payable co: Salt Lake County Treasurer (Note: Gift Declaration #1006), Parks and Recreation. Send co: Project Leave-A-Piece (LAP), clo Carolyn Baughman, Coordinator, 13077 South 3600 West, Riverton, Utal1 84065.

303 SUN BLOCK PROTECTANT AND CLEANER 03 Sun Block Prorecranr is 100% guaranteed to provide up co 100% UV protection for sailcloth. It is made in ilie U.S. and has been field tested. One 16-oz. application will extend ilie life of your wing and equipment. Use on sailcloili, vinyl, leather, nylon and more. Kie includes one 16-oz. trigger spray boccie, one 32-oz. refill bottle and a complete set of instructions. Price $34.95 (plus $2.53 sales tax in California) plus $5 .00 shipping. Call for shipping charges outside the U.S. Contact: Banners Unlimited, P.O. Box 7004, Los Osos, CA 93412 (805) 5285018, fax (805) 528-3529.

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will host the in the the International of H.ang Gliding. Of course, only you can make this happen. You have to attend, and is our job to niakey9u wan.t to, year yea!'. We wiH start with a ridiculously low emry foe ofless than $100. Most ronnds willtake place inthe and ev<::ning, with tasks that are fun.and chaJ. lenging but attainable by th<:: average pilot: Our format, with tarp st.arts as .opposed to a dock, will allow media coverage which we will solicit. While there will be a ctit a~ round seven, all other contestants will conrnnue to in the open evGnt. The r,op pilots the cut will compete in the one-on-one. Ma~ters portion of the cnn; test at. Wiilt's Point, along the with goal at the Pine Airport. 'fhere will be prize mo11ey based on the number of entries with a.maxin:mm outlay of$JO,OOO. ,tre tentatively August 27 to September 7 (Labor Day), 1998. Thisis going to be an incredible event. Anyone wishing to assist in making it even better contact John Ryan at 1~888 .. 0

IIANC GLIDING

Jan Ala (H) 938 N Olsen Tucson AZ 85719 (520) 327-974'1

Matt Taber (R) RH 2 Box 215H Rising Fawn GA 30738 (706) 398-3433 !1anglide@chattnet

REGION 5

USHGA BOARD DIRECTORS REGION 1 Bill Bolosky (R) 24622 SE Mirrorrnon! Dr Issaquah WA 98027 (425) 557-7981 bolosky@rnicrosoft.com Sturtevant (f~) Ave NE North WA 98045 (206) 888-3856 georges@nwlin k. corn Bob Hannah (H) 9920 51 st Ave S Seattle WA 98118 (206) 328-1104 parasl<r@ao/.corn

Luen Miller(/·/G Accirlenl C/Jair) 316 Berkeley Way Santa Cruz CA 95062 (408) 423-991 SJ lurnil\er@pacbell.net

REGION 3 Ken Baier (R) 253 Rodney Ave Encinitas CA 92024 (619) 753-2664 airjunkies@worldneLatL net Joe Greblo (I~) 16145 Victory Blvd Van Nuys CA 91406 (818) 353-5580 windsports@earthlink.com

REGION

Mike Meier (H) 500 Ave Orange (714) 998-6359 rnike@willswing.com Rob Kells (H) 500 Blueridge Ave Orange CA 92665 (7"14) 998-6359 rob@willswing.com

Russ Locke (R) 868 S Mary Ave 0u1111v•,a1e CA 94087

Alan Chuculate (H) PO Box 13451 La Jolla CA 92039 (619) 687-8993 Gil 6950 6 CA 90620 Buena 994-3050

3620Wawona San Francisco CA 94116

Pitman (H) PO Box 188 Shasta CA 96087 (9Hl) 359-2392 epitrnan@c--zone.net

Tracie Fifer-Welch (H) PO Box 8225 ,Jackson WY 83001 (307) 733,5835 di__ wyo@compuserve.com

McNamee (H) SE 51stAve Summerfield FL 344Sl1 245-8263

REGION 6

De \Nolf (H) 607 Corolla NC 27927 (919) 453-4800 DeWolf7@aol.com

Ron Kenney (R) PO Box 356 Leoti KS 67861 (316) 375-2995 kenney@elkhart.com

REGION 7 Bill Bryden (R) 6608 North 100 East Rd Seymour IN 47274 (812) 497 -2327 bbryden@hsonline net

REGION 4 Mark Ferguson 6595 Odell Pl 8mo1 Boulder (:303) 652 -34Sl6

,l1rn Zeise! (R) 13154 County Hd 140 Salida CO 81201 9) 539-3335

REGION 11 Jeff Hunt (R) 4811 Red River Austin TX 78751 (512) 467-2529 FmAJeff@aol.com

REGION 1

Dan Johnson (L.) 8 Dorset St St Paul MN 55118 (612) 450-0930 CurnulusMan@aol.com

Paul Voight (R) 5163 Searsville Rd Pine Bush NY 12566 (914) 7443317 ryanv1 OO@aol.com

REGION 8

Jan ,Johnson (L) 585 E Frank Applegate Jackson NJ 08527 (908) 928-8370

REGION 9

Leonard (R) Research Wy #22 Carson NV 89706 (702) advspts@pyramid.net

Kern Brown (H)

Barbara Flynn (H) 705 E Marks St Orlando FL 32803 (407) 8Sl4-5715 skygods@ix.netcorn.com

Handy Adams (R) PO Box 369 Claremont NH 03743 (603) 543-1760 bkramer@rnvuts. lucent.corn

Gene Matthews (H) 15308 111th Ave NE Bothell WA 98011 488-1443 Claudia Stockwell (L) Fred (H) 8901 River Hwy Grant's OR 97527 (541) 582-1467

Frank Gillette (R) Rt1 8 Declo ID (208) 654-2615 Watercyn@cyberhighway.net

Pete Lehmann (I~) 5811 Elgin St Pittsburgh PA 15206 (412) 6613474

Paul Riker! (L) 101 N Broadway# 28-3 White Plains NY 10603 (914) 946-9386

104410 11 SO@compuserve.corn

Geoffr,e, Mumford (R) 750 St NE Washington DC 20002 (202) 336-f3067 gkrn.apa@email.apa.oriJ Dennis Pagen (L) 368 Dunkle RcJ Bellefonte PA 16823 (814) 383-2569 Clrns DuPaul (H) PO Box 801 Gloucester Pt VA 23062 (804) 693-6742

REGION 13 (lnt'I) Jan Johnson (L) 585 E Frank Applegate ,Jackson NJ 08527 (908) 928-8370 Michael Hobertson (H) RR 5 865 Con 7 Claremont Ontario Canada L1Y 1A2 (905) 294-2536 f1yh1gh@inforarnp.net

USHGA Executive Director

Art Greenfield (X) 1815 N Ft Meyer Dr Ste 700 Arlington VA 22209 (703) 527 0226 NAA@ids2. ids on line. corn

Philip Bachman PO Box 1330 Colorado CO 80Sl01 (719) tiji-t:\jlJU ushga@ushga.org

REGION 10

EXECUTIVE COMMITTEE

G.W Meadows (I"~) "109 Carlow Ave Kill Devil Hills NC 27~l48 (919) 480-3552 Justfly@mterpath com

President-Bill Bryden Vice President-Handy Adams Se1:rel:arv·-R11ss Locke Treasurer-Dan Johnson

KEY (H)-Regional (L)-At (H)-Honorary (X)-Ex

r A

by he Eighth Annual L:ikeview fourth of July Hang Gliding (and

now Paragliding) Festival

Footlaunched Flight Fun Family 1:Jy-ln

saw 139 pilots enter to vie for $3,200 in prizes donmed by Lake and Modoc Counry merclianrs. 'T'his was double the 1996 $1,600 purse, due to the Lake County F]y.. [n Committee's decision l'O attract an equal nurnber of USH( ;Accrti· ficcl paraglidcr pilots. Pilots of both varieties came from as far away as New Zealand to fly for fun or ancmpt to break open .. distance records across the deserts stretching south to California and cast into Idaho and Nevada. The existing hang glid ing record is 157.5 miles from l .akeview's town site of Black Cap to the northeast past Rome, Oregon. 'fhar record was tak .. en away frorn Pinc Mountain near Bend, Oregon on July 1, 1995 during that Festival.

June saw the Oregon state paragliding record fall to a 74.8 .. mile flight from Black by Rick l Iiggins on·Iood River, Oregon, north to Wagontire on U.S. 395 toward Hwy. 20. The record had been from Pine Mountain near Bend. Then, on July 4, Rick broke it again with a similar flight, this time a 75.4-miler on his Apco 1:111ura 32. Rick won the June $ I 00 award sponsored by Hunter's RV Campground for his initial record. Rick had first flown the skies above Lakeview during rhe 199(, Festival and had to come back. He commented, "The area, with the welcoming community support for our silcnr form no-impact recreation, would be an exec] .. lent location to host the Paragliding Nationals."

On July 2, Dwayne Hyatt of Albany, Oregon broke the Hadley Butte site record on his Wills Wing HP AT wid1 a five·hour, 60-rnile flight southeast to 9. 5 miles south of New Pinc Creek (near U.S. 39'S on the Orcgon-Calili:irnia border). 1-fadley Butte is near Paisley, Oregou, at the somh end of Summer Lake. The Hadley Butte hang gliding record had been miles, set on July l 5, 1994 by Minnesota pilot John Eiden. Dwayne said, "I heard sorne· one say he didn't fly Badley because he couldn't go anywhere from there, so please put ir in the Site C11ide so folks will know they can." I Iadlcy Butte is normally only flown on high-pressure, north ..wind days that are not as conducive to long cross.. country flights.

July 5 was the day of the Sugar Hill to I.akeview T\·ophy Dash Contest, as well as day three oft he Black Cap Most Accumulative Miles x.. c: (:on test and the Hang Gliding and Paragliding Spot I ,anding Contests. 'I 'he 'fi·ophy Dash event offored a $100 award sponsored by l.urnbermen's Building Supply fr>r the best el:1psed time from Sugar Hill to l !unrcr's landing zone. Pilots had to launch between I I :30 and 2:30 I'M. The winner was a Lakeview regular, ·Ierry 'I \1ggar1: of Beaverton, Oregon, with a Lwo-bour, 22.mim11c flight. He had launched last at 2:08 PM and landed at Hunter's ar 4 :30. The other pilois landed along the way. Conditions for X-C flights from Sugar Hill to the north were demanding.

The Ilang Gliding Spot Landing Contest saw 18 pilots try to perform a good landing within 100 feet of the spot in the Hunter's I,/,. Of those 18, nine qualified. The first-place prize of $50, sponsored by Hunter's Hot Springs Rcson, was won by Cory Stevens of P11yallup, Washington. Cory pulled off a final adjusted distance of 31. 5 feet, landing his doubb-surface glider 10. 5 feet frorn the spot. His Hang 11 I rat.. ing put him clearly in first over secondplace Robert Stevens who managed 52. 5 fcer (adjusted) fron1 the spor. Third place went 10 Terry 'faggan wirh an adjusted l 02 feet. Robert and 'Jc:rry both collected a case of Pepsi donated by Quail Mountain Distributing.

Winning the prestigious and demanding 1hrce-·day hang gliding Most Accumulative Miles from Black ( :ap Contest (and $500) was Mike B;irher of Miami, Florida. In addition to his miles on July 4, be almost broke the Oregon open .. distance hang gliding record of l 57. 5 miles with his July 5 I 52-rniler. Mike launched from Black at 2:00 PM and landed on U.S. Hwy. 95 about 26 miles east of Burns, Oregon at 8:00 PM. He reported getting 10 14,500' MSL during this winning sixhour flight on his Concept Full Race glider. Mike had a total of 219 .8 miles. Ryan Glover took second overall with 193.4 miles over the three days, followed by Rich Christen with 163.0. The consortium of I .akeview Merchants who sponsored this contest included Junipers RV Campground, 'fa]l 'fown Burgers, Spires Sales and Service, Lakeview Distributing, Mile Bi Tire, Howard's Drugstore, Grubstcak Cafe and Saloon, Arrow Realty, Forest Products Credit Union and Midtown Gas.

HANC GIIDINC

as New

L..\.••

airtime to do equipment checks and assist with launches, and he is a sale and considerate pilot. Mallory, along with Redding, California paragliding instructor Liz Hern, had arranged for the Paragliding Spot Landing Comest field alternative.

u,.,,,

fun or attempt Rick who had already broken the Oregon paragliding X C record ended up as the hands-down winner of' the companion three-day $500 Most Accmnubtivc Miles from Black J'a1·agl1d;1niz Con1csr. He ;iccunrnlated during four flights on July 3 and 4. I k could not stay 011 July but his J.'t·11111L·1 on July 4, combined with three fligh1s on July :3 totaling 50.9 miles, car· ricd him into the winner's circle. The consortium of Lakeview merchants who sponsored this new, award included

l .akcvicw

Ken Muscio of Coulterville, California broke the Butte si1c record on Sunday with a five-hour, 45--minutc, G:'i.(;. mile flight in light conditiorn; 10 Big Spring Reservoir, Nevada.

Favcll Urlcy Real

Esta1e, Papa l )an's Restaurant, Bender's Photography, Pizza Villa, !1111 ( ;oose I State Park, Dan Collins hml and Klamath hrst Federal.

Sll'lFMllll, ·1997

Mallory l .ynd1 received a Stringer's Plum gifr pack afrer being voted the recipient of the Joe Miller Sportsmanship Award a large group that a1tended the awards ceremony. Mallory had sacrificed

Expect to sec many hang glider and paraglider pilots in the ::iir during September as they vie fr)r the September X-C contest aw;irds and the Monthly Random l;ligln Drawings.

Calendar of events items WILL NOT he listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event. We request two months lead 1ime (or regional and national meets.

UNTH. DEC. l: Second Annual New

UNTIL SEPT'. 30: Dinosaur, Colorado monthly XC contest. Winners receive

UNTIL DEC 31: WORyear-longX-C Contes/:. Sum of' the best three HG/PG

$100 and a plaque for the longest flight each rnomh. Bonus package includes rooms, meals, gasoline, RV parking, gi(i certificates and more for the llrst flight over 200 miles from Cliff Ridge launch. Pilots must register (free) at any Dinosaur-area charnbcr of commerce business before flying. Contact: Mike Warden (970) 37/i-2249.

flights in three categories: Bay Arca, Region II and anywhere. r:or more info visit http:/ /members.aol.corn/worxc and submit your flights on-line. Contact: Ramy Yanctz, 302 Easy St. 1/13, Mounrain View, CA 940/i3, fox (41 5) 968-621 worxc@laol.com, or call Mnrk Mulholland (408) 929-1753.

UNTIL SEP'T'. 30: La1e·evu·u;, OR Best

"Flight of'the Month" contest. Winners receive $100 and a plaque for the longest (light each month. Also, monthly random drawing for all registered pilots (hang and para) winner gets $50 just for flying

Lake County! Contact: Lake Conmy ChamberofC:ommcrcc (541) 947-6040.

UNTIL OC[ 30: Region 7 Open, seasonlong X-C competition. Momhly-tallied open X-C and our.-·and-rcturn comped· tion. Scoring deterrnincd by pilot's best three flights per rnonth. Plights mus1 originate from sires within rhe Region. Mardi through June scores determine qualification fi:Jr entry to the Nats. Send $10 entry fee to: Peter Birren, 502 Shadywood I .ane, Elk Crovc, IL C,0007. Info, rules ;md scoring formulae will he sent. Scores published in ReelNeu1s and wherever else they'll go.

UNTIL OCI: 31: Region V!f 50-Mile Under Competition. Cross-country competition for Region VII pilors who have yet ro exceed 50 miles in a single flight. Flight must originate within Region Vll. Longest single flight made by Oct. 31 wins. NO ENTRY FEF, pri,.c for at least top three places. Contact: Spectrum Hang Gliding, 51 I 6 Pratt, Skokie, JL 60077 (847) Angelomant<tilaol .com.

K;rk State Yearlong XC Contest. Two classes, rookie and 65-rnile. Fly from your favorite New York site and still compete. $10 entry fee. Call for illfo and rules. Contact: David Perry (607) 7%·3305 (w), (607) 5657375 (h).

UNTIL DEC. :31 : Region 1 l X-C Contest. Sum of best three X-C distances. $ I 0 entry to a USHGA Chapter officer required prior to any flights that count. Flight musr originate in Region 11 (Texas and Louisiana). Contact: Jeff Hunt (512) 467 2529, rrajcff@aol.com. SEPT. 5-· 10: IC/>. lnstrncrnr's workshop and lCP wirh particular iclcus on instructional problems and problem students. Contact: 'Jek Flight Products, Colebrook Stage, Winsted, CT 06098 (860) '.379-1669, hlX (860) 738-3630 SEP'[ 6-7: Morningside Glide Angle Contest. Entry fee $100. Factory reps on hand for demos. Aerorowing and frm for all. Contact: Morningside Plight Park (603) 16, moming-

sidc@'cybcrport,1l.nc1, http:/ /www.cybcrportal.net/ morning·· side. SEPT. 6-14: Wlorld Precision /-Jang Gliding Championships, Wallaby Ranch and Cypress Gardens, FI .. Contact: David Glover (94 l) 4 24-0070, glovcrdh@gate.ncr.

SEPT 13-14: 7th Anmw/ Pine Mountttin Pinc Mountain, Oregon. Conract: Raven Young (54 I) :-, 17 · 8300.

SEP' [ 17: Parachute Clinic. I aecturc, video, care and maintenance, practice deployments, demonstration of' proper line stowing. or free with para· chute purchase from MSC. Advance reservations recommended. Contact: Mission Soaring Center, Milpitas, CA (near San Jose) (408) 262-1055, fox (408) 2(12-1388, MSCHG@aol.com. SEP'l'. 18-21: 24th Coupe !care and

International Free Flight Film Festival, St. Hilaire du 'fouvet, France. Contact: tel. 01 l-33476-08-33-99, fax 011-33476-97· 20- 56. SEP'[ 20-21: Rosarito l(~ht !lirshouumd

MrJSters of Freestyle Hang Gliding Contest, Rosarito, Mexico. Free to public. rncludcs trikes, skydiving, powered paragliding, barnstorming. Acrobatic comcsrs in unlimited and sporting classes. Aerotow launch. Entry $250, 15 pilots max. Fee includes hotel accommodations, cash purse, prizes, awards dinner, 'T-shirts. Contact: Aero Events (818) 563-5316. For hotel reservations call 1-800-343-8582 or (619) 498-8230.

4: Owens \!alley Ptiragliding X-C!Thermal Clinics/Tour with Kari Castle. OCT: l0-· 13: Owens Valley Paraxliding X-C/Thermal Clinics/Tour with Kari Castle. Call for schedule in May: (619) 872-2087, kari-

SEP'[

castle(,Dmai l. tclis.org.

OC'[ 3-5: October's Best 1997 is North C1rnlina's welcome mat to any pilot looking for a good time. The Samatown Mountain LLmg Gliding Club produces the foll flight festival featuring guarnntecd foot-1aunch airtime. State-of-·the-an launch ramps make cliff jumping a breeze. Strong north winds aren't flyable, everything else is. Cash prizes and merchandise giveaways, fun competition on Saturday and Sunday with practice flights all week long. June Bug's mouth-watering barbecue chicken dinner at is to die for Satmday night. tfot showers available at the new YMCA, cottage available on the moun··

HANC CUD/NG

min, or free cimping in the l $:10 entry fee includes custom Tshin. Conmct: Rice (910) 994 Vic l .ewellcn (<) 10) 595-6505 or 70272. 531 ((0 C<)l11JJUS<;rve

OCT l O I l?asic and Advanced [Cl) with Paul Phillips, Flsinorc, CJ\. Contac1: (909)

rr1;,·af:ltc:t,,nf J,im Black Mtn., Pamo Rd., Ramona, CJ\. /c1r one- and IWO··day stay for orn-ofrnwn pilots, and for locals. lndudes barbecue, Fly-In contest cmry and camp· ground use. ( :011 tcst both days with Launch is 2,900' ACL wid1 fla1 LZ and bcs1 glass-off in San Contact: Rod Mitchel (619) .,.,.,.-,,u (days), or Mark I .aBianca (619) li8/i.<)()2'S (nights).

OCT (. . ]

Columbus /\lamogordo, NM. Sponsored by Rio Crande Assn. trophies, shirts, dinner, e1c. Meer ar l 10:00AM the I Ith. $10 in ac\,1:111.cc, $ I on site. Mail advance entries ro 2216 Pecan Dr., Alamogordo, NM 88310. ( :omact: Rohi11 I 5/i 1 liT7-52D.

or 'JcHntny West (505)

OCT'. 1] -1 19th /lrmur.rl C'olumbus Day Air Festival 6· ( .'ostume Contest. Bi,·wingual even I C:onrac1: /Vl(Hlllll(!:Sic!c Flight Park (603) 5/i2.IJIJ 16, morning· sideQi\cybcrponal. net, hnp://www.cyhcrportal.net/ n10rni ng

side. OCT.

/C/>hy Nevada.

Advanced and Rcccrrificarion A corn· prchcnsivc course of ins I rnction. Years of instruction provide 1hc best learning environment for all levels of instruc1ors. C:ontacr: (709) 8837070, www.p·yrarmd.net/advsp1s.

Sll'llMllFR 1997

18· l 9: '/i,tt'.i Mountain I !ting 1:.x:1:rm1ct,r}mz.e1, Claywn, GA.

rhe family to our 23rd annual event.$ l ,000/day prize pmse with no cmry foe. Includes free barbc>cue lunch and limited deluxe accorn· moclations, cooking facilities and more. '] hmsporta I ion from T.Z to launch without breaking down. Prize compctit ion For duration, spot landing, most flights and rhe fomous "Mystery Pilot" awards. Includes 'Ii.11's exotic ,mimal preserve, live cultural ckmonstrations. Contact: Tin's Mm. 1-800-(,21 1768, (706) 782-6218 or Bruce Hawk

NOV. 6-9: 1:afl USJ /GA Board of Din,ctors Kitty Ilawk, NC. /\II members are e11c011raged to anend! P\c;1sc send your agenda items in writ· ing to rhc USHGA oHrcc. C:omacr

Karen Simon ar USHCJ\ lkadquancrs for infon11;1tion and reservations: (719) u.1 ..c"u.1vv. ushga(r1lushga.org.

DEC. 14- 19: 2nd Maunr1 Kea

212-4994.

OCC 24-26: !CP by /\dvcnrurc Sports, Carson City, Ncvacb with Mark Axen and Ray J .conard. Basic, Advanced and Rn:ertiflcation A comprd1cnsive course of inst met ion . Years of irn1ruction experience provide rhe best learning environrnem for all levels of instructors. Mark draws 011 years of Owens \/;1] Icy experience ro reach about meteorology. Conran: (709) 88.'.)-7070, www.pyramid.net/ ad vsprs.

OCT. 26-NOV. I: 7eam sponsored TIT '!<:ams of three to ltvc pilots. 1:ly in various X-C tasks. Hang II I and up. 50-pilot limit. $80 advance rcg1strarnrn hy Oct. 6, $ I 00 afier. C1sh and lots of lim! You will be team if you do not have one. Con1act: TTT '!cam Challenge, l'.0. Box 1286, Dunlap, TN :37.J27, or call Bruce I lawk 12-4994. NOV. 1-3: Thermal Clinic sponsored by /\ir California and Sky I look at La Salina, CJ\. Contact: David Jehb ai rcal<rilnctcom.com. (619)

NOV. 6: II USHGA general membership vn,,,,,,,,w,uill be held in conjunction Board of Directors meeting in November. The membership meeting will be called w order ar li:00 PM local Thursday, November 6, 1997, at rhc Ramada Inn, Kill Devil Hills, North ( '.arolina.

l fagcmann. lntcrmediare to Advanced pilots. Manna Kea oCf<.:rs incredible ing wirh launch sires at 11,000', 1 mid I MSL. Includes prize 111011· ey, /iW[) to launch, free T-shirt, retrieval, guidance, free oceanside camping. I )iscounrcd flights :ivailahlc. Conta.ct: Parag!idc Hawaii, PO. Box 797, Mountain View, HI %T71 (808) %/l-868'5, hagcmannggtc.nct,

hll\ l:/l 1omcl .gt c.11cr/hagcma11 n/ index.htm.

cndorscmcm, I !CF/\ membership, databack cameras required. CPS per-· mitred. Mi11im11m of firnr p,1id entries per team. [>ri-1,e' money. Emry A11stralia11. Co111act: M. Bailey 61-:f 53:35--6194, bailcyrne<?1\imkcn.com, or Sandra Holtkamp 6 I 3 5:1'49-281i5.

9.. 18: Ovens and Kcwa Valleys, Australia. Entry $195 /\us1ralian. Minimum IPPI Level Ii or higher. $5,000 in cash and Requires visi1i11g pilot membership in l lCFA. A, B, l;cmalc and Masters. Comau: Jeanette McLaren or Dermot Meaney 61-:l-575/i.4910, fax (, 1

jmclaren(tl)allmry.nct.au. Checks/ M ( )'s in $ /\us. ro: Bogong Cup, l~O. Box 313, Mt. Beauty, J\us1ralia %99. [nclude name, address, conracr phone in Australia, glider ID it, For accommo· dations contact: Ci 1-3-5754, 1267.

I _)f"

Flex-wing hang glider rechnology seems to be poised on rhe brink of a paradigm shift. As was the case with batten-supported tipchord extension 22 years ago, and enclosed crossbar double surfaces 17 years ago, the new semi-cantilevered spar "topless" technology appears to have changed the course of high-performance flex-wing design evolution. T his is rhe story of rhe development of one such glider. Flex-wing hang glider design is an inexact and intuitive process, more so rhan rigid wing design. The basic aerodynamic principles are the same, bur the geomerry of a flex wing is continually changing in response to flight conditions and as a result there are more variables to deal with. This is one reason why progress tends to be incremental. What are seen in retrospect as warershed events in the history of hang glider design, which are often thoughr of as resulting from especially innovarive new design ideas, are in reality simply the points in time during an iterative and incremental design evolution when an important idea is made so compellingly practical that it changes the course of equi pment development. Many of rhe design concepts which have revolutionized flex-wing design were failures the first rime, or the first several times they were attempted. The true design challenge is not to come up with the new ideas, bur to make an idea work, or work better. The development of what have come to be known as "topless" gliders is a good example of this principle. The essential elements of the semi-cantilevered structure were introduced at least 20 years ago. Four years ago rhey were refined and reintroduced in a few protorype compericion gliders. Two years ago they were mature enough to justify serial production by at least two manufacrurers. By lace 1996 they finally demonstrated a compelling performance advantage. This year they are available from every major manufacturer worldwide. Ir has taken the collective efforts of dozens of compa111es

Computer-driven automated sail cutter greatly facilitates proto-type sail development and helps maintain production consistency. Photo by Gerry Charlebois. and many years to get a very simple idea ready for market. One of d1e lessons I learned ar Wills Wing 20 years ago is chat almost anything will fly. We seldom cake prototypes to rhe training hill for firsr flights, nor do we have a great deal of concern abour prototype flight rest safety. Most prototypes are trimmed close enough and are responsive enough to be safely controllable

rhe firsr flight. However, ve1y few are even close to being ready for production. Most take months of flighc testing and incremental modifications to solve relatively minor problems. As des igners we cannot anticipate all of rhe factors chat will influence the flight characteristics of an entirely new design . This briefly explains why it took only a few weeks to gee Fusion prototype number one on the test vehicle and in rhe air (flying quite nicely), and six months of equally intensive effort to finish the development. Although Wills Wing has been at the forefront of technological development in high-performance flex wings, we made a careful and deliberate decision to wait on the development of topless technology. There were several reasons for chis. First, we were concerned about wherher the concept could be made to work from an engineering standpoint. Certainly rhe structural issues could be solved (alrhough at a substantial cost in either rhe weight or the price of the glider, or both), but it wasn't as clear chat the stability issue could be adequately addressed. Reflex support bridles are a very effective means of providing a srrong nose-up pirching moment ar low angles of attack, wichour requiring excessive pitch srability in the flying angle of attack range. Wirhout a kingpost d1ere would be no place from which to hang the bridles, and orher stabiliry systems would need to be invented. Second, we were concerned about the effect of this rechnology on rhe future of the spore. Ir was clear char rhere would be an unavoidable increase in product price. Going topless and attaining adequate srrength without excessive glider weight would require rhe use of composites, adding very substantially to the development and material costs of a topless glider. As a result, the retail price could be expected to be 20% (or more) higher. Clearly rhe extra performance has been perceived as a good value for comperirion-minded pilots, because topless gliders have dominated the participarion and srandings of every major contesr in 1997. However, the top competition pilots don't buy gliders, and the rechnology can only pay for

important as these handling qualities are, itself if enough pilots who do buy gliders 2) Longitudinal stability devices: developperceive the extra cost as worth it. If recretheir interpretation is very subjective which ment, implementation. ational pilots considered the extra performakes them the most difficult to evaluate, 3) Handling and performance: sail design, mance desirable enough to keep sales at a quantify and improve. Ir often takes differairfoil design, Aight testing and tuning. moderate level, prices would be stable or ent pilots many flights in a variety of con4) Other hardware: VG system, elevated even come down. If not, the high-perforditions before we reach a consensus for hang system. mance, non-competition market could even one configuration. Improving these end up in a Catch 22 situation; advanced properties in the Fusion was a top priority What makes a process like this one so pilots might be unwilling to pay for topduring flight testing, and eventually conchallenging is that you can't fully evaluate less technology, yet may be unsatisfied sumed a series of seven prototype sails and the glider until everything is integrated, with conventional performance. If this significant changes to the airfoil profile nor can you simply isolate the sources of a became the case, the manufacturers of topbefore we were satisfied. given problem or set of problems. In a less gliders wouldn't be able to recover We had first talked with Eric Raymond simple example, we might note that a protheir development costs or support the in the early sU111IDer of 1996 about develtotype is three mph slower in top speed production costs of the more oping a composite spar. Eric has expensive technology. The market specialized in aircraft carbon strucreaction to these new products is a tures development for 10 years, significant issue to us because we most notably designing the Sunseeker, an ultralight solar-powneed both industry growth and increased pilot participation co susered high-performance sailplane. Eric piloted the Sunseeker in 1990 tain the hang gliding community. Because of these concerns we on the only transcontinental solar were very slow and late starting aircraft flight made to date. I called development of the Fusion. We Eric in September of 1996 right rely on our competition pilots co after reading Jim Lee's trip report provide feedback for new product from the European championships. development and initiatives. Yet We cooperatively engineered the through the summer of 1996 they first configuration composite spar were relatively unimpressed by topKen Howells conducts proofLoad testing to 500 pounds nega- and Eric fabricated the first set of less competitors. tive on a production Fusion spar. Photo by Geny Charlebois. spars within two weeks. In June I decided to retrofit an On October 15 we did prelimiinternal stability system on an XC to evalnary vehicle tests on our first prototype than it used to be. It could be the result of uate its effectiveness, and on June 6 and Fusion. These included pitch rests at 20 an airfoil change, or a new sprog configuJune 27 we tested the glider on the test and 37 mph (two of me three speeds ration which kicks in at a higher angle of vehicle. The results were mixed. After a required for HGMA certification) as well attack. Perhaps the last set of vehicle tests few modifications to the initial setup, as a positive limit load test to 1,000 stretched the sail. It could be as simple as pitch stab ility was close to HGMA-certifipounds at 50 mph, and a negative limit an airspeed indicator being out of calibraable levels bur significantly less than it had load test to 580 pounds at 40 mph. The tion, or the result of any of a nun1ber of been with conventional bridle support. pitch test results showed bare minimum other factors. In August, Chris Arai and Jim Lee travcompliance wim HGMA certification For a given glider, eliminating the kingeled to Hungary to compete in the standards, and me load tests indicated mat post and associated rigging guarantees a European Championships. Their return in the glider was plenty safe enough to fly. significant performance gain at higher September was the turning point in our Looking for improved margins in the staspeeds. Simply upgrading the XC to a topambivalent development program. Their less airframe configuration to achieve this bility test results we modified the systems consensus was that there was no point in advantage would have been worthwhile, and vehicle tested again on November 1 going to any more competitions without a and 11. During me tests on November 11 but it would have compromised other topless glider. Chris had plans to go co we discovered that the conventional topless important objectives. Hang glider pilots Australia at the end of December for comstability system - which consisted of an spend most of their time flying at low petitions in January, so that pretty much internal floating washout tube supporting speeds. I believe that good climb perfordefined our timetable. the tip and a larger rube hinged on the mance and comfortable handling in rough front leading edge, bearing on the crossbar air are even more valuable than the best PROTOTYPE DEVELOPMENT and supporting mid-span twist - was not top-end performance. In particular, an ideSUMMARY the most effective way to achieve the stabilal glider should not change attitude when The design program for the Fusion can be ity levels we wanted. We found that by subjected co gusts and should have a melconsidered as having several distinct comeliminating me inboard "over me crossbar" low stall break with no delay in the airflow ponents. washout rube and replacing it with two reattachment that allows stall recovery. cable-supported washout tips well outAlso, making a glider feel stable in turbu1) Spar and transfer coupling developboard of che crossbar end, we achieved lence is somewhat at odds with developing ment. much better stability. Wim refinements of responsive handling. At the same time, as SEPTEMBER 1997

that system we were eventually able co achieve vehicle test pitch stability results chat were well above the HGMA minimums, and that compared favorably co the results we had obtained with bridleequipped high-performance gliders such as the XC. Those stability levels, we felt, were good enough to go to market with. During these rests we relearned some lessons we had previously learned about optimizing the stability configuration of sails supported by bridles. On a highaspecc-racio wing, with a shore root chord, allowing the inboard section of the sail to blow down while supporting the outboard (and therefore farthest aft) section can

Preparing a Fusion prototype for vehicle testing. Photo by Vincene Muller. improve stability. In ocher words, supporting twist outboard is more important chan providing a reflexed airfoil section across the span. In mid-November, following the third series of vehicle tests, we commenced che flight test program for prototype number one. Because of our initial success with the vehicle load tests we were focusing all of 18

our resources on aspects of che design other than the structure of the spars, and we didn't make another sec of spars until December. T his would lacer come back co bite us. Early flight testing of the glider was extremely encouraging, though in a somewhat unexpected direction. Being November, general conditions were light; it was soarable, buc the life was weak. On the first soaring flight of the prototype it demonstrated a remarkable improvement in climb race, and a significantly lower stall speed as compared to the XC. The handling was a little heavy and slow, but the qualitative characteristics were superb. We were excited. With the deadline for Australia closing, we produced two more secs of spars in a revised pre-production configuration and built our second prototype glider. On Christmas Eve we performed HGMA pitching moment tests on prototype number two and obtained acceptable values. We built prototype number three, and in early January Chris Arai left for Australia co fly in the Bogong Cup and the Pre-Worlds against the best pilots on che latest prototypes from the ocher manufacturers. Rupe Plattner from Austria would meet him there and fly the ocher prototype. Meanwhile, we continued development. Fabricating the two competition prototypes had consumed a month of valuable development time but it was crucial as an independent evaluation of our progress. Chris' report after Australia didn't include any surprises. He loved the climb, tolerated the handling and was impressed with the glide, but was losing at the highest speeds to the best of the competition. Still, he placed fifth in the Bogong Cup, which indicated we were close to catching up to the rest of the field in performance,

in spite of cheir big head scare. Chris' glider had an early version of the VG system, and he didn't have as much range on the tight end as we would eventually incorporate. He and Nelson Howe also came back with a name for the floating internal washout tubes which they referred to as "sprogs." Since very few of our customers are familiar with Australian slang, the name cook. By the end of January we thought we were ready to start spar production. In early February we took a new sec of spars back to the airport for another complete set of vehicle tests. This time we had a premature failure of one spar. We spent anocl1er monch and fabricated six more prototype spars before we achieved our structural objectives and a final configuration. The load capacity of the spar is astounding. At ultimate load there is over 20,000 pounds of tension in the top spar cap and equal compression in the bottom. We proof load every production spar to 500 pounds cantilevered at 116 inches (see photo) to insure quality control. This load exceeds chat applied to the spar during HGMA testing, and is the highest load we can apply without permanently deforming the 0.375" thick 7075-T6 aluminum plates bonded into the cap strips to resist the shear and bearing stress. As you can see in the photo, at 500 pounds the spar looks like a fishing pole. The tip deformation is approximately 22 inches (see photo in test jig). There is no damage to che spar if it can sustain the load and return to zero deflection. On the final prototype Fusion I increased the bottom surface chord to support the sail closer to che trailing edge. I also replaced the two cable-supported washout tubes with one cable-supported tube. That cube supports three battens HANG GLIDING

through a very

laterally-aligned car-

bon sandwich batten 1ha1 stays in the sail.

The pitch test results with 1his configura. tion improved significantly, even with the sail supported at lower levels than the: gliders Chris took to Australia. The: rnore effective the: stahili ty system is, the lower it can be set to achieve a given level of sta· biliry. Th,H's important, because: on top· less gliders the heigh r of the sprogs direct· ly affocrs both performance: and handling. Unlike bridlc:s, which arc passive in the normal angle of anack range, the sprogs need to be set high enough that they actu· ally affect pitch pressures and roll rates in normal flight. The lower sprog settings permitted by rhe more effective system therefore reduced the high pitch pressure d1a1 we experienced ou the earlier prototypes and yielded better handling. We also developed an clevared hang system and refined the cam VC during this period. Cam VC by rotaring a plate at the crossbar/leading edge jllnction to push the leading om, instead of by pulling the crossbar center joint aft along the keel. "!'here arc several adva111ages to the cam VC. The anhcdral and bouom sid<>-wirc tension remain constam throughom the VG range, insrcad of increasing at tigbr ·"·'u11i~~- The constant anhcdral makes rhc glider roll unstable and c;.isic:r to control with the VG right, and the constant side wire rcnsion allows for tighter side wires with the VC loose which hdps ground handling. Also, VG activation pressures are much lighter. Finally, the center crossbar junction is fixed at one location on 1he keel which is structurally and mcchan ically advantageous. Every year, Fly and Glide magazine l10su; f nduga, which is a large exposition for hang glider and paraglidcr pilots in Augsburg, ( ;c:rmany at the end of February. C.W. Meadows wrote an article for HCM this year summarizing the top· less gliders that were on display. I brough1 a Fusion 10 lnduga thar featured the same stability configuration that we later HGMA certified, and at that time it was the only model ofrhosc that have since been HCMA certified that was in its final configuration. The two other manufocturcrs that have HCMA-ccrtificd 1oplc:ss gliders now use stability support configu · rations very similar ro that of the Fusion. Both encountered mmc or less the sarnc SrPTFMBEP ·1997

results reported above during their devdopmc:nt programs. This reinfcJrces our 1•v,~,,""''lf''' that the inboard, crossbar-·sup ported sprog is relatively less cffoctivc than the more omboard support provided the J:usion·typc configuration. The first major imc:rnational meet of the year in the Northern Hemisphere: takes place a month after Induga in l\1ssano, luily. This year :dmost 200 pilots took part, and it was to he our flrst chance to rest the performance of what we hoped would be the final conflgura· tion. With only fom Fusions c!llercd in tbc meet we were out:nmnbcrc:d hy as much as seven to one by some other models. We didn't expect to place well, but we hoped 10 find our how much progress we'd made since Australia. As it turned 0111, we scored on both accounts. Chris Arai placed second, the highest placing ever by an American pilot at B,1ssano, which is incredible considering that it was his fost time there. Stefan Waldliarr placed ninth 011 a second Fusion with only one flight on the glider before the contest. Also, Chris reported that no one was ompcrfrmning him at any speed. The conditions at Bass:mo were very rmlmlcnt this year and one European topless went negative: and broke up dming meet. Chris reported, "The air was very turbulent at rimes on rhc first and rough both The

fhst day's most severe rurlmlcncc came from a very strong wind shear, whereas the second day saw mostly high-pressure thermals and some wind shear. The glider was very confidcnce·inspiri11g on borlt days, although on the first day l hit some evil air that I decided wouldn't be prof. irahle to hang around in." We were almost as happy with this evaluation as we were with the reported performance gains. The last few weeks between the "final" prototype configuration of the glider and nailing down the true final specifications for each and every one of the 1icw parts the Fusion required were among rhc: rnost frustrating for everyone involved. During the prototype development stage, all of the numerous new parts required fcir the fusion had to be painstakingly hand made hy "fom, our in-house machinist, or by Don, our out-source machinist. And we always needed the parts "yesterday" to keep rhc project moving. Pans were anodized one at a time. Krn Howells repeatedly assembled ;md disassembled sails for resting or modification. three weeks then., had been a new crisis Australia, lnduga, Bassano and finally the F.ast Coast Challenge. Now we were anticipating production, and the sirnation was, if" possihlc, even worse. A typical week at Wills Wing during this time might go like this:

Continued on page 11. 19

AARON KIELY JlM BULLOCK

DOU GI AS VAUGHT

DENNlS FIARRIS

MATT DUFFIELD PRIOR POWERS

Region 9 LUKEY, MARK: Beavercreek, OH; M. Jones/Wallaby Ranch Region 10 DALLON, SCOTT: Silver Springs, FL; G. McNamec/Grayhird Airsports

Region 1 GILL, TRAVIS: West Richland, WA; 0. I-Lrngcn/Wizanl J-I(; STEWART, CLYDE: Anacortes, WA; M. l.ipscomh/1.ipscomh l lC Region 2 ALLEN, TIMOTHY: Fremont, CA; C. Filer/Mission Soaring ATKIN, KENNETJI: Chico, CA; A. Whitchill/Chanddle DEUSSER, ADRIAN: Foster City, CA; C. Filer/Mission Soaring DIAZ, CRUZ: Modesto, CA; D. Prather/Dream Weaver HC DONAHUE, MIKE: San Jose, CA; C:. Filer/Mission Soaring EMERY, WILLIS: Vallejo, CA; A. Whitchill/C:handcllc HARADA, SHIGERU: Moraga, Ci\; C:. Filer/Mission Soaring HARVICK, AARON: Mocbto, CA; D. Prather/Dream Weaver HG LINDQUIST, DENISE: Mill Valley, Ci\; i\. ROGERS, TIMOTHY: Marina, Ci\; P. Godwin/Western l lG SCHIMPF, MICHAEi.: Pacific Crove, Ci\; M. Shiclds/S & S Aviation STANDFIELD, ROGER: Monterey, CA; M. Shiclds/S & S Aviarion Region 3 ANDRADE, DARCY: San Diego, Ci\; J. Ryan/HG Center DAVENPORT, DAVID: Sama Ana, CA; R. McKenzie/High Adventure LAUN, ERIC: Monrovia, CA; A. Bccm/Windsports lm'I WOLF, KURT: Cyn C:ounuy, CA; F. Ballard Region Ii JANISCH, RE.:

Region ':i FROSTENSON, ANDY: Fairfield, ID; D. f .epinsky/Big Sky l lC KIRBY, WALTER: Wilson, WY; T. Webster/The Soaring Cemcr PESEK, TERRY: Casper, WY; K.Christopbcrso11 PESEK, TYLER: Casper, WY; K.Christophcrson Region 7 ALFORD, DAVID: Sterling I lgts, MI; C Thorcson/I.ookmn Mn1 PP LAMBERT,JEAN FRANCOIS: Benton, TL; B. Bryden/Williams Flight Systems STARKEY, MICHAEL: Danville, IL; C. Thoreson/Lookout Mm FP STEPHENSON, J MARCUS: Caledonia, Ml; J. Ryan/llC Center Region 8 ALVAREZIJJRASCJU, FERNANDO: Somc1villc, MA; D. Baxtcr/Moming,sidc FP DANIELS, GLEN: Somerville, Mi\; D. Baxter/Morningside Fl' I.A MAR, MICHELLE: Nonhampton, MA;J. Nicolay/Morningside FP OSGOOD, DAVID: Nmwich, VT; D. Baxter/Morningside 1:p WEDDERMAN,JAIMEE: New Britain, CT; A. Davidsonffck Flight Products Region 9 FORD, GORDON: Appomatrox, VA; R. Jmmordino/Kiny Hawk Kites HINCKLEY, STEEDMAN: Chevy Chase, MD; A.. I'orringron/Kiuy Hawk Kites LEMON, JAMES: Silver Spgs, MD; M. Rohenson/High Perspective LEMON, ROBERT: Silver Spgs, MD; M. Rohcnson/High Perspective O'ROURKE, ALANA: Norristown, Pi\; J. Harper/Valley Forge HC ZALENSKI, LAWRENCE: Abingdon, MD; R. Hayes/MD School ofl!G Region 10 DALLON, SCOTT: Silver Springs, FL; C. McNamcc/C;raybird i\irsports DAW, MAURICE: Saraland, AL; C ·rhorcson/l.ookout Mtn Fl' FORD, STEPHEN: Buxton, NC:; P. Vencsky/Kiny [fawk Kites HARPER, KIM: Kill Devil His, NC:; P. Vcncsky/Kiuy Hawk Kiles HELMAN, RAY: Huntsville, AL; J. Cook/Rocket City Airsports HOOK, BURTON: Mcbane, NC:; D. Haber/Kitty lfawk Kites NICHOLS, BO: Creer, SC; H. Burril/Ultraliglu Flying NOWUN, I.ANDON: Kill Devil Hill, NC; C:. Elchiu/Kitry Hawk Kiles ROBERTSON, BRUCE: Atlanta, Gi\; C. Thoresou/1.ookour Mrn FP SCHNEIDER, BETH: Bishop, C;A; C. Thoreson/Lookout Mtn FP Region 11 MC DANIEL, LEROY: Denham Spgs, Li\; T. 1-lagcr/T.ookour Mm FP Region 12 GILL, SARA: Mahwah, NJ; A. 7.cger/Kiny Hawk Kites GOODWIN, ROB: Rochester, NY; JI. Bocssl/R.A.F. MOORE, JR, DONALD: Avon, NY; I l. Bocssl/R.A.F. OLYNYK, MARK: l'ompron Plains, NJ; D.S. Jewell/Fly I ~igh HG SAI.J\MONE-PUTZ, UNDA: E Rochester, NY; 11. Bocssl/R.A.F.

Region I GELLER, ED: Mercer Island, WA; M. 'Taber/1.ookom Mtn FP GILL, TRAVIS: West Richland, WA; 0. Ha11gen/Wizard 1-IG STEWART', CLYDE: Anacortes, WA; M. Lipscomb/Lipscomb I JG

UT; P. Anderson/The Soaring Center HANC GUDINC

DIAZ, CRUZ: Modesto, CJ\; D. Pr:nhcr/Drcam Weaver !IC SAMAAN, MON!: Fair Oaks, CA; C. I lamilron/Sacramcmo I IC: SOARES, RYAN: Clovis, C:/\; R. Soarcs/Crn1ral ! IC

4 DICKERSON, BRADLEY: Frisco, CO;'/.. Majors/W,1satch Region 7

MORRIS, DAN: f lclcnvillc, WI; B. Kushner/Raven Sports STEP! JENSON, .I MARCUS: Caledonia, Ml; J. Ryan/I Jc; Ccmcr DAVENl'ORI', DAVID: Sama /\na, CA; R. McKenzie/I FUHRMAN, !>ENNIS: ROBIN, MARSHALL: Los CA; F. Vachss/Vemura ( :ounty He;

Region 8 DUDLEY, TED: Colchester, VT; J. N1<,:c,l:1y/!Vlor111ni,.''tde r:p

Ii MRAZEK, !VAN: Park

Region 10 QUILINI\N, BEN: Topton, NC;'/,, ,~,,:n,.,,.1w1.,"."'·1, ll

Ccn1cr

'7 Al,FORD, DAVm: Ml; C. Thorcson/Lookom Mm H' BANKER, KIM: IN: C. Thoreson/Lookout Mm Fl' 1./\MBERT,JEAN FRANCOIS: Hemon, IL; B. H,·,,,l"n1w.1;11;.,,"' STARKEY, MICHAEL: Danville, IL; C. Tliorcson/Lookom Mtn 1:p STEPHENSON, J MARCUS: Caledonia, Ml; J Ryan/I Jc; Ccmcr

ECKEi., JR, KFN: San1c 1:c, TX; M. Taber/Lookout Mm 1:p Region 12

SAMPSON, LEONARD: New I lamhmg, NY; C. Black/Mountain

2 9 JO! TNSON, DAVID: hcdrick, Ml); J. Middleton/Silver SPRIGGS, I !OWI\RD: Jackson C:rnrcr, 011; /\. llloodwor1h/lnokour Mm f;p

JO DAU DN, SCOTT: Silver DAW, MAURK:E: Saraland, Al.; ( :. 'l'horcson/lnokour Mm 1:p GUM, DAVI D: Lakeland, FL; D. < Ranch l 1FNESC! !, Cl IIUS'l'OPHER: c;oldsboro, NC:; R. I Liwk Kites ROBERTSON, BIUJCE: AtLm1a, CJ\; C Thorcson/Lookom Mm FP ll

HARTLESS, Cl IARLF.S: /\usrin, TX; J. Hunt/( ;o .. .l Jc; MC DANIEL, LEROY: Denham l.J\; T. l 1;i,,c:11 ,, .<>(mou, Mm FP

AUSTIN, RANDAL: Rescue, C:J\; M. Lake DAVIS, MARK Manincz, CA: P. lknevan/Mission

3 CORBIN, STEVE: Blue Cl\; R. McKcm.ic/HighAclvc1HmT DONAHUE, SI IA WN: San Juan CA; I<. Harrison//\dvcnrurcs lJnlimircd Kl-HONG, KYOUNG: (;;mlcna, CA; S. Stackable/UP San Diego VIERO, TONY: San Bernardino, C:A; R. Mc:Kcnzic/l ligh /\dvcnmrc WFSTFAI.I., KENNY: Blue Jay, CA; R. Mc:Kcnzic/l ligh Adventure

Region 7 SMITH, DAVID: Bloomingron, IN; B. Bryden/Williams STEPIJENSON, ORLANDO: Kcmwood, Ml; J. Ryan/! IC Ccmcr 9 LEFEUTOC, WILLIAM: Mentor, OI !: F. 11111un:1tq:rn

OLYNYK, MARK: Po111pro11 Plains, NJ; D.S. ICVv'l'llil'IV I Iilc',h] Jc; Region l l

FLOYD, RICK Demon, TX; K. Robinson/Clouclstrcets

13 INCE, W.C.W.: Canada; R. lla<:-lrnian,/l<inv I Liwk l<ircs

SHAWN DONAHUE KYOUNG l(f .. HONG DAVID SMITH

NTCHOl AS, MICHAEi.: Tacoma, W /\; L Jorv:cnscn/N'W WEGI lORSTSCIIIEI., CHRISTINE: Robi11so11/( :lm1dsncet

BASS, JAY: Modesto, C:A; D. l'rnthcr/Drcam Weaver I l(; NOWOROLSKI, J MARK: San Francisco, CA; c;. 1111<1rn,1e1r,11,11, .... ke1ev I IC OBERMEIFR, J:RED: Sanjose, Ci\; R. Chin/Marin Counry l IC

3 GARDNER, JAM ES: Santa lbrbara, Cl\; T. llurur/Fly 5El'TIM13ER 1997

KEN BROWN DANIEL EVANS I I BRUCE WEAVER Ill SCOTrWISE

rn; 21

RANK SCHOCH .......................................... REG!NNEI<. I Wallaby Ranch ...................................................... 5.'3 2 Kitty Hawk Kites .................................................. .4 l 3 Lookom Mtn Hight Park ....................................... 38 Ii Mission .1oarn11;~ ....................................................... //-J W1ndspo,ns .............................................................. 14 G Morningside Flighr Park ......................................... 11 7 High Adventure ...................................................... I() 7 Lake Elsinore Sports ............................................... 10 Miami Jiang Gliding ............................................. 10 IO Dream Weaver Hang IO Fly Away ............................................................ 9 l O Mountain Wings ...................................................... 9 13 Raven 8 13 Hang Gliding Center of San 8 15 Western Hang Gliding ............................................. 7 16 Chandelle ................................................................. 6 IG Ply High Hang 16 Ti-ue 6 16 Valley Forge Ifang u,,u11,i;:. ......................................... u 20 Airtime Ahove .......................................................... 5 20 Co .. .Ilang Gliding ................................................... 5 20 Snsquchenna Flight Park ......................................... .5 23 Arizona Hang 2:J NonhWesr Instructor Coop .................................... .4 23 Silver Wings ............................................................ .4 23 Soaring Wings ......................................................... A 23 Wasatch 28 Roches1cr Arca 28 T,:k !;light Products .................................................. 3 28 The Soaring Center .................................................. 3

12 Lake Elsinore Sports ................................................ 6 I Sacrarncmo Hang .._,,1u11,g .............. ,........................... D 12 'fruc nrv,111.................................................., ................. 1: 15 J;Jy High I Jang Gliding .. ,........................................ .5 16 Adventures Unlimited ............................................. .4 16 Arizona Hang 16 Austin /\H·sp<)rt::, .......................................................... /1 16 Co ... Hang Gliding .................................................. 4 l (i Western Hang Gliding ............................................ .4 I Abe 3 21 Airborne Sports USA ............................................... 3 ?.1 Ainin1c Above .......................................................... 3 21 Clianddle ................................................................. 3 21 Ply Away Hang 3 North Wesr l nstrucror Coop ..................................... 3 21 The Soaring Center .................................................. 3 21 Wasatch 29 23 Schools tied ......................................................... 2

Ranleing1· arc compiled.from di.1played in Janur.1.ry-Septemhcr 1997 issues o/Hang

RANI( SCTIOOl, ............................................ NOVfCE

Lookout M rn Hight Park ....................................... 54 Wallaby Rmch ..................................................... ..40 :) Missio11 Ii Quest Air ............................................................... 13 High Advcmurc ...................................................... 1 I Kitty Hawk Kites ................................................... 1 I 7 Miami Hang ( ;!iding ............................................. 10 2

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9 Mount;iin Wings ...................................................... 9 10 Raven Sky 8 11 HC Center of San Diego ........................................ 7 22

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THE

WillsWing

My first flight on the current ver-

and awoke the morning ofthe first

t'11

But the smile soon faded when we went up the hill to find winds of over 30 mph. How would the glider handle in turbulence? Would I feel secure with its stability? What about its performance? Most of my doubts were answered soon after launch, as I climbed out effortlessly. Turbulence was mild and I easily penetrated the higher winds aloft to get my scare photo. I eventually made goal on this strong crosswind day and walked around the glider with a smile on my face. I stroked the membrane, ogled the clean, curvaceous upper surface, kicked the tires and mused: "I believe Wills Wing has made the perfect glider. " Perfection is hard to com e by in my cosmos, so after the first flush of infa tuation abated I looked more critically for flaws. I did find a minor point or two which we shall report in due time, but it is clear co me that W ills Wing has fused all the good ideas from their previous gliders with a few new items to achieve a des ign that approaches perfection. For yo ur edification we present the WW Fusion.

competition day. To my surprise,

TOPLESS TOPICS

sion ofthe Wills W'ing Fusion was trial by fire. I had arranged for a glider to fly during the King Mountain meet in Idaho. The only problem was timing. During the previous two weeks I was running a World Hang Gilding Series meet in Greece. So I jumped on a plane on Friday at 7:30 am in Athens, and 29 hours later arrived at King Mountain. I snatched 40 winks

~ ~

> n ::c ~

CJ ~

my borrowed glider was lying on

the ground next to my van. Not

t'11

only was this Fusion brand new, but it came with a cross-country bag and a hat to boot. I started out that day with a smile thanks to W'ills W'ings extra effort. 24

~ ~

No doubt every pilot wi th a pulse has become aware of the topless glider revolution. The promise is improved performance, but this improvement comes at a price. This price must be paid not just in dollars, but also in weight and possibly stability. We shall see how Wills Wing handled these potential problems. Before we begin, let m e list my personal glider desirables in order of importance. These are: safety, top performance, handling, ease of takeoff and landing, light weight, ease of setup, appearance and price.

Safety is most important to me because I fly for fun, and it is not fun co be continually in doubt about a glider's integrity. Controllability, strength and stability are the main safety factors, and these are all reseed to a certain degree during che HGMA certification process. The Fusion has passed its HGMA tests handily, but the proof is in the flying. During the 13+ hours I flew the Fusion at King Mountain I never felc insecure when it came to the glider's structural integrity, controllability or stability- this, despite a consensus tl1at many of us encountered some of the strongest winds and turbulence in our competition experience. In my opinion the Fusion feels as solid and dependable as any kingpostequipped glider. Lee us look a bit further at the pitch stabili ty question. Withouc a kingpost a glider can not have reflex bridles (luff lines). These pitch stability devices are most useful when a negative angle of attack is encountered in a gust or incipient picchover. Without reflex bridles some other method is required co slow or stop a glider's negative pitching morion. Enter sprogs. A sprog is simply a glorified washout strut chat limits how much the rear of the sai l can blow down at the sprog location. Ideally, a sprog should be placed as far coward che glider's wing tip as possible co hold twist in the sail well behind the glider's CG point. However, leading-edge rigidity and screngm come inro play, so the Fusion's sprogs ended up about 70% out on the leading edge (see photos) . The addition of a transverse batten parallel to the trailing edge co spread the sprog's influence, as well as conventional washout struts at the tips, H ANG GLIDING

cambered with a well-forward high poim which leads to good climbing ability and good pitch stability respectively (see sideview photo).

Figure I: The naked Fusion airframe shows the sprogs just beyond the crossbar junction (one adjusted up, one down). Note al.so the downward curve at the outboard crossbar end complete the minimum twist-limiting package. To assure you chat such a system works, note that many rigid wings such as the Fledgling and later the Swift derive their pitch stability by similarly establishing minimum wing twist, and their picchover record is admirable. The Fusion's sprogs are held by a bracket fastened to the leading edge and a cable

Figure 2: A head-on view ofthe fall-dress Fusion. Notice the winglets and the outboard area held twisted by the sprogs. which limits how far downward the sprog can swing (see photo). The angle of the sprog can be adjusted by unfastening the cable and twisting the sprog cube. The owner's manual clearly outlines chis procedure, and proper adjustment must be maintained for safety and ease of control. Incidentally, the term sprog was recently coined at che Pre-World meet in Austra1a. The term comes directly from a Gorcawanna Aborigine dialect and means "aggressive liccle swimmer." Ocher pitch stability systems on the Fusion include the upper-to-lower sail con-

Figure 3: The sprogforward attachment with its cable and universaljoint. neccions, the reflexed root section and the airfoil shape. Notably, the airfoil is thickly SEPTEMBER 1997

Figure 4: A view ofthe sprog a.ft end with its hookup ring. We have spent a good bit of space discussing pitch stability because in many pilots' minds chis is the big question regarding topless gliders . In my estimation a properly-set-up and maintained Fusion is as stable in pitch as conventional kingposced high-performance gliders. FUSION PERFORMANCE Now we proceed to more fun scuff. It should be no surprise to most chat the Fusion will out-glide conventional gliders, as do most topless gliders. Bur how does the Fusion climb and how does it stack up against the ocher topless competitors? We have already mentioned chat the glider has a climbing airfoil. In face, rw11or has it chat the Fusion was constantly compared with the best-climbing glider available during development, and it wasn't released until it matched up. I can report chat in my own ham-handed experience I never felt outclassed in climb with my Fusion. More tellingly, many ocher pilots in hundreds of comparison competition climbs reported a similar experience. The Fusion's climb rate stature is reminiscent of the Wills Wing HP AT which was a hard one to beat in its day. The ocher pure performance factors of most interest are best glide and glide at speed . I can report char near best glide speed the Fusion marches any ocher topless glider you care to pull off the truck. Ac high speeds I have less definite information, because the only rime I used these speeds was when diving into goal, and then I was always alone. I suspect chat the fac, forward airfoil hurts the Fusion a bit in chis category, but char doesn't concern me since we rarely use speeds produced by pulling the bar to our waist or further. Besides, body position and harness type are as important

as anything in chis flight regime. Conclusion: The Fusion is equal to everything out there in the weight-shift world, and pilots witl1 top-rigged gliders will enjoy an increment of performance if they trade up. HANDLING THE FUSION I mentioned chat my first climbouc on the Fusion was effortless, as were succeeding climboucs on subsequent days. Bue what I didn't disclose is that after I left the mountain on course the VG system was stuck full-on, yet I was still able to stick the glider in a thermal and go up. And, of course, I still admired chat wing when the flight was over. To understand why it got stuck, we muse understand me VG system. The Fusion's VG works with levers out at the end of me crossbars chat push me leading

Figure 5: Side view ofthe Fusion demonstrates the far-forward batten profile. Mike Meier holds the keel and displays codpiece. edges forward by effectively lengmening the crossbar (see photo). This system is very efficient in chat it provides a tremendous mechanical advantage. Thus, the VG rope offers very light resistance and me total pull length is not excessive. The VG effect on the Fusion is equivalent to moving the crossbar twice as far as on a Wills WingXC. Combine the above-mentioned effective VG witl1 che optional tang on the rear pullback and a pilot can truly dial in whatever handling/performance cradeoff is desired. In the loose VG setting the Fusion's handling can best be described as sweet. Turn initiation was easy and responsive while coordination was, well, coordinated. No cricks, no surprises, no sweat. Full-eight the glider was essentially the fixed wing it seems to emulate. I had the sissy tang on my glider so perhaps chat's why I could turn the thing with full VG . Wichour chis tang the glider flies straight and flat.

Figure 6: The Fusion's VG level located at the end ofthe crossbar. Note the stepped-down leading edge.

Figure 7: A top view ofthe 7X VG pulley .rystem and the crossbar center. Note the strong outrigger behind the crossbar on the keel

Figure 8: The Fusion's rear haulback tang and catch. Simple, neat, efficient.

Figure 9: The nose phte arrangement on the Fusion shows the keyhole lower cable tang.

Figure 10: This view ofthe Fusion's heart area shows the hang point rocker arm, the sliding control bar apex and the rear ofthe crossbar outrigger.

I could detect no tendency to wingwalk or Dutch roll. However, I aerotowed an earlier version in strong turbtuence and did oscillate a bit at first until I worked out the coupling. I expect the Fusion to be moderately resistant to yaw/roll oscillanons. Incidentally, the reason my VG was stuck on is that the VG line got stuck in the keel pocket that wraps in front of the control bar. After that first flight I made sure to keep the VG line under a little tension so it didn't sag and get captured between the pocket and keel on launch. From that point on the VG worked magically. My first criticism of the Fusion concerns the VG jam cleat that is placed on the corner of the control bar. It is an ingeniously simple and effective device, but I dislike having to reach so far for the line. I would prefer it to be nearer my hand on the baserube so I could put iron and off in a thermal without looking and letting go for too long. This is an important matter when entering a glider-infested thermal. Conclusion: The Fusion's handling is quite light with a solid feel during turn coordination. This terms "confidenceinspiring" and "predictabiliry" come to mind when talking about the Fusion's handling. GETTING OFF AND COMING DOWN Taking to the air in a Fusion is a nice experience. The launch itself is facilitated by the fact char the VG system keeps the side cables tight tllfoughout the VG range. The only looseness comes from wing sag. The result is a much more connected feel during law1eh. You can thus perhaps catch a lifted wing sooner. Another nice launch benefit is the Fusion's fine static balance. You can lighten up your grip before you launch because you don't have ro force the nose down. This characteristic makes the glider seem lighter. Weight should be mentioned as a slight negative on launch. Those of us used to 7075-alloy kingpost gliders will note an increase in weight with the Fusion. Ir is said to weigh 76 pounds. At a previous meet there were five different topless gliders lined up in a row. I picked each of them up in succession and found the Fusion, the Laminar ST and the Moyes CSX to weigh exactly the same. So the

Fusion's weight is not excessive and is grouped with the lightest topless gliders except for the TR3 which is all carbon graphite. Landing the Fusion is straightforward and easy. I did it in a crosswind, in gusts, in strong wind and in light wind, as well as with the VG on in strong wind. My conclusion is that the glider lands very easily without an overly-critical flare window. Recreational pilots should nor fear that the Fusion will require any more than their usual landing skills to keep them from providing landing field enterrainrnenc. SETUP, BREAKDOWN, HARDWARE AND APPEARANCE Setting up and breaking down a topless glider involves a few different steps compared to a conventional glider. Of course, there's no kingpost to erect or bridle lines to attach, but there are those lovely sprogs to fasten. On the Fusion you proceed with setup the same as with any glider until you get the crossbar hauled back and fastened. I found this haulback procedure sometimes difficult at first with wind on my tail, because as with all topless gliders the crossbar has an outrigger that rests on the keel to keep the crossbar and wings from twisting when the crossbar is partially folded. This outrigger can create a lot of friction drag when wind pushes down on the wing. The solution: enlist the aid of a buddy to lift a wing or turn the glider crosswise to the wind. The holdback attachment in general is not difficult to put on and take off. It consists of a fitting with a keyhole that slides over a bolt and into a slot on the bolt head. I sure like the simpliciry of this system which has been a Wills standard since the RamAir (see photo). Once the crossbar is fixed it's rime to apply the sprogs. To do this you open the V-shaped lower surface zippers, reach in to grab the sprog, swing it out in position and attach a short lanyard with a cljp to the sprog end. The sprog is thus held in the proper place to do its mighry stuff. Inspect the internals and zip the hole closed to complete. Fusion setup is again the usual: Put in the rip struts and battens, arrach rhe front cables and nose cone. The lower front cables also employ a keyhole tang wruch I praise. The control bar apex slides forward and back which allows the correct geomeHANG GLIDING

try for flat on the ground fcJlding control bar back. One final point is to mention the 'l 'his strap standoff rocker arm or device is a short har thar is propped up across the keel photo) which serves to reduce roll pressures like a kingpost hang point, This yoke llll!St be lifi:cd ofrand put b;ick on its support during breakdown and st:Lup so it docrn't impinge upon die sail. The breakdown of the Fusion is esse11tially the reverse of the setup. A rninor glitch occurs when rrying to roll the sail, since both the sprog and the washout snm arc prevented from fcilding nicely against the biding edge by the internal doth ribs. However, with a little hit of and practice you can achieve a reasonable scm-hlancc of a neat and be proud of your bundled Before we this sernp and breakdown business l should mention that :my extra h:1sslc the Fusion is simi-· !ar to all tlic l h:ivc flown "'"'.""'"'!· However, l must point out my mild criticism thl: Fusion. The undersurfacc b:1t1cns (three per arc very di(i'icul! to pur in due to Velcro tabs which must he pulled out o( die way so the b:1t1cn can he inserted. These tabs ofren get folded over or snick in the lxmcn pocket, so these battens two hands fiddling and takes about twice as it has to. A Wills spokesman said rnay chany;c this ananirc111cnr. The rest of' the h1sion's and layout is admirably functional. l .ook at the photos and you will sec cusrom--mad1ined parts and neat etH,m,c:crmr, ,,w,rv,...vh,r·rr' Note especially grapliitc crossbar Jes curved tips allow die lower surface sail to under--camlicr a bit for lift prnduction. The uniq11c Wills folding base· tube comes stock on the h1sion, Also, the downtubcs arc a new cxtrnsion made cx,:1us1vc1v for Wills with an extra boundary trip Perhaps one of the most important F11sion rcfo1crnents is one that will he Jiu le noticed. The P11sion's Steve Pearson, was the inventor of rhc crescent-· inserts that allow tubes to be stepped down to any size and thus free designers of hang to more follow their imagimtion. With the Fusion, Steve took the concept one step frirthcr. He placed a crcsccm insert at the end of the inboard leading rube with :1 circuresult is that the lar insert hm her in.

Sti'!EMBl,I< "1997

outboard is 110 longer held parallel to the pieci:, hut tilts for-ward and down. This partially compcn-satcs for rhc nsual bowing of the m1thoard under flight loads. C:oncl11sion: The h1sion sets up and breaks down c1bout 011 a par with other 'fakco/Lmd landing arc easy which makes it bcner than some

can be a split pattern or an asymmetric WW with ,·ni,,r,,ct"lnn colors at the tip. You also get tip inserts and wi11glc1s arc optional. The glider arrives with Wills naditional bu! lctproof cover or 500 ( :ordura. I suggest the cross-coun-· best ['vc seen with a try bag. It is warcrproof inside ;rnd an omside color, Eacl1 glider is also delivered with an admirably complete and clear owner's manual as well as a spare parts packet, and embroidered h;11, a hancn dia-gram, a response form and 011::1 r;inH'l'r1 membership in the Wills cusrorncr support group. l )011\ fcwgcr the WW Web site which provides owner's mc1nuals, rcch-nical support and drawings so you can urc out what part you may need or even what colors to order fr>r your new glider. Jf moving up to a new topless glider is your destiny, be sure to rcsr--fly the one that is a of some of the best ideas that fly the Fusion.•

ON FINAL Wills has been in the business a long time since 19T3. They will certainly continue their success well inro the fmure keep turning om products like the h1sion. This is almost an every-man's glider hcc1usc as yet only one size exists and nor every pilot w;ints culling-performance). This is almost :1 pcr-foe1 glider. Before we give you the dry dar;i and WC should mention a few bonllSCS come with every Fusion. For the price of admission you get custom colors which

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ft. lbs,

........ , ..... , . , , ... I 50-275 lbs, ,.,,.,,,.,.,,,,11-x .•.• ,., .. , .. ,, .. ,., , , .... , , . USB:GAAdvanced '

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128°

loose), 132° (VG tight)

retail)

*N01E· A smaller ,Fusion is pltmned for the fitture. For more mtorrivzatton 500 Wht Blueridge Ave,, 998-0647, commmts@witlswing;com, flttP:l,1w1vw: w1:ttszmr.i£;t·om.

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Airtime Francisco has what Airtime! you need to Pilots

Dear USHGA Members, As you know, the USHGA is currently being sued by five former rnernbers (Dan Brown, Vic Powell, Michael Carlyle, Gene Hilhorn and Thomas Carey) in an attempt to block implerncn1ation of a waiver. Their action against this organization has had inevitable and p;:iinful financial consequences. 'fhrough the end of May, 1997, rhe UST IGA has spem ,1,,c·1,u:,"1.;" on legal expenses di reedy related to this lawsuit. Your Association is confronted with the distinct possibility that these costs could easily reach $60,000 fr)r this calendar year. Even that astonishing figure may not be sufficient to cover the full cost ofthe lawsuit which could drag on into 1998. The significance of these figures mus1 be viewed within the COl11CX1 the USHGA's general financial strucmre. The USHGA is a non-profit nro,,1r11""· tion whose :mnual budget is designed on an essentially hrcak,cvcn basis. As a result, when we arc struck with unexpected costs like this lawsuit, we ;ire ill-prepared to fund such expenses. A potential $60,000 bill represents abour 6%i of the /\ssociation's Loral annual hudget and will in effect produce a net loss of that amount for the year. At issue here is a waiver which has now been currently signed by over 98.57%i of the membership, and that alrcady--high fig-urc will approach l 00%i by the end of the full renewal period. Experts in rhe insm-ancc field have demonstrated their desire rhat we have such a waiver prograrn in place. Complying has helped to assure continued coverage, so critical ro flying sire preservation. However, more wi!l be due to fend off the lawsuit from the abovc-namecl men1· hers. The plaintiff's legal action has rims far cost close to $2.64 per USliCA member, ;1 figure which by end may grow to $6.40 or some J 2<J1> of your annual

dncs. USHCJ\ cannot a/ford this expense :md we wisli ro make an appeal for your support. The Board is doing everything it can to defer or reduce overhead as a consequence of this financial but a great many of our expenses arc fixed costs (such as rent, insurance, magazine expenses, printing, salaries, and mailing costs) which cannot be altered. Simply we require additional revenue. In an attempt to meet rhis major unexpected financial cost we arc appealing to you, 1he members ol this org,mization, for a 011c-time fir1anci,1l contribution directed toward defraying our costs to defend this unfortunate action. We arc soliciting voluntary contribu .. tions to whatever cxtellt you feel you can hack your organization in this action. We will publish the names of all donors (any to show your support of the USI-!GA. You'll also hdp send a strong signal to the plaintiffs. Additionally, as coutribmions arrive we will notify you monthly in the rnagazine o!' the status of the fundraising c;1mpaign. ln the event that some residual donations remain at rhc conclusion of rhc lawsnit we will allocate them to the Sire Preservation Fund. Those of you who arc due a renewal notice will find enclosed a request for a contribution. If you have already renewed this year we strongly urge thar you respond with your donation at your earliest oppor·· tuniry. We canno1· ovcrsrare the seriousness of this situation for the financial health of your organization. Your help and snpport will be sincerely appreciated. The USHGA Executive Committee Bill Bryden, President Randy Adams, Vice President Rnss Locke, .',e,·Tc·r·,1rv Dan Johnson, Treasurer

Store

For the best selection of name brand I lang Gliding equipment on the West Coast visit the freshly stocker! showroom of i\irti111c. Be sure your getting the right wing. harness, instrument. wheels, gloves, helmet, radio, etc for your i'lying. You will find the brand, model and size you need at 1hc right price.

Man Ken Brown heads up the new l lang Gliding division al Airtime. With his energy pushing l Jang Gliding forward you crn1 he sure lo n:ceive the best service on anylhing related to Hang C,liding.

Glider Outfitter Extrnrdinaire Ken has lined up Moyes , Wills Wing, Altair and i\irwave to outl'it you with lhe right glider /'or your flying fut me. Demo the hesl of the new gliders in lhe conditions you like. Race lhc race /'ace gliders at the race place, Fort Funston! Climb the newest fun flyer in a smoolh California Thermal, Year round. Check 0111 Ilic XC polential or the lalcs1 hol ships al top west coast XC sites. Buy from a proven ou11'ittcr. Your sa1isfac1ion is our success.

Flying Safaris !\re you going 10 he in tlrc San Francisco Bay area? Want \o go i'lying? Sure you do! Ken docs lols of trips to the local flying silcs and you can come along ii' there is room in lhc van. Call or email to schcd11lc.

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Airtime is also home lo one of the largest parag/jd .. ing schools on the west coast. Airtime extends a 20% discount on lessons if your intercsled in check .. ing oul lhis complimentary flying sport. Offor limited lo enrrcnt US!lGi\ members rated hang 2 or above. Be Biwingnal ! Call or email lo schedule.

Clinics lt is a proven l'ac:t, recurrent \raining keeps avialors from having as many accident. /\s recreational avi. ators we arc all in need or recurrent training. Airtime has scheduled some of the finest minds in hang gliding lo present seminars on the Special Skill sign-off, Cross Country, Cumpclition as well as others to he added. Don'I let your ego keep you f'rom sharpening yom skills. Call or email for the updated schedule.

Come Check us out in person or visit us 011 lhc WWW. Eilher way you will rind Ilic bes\ thing in llang Cl/iding is i\irlirnc. Address: 3620 Wa won a SF Ci\ 941 16 Phone: 4 JS 759 I 177 Fax 415 759 1182 limail: i\irt imc(ivcarl hIinc.net kcnnyb211(a)aol .co111 Wch Page: WWW /\ir .. timc.com

HAN(; Ci//JING

, he VIS/\ card for US HCA mem· hers has heen a successful program for several years, and the revenue it produces continues to grow each year. When rhe Board of Di rectors made site acquisition and preservation a high-priori· ty issue two years ago, we began to look at ways of fonding these efforts. The Board approved that the allocation of revenue from the VISA card and relecard prograrns be restricted lo site preservation use only. Curremly, we forecast $10,000 per year in revenue from the VISA program. This is from a royalty on your use the card and your application and renewal of the card. It is a valuable source of funds for the USH GA for si Le preserva· tton acnv1t1es. [fyou arc currently the USHGA VISA card, thank [f you do not have one, applying. It is an way 10 suppon the and ncvcr .. cnding fight to preserve flying sites. For additional information call MBNA at

1.. 0\JU··o• t

or many years, USHCJ\ has consis.. tcmly been able to negotiate with insur;mcc companies for the provision of rhird-·party liability insurance Lo protect its members and qualifying site owners/managers from the expense oflaw· suits hy non-piloi-s who arc injured as a result gliding/p;iragliding activities. This insurance has nor been easy to obtain because of the public perception o( these sports as Because this

SrPn MIH I< I 99 7

insurance did not provide coverage against claims by pilots for injuries to the pilots themselves (participant coverage), some landowners would not accept the insur·· ancc. In an cll<.Ht to position the J\ssociation to be ahlc to obrnin partici-pant coverage for its members and site owners, USHCA established the waiver program. lt was believed rhat the waiver program would open the door to obtaining par1icipam insurance since waivers arc known to be legally effective in preventing lawsuits by participants in recreational sports and, rhus, insurers would have a confldcncc level that participants will 1101 be able to recover in a lawsuit fi)r injmies 1hcy receive while participating in hang gliding or paragliding activities. The waiver program is now folly in place and has accomplished its objective: Bccmse of rhc w:1ivcr program, USHCA has been able to negotiate for the purchase of participant insurance. The new participant insurance wclll inro cffc.:ct on August 1, 1997. The new participant insurance is a major tool for clubs and chapters to use in nego1iaring for the acquisition and retention of hang gliding and paragliding sites. Now the landowner/manager can lie insured to protect against claims for injuries by pilots as well as injuries to pilots. This coverage is only in effect at insured sites and only provides participant coverage if the participant has signed the USJ !CA waiver.

NFV? MFMBFRSl/JP CARDS I !)/'.NT! FY WAIVFR-SIGNFD MFMBFRS Because rhc participant coverage only applies if rhc participant has signed the USHGA waiver, it is important that site monitors be able ro recognize a pilot as someone who has signed the waiver. In order to assist sire monitors with rhis determination, USHGJ\ will be sending out replacement membership cards in the month oCSeptcmber to all current mem· bcrs who have signed the USHCJ\ waiver. The new cards will be distinctive in rhar they will be encased in yellow plastic larninarc. The yellow laminated card will indicate that rhe member's signed USHCJ\ l\,c,ca,c, Waiver and Assumption of Risk f\grcc:tnc:m is 011 fllc at the US HCA

uring 1996 we cornrnimxl ro a considerable amoum of rime to have the Association's bylaws thoroughly reviewed and reconciled with all Board of Director decisions and with the current ( :alifornia Nonprofii Corporation Code. J\s a result of rhis legal audit, proposed changes were recommend· ed in the bylaws. J\ drafi of these changes were mailed to all Regional Directors in the fourth quarter of 1996. Proposed bylaw revisions will he voted ou by rhc directors at the November (i-9, 1997 Board of Directors rnccting which will be held in Kitty Hawk, North Carolina. lJSHCA members may obtain copies of the proposc:d bylaws by submirting a written request to the USHCA office via: U.S. Postal Service: EO. Box I 330, Colorado Springs, CO 8090! Email: ushga(a)ushga.org Facsimile: (719) 632-6417 Two of the proposed changes to the hylaws do require a membership vote. 'I 'his vote will take place at the general membership which will also be held at Kiny Hawk, at li:00 PM local rime on Thursday, November 6, 1997. Proxies frir this vote may he obtained by submitting a written request to the USHGJ\ office. The rwo items to be voted on arc: Item# I "Reclassification of the current foll and family USI!GA membership care gorics into three classes of· membership constituting Contributing, Pilor and Rogallo memberships." The USHCA Planning Committee met in J 996 in Oshkosh, Wisconsin, m the Experimental Aircraft. Association facilities. We received valuable input from 'forn Poberezny, President of the FAA, on the lessons they learned over the years as they were struggling to increase their association membership. The basic lesson that helped rl 1em turn the corner was the real· iz;nion that they needed to appeal Lo :1 broader base of prospective members, not just 1hosc who were interested in building a homebuilt airplane. J\s part of the Planning Commincc's report it recommended to the Board of Directors that we become proactive in

soliciting new members, and that we not restrict membership to just pilots so that members could first learn about the sport and then later become pilots. The Board voted to put this plan into effect. However, in order to initiate the progrnm, we need a new class of membership hlr non-pilots. This would be called a Contribming Membership. Those in this membership category would not be ;ible to participate in the pilot raring program hut would receive a USI- [GA magazine, be able to vot-c and have access to USHGA educa-· Lional programs. Since this is a new mern-· bership category, according to rhe California non-profit corpornticm code, it requires a general membership vote. The organization currently has two dif. forcnt types of full members: those involved solely in their own flying as ;i form of recreation and those involved in a commcrci;il fashion, offering instruction and related services. 'rhe Pilot and Rogallo membership categories are simply mcanr to differentiate between those members involved in the sport on a purely recreational basis and those involved in the cotnmcrcial/instructional side of the sport. A copy of the classification of members in the current and proposed bylaws arc included at the end of this article. Item #2 "Ratification of the action of the Board of Directors Ii mi ting the class of lifo members to the current number of lJSHGA lifcrirnc members." ln 1979 the USHGA Board of Directors, in response to an urgent need for immediate cash for the Association, voted to create a membership category called lifetime members. In l 980, with the c;ish flow crisis partially resolved, the BOD voted to terminate the sale oflifotimc memberships. During the time frame between the two meetings, the California Corporation Code was cl1;inged. 'The firs1 meeting which created the lifotime membership class was in compliance with the Code. However, with the change in the Code, the vote to terminate the sale oflifotimc memberships was ineffective to amend the bylaws to limit this class because the code had been changed to require a general membership vote frir any change in classifications of memberships. T'hc ! <)80 BOD was unaware of this, and rhercfore made an incorrect procedural

move. This problem was found during a legal audit of the USF[GA bylaws and it was realized that we needed a general membership vote to correc1 the problem. This ratification is to approve the action taken by the BOD 17 years ago. The USHGA presently has 28 lifo members.

The USHGA byh1ws the members asfr>liows:

ca.tegorize

Article III Membership Section J, The membership of this Association shall consist of the charter members and individual members whose ::ipplications for membership have been accepted by the Association. !3ection 2. Classes of membership shall consist of the following: Lifetime Member, Full Member and Family Member. Services, privileges and annual dues for each class of members will be as provided in these bylaws and as established by the action of the Board of Directors. Section 3. A Lifetime Member and Full Member will receive the Association's odic publication at no charge as a benefit of his dues, and may vote as provided for in the bylaws. Section 4. A member of the immediate family of ;i Full Member, residing in the same household, may become a family Member upon payment of half the Full Member dues. A Family Member receives the same benefits ;is a Pull Member, except the Association's periodic publication. Section 5. A subscriber will receive the Association's periodic publication.

The new proposed classifications wi!l

on membership

'There shall be four classes of membership in this corporation: Contributing Membership, Pilot Membership, Rogallo Membership and Limited I jfo Membership. The general qualifications, rights and privileges of each class of membership shall be ;1s set fcJrth in these bylaws and as determined by the board from time to time. (a) Contributing Membership: Any person of good character, and dedicated to the purposes of this corporation shall be eligible for a Comriburing Annual Membership upon completion of such prerequisites and requircmcms as may from time to rime be fixed by the Board of

Directors and acceptance of his or her annual dues and application by the Board of Directors or its authorized desig1 ice. The benefits of a contributing membership arc as follows: I) the right to vote on matters presented to the members of the corporation; 2) all member notice and inspection rights as set forth in these bylaws; 3) a subscription to one of the publications published by the corporation; and 4) access to USHGA educational pro-grams. Upon the election of a member who resides in the same household with an immediate family rncmber who is also a member of tbe corporation, the members will receive only one publication per household and will receive a discount as established by the Board of Directors. (b) Pilot Membership: A Pilot Annual Member must meet all of the qualific;itions and shall have all of the benefits of a Contributing Member as set forth in paragraph (a) of this Section. In addition, the benefits of a Pilot lvlembership shall include: l) participation in the USHGA pilot rating program as it exists from time to time at the discretion of the Board of Directors (a rating is not guaranrecd); ;ind 2) participation iu whatever insurance pro-· grams LJSHGA arranges, if any, for the benefit of its members in connection with his or her recrcatio1ul hang gliding/paraglicli ng pilot activities. (c) Rog,.dlo Membership: A Rogallo Annual Member must meet all the qualifications and shall have all of the beuefits of a Contributing Member and Pilot Member as set frmh in paragraphs (a) and (b) of this Section. Tn addition, the benefits of a Rogallo Membership shall include: l) participation in the US}IGA instructor certification program as it exists from time to time at the discretion of the Board of Directors (certification is not guaranteed); and 2) participation in the USHGA training program. (e) Limited L[fe Memberships: The corporation has issued twenty-eight (28) lifetime memberships. No additional life memberships shall be offered for sale hy the corporation unless approved by the mern hers. 'rhc cu rrcn t life members shal I have all the rights and benefits and restrictions of a Rogallo Membership as set forth in paragraph (c) of this Section for their lifotime except that they shall not be required to pay annual dues. II HANC GLJDINC

we did not invent the high performance hang glider. We just made a better one with light pressures, quick response, the easiest land-ability, unsurpassed high-speed glide and climb-ability and the quickest documented acceleration of any hang glider in the world.

We did not invent the vortex generator. We just used it to design our high performance glider with less twist.

We did not invent rr--====--iiiiii the truncated tip. We just made it "cleaner." We did not invent the tip strut. We just eliminated the string, made it internal, adjustable and easy to tension.

We did not invent carbon fiber. We just made our glider lighter and stronger by making all of the airframe spars of it.

We did not invent the folding control bar. We just made an improved corner fitting that eliminates strain on the bottom side wires during folddown.

We did not invent the leading edge stiffener. We just made a system to keep it from drooping, eliminating the related drag.

We did not invent the rear haul-back. We just made it cleaner, and easier to pull with no top rigging to connect. We did not invent platform towing. We are just the first hang glider manufacturer to offer a "tow ring" for attaching the nose line of a platform tow system.

We did not invent the semisymmetrical airfoil. We just used it to reduce drag in the tip area at low angles of attack (high speeds).

Fly the Predator for world class performance without compromise of quality flight characteristics, and at an AFFORDABLE price.

Gliders in stock

•

12379 South 265 West, Draper, Utah 84020 ph (80 I) 523-9544 fax (80 I) 523-9688 altair@micron.net

http://netnow.micron.net/-altair/

Approaching the LZfrom the east.

lamogordo, New Mexico is not that easy to find on the map. Ic is 90 miles nonheast of El Paso, Texas, if that gives you a clue. But it is well marked in the heart of many a pilot, and somehow over 50 of them fow1d their way to the place yet again for a Memorial Day revel high in the desert skies. The Dry Canyon launch sits at 7,000 feet MSL, some 2,400 feet above Alamogordo in the foothills of che Sacramento Mountains. The road is rough buc the serup is large, and the thermals are abundant. The LZ is a bit of a gLde, around 8: l, but there are backup fields along the way, and plenty of open desert if you can't make one of those. If you Lke big air and evening glass-offs this is a heavenly place to fly. The Rio Grande Soaring Association hosts chis event each year fo r three days of che holiday weekend, but the air-hungry have been known to drift into town days before then. This year was no exception, and on Friday when I put on my Meet Head hat and held the road for ransom, I got a crew of a dozen more or less willing rock tossers co help groom it. In short order we had filled in the craters, removed minor megaliths, and even flipped "Big Bubba'' off co the side (a 1,000-pound slab we've been skirting for the lase two years).

strange for New Mexico in the spring. T hen it was time to fly! Tucson's Brad Conditions started out gentle, men proVincent was the unofficial inauguracor of gressed co blown out by lace afternoon. the Fly-In, and within an hour every pilot had cleared the hill. I drove down, then About half the field got off before the winds returned in an hour for a and the clouds combined 17TH ANNUA L DRY 20-minute tandem with co make it unflyable. Bue CANYON chose who did fly, flew my old flyin' buddy FLY- IN RESU LTS Kent Robinson . He well. Sonny White, from Oklahoma City, and learned to fly rag-wings OPENX-C Kent wound up tied for in Alamogordo, buc now he calls Dallas home, Greg Chastain 70 miles che X-C lead ac 55 miles, and recently bought a Kent Robinson landing in Carrizozo and 55 miles big old ProAir for dual Sonny White Capitan respectively. 55 miles flights. His wife Arlene Randy Kerchill of got her first shot at offDURATION Tucson wound up a few Glen Bender 5 hr. 43 min. miles shorter on his own road driving in my truck up co launch, and was Kent Robinson 5 hr. 37 m in. way norm. Bill Cox, the 4 hr. 48 min. first to land in the LZ, Sonny White soon laughing at each also placed himself in the bump and groan from RACE TO GOAL running for che spotthe passengers in the back. Now that's a driland ing award, tl1en lacer 19 minutes Mark Carlson 23 minutes ver! Overdevelopment in Henry Wise put himself in me run25 minutes Mark Francis the Sacramentos dissining for a driver's contest pated by evening, and trophy by going up co SPOT LANDING everybody seemed rescue a dozen pilots Rick Floyd 20 ft. 3 in. pleased at the prospect stranded on launch by "Bobo" 24 fc. 6 in. bad weamer and a lack of of three more days of this kind of fun. Bill Cox 37 fc. 8 in. trucks. Mark Carlson Sarurday dawned cook an early lead in the race-to-goal contest by blazing from the well, bright and clear would be screeching it a bit. In fact, that's screeching it a lot. There Dry Canyon LZ to law1eh and back in 19 were a lot of clouds, and mat is just plain Continued on page 38. H ANG GLIDING

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Carry in your pocket Instant accurate Measure wind or air speed to 95 MPH. • Wind max and average modes. Knots, MPH, KPH, FPM, M/S and Beaufort scales. Rugged construction, protective slip case. clear digital display. Waterproof, floats. User-replaceable impeller & battery. 1 -year warranty.

kY Michael «Hollywtwd" Cham:plin were fortunate strength, and

driver by the name of rzmrtJte Flightrnate Pro with the

and hir uncanny ability to

unbelievable azst:am·es

us within easy rdrieval

distances. of over200 ·miles.

not surprising that

this; he was essentially 'trained"by one ofthe best,

ot1 see, wa.s Larry dni'lnt(his record atti:m:11:ns . in Hobbs in. I 99i3 <J..nd his record flight inWycimfog in l 994. . that 'D:acywas asailpfanepilotwith an under~ standing ofsoaring i,nfociples was just icing on the While it's nornlways possible to have a driver of Tracy's caliber, there many things that can be done to improve the rclatior1ship between pilot and driver. Jn<~ Q!' the n1Qst unp,prt::in t reasons to anetr{:Ct:l1ve rapport between pilot and is to minilniri:,e the ammtnt of time

his ramimanvv the air ftorn even at flight was adept at Tudor..

the pilot has to cor1cc1:n gadon t:h\lt goes along with champion sailplane o1Jce commented, ,,,,.~,,,.,, inversely to the amount of time spent on. the radio," 'fhe mote home, work a pi]ot hrn, beforethe flight, the cm1c<'.rm:'.cl he to be in the air wlt:h such proble.ms, dw.s up rhe mind for m.ore decisions that must stantly be made modified fot mizing cross-country partial list of t:hese mclucles:

wind direction.and stret1gtha.t all flight ah:ltudes: • Optimum the.rrnal centering in a tninim1un amoimt of tln1e, ('.onstant and modification of bank angle t.o rate of dimb. t'ls~;essmg the altitude of the best lift

course. • Thei:malselection. " A~sessing and optimiz.ing use of term.in teaturi~s and likely tbernrnl sources, " Estimating strength of the next thermal. .. Leaving thermals at the optimum time. • Piddng line between thern1als to lift and n:iinlnlize sink (rarely a. 1,trnight line to your ultimate goal) . .. Choosing and mod.ifying m.al spi:cd . .. Recognizing and adjusdng to ch0tng:.111g: conditions Qncoui:.se. .. Modifying the flight ph1t1 to.capitalize on conditions that.arise. p6int Qfthis article to all .of the involved in .the proper·i11-fHght dedsio1vmaking·pi;oce~s to Qptimize spet:d and dis:· tance (1x:thaps later), bµt\he poim is that there .rnore. i.rnporfam things to bcco11cerneit1 with than extraneous con,. versation on the radio. Following is an array of topics air;ned at th.e.i:elationship between.pilot and As youwlll see, in most case$ the burden of preparation fal.ls on the shoulders of the pilot himsdf.

'THE

V •.• , ..... ,L,l.:,

Cwss~coumry flying over 1nuch of the involves travel over very United remote a.reas. ft to have: a wellmaintained anddepend:)hle vehicle. It shot)!d be m,td.e'. as comfi.)rtable a.s pQssible for the driver (plenty of water or other HANG GUDINC

• Well-maintained vehicle with four tires Glider rack Good spare ti re Jack Water and other beverages • Food and snacks Radio with good antenna set of keys

G,is money and/or credit card gas can

remote areas)

M,ips (detailed) • Sectional plotter (if CPS used hy pilot) Sharpies, markers, or grease pencils Nail polish remover and paper towels

• • • •

Clip board or pad and paper GPS (optional luxury) Ccll11lar phone (optional luxury) Retrieval conract phone nurnber(s) Sun block

Binoculars (optional) ( ;lid er tic--downs • Watch Firstaid kit 1,e1x:ater list Flashlight • Dash-mounted compass oriented to 'fruc North (optional but recommended)

I cover these maps with contact paper so the driver can write on them. with "Sharpies" to his heart's content. Later they off with nail polish remover over and over

Another

map source .is the Adas and Cia'zett:eer map books 71) which ctre available fr>r m<rst states. 'fhese books cover an entire state at a generally around 1:250,000 as well. I11ere are two other things I put on the map for my One is a little red dot to mark the of all the: in the flight reason for this will be later. The other is only nerr.~~~ 1'v you fly with a GPS and the driver have 011e;. I mark of the maps with hash marks denoting the lines oflatitude and longitude in and mim1tes. I land I can coordinates of my position to the cl.river, who can then plot my location on map to within a one,,mile radius.

CASE l: No GPS FOR PILOT ORDRTvrm Having uo GPS the pilot or the driver means that all relays of position

50.

inodi,, situation. MAPS

problems enc:ount:~:red 37

Continuedfrom jJdge 34. minutes. The duration trophy was up in the air, so to speak, and paragliders we had no trouble judging there weren't any! By that evening the sky was dominated by thunderheads and the town's resrnurants by airheads, and everyone looked forward to clearer skies on Sunday. Sunday was clear, at least of threatening clouds, but strong winds we had plenty of By 9:00 I\M it was already blowing 20 mph on launch. Kent was first of[, at about 10:00 J\M, and then there was a steady stream of lemmings for the next collplc of hours. Nobody threatened the X,C leaders, but there were plenty of spot, duration and race attempts. Perris, from Altair in Utah, had brought a flock of Predators to demo (great gliders) and landed on the spot in a bor-rowcd Sensor. But since lie never entered the contest we had to forego the measurement:. By mid.afternoon it was blowing 35 at launch, and everyone finally threw in the towel and drove downhill for rhe 6:30 PM barbecue in the l Z.. After gorging on burgers, casseroles, enchiladas and a Ply,ln cake, it was lime for the awards and door prizes (posters and goodies from the lJSHCJ\, and glider and gear bags from Roh I Iughcs of AirMax thank you). When all the thank you's had been said, and everyone started enjoying frisbees and visiting, we all suddenly noticed three specks above launch. In short order we had an imprompt11 aerobatics demo over· head, then perfect landings to finish off the day. Monday was, ar last, a typical New Mexico flying day, with clear skies and a few bigh clouds. The cirrus got thicker as the day wore on, bur despite strong winds almost everyone got to fly. The only contest lcfr was open cross,country, and a good many went for ir. Some went down after only five miles in the La Luz LZ, but others blazed north to Ti.1larosa, ·rhree Rivers and points beyond. Kem and Sonny were finally beaten out by Greg Clw;rai11 of Dallas, who flew almost 70 miles, hmding 14 miles north of Carrizozo. (Perris would have too, but once again ... ) Afrer making three trips up the mountain and driving retrieval twice, Arlene Robinson won the coveted Driver's "frophy (a spiffy '!~shirt and $30 cash), with Don Brewer of Farmington coming in second. Bill Cox's humanitarian gesture on Saturday won him a third award. Gradually, everyone began to drifr away, finally leaving the RGSA shade st.rncturc

deserted in the LZ as the sun sank on yet another great Fly·ln. Good rimes, good this is what our sport is friends, good air really all nbout. Sec you next year!

Thdnks go to '/om and Cindy West rmd to Bridn KurowsleifrJr creating the great trophies. \.\lr: also owe a b~e, round of'dpplause to Desert Eagle Distributing; Pepsi and the of /1 lamogordo. tm HANC CLIDINC

THE 1997 WILD WEST REGIONALS

Real Heroics FROM THE

Less Than Renowned by Mike Vorhis

We drove northeast to Nevada under bright stars. There was a billboard in Sacramento touting some glitzy Reno stage attraction, and I made a wisecrack about it. I would discover almost too late that my flippant comment epitomized the unusual drama, and spoke the key tosuccess, for the entire meet. From beach-pilot country in Marina, California, Lee Gardner and his Airwave Con,cept were also converging on the event. Known locally for his superb X-C skills, and having attended most years since 1993, Lee had never taken home one of the flamboyant silver belt buckles that rewards, with fiercely independent Western American flair, the top pilots of this threeday comp. But his rivals were not the kind of crowd that lies down. Reigning champion Larry Smith, Mike Frey, Pat Bowen, Nick Thomas, Ralph Hyde, Mark Mulholland, and a host of hungry others all had their sights set downwind. For the eighd1 consecutive year, Regional Director Ray Leonard and Jackie Danskin (of Adventure Sports) hosted the annual meet, where the confluence of valleys in which Carson City lies provides enough classic sites to handle any wind direction. Tasks are modest, ranging from 15 to 30 miles, and represent a timed race to goal. Minimum elapsed rime from launch earns 2,000 points; maximum pays 1,000. Those who land in the limitless expanse of sagebrush along the way gain percentages of 1,000 points based upon how close they come. Don't be fooled by the "easy" distances; the valley breathes in complex ways, and performances run the gamut from 100-point bailouts to neckand-neck sprints, with wings littering the desert all along the way. Sometimes a pilot will scratch two to three hours for 29 miles only to expire 100 yards short of the line. The Wild West Regionals is no shrine built to demigods. Big names with full manufacturer sponsorship almost never strut their scuff at chis dance. You'll hear ordinary names of ordinary mortals, and

Goal - Stagecoach, first and third day hoc air whistling tlu-ough mesquite. And, of course, tales of persistence and daring. The wind was strong enough to rotor one in behind a tumbleweed. Launch was from McClellan Peak and we set up quickly, knowing whatever convergence there was had already passed through, leaving 30-mph westerlies that guaranteed soarability on the front face but decapitated any thermals that dared poke their heads above the ridge line. Twenty-four wings shared a mountain top, experimenring with whatever it took to squeak over the back. The local wisdom says you need nine grand, but plenty of pilots took their chances with anything remotely over eight. Throughout the meet many pilots were forced to drift in shattered lift at insanely flat angles back over the rounded mountain to get away. Others gained enough to leave by parking in unusual seams and columns of lift chat remained strictly vertical, despite laminar wind rearing through chem at high speed. Since McClellan is the buttress that splits two valleys, clearly there were ocher fluid forces besides classic column thermals at work. Once over the back, the trick became

crossing the void of sink before losing every bit of altitude we had. What route? What strategy? The choices are always 1) the high country, 2) the distant flats, and 3) the combination of sink holes, razorsharp rotors and foothills in between. Take the top of the range and you can gee pummeled, with landing options on the wrong side of ugly. Make a run for the buoyancy of the trigger-sparse valley and risk running out of altitude before you find workable lift. Split the difference, entering the middle world, and know a fear harbored by ancient mariners, for Here Be Dragons. Bill Vogel tumbled twice in this trench on day three: once backwards, with the nose pulled so high it went over the top, and then immediately keel-over-nose, he, lying prone on the undersurface of an inverted, stabilized wing. Before Bill could throw his chute the glider righted itself and handed him back the control bar. He checked the feel, then with discretion flew well our to the valley and picked a nice picnic spot to set down. But the gnarly canyons between high and low roads offered the straightest path, and some were getting away with it. Virginia City lies in there, couched in the Flowe1y Range. Just over half made the 17-mile goal that first day. Par Bowen won the task, with Nick Thomas and Roy Lautamo nearly tied for second and right on Pat's keel. The grouping was right; Lee, lurking back at seventh, was still only 122 points off the lead, and this was about to change. We hoped for more classic conditions, but day two was a carbon copy, with the added realization that the already weak thermal strength had deteriorated further. HANG GLIDING

when you feel the air, and just see it and and made the spine beyond the dry lake Winds were at least as strong. And Ray feel it, and Fly. By. Imagination. That's the bed, and eventually crossed the tarp. This called the task at a little over 29 miles. only way I know, and so I give that to "Separates the X-Cers from the wannabes," was tremendous flying. Lee now held you." almost 3,900 of the possible 4,000 points he said. "And remember, if anyching's I thanked him, and wondered if that unfair, it's equally unfair for everybody." for the first rwo days, and his margin over meant the high road or the low road. I next-in-line Nick Thomas was a full l ,500 Grinning, we accepted the mantle and decided it meant the low road, and laid charged up the hill. points. Clearly day rwo had changed my plans in mental concrete for the final things; Bill Vogel and Larry Smith, third Pilots scratched forever chat day, and day. The flats. Definitely. and fourth for the day; were rewarded with the lift profile would not yield. The low, Thermal strength was predicted lower only a little over 600 points each. lumpy sagebrush served up one blown yet (!), with whispers of a weak cold front. And another tale made jaws drop: Alan launch. Winds were so strong it was often By the rime our trucks stormed the mounKenny, who had struggled until bailing difficult ro get much more than level with tain top the wind was howling already; the out for minimum points on day one, the mountain. Standard techniques continair was just barely cooler. Rick Hawkins' decided he would nor do so again. He was ued to deliver inadequate heights. partially-set-up glider was blown down, the first to launch this day, and every ocher Adapting, a few bold pilots tried new and a quarter of the field, choosing discrecompetitor watched him sink so low we routes: First-to-leave Larry Smith, and then tion over valor, packed up and accepted knew he was out of it, and then watched local D-teamers Matt Teats and Jim zeros for the day. But occasional calmer Paddock, snuck around the south (Carson him work back to launch. Experimenting City) side, low, cycles could be seen on the surface of working gullies and Washoe Lake far spines, skirting the worst of the rotor below, and again zone, and found Alan Kenny was wired off first, and I enough to get our followed. Twenty past Dayton before minutes later Jim hitting the desert Paddock launched, stil I 17 miles short. went over the back Reaching into their with next to nothcreative bags of ing, and sank out. tricks, Mark Mulholland, Harold Still only rwo of us Froehling, Paul aloft, a momentary Clayton and a few cycle of slightly ochers "ratcheted" lighter air came high enough in fine through, allowing Waiting.for results. Mike Vorhis on one knee talking to Auzn Kenney. an actual column seams of lift to top the antennas, then thermal, and I took with miracles, he did it rwice more, until it to 9,100 and ran. I was told the rest of made their break just above the badlands rwo ochers of us finally joined him in the for the flats beyond the gap. A handful of the field began to launch then, stuffing risk-takers literally dove over the crest with air. For rwo and a half hours he tried to get final battens and scrambling into harnessnowhere near enough, and flailed berween above the mountain, and finally gained to es, and 9 out of 18 airborne competitors a little over eight grand, and made his rwo and rwelve rotor-infested miles in the eventually made goal chat day. First-tomove. The report eventually trickled back launch Alan crossed the line second, but tough conditions (including the author, for for max elapsed time and another thouchat after more than three hours in the air whom landing was an adventure and for he alone had joined Lee at goal. Since only sand points. Paul Clayton crossed last but whom the pungent yet velvety flavor of edged Alan out. For a while it looked as rwo crossed the line, Alan's huge secondStagecoach Valley Dirt still cakes teeth, though Pat Bowen had won the day with place day earned him a paltry 1,000 windpipe, both ear canals, and deep sinus an excellent 46 minutes elapsed time, but points. cavities.) A lot more excellent pilots bailed Thar night at the big dinner, amid a soon it became clear chat Nick Thomas out and settled for the 100 points earned thousand theories of what to do with the and Lee Gardner had orchestrated a stopby launching. watch finish. The calculator came out of high winds on the last day, amid '96 But Lee Gardner somehow made goal champion Larry Smith's humorous speech its holster. Lee won the day with a blazing that day. At one point, drifting 150 feet and six cheers for Ray and Jackie and 4 1 minutes and change, from launch to over Larry Smith's head, it appeared Lee line; he had bested Nick by only 16 secmounds of enchiladas and rice, I asked Lee would join Larry on the turf Just there he onds. how he'd made goal. "I could tell you the Mike Frey streaked across fourth for felt something best described as nothing, route I rook," he said, "bur I'd rather tell the day just minutes behind the top three. and drifted it horizontally for over a mile, Lee later described his mindset during you chis: Use yo ur IMAGINATION. Play after which it begrudged him 10, then 20, the flights . "I with your theories tonight if you think it's had to set intermediate goals then 50 feet of gain. He took it up over fun , but throw away those pre-laid plans for myself all along. My first task after 3,000 feet in the end, and found another, SEPTEMBER 1997

Awards Belt Buckles. Left to right: Ray Leonard, Meet Director; Pat Bowen, 4th place; Mike Frey, 3rd place; Lee Gardner, 1st place; Nick Thomas, 2ndplace, Ralph Hyde, 5th place.

making the jump was to reach the two Flowery knobs - ifl didn't do chat there was no point in looking further up the valley. Then I chose the next key ridge, and my only intent was to make chat. I needed to keep my focus on attainable goals." By breaking an imposing objective into a series of doable jobs he prevailed, and still maintained a margin of safery throughout. And what of my final dive? What can a weekend pilot hope to gain at a Regional comp? When I'd gone over the back I was alone. I looked to the flatlands and prepared to start rhe big run across the sink zone. And then I heard Lee's voice saying ... what was ir? Fly with imagination. Fly tenaciously. Fly with what has sustained all these magicians on strange and wild days. My flatlands plan had been 50 hours in the making, but I turned on a whim away

from it, to the longer high road of tl1e Flowery Range; it just felt right. And everywhere I needed lift, I got it where I imagined it would be - where it felt right. When I finally turned off the jagged divide I plummeted like a stone for a mile to within 200 feet of the dust, but there was a 600-then-1,000-up smootl1 elevator right there, exactly where it felt like it might be. The column arc'd up and pointed its long finger at the tarp five miles away, providing both engine and precise navigation, and I hopped off when the time was right, and was first across the line, so much so char I almost got past before the goal crew saw anyone coming. I was just along for the ride. In a very big way, Lee Gardner did it twice chat day. A weekend of forehead-against-rockwall had finally seen mat wall crumble. We

slapped each oilier on tl1e back for hours, migrating back to Ray's and Jackie's shop for the Ceremonial Bestowing of the Huge Silver Belr Buckles, and me final five (Lee Gardner after all mese years! ... with 5,878 of a possible 6,000 points, then Nick Thomas with 4,408, Mike Frey with 4,140, Pat Bowen with 4,100 , and Ralph Hyde with 3,549) stood together for the photo, and Lee said a few words. "This is a training ground for tomorrow's serious comp pilots, " he pointed out. "Regional comps are vital co the future of the spore. Talk it up; bring your friends next year. It's within chis framework chat pi lots screech themselves, under controlled guidance. Year by year you guys just get better, and a lot of the reason is chat you are sharing what you learn." It's an X-C Clinic, in fact; it's why Ray and Jackie go to all the trouble. The Wild West Regionals may not be as fiercely independent as I'd thought. High on our successes, full of new knowledge of the valley we'd flown and the creative ways it could be done, we drove home late chat night. Passing Sacramento, I saw a billboard advertising chat Reno stage show, and remembered my accidental wisdom of three days before, and smiled. The sign read: IMAGINATION TAKES FLIGHT. "I think they have it backwards," had been my remark. •

':ll~ E ~ S/t,O'iu 1521 E. McFadden #H Santa Ana, CA 92705 Phone: 714-972-8186 Fax:.. 714-972-1430 ..

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many pilots to the novice level than any other flight school in the U.S.A.

Lookout Mountain Flight Park is the

place to

train and progress your skills in Hang Gliding, while also

Lookout Mountain Flight Park has consistently, for the 10 years, trained over four times as

a lot of fun.

flying- make your dream a before you know it, you'll be

dreams of

Allow us a chance to demonstrate the Lookout Mountain

page 19. Monday Rick (purchasing agent): "You know there are seven separate operations in (the pan in question, and just one of 57 new pans that had to be designed, tested and produced just for the hision), and it's going to take at least 12 weeks from final print to production parts. You got a final print Mc (design department): No, we still have a lc.'.w more tests ro nm bdii1-e l can release it.

TiJesdriy, Wednesday, 1'hui:rday Rick (same question) Mc: (same answer)

Mc: "Okay Rick, that pan's a go, the drawing's on your desk. 1 need first article by Monday and production parts no later than in six weeks! /\frcr several more rounds of veb iclc testing in March and /\pril, and If GM/\ certification on /\pril 16, we entered the dead zone between having a truly flnishcd

configuration and having all the production parts in our hands co produce cus-· tomer gliders. We shipped the flnal three pre-production gliders fc)r the Easr Coast Challenge to Jim Lee, Mitch Shipley and Pete Lehmann just days before rhe meet. Mitch was the only one of rhe three who had even seen Fusion and he had only one short flight on an early prototype with seven pounds oflead on the nose to make it trim correctly. rheir unfamiliari-ty with the glider, Jim and Pc:te managed an impressive second and third in the meet. One month later Pete set a new East Coast distance record of 182 miles from Templeton, Pcnnsylvania to Bel /\ir, Maryland. We managed to rush the first few pro· duction gliders out in time for the rest of the competition season. In June, Jim l.ec won the Sandia Classic 011 a Fusion, and shortly after Chris and Jim Finished first Mo11ntain. Finally, just ;ind second at as this went to press, Chris /\rai won the U.S. Nationals. The development gap had been closed, and the performance capabilities of the J:usion had been dearly shown to be at the very least the equal of any of the other topless

nnisF>c1g

It remains to be seen whether the new "topless" technology will change the course of hang glider design. The designers and manu · facturcrs have brought a product to market. 'fhe market rhat is, the pilots who buy the will now decide if this is to be the gliders way of rhc finure. The "we" rcfr:rcnced throughout this article includes a large group of individuals who contributed to almost every aspect of the final product, but primarily two of my partners at Wills Wing Mike Meier and Rob Kells. Mike actually logged the most flight testing of die three of us, and was also responsible for administering the vehicle test program and preparing the HGMJ\ ccrtiflcation package. fn addition, there is no way we would have met most of the deadlines wirhom the indcfotigable efforts of Rick Zimbelman and Ken Howells. J encourage anyone inrcrestcd in the Fusion to visit our Web sire at www.wiJl .. swing.com. There are pictures and specs, and you can download the complete owner's manual which includes exploded parts diagrams of all assemhlies and much more information than we have room to prcsem here. II

SEND TO: USHGA Books, P.O. Box 1330, Colorado Springs, CO 80901-1330 (719) 632B300, fax (719) 632·6417 MC/VISA accepted

•

141at. 11. Uttl, "'"'' 11.-tta«'.4...(,u Contact your dealer for pricing and to get your test flight. If your dealer «~ti6'd~

doesn't sell Aeros gliders. then you're ob'v1ously at the wrong dealer. You can even c,1ll us tf you focl'llke It.

919 480-2774

faxn 1B480011 7

HJ\NC GUDJNC

Division) or 6 issues and other beniern:s.

(Family MemberM must sign separate release from Full Membe1~ .... Cl Para2m~in2 Full Member)

""'""'"'"''"" MAIL SERVICE HANG GLIDING MAGAZINE: ($24.oo-u.s., Canada, & Mexico only) ................ ·-··-·--·-··-·-······AIR MAIL SERVICE. HANG GLIDING MAGAZINE: ($30.00-Westcm Hemisphere, $40.00-Europe, $50.00-AII Others) 1ST MAIL SERVICE· PARAGLIDING MAGAZINE: ($12.00-U.S., Canada, & Mexico only) . . . .............. ·-····----..-·--·-·-·AIR MAIL SERVICE - PARAGLIDING MAGAZINE: ($15.00-Wcstcm Hemisphere, $20.00-Europc, $25.00-All Others) ...................- .......- ...---··-····· NAA MEMBli:RSHIP: ($10.00 annual dues).. . . . . . . . . . . . . . . . . . . . . . . . . .............................................. ---·--·-·-·-····-··... FAI Sl)ORTING LICENCE:

($18.00 annual foe)

Date ofBirth: ......-

...

I ·--

Citizenship: ______·--·-·-·...·--··-..-

. . . . ··········-··--·--··--

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

Credit

****************************************************************************************************************

TOTAL

(03/97)

In consideration of being granted membership in the USHGA, I,·-·-----------·---·---·----------' for myself, my personal representatives, heirs, executors, next of kin, spouse as follows: ~ The following definiti0ns apply to terms used in this Agreement PA~fT/j(:/P.41/iON means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider. 2. orooer1tv a:am,ilfe and/or nll"irc:nn,:;111 or sustained by me as a result of my PAJl1!,CI/J'ATJ'0"'' IN TNir:.fA'11JJ'1T':l,ntll,~r as a result of the administration of any USHGA 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 a) The United States Mang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the pmon(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 USHGA; 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; ~ All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where I PAJlTl(~IPJITE 11 AII persons involved 11 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 PAJlTl(~IP)fT/(1N JW DISt:HAIRGE the 11r.;,.r.;n,1cv PA~lTIJ:.J'frc,m however caused, even if caused by the negligence (whether active or passive) of any of the ,,u;;,r.1[;;111J1,;;.v PJ4Rl1ES. I A against any of the loss or damage on account of IN)'llR.fES. 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 11u;;Jr.!IJ',1.1,;;v P.4R17ES. ACl(N()WlEl)GE that the non-participant third party liability insurance obtained by USMGA does provide rnverage for TElrtMINlml)N. I can terminate this Agreement by either sending written notice of termination to the USMGA National Office postage prepaid return receipt requested, in which case the termination will not 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 INJIIRIESwhich I suffer in whole or in part before the termination of this Agreement. E. I shall be and rnrn1ctir1111•ri matters whatsoever arising under, in connection with or incident to this Agreement ·:::arnFnll"11i:::a U.S.A. to the exclusion of the Courts of any other State or Country. F. If any part, article, paragraph, sentence or 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 Signature

Date MR-l/97

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Launch And Land With Flaps The launch adva ntage is becoming airborne with more margin and cont rol. Landing with flaps has dual benefits. You may accelerate above 30 MPH increasingly building drag degrading yo ur glide. When it's time to flare , your touch down SReed will be noticeably slower!

New SpeedFoiJ™ Tubing Lower drag, ou r new airfoil tub ing for the king post and control bar boost the glide ratio adding a point or more at higher speeds. Other features on the Sensor 610F are: computer-optimized, laminar-flow airfoil; twelve shear ribs; control bar apex aft of the CG; Kevlar band & dacron cord TE hem; 7075 T6 LE and ribs; semi-cantilevered cross tubes and a simplified 12 minute set-up. We all knew that eventually hang gliders would be this good!

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R A T

• A N D • F L y

by Mark ''Forger" Stucky

''Being properly hydrated delays the onset offatigue, increases resistance to hypoxia, and is fundamental when it comes to being physically and mentally sharp. Drink liberally and frequently, and don't wait until you feel thirst; you are already dehydrated at that point. "

Left to right: FasTrak's Came/Bak Classic ($44), Pek Products' Peak H20 Pak ($40), Cascade Designs' Phtypus Haser and Quack Pack ($44), B/,ackburn's HydraSak and HydraRace ($70).

y first serious attempt at crosscountry flying was from the Gunter launch in the Owens Valley, California in 1980. I prepared myself for this high-altitude desert flying by packing, uh ... nothing. Flying at 14,000 feet my lungs ached for oxygen. My brain compensated for the hypoxia by transforming my mouth into a living wind sock Ir only seemed like minutes before my mouth was so dry I felt like I was spitting cotton. I was so dehydrated after a couple of hours I simply aimed for the farthest supply of guaranteed water I could see, eventually quenching my thirst (and parting my hair) from the rotating fire hose of a huge 360° agricultural sprinkler. A couple of years later I was back again, this time armed with an eight-ounce sur-

viva! flask of water. I was in good shape, a bit into masochistic exercise (I was a Marine), and therefore felt I didn't have to follow any wimpy rules like staying within gliding distance of a retrieval road. By the rime my wife found me after I had landed (real men didn't need radios either) , I had been hiking for an hour in 105° heat, my glider and various pieces of equipment trailing behind me in the desert like a modern-day Hansel and Gretyl. For some reason she avoided greeting me with a kiss. I guess she didn't appreciate the fact that I was guzzling flask after flask of water from a stagnant pond. I eventually proved that even I have a learning curve and decided that extreme thirst was neither enjoyable nor required, so I sucked it up and purchased a

CamelBak. I loved my CamelBak and it served me reliably for years, finally rupturing a seam, most likely weakened by my unauthorized habit of freezing it the night before a flight. Over the years the CamelBak system has become extraordinarily popular and has sparked an entire industry in personal hydration systems. There are presently numerous hydration systems available and this review covers some of the better models. The Came/Bak® by FasTrak (1-800767-8725) is a heat-welded polyurethane bladder with a 70-ounce capacity. The folks at FasTrak have not rested on their laurels and have continued to improve upon their original design. The current model is more robust due to a simplified and strengthened seam design . The BiteValve™ compresses easily, perhaps too easily, and has an exceilent flow rate. On a few occasions I have arrived on launch to find my gear bag soaked because something compressed the valve during transit. My biggest gripe with the BiteValve is that it can be removed with only a light tug. More than once I have wondered why my back was so cold only to discover the valve missing and water siphoning out. FasTrak man ufacrures several different models of packs as well as numerous accessories. Complete systems range from $44 to $94. Replacement bladders are $23. These are decent products with numerous options but you pay a bit extra for the brand name. The Peak H20 Pak® by Pek Products (1-800-235-2252) appears very similar to the CamelBak Classic but sports improved seams, larger-diameter tubing and a bitevalve that stays in place. At $40 for the bladder and pack it's also an economical alternative to a CamelBak and is available from Air California Adventure (619) 6705322, a San Diego-based paragliding business. The HydraSak ™ ($25) by Blackburn (1-800-776-5677) is stronger yet with a

polyurethane bottom bonded to a rubberized 200D nylon upper part. The large, threaded neck has an imegral rubber washer and rhe cap screws on securely and leak-free. Ir is easy to grip the neck while filling and the "flow-through channels" eliminate the nuisance of having the sides of the bladder srick together causing spillage during filling. The innovarive hard-plastic GulpValve™ is closed when the springloaded center rod pushes againsr an 0-ring. When depressed wirh your tongue or reech the valve unseats and liquid gushes forth . One benefit of chis design is char it eliminares the problem of biting too hard during a tough aerobic workout and closing off the flow. The Gulp Valve is held securely in place by a series of imernal ridges. My one recommendation would be to include a snap-on plastic cap to keep the valve from accidentally unseating during transport. Blackburn's three hydration packs are designed for cyclisrs. Pack prices alone range from the entry-level HydraPak™ ($25 and significantly nicer than mosr) to the serious mountain-biker HydraMtn TM ($60) - excellent products ar fair prices. Like their namesake, Cascade Designs' (1-800-531-9531) Plarypus™ line of hydration producrs are uniquely lovable. These ultra-lightweight water containers come in several shapes and sizes ($4 to $6) and are effectively a cross between a bladder and a water bottle. Like a bladder, Plarys lay flat when empty, but like a bottle they can stand on rheir own when full. Platys are constructed of a sriff plastic and lined with food-qualiry polyethylene to eliminate any unappetizing plastic aftertaste. The Platypus is filled through a topmounted stiff fill neck. Standard screw-on soda bottle caps or bottled warer push-pull tops also fir on nicely. The Plarypus is made into a hydrarion sysrem with the addition of the $10 Duck Bill™ (screw-on cap, 42-inch hose with a lapel clip, and a Duck Lips™ bite-valve). The bite-valve is larger in diameter and sriffer rhan ochers. It srays in place nicely and is very comforrable to use. If you put your hydration system in a side pocket on your prone harness then the Hoser™ style Plary with irs cornermounted spout is for you. The Hoser is a complete bladder, and with the Duck Bill is only $15. I need to emphasize the durabiliry of SEPTEMBER 1997

rhe Platypus reservoirs. I know of no ocher design tl1at can be treated so roughly. Your Platy can take the abuse of being dropped, frozen and even boiled. Thar's right - you can boil the water righr in the bag, something tl1ar will curl the welds on conventional polyurethane bladders. This comes in handy for purifying questionable warer as well as for raking a hot camp shower (the Shower Kit is a $3 option). Cascade Designs offers a wardrobe of accessories for Platy bortles which includes holsrers, fanny packs, backpacks and suspenders, allowing you to customize the design to fir your needs. These are exrraordinarily useful products ar oursranding, rock-bottom prices. Gregory (l-800-477-3420) is a name renowned among hikers and mountaineers for their extensive line of quality backpacks. They offer tl1e Mirage TM HydroCell TM ($24) which holds 110 ounces of fluid in a distinctive meralicized polyurethane bladder with a threaded screw cap. There are a few things I would change about the Mirage system. Firsr, I found I had to be careful when screwing the cap onto the bladder or the inrernal seal might crease and cause leakage. In addirion, the bi re-valve responds to such minin1al pressure char care has to be raken to keep it from flowing when you don't wam it to. The rubing includes a handy snap-coupling for quick connections to accessories, but ir would be better if the coupling sealed when disconnecred. Last, rhe opaque bladder design makes it hard to inspecr for bacrerial growth, therefore Gregory recommends replacing the bladder ($4) if you ever fill ir with anything ocher than warer. Those comments aside, if you are imo hiking or climbing and find yourself packing your hydration pack inside a larger backpack then you should check our the varied Gregory line. The largest Gregory hydrarion packs are outsranding daypacks in rheir own right ($50 to $90). They say necessity is the mother of invention, and no company understands thar berrer than Ulrimate Direction (l800-426-7229), a company founded by a group of hard-core endurance arhletes and whose products are geared for endurance cycling, cross-country skiing, ulcramarachoning and the like. Their SportTank™ ($25) is a heavy-

Continued on page 56.

Gregory's Mirage Hydro Cell and Arroyo pack ($83).

Ultimate Direction's Sport Tanle and XSpurt pack ($78).

Mountain Safety Research's Deluxe two-liter Dromedary bag with shower kit ($28). 49

11cextJ.O very busy .pullfo.g .ofralow save or HANG GJJDINC;

gt'.tS area, reception sh<mld a contingency.plan discussed in advance is in

a contingency plan to this contina contact phone nn.mber is so that if and to a phone he can as to his location. For this Telecard is an for any serious cross,counIf flying with a the pilot his exact coordinat:cs. An even more situation is for the pilot t.o fly with a cellular phone in his 'This access to a is practically guaran,, (although always possible to land in a re.m.ote area with no cellular driver merely in at this mesperiodically to see if the pilot in. Another word on the subject

sage phones: If you are staying in a hotel on a flying .it is unwise to trust the front desk to an importam ""'"""l~'· such as the location of a downed pilot. rfotels are notorious for losing or forgetting to messages. Bring .an answering machine along on the trip and hook it up to the phone in your room. if necessary. 'rhe ddver simply hiisro call hotel and ask for the room and then check for mes" on the machine (be sure to access .code). It is also to discuss what pilot and driver is rn contact is lost during tbe flight, that it is for tbe pilot to abort the flight under such u~1.,u«Ac5. It is extremdy to fly off into a remote area wheii no one knows your location and there exists the possibility of a a long hike through the

succes;sl:ul long-distance cross-country flying is accurate weather infor.ni.ation and complete preparation. The driver/pilot relationship is a cant part of this preparation. Study your tnaps ahead of timc:to cut down on the concentration neeckd ro ln the Moffat says, is considered that the information may not pan out as extJected Contingency plans should be wMked out for d1.is in advance as well. This will also decisfon-,making in the air. Again, y<>U do your hornework Q11 the ground, the less you to be with in the air. As a final word of advice, carefol what you say over the rad.lo. Champion sailplane pilot Richard Schreder tells the story da radkj trans.rnissiQn between pilot Dean Svec and his wife Barbani during a ora,.cti,ce.,;tav in a sallplane meet. Barbara "H.oney, how sQon will I'm very hot andJ'd like to go to motd.. About 12 pilots called in andsaid, "We'll be down."

Michael. "Hol!Jwood" Champlin is a #vely unknown pilot except in certain ttreas of Cr1leffbrnitr, New Mexico and FloridA (he doesn't compete). ln the ptlSt three years he has logged over 6, (JOO cross,.country miles,

including flights in the IW::rt o.fover 200 miles and over 100 miles in the Ill

s HANG GLJ])JN(; ADVISORY Used should always he disassembled before 1imc and inspected carcfi1lly for fatigued, cd downmbes, ruined bushings, bcm bolrs the heart boh), rc-11Scd N yloc mns, loose thimbles, frayed or rusted cables, 1angs wirh non--circular holes, and on flex wings, sails badly lorn or tom loose from their anchor points front ,md hack on the keel and edges. IC in douh1, many gliding hnsincss-

CONCEPT Kl.ASSIC I Tl Creat condition, hours, sweet handling $2JOO. Lisa V. (801) 288-1 589. /i7}8800. - New and used. WAI .LAil¥ RANCH (9/i I) IJ2li-0070.

l<LASSIC: llili --- Crear condition, hllle and magcma, liO hours $2,000. 1-800-487 lli2/i extrnsion 225, s1evet:r1'appliecl .l!ct

DREAMS CLEARANCE SALF 1/i'i & 185. Both in great shape. Raven Sky Spons (Ii 1Ii) li7:l-8800.

J<LASSIC 141i White & red, nice slwpe, under 100 homs $2,300. (Ii 1/i) iiTl-8800.

FALCON HO --Ncw$2,500. (SU) %1 2817.

KLASS](: 16(,, J :l:l Excellent condition $2,900., $2,300. (80 I) 25li 6 lli l.

h~ippy to give an objective opinion on the

condition ol' equipment you bring 1hem to inspect. Buyers should select e'luipment that is appropriate for their skill level or rating. New pilots should seek professional instrnction from a IJSHGA CERTIFIED INSTRUCTOR. FLFXWINGS ABC AIRSPORTS Call for Trade in your old diver for new HG or PG. hill training, tandem, both H(; and PG. (805) 68fHJ31i3

A BUNCH OF GI.IDERS For sale, new, 1Ised and demo, ready to from U,00 up. EXTRA CLEAN/CALL AND COMPARE. TOl'l.ESS: Moyes, learn, Wills, TR1. KINGPOSTED: 1.amillar, Conccpr, SX, Xtralitc, Shark, XC, !<lassie, XS, UltraSport, SnpcrSport, Spectrum, XT, Sring, MK IV, Pulse, l'alcon, Bun, V2, l'ly2 and more. WALLABY RANCH, FLORIDA. OPEN DAILY (9/il) li2li-0070 glidcrs(i1'wallaby.com

FALCONS HO, 170, 195, 22'5 new and med. WALLABY RANCH (911) li21-0070.

I.AM INAR J Ii Exccllcnr rnlldirion, a srcal ar $3,300. (815) 7:115388

School use, one FALCONS CLEARANCE SAI.E season. All sizes $1,500-$2,500. (lilli) !fT\-8800. l'I.IC:HT DFSIC:N FXXTACY 160 glider of' 1hc fi,rurc. Beller sink, speed and handling 1han anything else! Easy to fly. Call (50')) 925-'j)G'j and order yours today.

FUSION li2/i-0070.

price. Mus! sell, 25 hours $5,000 ncgo1iablc. ( :all Al (208) J>:xccllcnt condition, exccllcm LAMINAR I Ii ST performance $/i,300. (801) 251i-Cilli1.

Demo daily. WALLABY RANCH (911) LAMINAR ST, lli, 13 in stock. WALLABY RANCH (9/il) 421-0070.

I !PAT 158 $700. Magic CARACE CI.FARANCF Kiss $500. RamAir J 'iii $1,500. (501) 967-7057 home, (501) 858-4356 work.

AIRBORNE

SHARK, BJ.ADE RACE, STING, new. Demo daily, TllE WALLABY RANCH (9/i I) li21i 0070.

IAMINAR TOPLESS ST AIL WIIITE, BEAUTIFUL SHIP, TRICK CLOTH, FOi.DiNG SPEEDI\AR $5,li'i5. THIS GLIDER GOES I.IKE A BAT OUT OF HFLL! (760) 9/ili-3562.

BUZZ. New and

AXIS 15

I.ow hours, great condition $500. (619)

287-.3911.

HPAT 158 c;ood condition, spare downmbcs $850 OBO. C:CJOOO l,arncss, 6'4" clrnte $350. (805) 541 1275.

LET'S TRADE --- XC J exccllenr shape, one sea .. son, for a l<Lissic l or 166, or TRX 160. (970) 728390'-i.

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: I 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:

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of$- . . . _____ ..__............ ____...... NAME: ADDRESS: CITY: _................. -·-·---·--.. ·--....-. ------.. --·---······· . . PHONE: Number of Number of words:

- ................................"_ @$.50 .00

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

HANC CUDINC

:v!OYFS CSX SX, XTL, XSJ, XT, etc. New and nearly new. Available immediately. Nation's largest Moyes dealer. WALLABY RANCH (911) 421-0070. MOYFS ( ;TR ITi ( ;nod condition, plenty of" great /lights lcfi $500. (li07) 3)::> 968.l. Nm 'i/'r7, v,·ry low MOYES XTRAUTF 137 hours, SX tips & ttthcs $2,GOO Oil() will ship. (80'i) Gts2-lli83.

SPECTRUM ili/i 'lJ/i, almost new, motivated seller $1,500 OBO. Julie Sandm,m (7(,0) 2/i5-25/i9.

XTRAI.ITE Iii/ Cood condition, bl:wk-n-white, mylar$ 1,500. (81 :\) 52(,J629 Florida.

Excellent condition, hlm, 1.E, Sl'ECT!tlJ/vl l (,5., grccu/ycllow understtrface $?_, I00. (21 Ii) :150.G068.

......... $2,(,00 XTRI\I.ITF lli7 .. Excellent C:ond. CENFSIS ....... .l)onblc.surfoce/small pilot. .. $1,200 l ll'AT J/i5 .......... Excellent condition ........ $1,iiOO SPECTRlJM 16'i ..... Like· N,:w . .... $2000 Also Mark IV & 19's and Falcons. All gliders include /irll inspection Ix 1cst flight. Arizona l·Lrng Cliding Center ('52.0) (,V-li 1 IIi.

SPECTRUM 16':i less than one hour on this solid white beartty! $:l,000 OBO. 1larncss, emergency chute, wheels extra. (J60) 671-li:J5l) rjJ(lljuno.rnm SPFC rn.UM Cl.1•:I\RJ\NCE SALE Three I G':i nc:H new condition) w/a!l options ,M,•1u,,h~.},L.uu. Raven Sky Sports (Ii iii) 173-8800.

EMERGENCY PARACI JUTES

2A CORE PD/\ SPORT EURO 150 --· <50 hours, excellent condition, white w/radiation grern $1,:lOO. (G02) 8'Fl-2'i25.

OHO. 27.

With swivel fin tandem $520 w/swivcl $1i20. Many more par-aclnttcs (Ii I Ii) liTl B800. l lARN!'SSES

Fxccllcm condition, <80 hours $800. SPORT 167 (812) 952·2.li02 will deliver in OH, IN, IL, KY or TN.

CONDlTlON, SUPERB PFRl'ORMANCE, LIKE NEW AT l!AI.P TllE PRICE! Sllll'PINC CON TAINFR Pl.US EXTRAS $2/,00. (608) 781-6113.

hours$ I, 500. (801) 7.'j,j .. (, I Ii 1.

Cl.OUDBASI•: I IARNESSES & UI.TRAMITTS Also sail repairs and DISCOUNTS 011 varios and para chutes. NEW LOCATION I /4 nrilc Ii-om I IENSO NS launch. Quality harnesses since 1972. (Ii:>.:)) 9/i'J.70'i/i.

offrr-will ship. ('> l 6) 82(, 71.38. Novicc/intcnncdiatc dotthlc MOYLS XT PRO 1(,5 hours, great shape $2,')00. (11 Ii) li?J 8800. l'ULSF 9/vl New, 3 hours, plm cquipmmt $1,950 ()1\0. (602) '566 1280. PUI.SF ]OM flown Ii times, spccdh,u & learn hel met included $2,GOO. (80/i) 7.'J'j .. 8GC,O. PUI.SI·'. I OM w/harncss, clrnte, Ball flight deck $1,2.00. (Ii 15) %'i-/i'J%.

SlJl'ERSl'(lRI' 163 Excellent condition, low hours, red $1,'iOO. (GO!i) 591 2550. l'Ol'IFSS I A MCllJFTTE 12M $:uoo <20 homs, white 1.F, blue undcrsurfoce. l'lics great, easy to set-up. *Crcat' glide. Ile the first at your sire to go top less, without breaking your bank ;iccotmt. Comact Flytcc US!\ /. 800-662·2/iii'). VISION M l(IV 17 White w/ligltt blue, excellent condition, comfort bar, small wheels $1,400. (60 I) 329-157(, ( :olumbus, Miss.

w/rockct, Uvcx licltnct) many cx1ras

VISION MK IV & l(LASSIC Both great shape, low l,ours. $1,000 and $2., 500 01\0. (520) 7Tl· 1%6.

870-'5195 Chattanooga. llought·SoJd. J'raded. IZ:1vc11 l'lJISFS & VISIONS Sky Sporrs (Ii 1Ii) fiTJ.8fl00.

Coml condition $1,000. ( :all VISION MI<IV I; lfohard 1J 2%-0526.

1.A'/.FR $/99 JFTSTRFI\M $7')') Both harnesses arc designed with the s:unc hody. The di/frrrnn:s arc in the spreader frames the Lah:r being flexible and the Jcrstreatn being a foll b,tck-fi·;ttne "comp" harness. Via a convcrsio11 kit, either h:unc,;;s can he co11vcrrcd to the

other (you virtually 3ct two harnesses in one). /\ininre of San hancisco (Ii 15) 7'i I -5068, e111ail: airrimc(ti)1nohius.nc1

RI\MAIR iliG

Whirc, logo, winglets $?.,:mo. (51 J)

VISION MKIV 19 '/.3 harness w/chute & bag. Annml completed 1996 and not flown since $1,350. KurLmd (303) ?8/i 81 G1, (303) li70 1006.

Crcat shape $/i'j() OBO. (6 I:>) 182

Bottgln-Sold-l'raded. Raven V!SlONS & PUl.SFS Sky Sports (-1 I4) /i/3-8800.

RJ\Mi\lR 15/i %1-).817. RAVEN 2.09 8710.

All the optio11s 1 I.ow time, blue vvedgc on top, white leading IYl;1tcl1t11.g rnstom ( :c; I 000, fresh HRS Chris (?.08) /:J:>. 28'J 1 days, Idaho. SENSOR

$')75.

WAl'iTED GJ.Jl)FR Trade for crashed Kolb ultra light project. 052) 811 Tl22 Florida.

Sl'FCTRUM 1/ili <2.0 hours, magcnta/lilack/lilac, w//.-:l harnc.11 $2,li 'iO. (970) ')!iii 28/i9. SIPITMlll R 1997

lllCJ! lcNERCY POD l!J\RN!<:SSES Sizes & styles change monthly, $.,00 liOO. CC I OOO's $2'J0. Cocoons $200 eaclr. l(ned1angers & stirnrps also avail able. (Ii iii) li7:Hl800. TRi\lNJNC Jli\RNFSS!'.S (513) %1-2817.

Wll.l.S WINCS SPORT 167 - With I ligh Energy harness $I, I 00. (508) 68 1i -62Gl rerncha~i>/i p.com John Connolly: l )o yott want your vario back? XC: lli2

Wl,itc I.F and "XC'', asymmetrical main outer. New condition, (i hours, never D,rnuy (Ii l 0) 71 (,.:3"7(,'j

SENSOR 61(JI' CI.Fi\RANCE $:l,')00. 1/i!i, 105 hours, :ll7 95'lli.

I !!Cl! ENERc;y COCOON Cscd $75. Robertson 5'8"..(,' pilot, both good condi-

Maryland, leave 1ncssage.

Excellent condition, winglcts $2,:100. WW Duck I :io, great shape $500. ('5/iO) 72.2-987/i.

Two, $50 & $200.

PARAGLIDERS 1:1.1c;1n IlFSICN !\Ii 25 New inspection, great shape, perfrct Grst glider 1;<JOO OBO. (50')) 925 SS65.

s FUC:JIT DESIC:N A5 SPORT $2,100 OBO. 011ly a few {lights and 10 minutes airtime. I did a trade wi1-h someone who's

too big for me. ( :all Kristin

ARIZONA

31401 Riverside Dr.

out of the sport and iL\; 925 2190.

lake Elsinore, CA

92530

FU(;!IT DF.S!CN AGVT The latest greatest inter· mediate glider with diagonal ribs and .1 swept-Lack to offer you the most performance AND stability. $2,li99. Call (509) ')25-55(,5. IKA ROS S.A.

909-674-2453

l.ook under New York. RIGID WINGS

l'.ASY RISER Cl.lDFR cracked ribs. (5 IO) 9.'l2-·0'i/i(,.

1976, custom paint, ARIZONA HANG GUDJNG CENTER INC.

SWIFT 61it-8861J.

PRISTINE condi1io11, all extras. (80'5)

ULTRA[JGl-l'l'S BUILD/FLY--· Your own BACKPACK POWERED PARACI !UTE for ftm/profir. T;,kcs off f'rorn level ground unassisted. Safo, simple, inexpensive. Derailed hook with sources. Now only $1').'Vi. FasyUp, 108') Medford Center 1121Jlig, MedCord OR 9750/i. http://www.wave.net/ easyt tp/ IKAROS S.A.

Look under New York. WANTED

We arc a fi1ll-timc, FUT.I. SERVICE hang gliding shop located just minwcs from the BEST site in Arizona, Mountain. We have the most comprehensive training program available and can teach yon ro be a SAFE pilot in less time! We stock gliders, harnesses and instrumeHts fiom Wills, Airwavc, Moyes, Flytec, Ball, High CG and many more! We need your tradc--ins. instructors Roh Richardson & Tim l klms. 350+ FLYAHLE DAYS PER YEAR! 150-L South 69 Dewey AZ 5 20-(,32A 1 H ahgc~tlnorthl ink.cum ARKANSAS

MOYES XI'RAUTE Hilt Used bur excellent ctmdi 1ion. Joh11 (601) 591-2550, jkami\zt:'ildirect.c:1

0/./\RK MOUNTAIN HANG GLIDERS Sales, service and i11struction. 1(\() Johnsron Rd, Searcy AR 72143. (501) .?79-2li80.

SCIIOOLS & DEALERS CAI.IFORNIA ALABAMA C:LOUDBASE CORP. db:1 Rocket C:ity Airspons. Sales, rental,, sc,·vice and certified instruction at Keel Mo1111tainj Alabama. For inform,1tion send SASE to I'() Box Gurley AI. 3'i71i8. (205) 8808512, (205) 77<,-9912. LOOKOUT MOUNTAIN FLlGHT PARK ad under Georgia.

FULL SERVICE SHOP Located on Hwy 71 at the base of the Sa11ta A11a mmmrniu range. Proudly representing ALI. major brands. Rema ls available to qnaliflcd pilots. 6 days a week 9am--5pm, closed on Mondays. Fxprcss.

ADVENTURES UNLIMITED Orange County's premier school. lJSHCA certified instruction and tandem specialist. New & used Wills Wing dealwv.•w.,n'lllet.t1ct/.-skydc,g/tn<1c:x.ht111l (714) 496-8000.

MACIC AIR Located in Northern Californi,1. Lessons, sales, service. (707) 'JG3-3li'i5.

Our comprd1c11sive instruction program, located at the s~m Francisco Bay Area's prcrnicr trnining site, features

gendy sloped "bunny hills," supcrlite gliders and cornfort,tble training harnesses! "FIRST FLJ(;J IT," a video prcsenfation of our beginner lesson program, is available for only $20 including shipping (may he applied ro your finure lesson purchases). Our deluxe retail shop showcases the latest in hang gliding i11novations. We stock new and rncd Wills, Airwave and Moyes gliders, Pl.US all the hottest new harnesses. Tradc--ins arc welcome. Take a amazing new VIRTUAi. REALITY hang simulator! I 116 Wrigley Way, Milpirns (near San CA ')5035. (li08) 2621055, fax (li08) 262-1388, :vlSC:JlG@laol.com www.l-lANC-C ;J .m!NC;.com

OWENS

Sec HANG GLIDER EMPORIUM Best traini11g hill in the west! Full service gliding/paragliding shop, cstabJislic:d I 971i. PO Box 133'), Santa Barbara CA 93140-13l9, (805) %5-37:-33, email: wdlyuniv~1raol.corn TIIE HANG GI.JD!NG CENTER -- Located in hcamifol San Diego. I Ling gliding and paragliding i11struction, sales a11d service, conducted at TORRFY PlNES aud local mountains. Spend your winter vacation flying with us. Demo om line of gliders and eqnipmell! at the always convenient and world farnot1s oiler !CARO (LAMITORREY PINES. We NAR ST), MOYES WILLS WING (XC) and all kinds of stt1ff. Makers of the DROGUE CHUTE. (619) 561-1009.

TI-IF NAME SAYS IT Al.I.! Join us at Walts Point and other lau11chcs for the /'lights of your li/'c. Toms/rides to launchlretrievals/XC: and record clinics. Camping and lmnkhonsc/Windtalker launch info. Equipment sales and re11tals/rivcr rafting and backcountry excursions. The Gliding Centers' Owens Base Camp opens May 15th. call today to plan yom vacatio11. Programs for novice pilots and non pilots. Tandem XC the Sierras! Toll free (888) OWFNS XC. !JAN(; GLJD .. WEST COAST PARAGLIDING ING & PARACI.J])JNG. USHCA paragliding instruction, tandem. All major brands oF paragliding and h,mg gliding equipment (11ew and used). Repair specialists. Next to Fort hmsron. The only foll service shop in San l'rancisco 1 3620 Wawcma, San Francisco CA 94116. (415) 7591

I JICJ I ADVFNTURE Hang gliding, paragliding school. Eqt1ipmcm sales, service, rentals at Somhem California's mile high site, Crestline. USJ-TGA Instructor Rob Mcl<cnzic. By appointment year round. (909) 88:l-8li88.

HAN(; CIJDINC

since 197/i. Filiecn Crestline, Elsinore :rnd training sites. Vacation and glider sab i11cl11ding lodgi11g The mo:d and equipment, new and used in in old sunny days e'1ch year. Come Victmy lllvd., Van Nuys C:i\ 91 ·iOC,. (8 I 8) '>i<N OI I I, bx (8 I 8) 988 I 8(,2. COLOR/\DO i\llff!MI· /\BOVE I !!\NC C:LIDINC

l'ull time

lcs~ons, snlcs, service. c:olorado's most cxpnicnccd. Wills Wing, I ligh Ft1tTgy, Ball, Moyes. (JO}) (,7/i· 2/i 5 I J\inimcl I( ;("':wl.rnrn

QUEST Am SO!\RJNC CENTER Yo11r vacation hang gliding loc:ttion. (Yi2.) /i7'J 02 U, fox (.$52) 12'!·

C(>NNE<:·ncur MOl JNTi\IN W!NCS

IJB!i6. Visit our website at: www.qucstairforcc.com 01 email us: q11cs1air(111 sundial.nct

The J\crotow Flight Park Satisfou ion ( ~uaran recd

Look under New York J11s1 8 miles from l )isney World

Ccmral ro Attractions

GEORCli\

1:1.oJUDJ\

YEAR ROUND SOARING OPEN 7 DAYS A WFFK • FOUR Tl JGS, NO WAITING • FVFRY D!RF.CTION

'iO t NJ( :E demos to ily: Topless ( ;lidcrs: Larnitrar, Moyes, TR:,, Wills. Super Xt ralitc, XC, Concept, Shark, Sting, Falcon, Supnlloatcr and 111orc; lJSl IC/\ CF.RTfFIEll Ti\NDEM INSTRUCT!O\I . By /VlcNa111cc Acrotow training & rati11gs. and acrotow equipment, 1. I Jism·vworlll. Call (:157.) 21i5iQ(,l. grnyhi nJv1>1 >raxis. net I, 11 p://www.gyp1.i.mm I grayl,ird 1001<0\JT MOUNT/\IN 1:uc;11T l'i\RI< Sec ;1d lllidcr ( ;corgia, Nearest rnm1111ai11 training center to Orlando (only 8 homs).

also harnesses, v:irios, etc.

i\ges 1.', To 7., have learned to fly here. No one come.'> do\c to our lt·vd of experience and s11cccss with tandem acroww ins1ructio11.

A GREAT SCENE FOR FAMILY J\ND FlUFNDS .. IO motel.'>· & n::s1:rnraoL<.: within

mins., carnping, ho1

showers, shade trees, sale:-., storage, ratings, X(: retrievals, grcai wcaihcr, climbing ,,val], 1r,1rnpojjnc,

BUY i\ VACATION !IOMF (really a camper) ,11 J\ GIU:AT RESORT (l.ooko111 Mrnmtain) :md stay at TllE I.ANDING RV PARK (not LMJ:Jl). Call today for dernils I 800 80'.\.'778B. l.ocared inside rite l.1 NFW NIGHTLY C:i\BIN RFNT/\LS.

l )SS TV, ping pong, bungee swing, pirnic tables, swimming pool, clc.

of over l 00 miles and more than 6 hours.

in I

Cliding, l<i1pla11cs,

Co1Jntry :ind

Cross show:;,

Visit us on the Web: http://www.wallaby.com WE I IJ\VL The most advanced known to hang gliding, yon in takes on the HILL, and with more in-flight air time. YES, WF CJ\N TFACII YOU FASTER AND SAFFR. for year-round training f't111 in the sun, call or wrire Miami I Jang Cliding (:lll'i) 28'1· WJ78. 25':iO S l\:tysl111rc I )rive, ( :oconut ( ;rove, Florida

Please call us for rdc·rcnccs and video.

!001<0\JT MOUNTJ\IN l·LICI IT l'i\RK Sec our display ad. Discover why 1:otm TIMES as many pilots earn their wings ar I ,ookout than at any other school! We wrote lJSI !C!\'s Oll,ci"I Training Man11al. Om specialty<11strnm:r sati.sfoctiott :1ud Cun with the BFST FACII JTIFS, largest inventory, camping, swi111· ming, morel hlr a llyiug ! rip, imro flight 01 lesson

Looko111 Mournain, just outside

( :hauanooga, your COMJ>I.FTF training/service C('ll· tcr. Inf,,' (800) 688.J.MFJ>.

J 80S I lv:m Sr ill Road, Wallaby Ranch, 1:Jorida T\8Tl

935g (911) li21-0070 phone & fox

(:onscrv:11ive

Rcliahlc

State of'the An

:n1 n. .11.C. INC./l'IY!NC J:LORl!li\ SINCE 197/i M:tlcolm Jones, David c;Jovcr, Rhett Radford, Ryan ( :lover, A11s1it1 Collins, Totn Rarnseu1 & Jim Appleton NFW BUNI<f lOlJSF J\T 1.00/(0UT! For visit· pilots. Separate female and unisex dormitories, w/n11dtinlc showers/bathrooms i<,r each. Call ( ;reg :ti The I.anding RV l'ark & Cabins ] .81)().80:l-7788 1

Sll'TIMllFk ·19<)7

r· t:' .).)

Continued from page 49. duty polyurethane bladder with half-inch welded seams, reinforced with stitched tape. T he bladder houses 90 ounces of your favorite fluid and an internal baffle reduces sloshing and keeps the bladder from puffing up like a weenie dog when full. Not only can you drink whatever liquid your heart desires, the bladder has a volume scale for monitoring yo ur fluid uptake or for accurately mixing yo ur favorite energy drink. Another novel feature is the large rolltop neck that makes for easy fi lling and cleaning. The neck is sealed by simply rolling it up and mating the velcro strips. That's it - no caps to rwist or threads to strip - and the bladder is not only leak free, it appears to be bomb proof. The SportTank will not only survive an accidental drop off your roof rack with flyi ng colors, it will probably even handle yo ur chase driver backing over it. Like a Platypus, a SponTa.nk can be fro zen, but Like the other polyurethane bladders don't expose it to temperatures above 170°, the li mit fo r the ultra.sonic welds. Ultimate also came up with a simple solution for a dilemma which has plagued many of their competitors: How do you design a bite-valve that's easy to use but keep it from flowing accidental ly? Their ViperValve™ is a rather conventi onal bi te-valve that is housed over a push-pull

valve. Simply push the valve in to seal it and you can toss yo ur gear bag in the back of the truck without any worries about arriving at launch with a soaking harness, a short-circuited vario, and no drinking water. Although all of these hydration systems claim "hands-free" drinking, you normally have to find the drink tube and put it in your mouth (this is where the lapel clips come in handy). T he QuickSuaw ($ 17) is truly hands-free and won't disappear behind you even at V max on a RarnAir. This moldable drink rube attaches to your harness with velcro straps and can be bent into most any posirion. The rube is arrached to a coupler with coiled tubing to automatically adjust for movement. The coupling is similar to the Mirage's but is self-sea.ling, and liquid will not flow from the bladder if disconnected. Thus, yo u can easily leave the QuickStraw attached to your harness or control bar and remove the SportTa.nk between flights. The Ultimate line of packs is as impressive as the Gregory line, bur more oriented toward fast-moving sports. These packs hang lower than conventional backpacks, firring snugly in the small of the back to help reduce bouncing and increase stability while maneuvering fast on and off the u-ail. Reasons such as these are why Ultimate Torsopacs were chosen for "fasrpacking" the 21 1-mile John M uir Trail in

fo ur and a half days and the Appalachian Trail in 56 days. Prices range from $40 to $154 (including bladders) - great bladders and great packs. The last product I evaluated is technically not a hydration system. Mountain Safety Research (1-800-877-9677) markets the Dromedary as a simple beverage bag, but be that as it may, hang glider pilots familiar with the Dromedary a.re lavish in their praises for it. The Dromedary is an extraordinarily durable bladder and is available in rwo-, four-, six- and even tenliter sizes ($ 14 to $27). The smaller rwo sizes are constructed of 500D Cordma nylon, the larger from 1000D Cordura. T he nylon outer shell is laminated to an inner polyurethane liner with very wide overlapping seams. The wide-mo uthed, threaded filler neck is securely sealed with a rubber cap. To easily convert the Dromedary in to a top-of-the-line hydration bladder you should buy the optional $11 Shower Kit, which consists of a high-quality stopcock valve cap, three feet of 9/16" tubing and a perforated "shower head. " Remove the shower head, slip in a length of 3/8" tubing, add a mouth valve of yo ur choi ce and voila - an outstanding water delive1y system! For those of you who want to fly with ballast, the IO-liter size is unbeatab le and may even provide additional bodily protection for supine fliers. At night you can inflate the Dromedary, close the valve, and use it as a camp pillow. MSR offers a full line of can1ping and mountaineering equipment. T heir highlyacclaimed WaterWorks® water filter screws directly onto the filler neck for filling the Dromedary with purified water directly from your wilderness water source of choice. These are the ultimate large-volume water conta.mers. So which hydration system is best? It depends. All of the systems evaluated are quality merchandise and are a big improvement over the models avail able just a few years ago. I advise you to consider whether yo u want a single-po int design that wi ll only reside in your hang gliding harness or a system you will use fo r multiple outdoor activities. For those serious about customizing their hydration system I recommend that yo u independently pick your bladder, mouth valve, pack and accessories and order them a la carte from tl1e different manufacturers. •

H ANG GLIDING

Lodging at Henson Gap, TN

fut\.·

Rentals Available Again! - The Mountain Condos Bunkhouse is open again, for rental by pilots and friends coming to soar the beautiful Henson Gap site owned by the Tennessee Tree Toppers. The Mountai n Condos Bunkhouse offers three private (lockable) bedrooms and a large common dining/living area. Take all three for your family, or share among frie nds for very reasonable rates. The fa mous Henson Gap Radial Ramp is onl y a 3-minute stroll away. Ca ll on-site manager Howard for ava ilability ... but act soon. Space is limited and the flying season is here! • CALL OW! 615/949-6609 Ask Howard for information on rates and avai labi lity. After all, how many fl ying sites offer you lodging at launch? MOUNTAIN Fly Dunlap, TN ... "the Hang CONDOS Gliding Capital of the East!"

'--~ I

A irspeed Indi cator ... $23.50 Long Bracket ............. $7 .00 Short Bracket ........ .. .. $6.50

The Hall Airspeed Indicator™ A precision instrument for the serious pi lot. Rugged, dependable and easy to read.

NEW! SMALL HALL Great for hand-h e ld wind measure ment or parag lid er A ir s pee d Indi cator us in g Bracket. Small Hall .... .... ...... .. $23.50 Parag li der Bracket ..... $6.50 Now availab le: Small Hall for hang gliders. 0 lo 70 mph

Hall Brothers P.O. Box 1010-H, Morgan , UT 84050, USA 5" Dia. ABS Pl astic Wheels Mastercard I VTS A I C.O.D $24.00/pair Phone (80 1) 829-3232 Fax (80 1) 829-6349

«ou.ite pojjibly the perfect entrt1 level qlideri1

With an im.presslve usable SP.eeil range. an un beata"!ile stnk rate"AN D the abtltty to 6reak dow n to 6 lt long without tools. this could be the only gilder you'll ne ver resell. Ask your Dealer for a test fltght!

919480-27 74 IIL..9-~-

17 ~-==fax919480-01 m:::ilt. <>~

s llAWAI! ll!RDS JN PARA])JSI' I Lrng gliding &. ultraliglll !lying on Kauai. C:cni!icd tan,km instruction. (808) 822·5'.l09 or (808) 63')· l 0/,7, 1,irdit~i\doha.nct www.bin\sinJ)aradise.com

ILUNOJS RAVEN SKY SPORTS (.112) 360,0700 or (11/i) 17:J,8800. !'lease sec our ad nnrlcr WIS( :oNSI N.

TRAVERSE CITY HANG GI.IDERS/PARAGUD F.RS [llJLJ /J'!MF. shop. Ccnificd instruction, fom launch and row. S,ilcs, service, accessories for Al.I. major brands, VISA/MASTERCARD. Come soar om li'JO' dnnes! l '509 F 8th, Traverse Ciry Ml 1%8/i. pa1·agil1d111f~ lessons & dc:ikr for !lew the Whisper and the Fly. Call ,L,:.·;:.0·1··1. Visit our paragliding school in Jackson, Wyrnninp,. Call Tracie at OO'l) TJ').8620.

FLY l JICH I IANC CI.IDJNC, INC. New York, C:onnecrirnt, Jersey areas (Fllcnvillc Area's EXCLUSIVE Wills Wing dealer/specialist. Also all other major brands, accessories. Cer1 i/'icd school/ins1rncriot1. since 1979. Area's most JNEXPENSJVE prices. Exccllcm second:1ry i11srn1r·, finished a and wish to contin· Tandem flights! ( '.ontact l'a11l Rd, Pinc Bush, NY 12%6, ('Jlli)

MINNFSOTA !KA ROS SPORT /\ VIATION

IN DIANA

JJ MlTCIW.LL

TANDEM. /\irwavc dealer. 673'.I Colurnbi:1 Ave., I L11nmond, IN 16'.l21 (219) 81 '). 2856.

R/\VFN SKY SPORTS-·- (111) 17}·8800. !'lease sec om :id 1mdcr WISCONSIN. KANSAS PR/\lR!E H/\NC Cl.]!)F.RS l'i1\l service school & dealer. Great tandem inst ruction, towing & XC: pack. ages. (:l 16) J75,29')5.

Sl'ORT SOARINC CF.NTER/MlNNE/\POLIS lnstrnction, equipment dealers f,,r Wills Wing, Pacific /\irwave & Edel. (612) 688 .() 181. NEVADA ADVENTURE SPORTS Sierra /\e1·ot<1w1,ng-'l 'andern. Toms our specialty. 111g/p,:1rai.:ild111g l JSI !CA certified instruction. service shop for /\irborm·, 1\irwave, AltAir, Moyes, Wills Wing. '.l<,'50·22 Research W:1y, C:1rso11 City, NV 89'!06 (702) 883-7070 phone/fax,

NEW JERSEY MEXICO MOUNTAlN WlNCS EXFFRIFNCE MEXICO' -·· Safori Sky Tours, I )cccmber '97 thru April ''J8. Reserve yom airfare early for tlic holid:1ys. (602) 285./iO'J/i SkyToms~ij11110.com

Ill

l .ook under New York.

paraµ;liding ;ind l)istriburors/dealcrs all m:ijor brands. Ma1111fac1urer for the BEST microlii;hrs in rlw world, SPARTAN. New and used at best prices. The most friendly service in For catalog send $5 to: ISi\, 3811 Dirni:ns Blvd II 11 0, Astoria NY I I I 05. Store: 2'J:l 1 Newtown Ave., Astoria NY. Phone/fax ('118) 7000, em;iil: !bros! J(a>aol.com Internet: http:/ /memhers.aol.corn/ikaros I l lfly.ht 111 SUS<iUEJ li\N\JA Fl.lCI IT PARK --- Cooperstown, NY. Certified lnslntction, Saks and Service for all major manufocmrcrs. fi() acre park, 5 training hills, jeep rides, bunk honse, hm showers, 600' NW ridge. We have 1he best in N. New York state to teach you how to lly. c/o Dan Guido, [lox 29} Shoemaker Rd, Mohawk NY 1:lli07, (31 'i) 866·6 l 5:3.

NEW MEXICO NORTH CAROi.INA MOUNTAIN WEST I fANC C:lll)INC l'arrnington's only li11l service school and Wills Wing dc:1lcr. Off,,ring tow and rn11dcn1 flights. (50'i) 6328/i/il. UP OVFR NEW MEXICO

PAr~AGLIDING

Baml in Bcamifol V ;i\lc de Bravo experienced, prnfcssional group FABULOUS HOUSE FOR fODC:TNC • AT.A O\R'l'E SERVICE MENU AVAIi.ABLE FLYJNC & INSTRUCTION AVAILABLE FOR ALLSKILL • RENT OUR llANC Gl.lDFRS OR BRJNC YOUR OWN • BASIC PACKAGES AT $100/DAY llC, $(,9/l)AY p(;

u:vm.s

• REJ:ERFNCFS /\ V /\JL/\BLE PHONE: J .800-86 I .'/l 'J8 LMAlf .: llymcxirn~1\10l.rnm WJm: http://mcn1hcrs.aol.com/llymcxico/i11dex.h1m[ CONTACT US H)R MORE JNH) OR RF.SF.RV /\TlONS MlClTlGAN NORM LFSNOW'S FI.YINC ADVENTlJRFS Tandem, tmbo 111g flights and full rnnge programs advanced. Acrotow clinics & USHC/\ ap11ropria1c ratcontact ings available. OSI ](;A certified school. Norm l.esnow·Mastcr l'ilot, F.,arnincr, Advanced Tandem lnsrructor, Tow Administrator. (81 O) :l')'J. 'JIJ3.,, FlJLl .-TIM F school. www.Serio11sSporrs.com

NFWYORK /\AA FUCI lT SCI 100!. MOUNTAIN WINGS and EAST COAST PARAGLJDING in Fllenville NY. the Lirgcst, MOST PROFESSIONAL 1raining in tlw N 1,; with 15 years c,cpericncc. 7 fol\ time i11stT11c10rs, Ii exclusive tnining hills. We stock everything available for pilots and sell & service AIR, WAVE, AV8, ALTAIR, WILLS WING and now MOYES, also SWIJT, SUPERFLOATER, KASPER. WING and ALL PARAGLIDER BRANDS. lJnbeatahlc prices 011 gliders. Full time tandems, ]Cl', clinics. We do it all. (9lli) m11rn'ini,s~1'';w,l.c,om. 150 C:inal Srrect, l'llenville NY l 21i28. F.XPERJENCE SPEAKS FOR lTSEL\1. Experience the freedom of soar· ing /light! in nrndcm instruction & aero· towing. cenificatcs available. Location: I hour north of NYC. for info call our hotline (91/i) 77858'.)'), email: maxQ1\:loml9.nct Sales, service, EI.LENVJLI.F FLIGHT PARK \JSHC/\ certified instrncrion. Dc;ilcr for AIRBORNE, LA MOUETTE TOPLESS, Al'CO, instruments, accessories. 80 l l:1ng ( ;\idcr Road, Fllcnville NY 12IJ28. Call Tony Covelli or J;ine, phone/fox ('! lli) M7·1008.

/\FROTOW!NC • TANDEM INSTRUCTION , BOAT TOWlNC • P/\R/\Cl.lDING • MO\/NTAIN CLINICS • FOOT f.AUNCII • OPEN Yl'.AR ROUND BEACI I RESORT EQUIPMENT SAi.ES AND SERVICE

(800) Tntcrncl Address: l11tp:11w,Nw.1<tttyllas"lcco1,1 E·Mail Address: ha11g·tdi,Jct,1lor11er··lianl,s.c:0111 PENNSYLVANIA

instruction, Pimburgh. (Ii 12) (,971iliT7. OUT AND Pl.A Y!

HANC CUDINC

MOUNTAIN WINCS

I,ook under New York,

KITTY I IAWK KITFS

TENNESSEE

Sec North Carolina.

SIIVLR WINCS, INC.-~ Cc·rtificd instruction and equipment sales, (/03) 53:\ I%', Arlington VA. WISCONSIN

1IAWK AIRSPORTS INC J>J), Box 9056, Knoxville, TN 17')/i(),()()5(,, (li2l) 217·/i')')!i, ]Ianµ, Cliding and world famous Windsoks, l OOKClUT MOUNTAIN t:IICIIT PARK ad under ( ;corgia.

Sec

RAVFN SKY SPORTS I IANC CJIDINC !\Nil l'AIZACl.lll!NC: Largest and most popular in the Midwcs1, 'I'raditional curricuhtm, ridge tain clinics, Dragonfly l'x tandems Brad K usht ,er. Salcs/serviee/acccssorics all major hrands. !'() Box I() I, Whitewater WI 5:l 190 (Ii I Ii) '17.38800, PARTS & ACCESSORIES ABSOUJTFIY Tl IE llFST -- !'rices for Ball varios/parachtttes. (6 I'!) 22') .. !)0/i8, email: rchrokcr(a)Jncom. net

TEXAS AUSTIN AIR SPORTS INC. Ccrtilicd foot Lnmch, tow & tat><.lcm training. Salcsiservicc, Steve &. l'rcd Burns WINDFMFRE (21 O) G9:VSB05. llOlJS TON (2/ll) li711488.

AFJlOTOWlNC ACCFSSORIES Sec TOWINC. TIIE WALLABY RANCH (9,1 l) /i2li0070.

l!IJ,/. COUNTRY PARACUDINC JNC Learn complete pilot skills. Pcrsomli·1cd USI !CA certified 1raining1 ridge soaring, {()ot & tow launching in ccnt-ral Texas. MOTORIZED PARAGUDINC JNSTRUC TION & EQUIPMENT AVAILABLE. ('Jl'i) l7'!· 1185. Rt l, Box IGI', Tow TX /8672. KJTJ' ENTERPRISES

Foor launch, phtforrn

launch and acrorow insi-rnction too. rcnt,ds and repair. /\irwavc & Wills Worth and north Texas area. }, 11 7'S002. (')72) 3')0 ·'>0')0 nights, weekends.

sales,

RED RIVER AIRCRAFI /CO .. .l lANC: CLlllfNC;!'r - Jeff I !uni, li81 l Red River St., Austin Texas 78751. Ph/fax 1512) liG/ 252') gohgW1)aol.cnm

/\RMADJLI .0 CUD FR BACS Prntect your glider from UV and all of' nat mes clcrncms, Cnsrorn made heavv·cl111v polypropylene wll'ull lcngtl1 zipper $90 (plus $7.'50 FXC:l.US!VL!.Y through Krnrnckiaua Soaring, li25 N Taggart Ave., Clarksville IN Ii/ 12'). (812) zgg./J 11, fax (812) WHI 15. MC/Vi.scr.

UNTT

My well loved

quick v:irio m:uricd 10 an to new generation lasc1

into tough liuk JU' proof box still has reserve battery' r1tc'rctw11gt'ai1,tc broad Velcro srraps or hasc tube mortttting $2'!'5 Shipping inc (80',) (,82 1088. Bread pan tmits still $2':!'i, l ,ascr trimmed retrofit avaihblc $il 'i. !(Olli RTS CIJIWR lNSTR\JMFN IS :n1io C:Lli'F !)RIVI: SANTA llAR!IARA CA ':!l I O'J trimmed trnnsduccrs.

EXTEND TllF LIFF OF YOUR WING AND EQ\Jll'MFNT WITH UP TO IOO'Y<, UV SUN PROTECTION. I00% money.back l',uammce' ":JO:l Sun Block l'rntect\tnt & Cleaner" is tire only I 00'),h g11ar:11Jtccd proven sun block which provides up to I OO'ii, UV protecrion to sail cloth. Made in USA, and field tested, one 16oz application is 100% guaranteed to extend the existing lifr, of' your wing and cquiprncm up to twice as Use on sail cloth, vinyl, leather, nylon and more! application provides :lo 10 IJO hours ol 100% \ JV sun l,\ock exposure The kit includes (I) 1601. trigger spray (1) :!201, refill bot tic and complete set of instnrctions. Send $:lli .95 (California residents add $).Sl sales tax) plus $5 ship ping (omsidc USA-eall for shipping Banners Unlimited, 1'0 /lox 7004, Los Osos, 9.3/i 17, (fl05) 528 5018, fax (80'5) 'i)8.:\'i29.

I OTA! AIR SPORTS Area's OLDEST Wills Wing dealer. ( :cnincd instruction avaibblc, "I only DEAL with WILIS'. 635/i Limestone, l lo11s1011 TX

CALL KENTUC:K!ANA SOARIN(;

-- (812) ?.88.

7111 for the l,,,st price.

non Cllll 9'iG·Gili7. UTA!!

BALL VARIOS USJ,l) Model M 1')c $200. Model I 50 wrist vario $ I 00. (5/i I) .'l 17 9'591i.

WASATCl I WINGS l'lJLL TIME US! !CA certi l!ed J JC ins1n1c1ion ;ll Point of' the Mountain and regional mountain .sites. I )calct· for Acros, \X'ills \)(ling, and mud, more. ( :all /ac (ill) I) ACCOMl'l ,ISl !FD PJJ ,()']'t Bought hi·tcch vario, with speed·to .. fly, barograph. The Ci'S's dropped to $U8 ... Maximi1,e tlrose invcstrnents 1 11\iglrtView com bin cs C I'S & barograph cl,11,1 into .}-D color images o/" tavoritc flights. /.oom in/out, view any Add mmmtains, towns, clo11d.s, :ill .l-D. \'(latch fly the $'i9.')5 (rrec ttpgradcs Windows PC. 1 1 ' " ' " ' " ' ''"'" 1970) '5 i/i 0720, PO !lox 171 I , Aspen CC l fl 161

VIRGINIA

BLUF SKY

- I ligh quality instruction, cq1nptnct1t s11pplic.'i, ( ;\idcr Savers. Steve \Xicndt in I t:inmc,nhmP VA, ('i/iO) li\2(,5',/, sales) sewing,

SEPTEMllLR I 997

BFST I W/!FFLS J\VJ\ILJ\BL!' Super tough, lightweight, a must l,,r tandem Built ·in hushing,. ( lnly lJSA.lrnilt wheel. qn:mt ity discounts. Immediate delivery. J,ookou! Mountain, (800) 688.LM 1'1'

Tl IE NEW JNC:RFDmLE Ei\RMlKF '\ 15, Just plug it inro the spc·alZ<or/rmc outlet in your car and press the ptt button rhc control 1,iece when trans·· Can be fit sleeve and attach ro your earpiece is washable. Fatmikc I 'i is for !com, Y'1csu, i\liuco and more. Farmike 'i75 is for Kenwood. fmroductory price for the best mic in the market is $ 1)1.95. ]Si\ ph/fax (718) 777 7000. GWl'S &. TROPf IIES Unique, unusual & creative hang gliding related gifts nnd trophies. Free catalog! Soaring Dreams, 11716 hirview, Boise Idaho 8:3713. (208) 376791/i. HELMETS lntcgral & J\ir Kevler, WJHlf:rhc,linc $180,$300. lliscmmts on small & XS in s10ck. (liJ,\) liTl-8800.

KENTUCKIAN/\ SOARING CommHnications Spc:cialist! Best Prices & Best Service! ( \1stomer Sarisfacrion (~11arantcedl CWERSTOC :r< & Cl OSE-OUT ITEMS! Vi\RJOS: FLIGHT DECKS NEW Bi\LL CR/\PHICS I'! .US.. ..$CJ\!.! Jli\LL CR/\PHICS COMJ> ... DEMO ............. $900.00 Bi\l .L M 19.. .......... $:l<i0.00 i\lRC:OTEC Piccolo Pins, Demo ...... ..$/i00.00 DfCIF!.Y ............... DEMOS .... $/i00.00 .Demo ................ $533.00 l'LYTEC: 4010 l'l.Y\'F.('. /1020 ................... Demo .......... $760.00 FLYTEC lt030... ..$C:i\LL MA 1.LFTTEC.. . .. ........ $159. 95 C:i\RMIN CPS 38.. .. .. $159.00 GJ\RMJN CPS li'i .. .......... $299.00 C:i\RMIN c;ps ')0 .. ... """""$Ci')').()() HELMETS PFLLE & REFLEX F,dl F:,cc ...... OVERSTOCK CLEARANCE ......... Black & 01hcr colors............. .. ... $125.00 PIINOR/\MIC ........ Full h1cc ............ $lli9.00 I.FF-1'2, Used, Large wif" I"I·........... .. ... $200.00 \JVEX ........ Full Face.. .......... $290.00 Ri\DIOS .. J\LL MODELS J\ V i\lLi\BI.F Yi\ESU l'TI IR ... .. ...... 5 wan ........... $:lOS.00 KENWOOD TH22 .......... 'i watt.. .. $Ci\!.!. F/C l'ingcrswitch/Hcaclsc\ ... I kavyDuty.. ...$89.00 5/8 TELESCOPIC: i\NTENN/\ .... ..$20.95 518 CJ\JN I lUC:K /\NTENN/\ .. . .. $17.95 Ei\R TAU<-SPFAKER/Ml<: SYSTFM .. Sale .. $60.00 VC:22 Yi\FSU Vox/PTT ... $58.9'i MOBILE ........ ':iO w,111.. ....... $299·37'5.00 Tl/NF Uf' w/Wmrall\y lm:rct........... .. .... $55·50.00 lC:OM V68 . 137"!7/irnh,........ $T29.00 i\JINC:O.. . ......... $C:i\LL PARACIIUTES WlL!.S WJNC 1./\Ri\ ......... w/P:rrnswivcl ........ $Ci\!.!. I llCII FNFRCY QUANTUM. .......... $Ci\LL Fdcl, Ni\S, WW, ProDcsign, HES & Mure!

I llCH PFRSPFC:TIVF WHEELS - Real lifr smcrs! 12", tough. Fits all gliders. Send $/il.95 1 $/i.50 per pair to Sport i\viarion, l'O Box 101, M1ng1,villc Pi\ I 6B',6. i\sk abom om dealer prices.

MISCELLANEOUS i\RM/\1 )ll.LO Clider Travelhag .. UV resistant .$90.00 WIND ADVISORY i\IRSPEFD W/Cl:irnp .... $2:3.00 lli\1.L Pi\Ri\C:I.IDF.R i\IRSPEFD.. ...$28.')5 ................... ...$1 li.95 11001< KNJFF ... MASON'S TOW REI .Fi\SF ... $52.00 U-MfTTS .......... Clc,rrance Ovcrsrock..... ... $2'5.00 J\ VOC:ET PILOT WATCHES ..... ......... $1 Jlt.li5

KENTUCK!i\Ni\ SOJ\RINC PRFSFNTS 1:ingerswirch Radio lkadscr by Flight C:onnccr-ions. IIEJ\VY·DUTY HEADSET with finger rnom11cd switch allows pilor to comm1111icarc while their hands on the rnn\rol hm or brakes. Safer and more reliable comm1micati011s. Your inst-rumcnt is pro tectcd with a 91l day mfg warranty with repair service availahlc beyond tl1c warranty. available fo, Yacsn, lcom, Alinco, Kenwood and compatibk radios. i\vailable for foll face or oprn helmets. $89 +$}. 50 shipping, MC/Visa, dealer inquires invited. Kemuckiana Soaring, li25 N Tam;art Ave., Clarksville IN li7129. (812) 288-7111, fax (817.) 7.g,i .. ,iJ 15. SPE CIALlZING IN ELECTRONICS, RADIOS, VAR· TOS, GPS UNITS & MORE!

MINI VARIO World's sm:dlcst, simplest vario! Clips 10 helmet or cliinstrap. 200 hours on batrcries, (). 18,000 ft., fos1 response and 2 warranty. Great for paragliding mo. ONLY $ I Mallcuec, PO llox 1575(,, Santa Ana C:A, 92'1:,5, (71/i) 9(i(i.J21t0. MC/Visa accepted.

KENTl/CKli\Ni\ SOARING li25 N /\venue l.larlmnlle l N li7129 (812) ?.88·7111 fox (812) 284-li 115

(719) The wor!d.·class XC:lt 180 up rn 3 hours ~,118,000 Ii. and only Complete kit with harness, canmrla and remote on/off JJ0,vm,,1cr, only $:95.00.

HANC GUDINC

TFK l'UCl IT PRODUCTS

BUSINESS l\r EMPLOYMENT

I.MF!' NFJ<J )S FXPElUFNCFll l!Fll' .shop. ( '.all Alan or Matt (/06) :l98 3511.

In the sew

WANTED I Jang ( :liding/Parngliding ios,n1ctors. lmmcdiatc f'11ll time openings available. Live thl' California drerrm .. instrnct srudc111s ;it the San l;rancisco Hay area's prctnic1

remote

e111ploymcnt is also av;iilrd,lc. (li08) 2(,2 .. 10'55. MS( :1 f( ;c,1Jaol.com www.l l;\N(; Cl.J])!NC.com

site. Service shop

Pat Dencvrlll

PU!ll.lCATIONS & ORCJ\NIZJ\TIONS Camera mou111, scv,·r:tl models available :kli:l.50. C1111era t\·rnotc (a.sk about reli:11c) $It 5. Vario 111011111 $1 'i. 6" wl,ccls $29./'i. S/1 I included.

improved hinding Soaring Technology, 6 I larvcs1 I .rlllc, hm11ington CI' O<,O.l2.

ll;\C J'l'i IC yon don't have your copy of Dennis Pagen's l'Elll'ORMANCE FLYING yet, availalilc through US! IC;\ I lcadqu,mcrs $29.'Vi (1 $5.'iO s&h for Ul'S/J'riony Mail delivery). SOJ\RINC

CJ\1.1. \JS! IC;\ !'or a magazine back issue ordet form. From the early Cro,md Skimmer to the 1,rescn1 I Ling ( :Iiding. (1 I')) Cd2·8:l00.

Monthly magazine of'Thc Soaring

SociL'.ty of America, Inc. Covers all aspects oJ' soaring

lligln. hill membership $'i5. Info. kit with sample copy $5. SSA, P.O. Box E, I lobl,s, NM iW2!i I. ('i05) J9,? I IT!. RF.;\!. ESTATF

111\NC c;J.JDIN<; l lOMF SITF lkrnti(ol site for overlook home wid, a /i()()' ,dtitudc above I.I,. giviog a clear view o( Scqo,11chic Vrlley at l ll'llspons ( :r1p. Six, acres, Wings Creek subdivision, I Cliding ( :apital of rill' Fasr. (lt2:l) 821 ·2'5fi6

TEK Fl JGl!'l' PIH)DUCT.'i, C:olclmrnk Stage, Wins1ed Cl O(,O'J8. (S60) Yl').\C,(,E. ht t p://mernl)l'rs. t ripod.rnm/ ,·tcklligh1/i11dex.l11 ml UVFX S/\l'FTY l lEl.MFTS Made with Dyneema Sl<60, Cnrnan 1<·s1ed to tl1c mo ton ycic test norm (DJN!i818), ultra light & ultra strong, now only $275 with the strong lJS I )olhrl ( :all ('jO'J) 'J2'i.'iS6'i now.

TOWING by LAHI\Y f(UtM!NCl

DOWNWIND Fro111 the early days of' the }O's, to ;iir of' Owrn's Valley, DOWNWIND is with thrill and exhilaration of' cross co11111ry adv,·ntl\l'C. The pcrfrct gili for both pilots ;ind non· pilots. SI 11\RF Tl 11, FXl'FRIENCE. ;\ trne story, well told. 1\vailahlc l'rom L:SJ IC;\ l lcadquarters fc,r only $10.95 ( 1$/i s/11). PO Box J:f)O, Colorado Springs CO 80901 · 1l:\O.

1\FROTOWI f\lC AC:CESSORI FS - l leadquancr.s for: The finest releases, secondary releases, Spectra "V" bridles, weak links, tandem wh,·cls, launch can kits, etc. Tl IF. WALi ABY RANCH (9ft 1) li?/t.()070. PAYOUT WINCI I Trailer llro1tnrcd, w/lcvcl winder & 5000' spccrr;i, "Jonglrorn style" launch,:, $2,200. Call l'rll (61 ?) (,88,8218. SC:OOTFR TOW SYSTEMS prices. (9?2) :l'J0-')090.

J\vailahle at various

wheeler incl11dccL many extras.

DON'T Cl'T C/\\JCJIT 11\NDINC DOWN 1 .') 0/. WIND! lJV tre;ited, 5'1" 1hro;1t.

color\ fluo1T~ccnt

p111,k/,rdlow or fluon·sce111 pinldwhite. $Y).'Vi ( 1$Ii.Ti ~/11). Send to \JSI JC;\ Windsok, P.O. Box UlO, co 80901 1 no, (719) <,12 8100. I?. VISA/JV!(: accqiwd.

X C: l\J\(;SI

White rnhherized nylon Ult rex 01 hrown crnio-coatcd nylon twill. one piece witli fidl /15 YKK rnil zipper lndtistri,tl $8'5·100ppd. I larness harness hoods, duf'lle.1 atHI more in stock, fO ship today! ( :ooJJi.1on ( ;Jid,r.1, I '5/i\l ( :00111y Road I 7, ( :,111nison ( :o 812:lO, (970) MI '>:l I

SrPTIIVtlllR 1997

ll!Gl!FR THJ\N EAGLES by Maralys & Chris Wills. The lik & t imcs of BOBBY WILI.S, glid ing legrnd. the triumphs and of the Wills and the evolution ol' Wing. $19.9'i hardcover (, $/i.;'i S/1 l for lli'S/Priority Mail delivery), Sl'l' preceding cl:rssificd for \JSI !CA BOOKS ordering info.

s & platform, ;l,300' Spectra liHc, hardly used $1,'500. (50'i) 891-0078.

YAESU RADIO at TELLURIDE FLYIN, CO, on 1996, serial number liN201'703. Dave Broyles (?,Iii) '72'7-3588.

VIDEOS & FILMS FOUND CAMERA .'l'irnm, found at POINT OF THE MOUNTAlN, lJT on October 6, 19%. Call (801) 957-1418 to identify.

FTRST' PLIGHT Follows the action of a t\\:W pilot's first lessons. This video is an entertaining way to show your friends and family how actually learn to fly. VHS 15 minutes. $20 shipping (may be applied 10 lesson purchase!). MISSION SUARINC CFNTER, l 116 Wrigley Way, Milpitas CA 95035. (/i08) 262- 1055. NEW IN STOCK! PARTY AT CLOUDBASE A hang gliding music video hy Adventure Producriom $19.95. POINT OF TIIE MOUNTAIN-Award winning East Coast Video, hg/pg action at this Utah 1nccca HANG GLIDING EXTREME & BORN TO FLY hy Advc!lmrc Productions, hg action $3/i.')5 each. HAWAIIAN FLYIN by 9, soaring launches $3:l. Call or fax US! IGA ('719) 632-61il7, please ,$Ii domestic s/h (+$5 for two or more videos). Crear to impress your friends or for those socked- in days. Perfect gift for the launch potato turned couch potato. Also, ask us about our paragliding videos! MlSCELLANEOUS

SOLAR WINGS SCANDAL~- Srolcn from VAN COlJVER, BC CANADA on August I 0th, 1996. I 3.6 meters, lilac & undc:rsurfocc, hlrtc chevron pat·aclrnrc; blue: Skylark

CAI. GLOVE Lighr-wcigl11 CABRETTA LEATHER GLOVES, world famous in equestrian circles, arc now gaining popularity in the hang gliding, paragliding & parachuting markets. Available in men, women & childrrn sizes, 9 Jiffrrent colors and priced from $77.95-$.19.95. l'nr more inf<, on these superior leather contact: ( :al-Clove, 7920 Auburn Blvd, Sacramento CA 95B2.I. (9](i) li81-870!, fox (916) /i81--1 I 68, email: cal-glovei71'juno.com FRISCO PEAK Catch the longest air in Utah. Milford Chamber of Commerce & Milford City welcomes glider pilots ro Frisco Peak, (advanced pilots). call (801) 387-271 l, email: kennn(Dinq110.nct

VIDEOS BOOKS & POSTERS Call USHCA for your Merchandise order form (719) 632-8300, email: 11sl1gaCt!\1sl 1ga.org.

DON'T LEAVE YOUR GROlJND--BOlJND EQlJIPMENT SITTING IN THE GARAGE. SELL IT TN THE HANG GLIDING Cl.ASSIHEDS.

"AEROBATICS" Full color 23"x 31" poster fcamr ing John Heiney doing whar he docs best--l.OOP[NC! Available through USH(;A HQ for just $6.95 (1$."J.'\O s/h). Fill th:n void on yom wall! Send to LISI l(;A Acrobatics Poster, PO Box 1:JOO, Colorado Springs CO 809;:,3. (USA & Canada only. Sony, posters arc NOT AVAfl.ABLE on international orders.) SPECIAL-Acrobatics poster & Eric Raymond poster BOTH FOR$ IO (+.$3. 50 s/h).

STOLEN WINGS arc listed as a service to lJSl·ICA members. Newest entries arc in bold. There is no charge: for this service and lost and found wings or equipment may he called iu (Tl 'J) 632--8:300 or fax it in (71 ')) 632-M I"/ for inclusion in Gliding magazine,. Please call lo cancel the listing gliders arc recovered. Periodically, this listing will be purged.

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Acme Clidcr Company ..................... 22 Adventure Productions ..................... .47 Aini me of San Francisco ................... 28 Altair ................................................. 31 J\rai Design ....................................... 10

AV8 .................................................... 9 Ball Varios ......................................... 23

Fly Products ...................................... 35 Flytec ................................................ 39

IIall Bros ........................................... 57 High Fncrgy Spons .......................... .42 Icaro .................................................... 2

Just n y .•• ............................................ ·t;J Lookour Mtt1. Flight Park ................ .4:3 Mojo's Gear ..................................... .47 Mounr,1in Condos ............................. 57

Neilsen--Kellcrman ............................ 35 STOLEN WINGS & TTIINGS BALL GC-70 & GARMIN li5 Stolen from harness bag inside truck at BUFFALO MOUNTAIN, TAI.IHINA, OK, on Jtme 8, 19')7. Hmh mmuncd togc1her oil a Ball Ball CC serial number Ii I. Pere Hammer (2.1 562-4102, email: Pcte.Hammcr~i>MCl.com

Sport Aviation Publications ............... 13

U.S. Aeros ..........................................,., USJ-l GA ................................ "·,.,

vrsx ............................................ ,...... 7 Wills Wing .......................... Back Cover

HANC GUDINC

~y Dan Johnson

PAUL, MINN. As big Oshkosh (Jike gE.,tting ready meet. an BOO-pound gorilla, say some), 'm surging in powered trikes. European producccrF, have tried sell these machines to l\merLcarn::. was always sJow going those who knew weiqht. shift., de1t,,-winged flying ( US! ! ) ovc"rwh(~lmingly didn' want. to with power. And the guy::; who wanted engines on their bird,; didn't know weic:fbt shi.ft. How to the gap'? Whatevur metliod thr"y it i.:;n' t t·.o me and I'm a cloclt, have gotten much hotter latJc!ly. happening and Now... hang g} iding rnaqazino ! are ,~howing an interest. in why. USHGJ\ .Leadership new membc,rs to grow the comes new and least 1Jke the type of wings A connection? Coll] cl this rnean some spark i nten~st rnLgbt develop among other piJ otc; flying in hang gl.iders? We' LL seE, ... meanwhi lcJ, r' keep selJ ing hang gLi ding a grc,at way l:o fly :l n the JX>Wc,rc,d magazines that prinL my Luff Well, on w.i tb month' Bllt J mc-0ntloned powered I ' to te,LI you about one th,J.t actually miqhL interest hang g1ider pl1ots. Prom one tri kedom' big companies, Lhe Samba . However, t·.h.ey haven' t bE0en fact, according John "Ole" on " lle Mouotte/Cosrnos operation in Dijon, has parlayed hang background jnto a 1eaden3hip amon9 trike cnLht.rniast~. the, U. Not for Cosmos trikeE; Ole i::, perhaps bett:er described as an evangelist. And since he continues be tightly connect:c~d hang ~Jliding, when be saw tiny trike and knowing La Monette had the 'l'oplemJ wing, ho and Cosmos Renaud Guy put two t.ogether, and, as t:he French m:1y, "Voi1a ! " ('l'llere it .Ls!) . I had the chance to fly Samba trike w:i.th Topless wing Sun 'n Fun, and am you loud and c] "'I'hi s thing Jun!" climb,J we11, and ~l:1rikes, the two may be deluxe a.ircraft but they trucks t.o f;tc,er armmd the sky. Not with the Samba/'rople,rn ... not loved ! Since it a modest price AND imporLant to p:i]ots exactly Lhe the foot·-lau.nched l\ hang down while yo1J fly in l:rike mode. Lhe the Samba hang gliding" that Cool! you chccck it out:. BE!st of botb worlds, thal kind thing Reacb Ole eMail (elvolador@aol.com) or by pllone: 602··285 -4094. Speaking of big opercJ l:ions, Wi continues Si!'TEM13\R 1997

crank out the gliders even while'! parts of t·.he hang gliding industry sc,em t·.o be through gllt ·-wrenchinq changes ( see next Lwo i terns) . WWbrand has completed flight and now invo1ved with vehicle testing of the Ultrasport 166 ... the .large Ultrasport. Using parts from thc:)il'. top-end Fusion, the US166 boasLs tighter side wires and easy ground hand Plus, anl.1edraJ won' changEc! when you a] ter the VG setU.ng thanks to a "cam plate arrangement:" that at the same time malrns t:he VG easier to pull. Projected flying weights are 180 to 280 pounds bEecause, "'J'he glider carric,s weight really weLl, " they fE"e1. Wills added that Lt has "very low stall speeds and climbt3 grea L." Even thouqh it bas more~ ma.t:erials evccrywhere, they've held price as low as their US14.7 $3,975. In another WW accompl:i.c,hment, they've passed 2,100 deliveries of their "Z" harnesses. At l:hese kind oE nunibers, the harnc"c;s line mm,t be one of: the best successes among al] accessories for hang glider piloU3. More info: 714·998··63'59. ••• Wills may be c,atisfyingly bm,y, but Airwave of England continues t:.o ,,lip and slide. 'Their paraglider factory was shuttered on the IslE, of Wight, whj ch still remains home an AW hanq gliding plant. Sucb a new auster:i. ty move on the heels of their closure of Pacifi.c Airwave here in the States paints a rather dark picture for the onetime h,ader and builder of a n.o,ported 1, ''iOO <Jlider.s a year. Britain' SkyWings magazine also "For the first time in over 15 years, not a :c1ing1e han~T ~fliding Leagm~ pilot is flying a new Airwave wing." 'I'he downsizing forced the departure~ of: severaJ top pilots which SkyWi.ngs opined, "represent,, D serious loss of markc~tf'riendly talent !:or the company." I .sincerely hope l\irwave recovers as I tb0?m part of the globa] fabric of our Lndustry. ••• Meanwhile in Paris, I vi,,ited Rene Coulon, founder and publisher of Vol L.:i.hce and Vol Moteur plus owner of thtc:, country' largest: mcd.1-order operation. Coulon and his wife Martine have run these enterprises for decades. Rene CE"rtainly has one of the best perspectives all of hang gliding. Yet he told me tliat his hang virtually stopped three years aqo. He .st i1] nieB paragliden3 and ultralights when a bm,y schedule allows. But hi:c, hang ir; recently directed at German's new·-qm1eration rigid wing desiqn, the Exxtasy from Flight Designs. I' LL plan to te1J you more about the Exxtasy in the next months. What significant here is Coulon' bubbly exc.i.tement over thic; wing, "Performance beyond flex wings, good band1 :Lng , and very easy 1 cmdincJc3 , what more do you want?" Goodness! Especj_a1]y contrasted with his outlook hang glidin9, Exxtasy bears deeper ••• Running short of room; some acceE,sory items will have to hold ti.LL next month. So, got n0,w,, or opinions? Send 'em to B Dorset, St. Paul MN ':i5118. Vrnail or Fax: 612-450-0930 Send eMai] to: CumulusMan@ao].com. THANKS!

Hiqh performance, not high anxiety. The competition class glider that hrinqs together amazing performance and absolute fun. Flying for the win or Just for qrins, the AJS/ON i~ the fas test ticket there.