USHGA Hang Gliding June 1998 by US Hang Gliding & Paragliding Association

Considered we're a company and sciand that we have a Imelcompetition for incentive plans, we decided it's worth trying to increase the number of rewarded pilots -among those competitors in competitions-, so aiming at tempting even the Amateurs to compete and wish ror a competitive glider. following the pattnn of' Car Rallies, to The idea devise a sporting event reserved to Icaro's only, without the need of expressly concei vcd competitions, taking advantage -instead- or the usual ones that are already scheduled every year. Pilots will be divided into Groups and the Competitions into Categories, so that it will be intereof the event. sting for everyone to be J\ 11 lhe above considered let's explain the karo's based on the following main assumptions:

A long awaited meeting point for friends and Clients. A big leap ahead in cslablishing a new communications standard with our audience. • Last minute infos about delivery delay, products avai-· !ability etc. • Plenty of news, answers, suggestions. • Stock Sails and Gliders listing • Quotations of used gliders serviced and guaranteed by the factory • Bargain Counter: second hand gliders availability

• General Interest: everyone may he a prize winner, since he's competing against his same category pilots

• Light and .flexible organization, nearly virtual: we will use events, and we will just re-assign our conventional score based on the actual final placings • Easy enrolement: no formality, no foes, sportsmanship, and intensive Internet use, so making everyone involved hut not bored. • Prizes: some very valuable, and others with a symbc}lie value, as limited-edition helmets and T-shirts, special stickers, hall or fame inscriptions etc. Take a look al Competition Comer page on our Web Site: you'll find rull details there. Or ask us for a sheet explaining any detai Is.

l~emember to register yoursef;f immediatly, and tell your.friends to do the same. We 're awaiting for your registrations!

Our evolution path is still in progress: not only hang gl/.· dcrs manu/a<'turer any more, lcaro is beam1i11g a general supplier/or.flight sports. Laminar MR Limited Edition: Manfred Ruhmcr signs the sail r)j" very.fi'w gliders pcrsonnally adjusted anfine tuned. Tail Option: in diffcm,nt shapes will he available soon. We' II keep you i1jjrHmed. Laminar EZ: a new intermediate model light, stable and easy to handle. LUMJNA: the name o/the new prqject, currently in pro· gress, r>f"a new Rigid-Wing AirHagScat: redesig11i11g.fiw11 sr·mtr'h the integration ol !\ir!Jag and Seal in a totally new product. Sportswear Collection: hi-tech clothes expressly designed .fcir pilots needs

ICARO 2000 srl Vio Verdi, 19 21038 Songiono (Vo) Tel. ++39·332-648335 fox 6Ll8079 Club di Volo, Shope Campo d'Atterraggio Privato: Loe. Molino 2101 LI Loveno (Vo) Tel. ++39·332·626212 Scuola: Cell. 0330--769039 http: //www.icmo2000.com E-Mail: staff@icmo2000.com

(USPS 0 17-970-20 -

ISSN 0895-433X)

16 Hang Gliding Interviews: G .W Meadows by jfrn (',ky Dog) Palmieri A rwo-parr char with USHGA's president.

24 Flying Minnesota by Bunner

Larry Don't tell anyone, bur the Aying in Minnesoca is excel lenc.

Rollovers, rucks and tumbles and how co avoid them.

40 Girls Just Wanna Go Tow - In Hungary by Ptitti Cameron Meer che U.S. Women's World Team.

48 Exxtacy Clinic -A Prophet Comes to America by Davis Straub Exxtacy designer FeJjx Ruehle comes to The Scares.

Columns

Departments

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

Ajrmail ....................... ............ .... ............4

USHGA Regional Directors ................ 35

Updare ..... .. .. ............... ................ ............8

USHGA BOD Nominations ...............45

Calendar of Events ................... ............ 13

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

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

Classified Advertising ............. .............52 Index co Advertisers ....................... ... ... 62

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JUNE 1998

II -r 3

Gil Dodgen, Chief Dave Pounds, !\rl John Hdncy, Gerry Chai-lehois, lleUina Gray, Leroy Grannis, Mark Vauglm Photographers Harry Marlin, J/luslmtor Dennis Pagen, Mark Stucky, Geoff Mumford, G.W. Moadnws, Jim PalmiNi, Siilfl Writers

EMERGENCY SERVICES Phil Bachman, l:xeculive l)ireclor, pl1l>aclurn,n@ush1:1a.c,rµ Jeff El1\art1 Advel'lising, jjclg<1rl«h1si11:a.o,rg D. Dean l.eyerle, Karen

1\0 :ounlin,g, klsirr,ontrlluslma.orn

Elaine

POSTMASTER: SIND CHANGE OF ADDRESS HANG CLIDINC, P.O. BOX I HO, Colorado COflO'lOH:no.

JUNI 199/l VOi lJMF 2[), lssur No. Ci

Dear Editor, This is in response to some fmerncl traffic disparaging Lakcvicw's emergency services because an injured pilot had to he driven ro another facility in the back of a pickup truck on a two-lane road afrer a volumccr ambulance driver could not he located to make rhc trip. For the record I will stack I .akc Coumy's emergency services 11p against rhe best in the United St::ites for the si'.1,e and wealth of our population base. Our EMT's are not only highly trained and motivated, bur receive specialized briefings each flying season regarding the types of harnesses we use, how ro open them and extract a pilot with various types of injuries, how to avoid accidents with ballistic parachutes and the types of' injuries most likely to be enco11ntercd by freeflight pilots. Regarding the incident in question, the pilot received the exact same care that any resident of Lake Coun1y would receive. He was offered, and refused, ambulance transporr from the crash site to Lake District Hospital, preferring to be carried some 20 miles in his pickup. When transport is required to another facility, iris normally done by air, in an emergency. Fmergcncy transport by ground is performed usually when the weather is bad. We've never failed w find a volunreer in rm emergency. Most other non-emergency ground medical transport is normally provided by the patiems themselves or by their families, because sclf--rcliancc is the cornerstone of onr cxisrcnc:c out here in the "boonies," and twolane roads arc all we have to drive on. We do the best we can wi1li what we have for everyone. ln this case, the pilot was stable and was not in an emergency, life-threatening situation but did need a spccia list for his injuries not available in l .akcvicw. ] le was offered air transport l'O a much better facility rhan the one he went to but rch1scd it because of rhe expense and the fact th;ir the better facility was "not on their way home." Since the transport in question was not an emergency and could he performed by a family member, a volunteer would have ro be asked to give up six to seven hours of precious holiday leisure time, !arc at night (with a regular job to go to the next day) for nothing

rnore rhan the situational and financi;il convenience of the patient. This is not exactly what our local volunteers volunteer for. Rural America is not the big city. Resident physicians arc normally family prae1itioncrs specializing in rural health care. Specialties such as surgery, orthopedics, ophthalmology and gynecoloi:,'Y arc often h11ndreds of miles away. Our site guides will have addenda in them this year with information regarding the limita· tions of1 ,akevie,v's medical practitioners and facilities. We strongly recommend that all free-flight pilots planning to fly sites that arc very remote from specialty medical cxpcnisc, anywhere, buy themselves a subscription to an air ambulance service serving the area in which 1hey plan to fly. These subscriptions usually cost around $,15 to $50 for a year and you normally don't have ro be a resident of the state you arc flying in to participate. 'T'hey supplement regular health insurance amlmlancc payments by picking up tbc payment portion not covered in your standard policy, which is usually quite a bundle. The average air ambulance charge is around $6,000 to $7,000, but if you need it you've gor it, and one injmy requiring air transport will make that $45 look mighty small. Now that you're properly prepared, come fly with us this year. We'd love to sec ym1. And for l;md's sake, be careful om there! Jules Cilp:mick Chairman, Lake County Chamber of Commerce Free Plighr Committee

TOPLESS PERFORMANCE Dear Editor, For the past few months l have been trying to dcterrninc which topless model will be my next glider. Obviously, one foe tor is performance, and the results of the World Meet in Australia offer some insight into how different models compare. Aficr seeing the ad by lcaro in the April magazine [ was motivated ro send in the results of my analysis. I am in no way connected with any manufocturcr. In the following I use the ( :SX as an example, and do not mean to imply anything about the CSX by doing so. There were 140 pilots who flew on at HANC CL!DINC

I\ Looi< 211 rric of 11,mq fl1c Winq 2111CJ Wriy It Work\ /'.l1cJr11 Skills to rric level 1~1iqr1t Sl<ills 10 trie Novice level CorKI iri om More 21t1our Ilic l!nrvt1·, 10 '

Prcpc:11in~1 for H1ul1 (jctunc1 St,11tcd in

lc1ncJcm 21nd Tow

Pi/ell '.:irioulrJ l<riow

CilCJSSdry of l"lONUVWS

Plus

Cil1cJ1nq lcrrrr; tJ1c 1>10 i-lics"

,; Colorado Springs, CO 8090 I I -800-6 J 6-6888 fax /7 l 9) 632-641 7 www. ushga. org >

1r Mail least l l of the 1 competition days. By my count there were 33 I ,aminar ST's, 29 Moyes 18 I ,a Mouette ·ropless gliders, 9 Fusions and assorted others. There were orher Moyes gliders (e.g., Xtralite), Laminars (uo ST designation) and Wills Wing gliders (e.g., HP J\T). The count I came up with is for the topless models. To do a statistical analysis I will make one assumption pilot skill averages out. This is approximately true if there arc more than a few pilots flying the same model, and keeping in mind that any pilot can fly any glider. '!'here arc two parts to determining if a particular model glider performed statistically better than others. One pan is to calculate how m;iny particular model gliders finished in the top 10, top 20, and so on. T'hcn one can compare that ro its cd number of placings based on its tion of the total. For example, consider the Moyes CSX. It represented 29/140 or 0.207 of the total field. So there "should" be 2.07 CSX's in the top JO, 4.14 in the cop 20, and so on. In fact, there were two in the top 10 and five in the top 20. lt would appear rhar the CSX performed in a statistically average way. Now suppose that there was another model glider with 29 entries like the CSX. Suppose there were three in the top JO and six in die rop 20. You might be tempted to conclude that it is 1.5 times as good as the CSX. However, statisricall)r, that conclusion is not supported. There is not enough data to sav whether the CSX is better or worse than' the imaginary glider. That leads to rhe second part or the analysis. 'fo conclude, for a particular event, ifthe deviation from the expected value is significant, the expected spread about the mean (the standard deviation) must be calculated. Consider the following experiment. Take 140 identical pieces of paper. Write I ,aminar ST on 33 of them, CSX on 29 of them, La Mouette on 18 of them, Fusion on 9 of them and Other on the rest of them. Shake them up in a bag and draw them out one by one. It is possible that the first 29 will all be CSX's, the next 51 Other, and the remaining 60 the rest of the "topless" models. Would you conclude that the CSX is an awesome glider and the rest of the topless gliders are dogs? I hope not. What needs to be done is to perform this experiment many times say, three

million. After each trial record how many of each model were in the top l 0, top 20, etc. ff the average or the number of CSX's that placed in the top IO was calculated, it would come out ro be very close to 2.07. There would be severnl trials with no CSX's in the top 10, many with one in d1e top 10, two in the top l 0, three in the top 10, not so many trials wid1 four in the top 10, and a decreasing number of trials going out to 10 in the top l 0. Now count how many trials had two CSX's in the top 10, add to that the number of trials that had one and three iu the top 10, and keep adding trials for the number of occurrences fr1rthcr and farther from the mean. At some point the adding would reach two million (two-thirds of the total number of trials). 'J'hc number of occurrences, low and high, in the top IO ar which that occurs, defines the expected spread of placements. For the CSX the exact cairn lation for inlinitdy many trials is slightly less than one in the rop l O to slightly more than three in the top I 0. That means that for any particular trial, if only one CSX appeared in the top 10 or as many as three appeared in the top 10, tbc only meaningful conclusion that could be drawn is that tl1e CSX is performing as expected. It turns out that if the analysis is done for the four specific glider models mentioned above, three of them have placings that arc within the expected spread for a random draw. The one that docs not is the Laminar ST Its placings arc significantly better than what could be expected for a random draw. Given the number of different pilots /lying these differem models, the conclusion T come to is that the Laminar ST was a superior-performing glider at the World Meet. lt is not reasonable to conclude that any of the other three models are performing worse than expected or to rank them with respect to each other. It was inreresting to see the fcaro ad in April Hang Gliding. They can certainly be proud of the way the Laminar ST performed at the Worlds. However, the con-clusion that it was "a debacle for Wills Wing" (as stated in the Icaro ad) is not supported by the data. Bill Helliwell San Diego, CA

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+ The best help you'll get next to your instructor. Covers eve,y aspect of learning lo hang glide from the beginner to the intermediate level. Includes study guides/or rating tests. 370 pages.

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Update DATE FOR COMBINED MAGAZINE ISSUE SET

t the 1998 spring USHGA Board of Directors meeting the Publications Committee recommended, and the BOD approved, July 1998 as the date for a combined magazine rest issue. This will combine the July/August issue of Paragliding with rhe July issue of Hang G liding Magazine. A survey card will be included for members to report their reaction to chis rest publication. In addition , we will publish e-mail and Web page addresses to log your responses. Watch for this important issue.

ork High School in Elmhurst, Illinois is one of abom five high schools in the greater Chicago area that has an aviation class in their science department. Twenty years ago enrollment was near 200 in the class, hit a low of eight five years ago, and is now up to 20 aviation-minded students. This year they hosted an Aviation Expo for the entire student body of 2,000 teens. Displays were provided by several flying schools, universities char have flight training, NASA, all branches of the military, the FAA, Civil Air Patrol, a local skydiving school, and the Reel Hang Glider Pilots Association. There was even a helicopter landing by an FAA Flight Safety Officer. The small auditorium was sufficient for a glider to be fully set up and hung from the ceiling. The colorful HP AT absolucely dominated the room. We suspended the glider, tied the wing rips to the walls and, with perpetual playing of several videotapes in the background, gave the students the opportunity to hang in the harness. Handouts were supplied by USHGA in the form of burrons, New Pilot Edition magazines and article reprints. A large tablefront USHGA logo-poster was taped in place and Raven SkySporrs provided brochures ro hand our. The 150 to 200 students who climbed in the harness for a virtual trip to cloudbase were a mix of boys and girls, of all colors

and nationalities, giddy to serious, alone or needing group support. Two boys came back for a second "hanging" during the six-hour expo, and one of them stuck around after school to help break the glider down. This is the magic of this kind of event - nor knowing who or if anyone will be sparked by the possibilities. Eyes tell a lot, and those two boys had the spark, a special focus that betrayed a cool bravado that let them drop their guard for at least a few minuces to ask intelligent questions, and which let them perceive the reality of hang gliding, of the possibilities of unencumbered free flight. A 60-ish lieutenant colonel in the Civil Air Patrol expressed, several rin1es, a burning desire to fly these dacron comraptions, as did both FAA Inspectors and one of the skydivers. We even got the class insrrucror in the harness, much to his students' enJoymenr. Thanks go to Jeff Elgart at USHGA for gerring materials for the show sent in time, to Brad Kushner for driving 100+ miles to hand-deliver rhe brochures and for manning the booth for an hour (before purring on displays the following two weekends at both the Madison, WI and the Rosemom, IL Adventure Shows), to Larry Krengel, the aviation class teacher, for his cooperation and coordination efforrs, and to York High School for sponsoring the Aviation Expo. This is a wonderful way to help grow the sport. Check with your local high schools and colleges for this and similar opportunities. Spend a day with the kids on their turf and bring our sport to them. You may discover char "dian1ond in the rough" who might be the next hang gliding student, club president, or world champion - you never know. And it is

FUN! Mr. Krengel offers his assistance to any high school wishing to form an aviation class. He can be reached at York High

School (630) 6 17-2450, or via e-mail at LKRENGEL@mc.net.

- submitted by Peter Birren

SKY ADVENTURES RELEASED

ky Dog Publications announces the release of their second book, Sky Adventures, Stories of Our Heritage (Legends and Stories About th e Ea rly D ays of Hang Gliding and Paragliding). Ed.ired by Jin1 (Sky Dog) Palmieri and Maggie Palmieri and illustrated by Mike Vorhis, this new 500+ page book is produced in a new and expanded 8- 1/2" by 11 " format. Sky Adventures, Stories ofOur Heritage is dedicated to Francis Rogallo. The attractive outer cover shows both hang gliders and paragliders in flight. Several unpublished articles by Francis Rogallo imroduce the book to the public. The main purpose of rhe book is to define the heritage of both hang gl iding and paragliding through the words of those who were there during the earliest periods of the spores. The book is filled wi th articles from more than 70 contributors, mostly from the United Stares, the UK, Europe and Australia, although South America is represented with a magnificent tale of hang gliding in Colombia. In addi tion to the articles there are 25 unique illustrations, over 25 pages of photographs, and several quite sensual if nor descriptive poems about the sports. In addition, an appendix containing all books ever w ritten abo ut hang gliding and paragliding, and one documenting biographical information about each contributor, is included in Sky Adventures. Some of the 90+ international contributors incl ude: Asher, Begg, Bowman, Brown, Broyles, Camacho, Cunion, Davis, Dodgen, Droy, Farmer, Gazis, Gram, Griffith, H arris, Lane, Lilienthal, Mazur, McGill, McKenzie, Mo rris, Mortimer, Muller, Myers, Olson, Osborne, Osoba, Palmier, Pagen , Petit, Pinkerton, Powell, Poyneer, Refsell, Reich, Rogallo, Rose, Rudy, Sawyer, Sheedy, Sm ith, Taber, van D eventer, Vincem, Warren, Will iams, Wills, Wise, Woodhams, Yo ung and many ochers.

Sky Adventures, Stories of Our Heritage retails for $24.95 (U.S.) plus $4. 00 S&H ($6.00 overseas). Free shipping is offered for orders of five or more books. Please send all orders (check or credit card) to: Sky Dog Publications, 661 1 Deepwoods Drive, H ANG GLIDING

"30 YEARS COVERING THE COMPLETE FLYING SPECTRUM "

flying a J 998 Wills Wing Fusion, got to 5,700 foct at Morningside rght Park in Charlestown, New Hamp· shire and landed three hours and 20 min· utes later .in Ipswich, Massachusetts. 'T'he flight of 95 miles was on one of Momingside owner Jeff Nicolay's demo Fusions, and .included around the Manchester, NH control zone and flying ewer 35 miles of dense trees and lakes in bonc:·<hilling cold. No other pilot has flown to the coast from Morningside. This was second trip in two years. Look for an in-depth srory .in an upcoming issue ofriang Gliding. on

Bull and Aspen Pnragl.iding are host:·· the Red Bull Wings over Aspen International A1ragliding and Hang Gliding Competition in Aspen, Colorado from June 27 to July 3, 1998. Eighty to I 00 pilots will participate in the paragliding competition and/or hang gliding aerobatics, including several top-ranked foreign pilots. 'fhe corn·· petition is sanctioned by United States Hang Gliding Association. Pilots will compete for $23,(lOO in prize money. In addition to the daily competition there will two early evening hang gliding and paragliding aerobatics events, the .Red Bull pre-party at McStmlies (June 30), and the Red Bull afrer-bumer party (July The Red Bull Aero 'Team (Eu.rope's best aer·

obatic paraglider pilots) wil.l put on a. spccracular demonstration, and Prnnk Garn· halie, the number,one U.S. BASE jumper, will skydive in for the occasion. The paragliding event is a six,dny cross·· country competition which is open to any experienced paraglider pilot. Pilots will launch from the top ofA~pen Mountain, then race around a course. T'he course will take pilots over the spectacular Elk Moun· tain Range surrounding Aspen. 'fhe hang gliding event is a four-day freestyle co.mpetition which is open to any experienced aerobatic hang glider pHot. Pilots will .launch from the top of Aspen Mountain, then fly to the valley where they will be about 2,500 above: the valley floor. 'They will then perform an incredible set ofaerial maneuvers including loops, wingovers, stalls, and spins. Pilots will be evaluated by a panel of five judges on difficulty and fimr1. Enrry forms are available at http://www.aspen.com/paragliding (click on Red Bull Comp), or contact: Aspen Paragliding, 426 South Spring Aspen, CO 816ll, (970)925,7825, fax (970) 926-77 l 0, climbfly@rn£net.

NAPI NEWS

light Design North American Paragliding, Inc. will be working hard this stm1n1er to contact all pilots flying the Exxtacy, flying paragliders, or using reserves made by Flight Design. The purpose is to provide m.ore and immediate service for their products and to keep pilots apprised of issues concerning their specific gliders. If you fly a l1light Design glider please contact the conma1w at (509)

NEW! SMALL HALL Great for hand held wind measurement or paraglidcr Airspeed Indicator using Bracker.

Small I !all..

.. .... , $23.50 Paraglidcr Bracket ..... $6.50 Nmv nvailahk: Small lial! for hang 1didcrs, () to '/0 mph

llall Brolhcrs S" Dia. ABS Plastic Wheels $24.00/pair

P.O. Box IO I ().J J, Morgan, UT 840SO, I !SA Mastercard I VISA I CJ).]) Phone (80 I) 829-3232 Fax (80 I) 829 6:WJ

e-mail at nap.i@eburg.com. Jim Zeiset (JZ) has joined the Exxtacy team. JZ, leader of the famed Green Tbirn, has his spe· cially-made green Exxtacy and has been Bying and competing on fr

s.ince April. We look forward to reports from JZ in the near future. T'he Flight Design 'IHke and 'Tandem will. be available from niid,.June onward. In addition, the smaller Exxtacy J is being delivered in North America. For additional information on Plight Design pmdncts visit www.fun2fly.com or contact North American Flight Design at (509) napi@eburg.com.

Phice

Pilot

Michael Degtoff Rick Floyd Reed Murray Jeny Fritz Jeff Hunt Pete Hammer Lynda W,1c:ht Chastain Jnan Dave Deucker Carl Bnddie Cindy Drozda Nico Castaldo John Moody Mike Wllliams John Russell Curt Grahm Brian Nelson Charles Schneider Bruce Mauzy Marco Zaldivar

2) 3) 4)

5) 6)

7) 8) 9) 10) 11)

12) 13) 14)

16) 17) 18) 19) 20)

21)

'lbtttl Miles 186.60 14] .00 103.70 69.70 65.00 52.00 :37.50 34.00 32.00 32.00 32.00 26.50 17.50 17.00 .IJ.50 6,60 5.00 4,00 4.00 2.10 0.10

I\ n.gle <.l Attack is pleased t.:o. announce .rlthe introduction of their latest product, Artack Thbes, custom:·manufactured, streamlined downtubes. Test production samples been received and tested fr)r strength, quality, flt and finish. Attack 'fohes are available for the following latemodel hang gliders: Wills Wing ($37.50 each), PacAir ($37.50), UP ($37. 50), Seed-· wings ($37.50). Blanks are each aixl 10 or more Attack Tbhcs sell for each (with free shipping and handling), Call for quotes on custom-designed dowmubes. Major credit cards a.re accepted, Contact: Danny N. Stephens, Angle oF Attack, l-888-530-9940, hydrotex<iilpacbell.11et, lmp://home.pacbell.net/hydrotex/ HANC CUDINC

NEW SEX **************************************************************************************************************** Division) or 6

of PARAGLIDING

Non-U.S.*) ............................... .

• $27.00 (Family Member(s) must sign separate release from Full Member) ....

Please check one: reside with rull member oh~111e

tJ Fu!{ Member)

Both

U.S. U.S. **************************************************************************************************************** CLASS MAIL SRRVICE • HANG GLIDING MAGAZINE: ($24.00-U.S., Canada, & Mexico only) ................. ·---·-····--·-·····-AIR MAIL SERVICE· HANG GLIDING MAGAZINR: ($30.00-Wcstern Hemisphere, $40.00-Europe, $50.00-All Others) .. 1 CLASS MAIL SERVICE .. PARAGLIDING MAGAZINE: ($12.00-U.S., Canada, & Mexico only) .......................·-·····-·---·-·--····-· AIR MAIL SERVICE .. PARAGLIDING MAGAZINE: ($15.00-Western Hemisphere, $20.00-Europc, $25.00-AII Others) .........................- ................ NAA MEMBERSHIP: ($10.00 annual dues)....... . ..................................... . FAI SPORTING LICENCE:

($18.00 annual fee)

Date

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

**************************************************************************************************************** TOTAL

drawn on a U.S. bank.

(03/97)

In consideration of being granted membership in the USHGA, I,---····--·-··---···------··-···--·-·····------··--·---···---------·---·---··---··---.. • for myself, my personal representatives, heirs, executors, next of kin, spouse and assigns, do as follows: The following definitions apply to terms used in this Agreement: L 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. n«:>1rc.:nn~1 or sustained by me as a result of my as a result of the administration of any USHGA programs (for example: the Pilot Proficiency System). means the following, including their owners, officers, directors, agents, spouses, employees, officials 3. (elected or otherwise), members, contractors, sub-contractors, lessors and lessees: a) The United States Hang Gliding Association, a California Non-profit Corporation (USHGA); b) Each of the person(s) sponsoring and/or participating in the administration of my proficiency rating( s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United Of America and 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; Each of the property owners on or over whose property I may launch, fly and/or land; e) D All persons involved, in any manner, in11 the sports of hang 11gliding and/or paragliding at the site(s) where I AII persons involved include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and All other persons lawfully present at the site(s) during my g) DISCHJ~R(iE the from any and all claims and liability for INJURJfES. however caused, even if caused by the negligence (whether active or passive) of any of the 1111:,u::_,,.,cu to the fullest extent allowed by law. I A against any of the loss or damage on account of INJURJfES. 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

litigated, if

and c:onstr11.1ed in accordance with the matte!rs whatsoever arising under, in connection with or incident to this Agreement all, in and before a Court located in U.S.A. to the exclusion of the Courts of any other State

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

I have

Participant's fignat11re

Date MR-8/97

Calendar of events items WI LL NOT he lisrcd if 011ly tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later rhan six weeks prior to rlw cvcm. We request two months lead time for regional and tt;itional meets.

J 9-21: Srmdia

x. c O,rdlengt'. Fly .Sandia

for the big air and miles during the annual X-C Challenge. Trophies for longest flight and most cumulative miles. $30 entry gets you pilots, free rcl1lls, T shirt and a Minimum I lang lll with moumain thermal and experience. Hang gliders (Class l and 2) only. Contact: .Sandia J\ssociarion, P.O. Box 14 S7 I, J\lhuqm:rque, NM 87191 .

trophies and many prizes. Contact: Meet Director Jeff Runciman (40:3) 2')3 .. ')027 (h), (li05) 250-907'7 (w), or Meet Coordinator Karen Keller (40:l) 293-4008,

AlJG. 2-9: 199R !?o!rlrmi!lo, Colombia,

fntemr1tiont1! Conract: Cranr Smirh,

fox 57 l-62')-GIJ71J, granr(iilsmithscfair.com.co.

NtztionoL-,

Contest. Wills rions: West Coast, l'rizcs in all sections ,rnd clas,cs. Ifang and up. Three classes: Pro (I bng 4), J\rn;1tcur (] Jang 3), Recreational (I ),). Towing allowed with maximum release alrirndc of 2,000'. No entry lee, send Si\SE. Contact: Tek Flight Produets, Colebrook Winsted, CT 06098 (860) 37')- I fax (860) T,8-.%30, rckfilsnct.ner.

Si:mdia Clossfr, J\lbuquerquc, New Mexico. annual IJ50 WTSS-· 6- I

poillt meet at Sandia Pe:ik. The premier meet of tl1c season! Price includes: entry fr:c, top-quality X-C: tasks, glider and pilot trans ponation to launch, mrnpoinr lilm and pro· computerized fi.ill-rimc paid st:iff; free oxygen refills, gifr ccrtificnes from local businesses, convenient meet headquarters with reduced room rares, awards barbecue, T .. shirr and more! Trophies for Class l toplcss/kingposrcd, and Class Six1ypilo1 m;1ximum held, IJ5 spots reserved for pilots ranked in the top 80 USI lCJ\ or rnp l 00 P/RS. Remaining cmries will be b:iscd on rnnking, compcri .. tion experience and flighr experience. hrs!"· time entrants musl have: USHCA Advanced rating, all Special Skills, l 00 1 hours mountain thermal experience. Databack cameras required. Oxygen and CPS recommended. Early tion post marked before May J, $3'75 rhcrcafrcr. Rcfimdahlc until J\pril :30. Tnrcrcstcd in competing in Class Ca!! us ASAP so we cm plan! Contact: Mike 1211 St. Dr., Albuquerque, J l (505) or Mark Mocho ('S05) ~:98-2922. !<>mail to 111 mocho<rilrt6(i.co1n.

12-14: Wi!?I, Wild Wl'st Regirmak $ I after. Contact: Aclvc111urc Sports (702) 883 7070, advsptsfilpyrnmid.ncr, registration f<mn at

$ I 00 until May

hnp://www.pyramid.net/advspts.

ltJNI 199[l

Red Bull ovff lntowttional Pm·11gliding rmd Competition, Aspen, Colorado.

hy Red Bull and J\spcn Paragliding. l'aragliding cornpc1 it ion and hang gliding acrobatics. Sanctioned by USHGA. $2'.),000 in prize money. Fnrry forms avail .. able al hnp://www.aspcn.com/paragliding (dick on Red Bull Comp), or conlacr:

J\spcn Paragliding, 426 South Aspen, CO 8 l 61 I, (970) (')'70) 926-T7!0, climbfly(torof:11er.

St.,

G- 11: Che/rm C!.tzssic, since J 979, one of' 1he nation's rop summer cvcnrs. Hang and paraglidcr pilots come from all over the U.S. and rhc world. Pilors choose rhc tasks: straight-line, out-and-rcnirn, triLnmch from Chelan Butte and fly over the wheat fields 10 the cast across the Columbia River. Proceeds bcnc/11 the ( '.hclan sire fund. For entry i11forma1ion/registration contact: 'l'om Johns 7IJ/. 1647. Camping, motels, fomily recreation available. Mcmion the event and call the Chelan Chamber: 1-800;j( :hcLrn.

25-AUG ..I: V(li!d West flang Gliding tJ1.ampn•ns111ps (450 pts.). $275 umil June

afrcr. Contact: J\dvcnrurc Sports (702) 88:3-7070, advspts<rllpyramid.nct, rcgist ration form ;11 http://www.pyramid.nct/aclvspts. AUG 1 -3: Wrstcm C.rmadirm !Ian,~ ,/H1'n11'J1ons111p, Colden, BC. X-C racing at best world-class site, Mount Seven. $50 Canadian entry fee, includes trn· ditional free beer bash. I ndividu,d and team scoring. Hand--cr:ifrcd

AUG. 3-8: !ntm1ational Mmters Owens CA will hosl ,1 poinrs meet wirh cash prizes. Both Class 1 and Class pilots will fly from world .. renowned sites like Cuntcr, Walt's and Cerro c;ordo. Enrry fee is only ($12'5 after July Ii, $200 after 1). To compete at rhc greatest flying sites in the world con1,1cr: Jolm Ryan (G 19) 1G 1.. 14A l. AUG. 5-10: Ctmruli1m WorlrJCupXCrmcl SjJccd (,'/;ding cwnts (no cmry fr:c), conrnr.. rent wirh the Canadian Narional I fang Cliding Championships. Pilots should have X (: and moumain flying cx11cr1c11,cc.

Inrcrmcdi,1tc arc ncgofrning Transport ( :anada and arc confident about a l IA(;AR cxcmprio11 for foreign pilots. M::1rl,:et1;iw inquiries welcome. Television, newspaper, radio and Intcrnct magazine coverage guar.. amccd. J\nticiparc a minimum o/'$4,000 Canadian Contact: Ian Mci\nhur, For detailed information or ro register on the Web visit lmp://www. in tcracti vc-ad .com/ha nggl id ing AlJG. 9-23: Women'., World Meet, Hung:iry. Aug. 9-13 training days, IIJ . . 27. contest days, dosing ceremonies 011 the 23rd. AlJG. 20--22: 18th Annual World Acmbatir /Jan,~

CO, Big transportation to launch, scoring, awards banquet, smoke hombs, Telluride HC Festival T-shi1T included in $250 entry fee. Practice and qualifying round on Wed., i\ug. 19. Contact: I.co Van Der Bosch (970) 728· 6972 raRa")infozonc.org.

SEP'T. 1Xltst Coast l'm··r1<r,/1a1·nv 1,e~'tor,!rl/s. $100 u111il J\ug. :31, afrer. C:omacf: Adventure Sports (702) 883-7070, advsprs<r,>pyrarnid.11c1, registration form ar lmp://www. pyramid. ncr/advspts.

1) 947-6040 or 947-3330.

UNTIL SEPT. Yosemite Nationtil Park hang glider.flying, every weekend, Memorial Day through Labor Day (sorry, paragliders arc not permitted in the Park). l 6 pilots day. Meet at Glacier Point 7:00 /\M for in and orientation with Site Monitor. Must show current laminated Hang 4 card. donation. Monitors are volunteers from the Yosemite Hang Gliding Association. Call the USHGA office (719) 632-8300 for reservations. Contact: Breck Bens (619) 473-9743. UNTIL SEPT. 30: 1998 Officittl Lakeview. OR flying season. $100 each month for the longest flight registered from an official l .akcview flying site. $1,000 ro the pilot with the greatest four-month cumulative total for the season (paraglidcr miles doubled). $50 per month random drnwing just for showing up and registering! Beautifol and plenriful flying sites, friendly landown· ers, good retrieval roads, and flying great enough to set: all the current Oregon State distance records for HG and PG. Contact:: Lake Co. Chamber of Commerce (54 J) 947-6040. JUNE 19-22: Summer Solstice sponsored by the BU'l:1,ard Roost Gang. Some of the best flying sites in Northern Califrirnia. Lake tow at Jron Canyon Reservoir, fly ofT Chalk Mt. 0,100' AGL), catch a glass-off at Hat Creek Rim. Lake activities, mountain biking and hiking for the whole family. Excellent overnight camping accommodations including hot springs. Contact: Pat Blackburn (5.30) 604-2765 or Sonny Compton (5.30) L,Lt:)·-L.):)LI, ultimatehigh@hotmail.com. JUNE 27-28: !0th Fennsvt·vanw Uttra,'.1fht Fly-.Jn, Ickes airport. Co11tac:t: Don R. RD l, Box 300A, Osterburg, PA 16667 (814.) 276-3353, frceflyr@lnb.net. 1J1,1:ev.ieu;, OR Annualju!y Night. One Grand X-C contest pays l ,000 cash to the longest X-C flight from Black Cap during the l•esrival. Paraglicler miles doubled. Sugar Hill. Lakeview Trophy Dash, 1st place prize $100. PG and HG spot-landing contest prizes $50 each. Lots of family fon. Registration and pilot meeting on July l, fly 2-4, awards July 5. Registration including site guide is $10. Registration alone Contact: Lake Co. Chamber of Commerce

Gilpatrick (541)

JULY 3-5: 5th Annual 4th offu!y Party at Iron Canyon Reservoir in Big Bend, CA, sponsored by the Buzzard Roost Gang. A long list of fon activities. Coincides with the Buzzard Roost Gang's July dub meeting. Contact: Pat Blackburn (530) 604-2765 or Sonny Compton (530) 243-2534, ultimatchigh@hotmail.com.

20th Co,im:id,:;s with opening

of its air park at Windemere Airport, Spicewood, TX. Dragonfly and payout winch towing. Contact: (281) 471-1488, AtminAir@aol.com. JULY l 0-12: Region Mtn. Fun Meet, near Moore, Idaho. X-C meet:, $40 entry T-shirts, daily prizes, awards. Cont:act: Lisa Tate (208) 376-7914., Zoolisa@aol .com,

AUG, 7-9: 2nd Annual Hat Creele Rirn 1'7y-ln and Festival, sponsored by the Buzzard Roost Gang and the NCFLPA. This site-improvement fond-raising event promises to surpass even last year's success. Guaranteed great time for all. Includes live musical performances, entertaining contests wirh prizes, and a chance to fly at one of the most scenic sites in Nonhern Califrm1ia. Contact: Pat Blackburn (530) 604-2765 or Sonny Compton (530) 243-2534, ultimatchigh@hotrnail.com. AUG. 8: 22nd Anmtttl Beside the Lci!?e Hang

Gliding II20 and Pull Moon Fever Contest. Paraglider Restricted landing area. Advanced raring and insnrance required. $22 Canadian. Barbecue, big party, laughs, You've got to sec it to believe it! Contact: Dano Saunders (250) 342-0.355. AUG. 17-22: 25thArmiversttryofthe Telluride !Jang Gliding Festival. All previous Festival participants are invited to a reunion to celebrate 25 years of hang gliding in T'elluride, Colorado. Contact: Luigi Chiarani (970) 728-9525 or the Telluride Telluride, CO Air force, P.O. Box 81435. AUG. 28-30: Mt. Nebo Fnd rd .\ummPF Fly-In, Dardanelle, Arkansas, now with three launches: south, east and our new northeast. Campsites, cabins and swimming pool on top. Potluck cookout evening of

the 29th. USHGA Inrermcdia1c or Advanced mpousti@fta.net or Tony Middleton's pager (501) 858-0701. For or cabins call (50 l) 229-%55. For more info check om http://www.oztcch.com/1 ianggliding/

SEPT. 4-7: Kansas labor KS. Prizes for spot landings, No enrry fre! Get your row Comaet: Ron kenncy@pld.com. Oassic Bishop, CA Remember the ol' days the Owens. Come tell stories and fly with your old friends. Fun competition along with prizes, trophies and a good parry out at "Vish Lake Slew." Maybe we'll even get the Mt. Quern running! Contact: Kari Castle (760) 872-2087, karicasrle(i:iltelis.org. SEPT. 26-27: Chelan Hy & B1:fce Festival, Cornpete in both or either. Spot landing comest at Chelan Falls Park, scored on accuracy and landing form. Ten-mile bike ride from Chelan Falls Park up J Iwy. l 50 to Chelan, across Dan Gorden bridge and back. Race or enjoy a leisure sightseeing ride. Grear fon flying event. Proceeds benefit Chelan site fund. For enrry informa· tion/registration conract: Chelan Flyers, Marilyn Raines (509) 682-225 l or Andrea Mulack 423-8900. Camping, motels, family recreation available. Mention the event and call rhe Chelan Chamber: I-8004Chclan.

OCT. 2-1: October'., Best Come to Norrh Carolina's Saurarnwn Mountain for end-of.year skying out, sponsored by SMHGC. Show up Friday or earlier in the week. Low-key competition features X-C, duration and spot-landing, witb trophies, cash and $.35 cnriy includes T-shirt. Novice to Advanced. Contact: Doug Rice (336) Mike Nester (3.36) 9222111, Vic Lewellen 70272. 53 ! @lcompuservc.eom. OCT. ( 6.. 18: Tut'.r Mountain Hang Gliding i'.x'trc1vaircmzt1, Clayton, GA. Bring the whole to our 23rd annual event. $1,000/day prize purse with no cnt1y fee. Includes free barbecue lunch and limited deluxe accommodations, cooking faciliries and rnorc. Transportation from LZ to

HANC GLll)INC

r launch without hrcaking down. Prize· competition for dur:11ion, landing, most flights :rnd the famous Pilot" awards. Includes Tm's exotic animal pre> serve, live cultural dcrnonstr:irions. C:0111:ict: Tut's Mm. J .. 8()().(i21 17(,8, (70(,) 78267. 18 or Brnce I lawk 212 li99/i.

6: 8th linnua! /JOP/J and Open !!oust, AOPA Jlcaclquartcrs, Frederick Mu11icip;1J Aiq>ort, Maryla11d. OCT. 1101'11 liXPO '98, Palm Springs ( :onvcnrion C:cmcr, Palm Springs, ( :A. ( :ontact: Warren Morningstar (30 l) (i()521(J2, wa ITCII. morn in gsta rG:ilaopa.org. I Ii: l.c11mch and hy Par I )c11cvan. C:overs equipment, evalua··

cl/nits hy Dave Sharp and Eberle in various locarions rhrougliout North America. Contact (509) 925 5'56'i for scheduling in k,rmarion for your home site.

Ii 7: ! JG (Ind !Yi !Cl' m 11 igh Perspective near Toro mo, Ontario, Canach Seminar leaders include Michael Robenson, Willi Muller, I .:us Linde. Contact: Michael Robertson (')05) 2')/i 2536, fox (90'5) 29/i 8195, fly(t1)j11foramp. net.

rion, wcarl1cr and pilot habirs. Lecture, simhillside rrnining. $95. ulator Contact: Mission Soaring Center, 1116 Milpitas, CA 950:3'5 (li08) (liOS) 2(>2-1388,

,Y 31: Rody Mountain

G!td111r, !.raguc "'liitrdly SJJcclml Out" X-C Colden, BC:, Canada. Learn to fly X-C: and pbce higher in comps. Cct to know the site and practice for the Western

C:madian Championship, which fi:lllows the clinic. Friendly co1npetition format. Enter any time during the week. Nightly discussions Oil flying x.c, best st ratcgics fell' X-C in the Colden, l11vcrmcrc Valley. Prizes in many Entry fee $20 Canadian. Camping available: ( ;olden Municipal Campground (2'j0) 3/iA-'5/i 1 (right in town, book Whispering Pines (2'j0) 5/ili 6680, White Tail (250) .311-5979. Corna ct: ( ;cof Sch ncidcr (4 0:3) 286JT70 (h), (103) 261-7122 ext. 1407 (w), fax (103) 28(l· 176:l, sccprc1{ilspors.ab.ca or gscli nci dcr01)bJ ucra11gc.com.

SEPT.-NOV.: "Owens at its Rest," X-C!therto the Owens Valley, with Kari Two- ro ninc-·d:ty adventures. Private onc-01Hrne flying, guide service and i11strnctio11 also available. Contact: Kari Castle (l(if)) 872.2.0B!, karicast lcG:i>tclis.org.

No other flight park can match our people, facilities, diversily, dedication and history of excellence. Our only desire is to help you your flying dreams and hang gliding goals. Lookout Mountain Flighi Park is the nation's #1 hang gliding school and first commercial aerotow operation. We provide the most comprehensive hang gliding inslruction available. Pilots of all skill levels enjoy consistently good flying and training at Lookout. No other flight park anywhere has this much to offer. LU(.11<.uu, Mountciin Flighl Park

trained over novice level than

)UNI 199B

Hang Gliding Interviews

G. W Meadows hard at work in his office. Note the headset used to talk on the telephone so his hands can be free to work on the computer simultaneousry.

Gliding, Luen Miller was in charge of the RAMBLINGS OF THE SKY DO G Accidem Reporrs column and rold me, Ir is !are February, I am in my classroom "Jim, no one will ever say thank you, don't wirh a free work period, and I e-mail G .W rake rhac as a negative. o Meadows ro congrarulare him Editor's Note: The matter what you write or say, on his elecrion ro presidenr of second part ofthis there is always 10% w o will the USHGA. I mention ro him interview will disagree and they make 90% char I am available ar any rime appear i11 our exper- of the noise. Don't lee them should he ever need anything imental Hang Glid- deter you." Gosh, I don't even from me. I settle back in my ing/Paragliding gee that! I am always so nor-so-soft chair and ponder combined issue next amazed at how infrequently our loud, "I have been wriring month. This 96people say thank you. comfor Hang Gliding magazine for page publication municate daily on the Internet over three years. I wonder how will be distributed with a readership of over 1,000 Igor myself inro chis posirion. to all members. pilors and know tha e Hang gl iding as a sport has givUSHGA President readership of Ha G z'ding en me so much; it has changed G. W Meadows' magazine must be at least my life and my whole perspeccomments will be of 8,000, yet, few if anyone ever rive on life. I guess there is just interest to everyone. recognizes rhe effort. Seldom something in my fabric rhar does anyone say, "Hey, I saw tells me ro always put back at the article in the magazine, I really least equal to what I take out. Maybe that enjoyed ir," or "Boy, char lase interview is whar has driven me" you did was really lousy." When I was first published in Hang

•

So, after tl1ree years, what have I learned? 1) D on't expect people ro say thank you; they probably won't. Ic doesn't mean that they don't appreciate the effort. 2) Expect 10% not ro agree with whar you do (or do not) say, just know that the remaining 90% appreciate your work. D o your work for them. I wonder, do Phil Bachman, Gil Dodgen and G.W Meadows experience rhe same things? Smdem s begin co trickle inro my laborarory. My thoughts begin ro focus on G.W Meadows. H ere is a vibrant young man, a driven man, and certainly a dedicated and honest man. I wonder if anyone has ever said rhank you to him? W ill anyone say rhank you to him chis year? W hat im pact will the negative 10% have on him over the next year? Is he strong enough to wearher that storm? I have never really been part of G .W's "inner circle" or the USH GA political crowd. Heck, I am not even sure if anyone even knows my name ocher than those in my local club. Ocher rhan exchanging superficial verbal amenities with G .W, my only real com act with him in the past has been a scolding fo r aerotowing 30 minutes after sunset and a hard questioning about my qualificati ons for writing an article about pilo t-induced oscillation. G. Whits hard' Bur he was co rrect on both acco unts. This bard-hircing side of G.W is often the only side char many people see, but there is a softer and m ore gentle, sensitive and caring side as well. I remember ralking wirh a pilor from Florida wh o had just completed her first X-C flight and had ordered a jacker from G.W's company, Just Fly. G.W rook it upo n himself to embroider a record of her X-C fligh t onto that jacket. She was officially a member of "T he 11 -mile Club." I know rhis gesmre meant a lot ro her. Twenty minutes later I receive an e-mai l from G .W, thanking me fo r my congratularory message. I ask G .W if he would be willing to be interviewed for Hang Gliding. "Sure," he said, "It wo uld be my pleasure." I think to myself that he does nor waste time. He responds with cwo qualifications: "O ne, I don't wanr rhis interview to become a circus, and rwo, yo u musr promise to spend a full day wirh me in my office and see whar I do and how much I do. " I agree. I ask G.W if he wanes an easy, Buff-filled inrerview or one rhac is hard-hitting and pointed. H e responds, "H ard-hitting and pointed it will be." We make che dare. Monday April 16, 1998 I will spend H ANG G LI DING

the day with him. I add one sLipularion of my own: I make him promise co rake me up in his ultralight trike and cruise the beaches of rhe Outer Banks. He agrees. Over rhe next month I collect seven pages of important and quire pointed questions and concerns from the membership. Quescions come fro m both novice and advanced pilots and everyone in between . Some are supporters of the USHGA and some nor. G.W wanes hardhitting and pointed questions; it is hardhirring and pointed he will gee. I decide ro write chis interview in two pares. The first is a report on a day in rhe life of G.W Meadows. In the second, G.W will respond co questions and concerns of the membership.

er level of his home. The office is sec up with two computers, a series of telephone lines connected co a couch-pad switchboard, and a FAX machine, all within reach of his arm. T he arrangement defines simplicity and efficiency. His office is highly organ ized. He continuously moves in and our of his role as president of the USHGA, president of U.S. Aeros and Just Fly (his company char is now headed by his wife Jan). Within an

fabric. H e responds co me with a phrase char he uses several rimes during the day: "I don't wane co go in as a grape and come our as a raisin. "

10:05 -10:25: G.W relaxes some and reveals a little about himself H e talks about his former life in which being a bit abrasive was a worthy principle. H e cells me he used co beli eve that if bein g abras ive would save a pilot's life, or prevent him

A DAY IN THE LIFE OF G.W MEADOWS Saturday April 4: I depart Roanoke, Virginia in a rainstorm for the Outer Banks, North Carolina. I arrive in 60-mph gusts, seven hours lacer.

Sunday April 5: Strong, 30-mph postfrontal gusts preclude any chance of flying today. I call G.W around lunch rime. H e invites me to his home for a "Welcome Home From The Ukraine Parry" char evening. I accept. I arrive aro und 7:30 PM . His lovely wife Jan greets me. His house is on Colingron Island, just a five-minute drive from the Wright Memorial. G.W , a few subcontractors and fellow pilots built his house. T he house is impressive. Every wall and every countertop is covered with hang gliding memorabilia, photographs, paintings and sculptures. The house is warm and reflects his obvious love for the sport. Local pilots fill the evening with fr iendship. Rob Bachman inrroduces his new baby girl co the group, and G .W and his new partner, Sunny, share their experiences during a two-week stay in rhe Ukraine at rhe Aeros factory. Caviar and ice-cold Russian vodka sec the cone. Monday April 6, 9:00 AM: The shore drive to Coli ngron Islands is tmder a blue sky and warm sun, a celebration of the Outer Banks at irs best. When I arrive, G.W is already hard at work at his computer. John Denver is playing in the background. I notice a stack of about 10 old John Denver record albums on rhe floor. G.W answers the telephone with a headset speaker setup. His office occupies the lowJUNE 1998

G. Wand.friends celebrating his return from the Aeros factory in the Ukraine. hour he has talked with the Idaho BLM office, a man selling him a trailer, his partner Sturny, a shirr silk-screener, the U.S. C ustoms Office in orfolk, and several narional and international air cargo companies - while simultaneously reading and answering his e-mail. His breakfast consists of several glasses of water and a fresh orange eaten ar his com purer terminal. As G.W reads his e-mai l he talks co himself (and sometimes even answers himself). He always finishes a telephone conversation with "Okey D okey. " We ralk abour business between telephone conversations. Each incoming telephone call seems co result in two co fo ur outgoing calls. Ir is obvious tl1ar G.W is comfo rtable with, and skilled ar, worki ng in five different directions at the same rime. He is frustrated over e-mail from a pilor who draws erroneous concl usions, which G.W envisions as potentially damaging co his credibility. Ir is obvious co me char both honesty and credibility are an imporranr pare of G .W's personal moral

from having an accident - well, so be it! I remind him of the way he scolded me for flying after sunset. He blushes and is embarrassed . He reveals his real nature, saying char he can be nicer and still educate chose aro und him abo ut safety. G.W says he has undergone a dramati c change in arrirude since he lose a good friend co a flying accident. People and principle have become his priorities with a strong emphasis on people. We also talk about rhe great responsibili ty he has co the 90% of rhe pilots who remain "unvocal." Ir is obvious char the USHGA waiver issue has impacted on him. Ir has worn him down, bur seems co have made him stronger because he has pledged co never lee another situation like chis cloud judgment or cur off communicatio n with the membership. H e says, "We have co grow and move forward from here. The court has spoken and our future is in fra nc of us. Lee us all join together and move al1ead." The central rh eme of intense co n versa-

Wright Memorial home ofthe first flight ofthe Wright Brothers. Photograph taken on approach to h.nding. Note sand dunes to the left and the bay side at the back. The Wright Memorial airstrip is just to the back (left) ofthe Memorial Park.

A view ofthe shoreline along the Outer Banks, Nags Head, North Carolina, fro m a trike. Altitude was approximately 800 feet, airspeed about 40 mph and outside temperature COLD. G. W Meadows was the pilot and the Sky Dog a shivering

tion thro ughout the morn ing is pilot safety, preservation of the spore, and promoting the fun factor in hang glid ing. I realize that G.W is by far the most safety-conscious and conservative pilot I have ever m et. T his is sincere.

GPS III with connecting interface. W ithin a minute of chat telephone conversation he is talking to the head distributor, discussing price information and the interface functions . G.W does no t procrastinate; he acts immediately. (This theme became apparent repeatedly thro ughout the day.)

10:37 A customer calls about a new

G. W Meadows (left) andJim (Sky Dog) Palmieri (right) warmly dressed and about to hunch the trike from the Wright Memorial airstrip. 18

10:44: G .W is simultaneously dealing with a pans supplier and an international shipper on the phone. I real ize how important his mini-switchboard pad is to "Type-A" efficiency. While talking to these two parties, he is sending e-mail and FAX messages. H e gripes about the lack of corporate ethics and how customer service is diminishing in America. G.W reinfo rces his telephone conversations to me by celling m e how important it is for him to give complete and immediate service to all he serves, both in his business deal ings and as president of the USH GA. H e aggressively, yet politely, holds the shipper accountable. H e says to me, "H ow can I do my best and deliver my best services to chose pilots I have to represent if others both inside and outside the flying community do not do the same? It just gees frustrating sometim es." 11:19: Ten Aeros gliders that were ordered from the Ukraine had been held in London fo r fou r days and are now stuck somewhere in Kennedy Airport. H e cells me, "My customers only wane their hang gliders on time. I have to make excuses fo r the bad service of both H ANG GLI DING

shippers and customs people." 11:35: G.W makes a luncheon date with a local T-shirt Sunny, his partner, looks outside at the azure blue and tells C.W. that he is going to the air port to fly. Within a minute he is 011t the door and on his way. This plants a seed in C.W.'s mind, and he asks me if l would like to go for a flight in his ultralight trike and maybe try ollt one of his new Ukrain[Ic calls the USHGJ\ ian-buih tells them he will be our flying office this afternoon. He finishes the telephone conversation with the phrase, ''Yeah, isn'i tbat what we used to do?" 11:50: The phones arc quiet for a few minutes. C.\XI. moves to the workroom next door. 'The room is filled with glider T-shins and material. fn minutes a T-shirt is packed and ready ro mail and a hox is flllcd with 20 sets wheels. J\s he seals the box with the last strip of tape, C.W. looks up at me, smiles and says, "l arn excited about flying this afternoon. I have not bad the trike out since November. I hope l remember how and to fly." The phone in bis office he rnshcs ro take it there. his the USH · GA calling. l overhear him in a deep discussion about the importance of the Accident Reports column in Nrmg m,11ga:r.mc. He relates to me the importance of die accidcm-rcporring and analysis duties of the USHGJ\. l le tells me that this is one of the top three goals he wants lo achieve fi.ir the membership while in office. f le talks abom establishing a new three-tier reporting system. His goal is for it to be tlic most successful accidentreporting system in hang gliding history.

J2:01: A problem arises with a wellknown pilot and the Delaware Watershed situation. G. W. discusses it with someone and immcdiarely gets 011 rhc phone to the pilot involved. Again, I sec G.W. immediately rc.1cring to a problem and taking control of the si lllation. Immediately :Hldrcssing and responding to a problem or potentially si LUation seems to be his hallmark. G. W. success/ii lly weaves his wJy through both the political and humane foe-tors involved.

12:28: We arc out the door and on the

way to meet wirh his T-shirt

for

lunch. We hook up rhe trailer cornaining )UNE 'I 99c3

rhc trike to his van. That gets dropped off ar rhc runway on the edge of the Wright Memorial. We're off to lunch. His van is set up like an office ccll11\ar phone hooked onto a panel and he has an office away From home. The cellular phone scans for office calls. Within seconds be is talking to the USHGJ\ main office. Vinally, in the rcsraurnnr, he settles b:ick. l watch the pressure dissipate. He rncets with the designer, picks up rhc rah for borh of us and away we go to set up rhc bur nor before checking in with the main office ;igain. It seems that G.W. is connected by a telecommunications mnbilical cord ro the USHGA. 'Three thousand miles may separate them, bur it is as if he is there. l:35-5:30: We assemble rhc rrike and I talk in a more relaxed way. l watch each step as lie assembles the trike. It's as if it were the most important thing he has ever done. He takes time to talk to people who have stopped to watch us. C.W conti1mously sells the sport to the community. Ile certainly makes a great ambassador, there is no doubt in my mind. He test-flies the trike to make sure it has retained its integrity during its winter hibernation and briefs me on wliar to do more importantly, whar l should nor do). Before raking off he tells me rhar the crosswind will rnakc the first 200-:'lOO feet bumpy and rnrbulcnt. He also tells me that can be dangerous and tliat we may he headlines in tomorrow's newspaper. I tell him I accept the risk and we are off Bumpy is an understatement, lim once we arc off the air is as smooth as silk. While under radio communication, he tells me to look down at our shadow as he traces the original flight path of the Wright Brother's first flights. The next hour is spent in the clear and cold air flying norrh along the co;isr to the village of Duck. There he docs rwo 3CiO's over the office where Jan is working. She waves to us from the parking lot. T finish o/Ttwo rolls offilm. The last 15 minutes we arc quie1. The experience is special. I will remember that flight. c;.w. m;1kcs his approach alongside rhc Wright /Vlcmmial and seconds later we arc on the ground. J\/i:cr making a few adjustments, he rakes me back ro his home where l up my car. lr is about 5:30 PM and I h;ive :1 seven-hour drive ahead of me. I offer G.W a most sincere "thank you" and Tam ofI He he:tds back om to the trike, where, hopefully, Jan is waiting fr)r him. He will

put closure on a perfect day by with his probably 1hc we flew just :111 hour before. l.ifr is good.

I drive home, lO scratch down some last--mim1te comments and observations while parked ar red J\ll the way home f think about the events of' rl1c weekend and writing this interview. What did f learn? Who is C.W.? What is he made of and what makes him tick? How do l pul into words what I have my impressions and what I J\frcr spending a day with C.W. lam worn out. The man is literally rnoving in five directions simultaneously. Be cominuously moves in and our of his role as dent of the USHCA, of U.S. Acros, and oF Just Fly. His office is filled with tools that allow him to work of equipment is used and is functioning. G.W. is a highly and driven young rnan. He is very m11ch at home when "under the gun," and works most efficiently when under pressure. Much of rhis is self~ imposed by j11sr doing many at rhc same time. This is C.W. at his hcsl. He is an organizer. His life is highly ori(an11zcicl as is his office. Little is om of place, it is obvious tha1 his office is a place work is being done. C.W. absolutely does nor procrastinate, but acrs immediately to all observed situations. llis decisions arc not hasrily made. ·rhey arc the result oLrn organized process of collecting dar;1 from several people and analyzing rhat data before making a deci StOll.

G.W. truly and sincerely cares with all his heart :1bout the welfare of the sport and all the pilots lie represents, both as a busi ncssrnan and as the president of the US HCA.

As a friend and follow pilot I am proud ro know C.W. Meadows. As a I foci very lucky to have had the opportunity ro interview C.W. and ro have spent a week-end with him. C.W. Meadows is a very ing person who is dedicated to principle. He is ahsolutcly bonesr, yet caring and scn-sitivc, bm also realistic in his perspective on life. As a member of the USHCJ\ I have a new feeling of complete confidence in his ability to lead us as the president an organization of hang glider pilots. We can't fail with him at the helm. He will be able to direct us through rhc smooth air and will us guidance when it gets turb11lcm. Ill 19

GROSSMAN, .JOHN: Los CJ\; J\. l\ccm/Windspons lnt'I HESS, STEPHAN: Corona, CJ\; P. Phillips/Lake Elsinore PJ\GANOS, GEORGE: Cosra Mesa, CA; P. Phillips/1.ake 1:lsinorc PENDLETON, CHUCK: Joshua Tree, CA; P. Phillips/1.akc Elsinore Sports RIDGWAY, HARRY: Costa Mesa, CA; P. Phillips/Lake Elsinore Sports

'TJMTWOROG RICHARD HORNlNG JEFF BURNETT JAMES PALMIERI DORALISA FISI !Al.OW

Region Ii GOLDING, ROBERT: Albuquerque, NM; M. Francis/Mountain West HG HUTCHISON, DAVID: Albuquerque, NM; C Woods/Up Over NM ROLWING, STEVE: Prcscotr, J\Z; C Thorcson/1.ookour Mm Fl' Region 6 HILLIS, TIMOTHY: Turtle, OK; C Thoreson/Lookout Mrn FP

JAMES PALMIERI

Region DOLPHIN, MATTHEW: Indianapolis, IN; C. Thoreson/Lookout Mtn FP KELLY, RICHARD: Burnsville, MN;J. Tindle/Miami JJC

JAMES PALMJERI PRIOR POWERS

Region 8 ROOT, LUCAS: E Calais, VT; P. Venesky/Kitty Hawk Kites Region 9 BAGBY, GREG: Chesapeake, VA; A. Torringron/Kirty Hawk Kites QUINN, JASON: Hampron, VA; A. Hawk Kites

GERALD CLARK RAY RIVERA

Region JO BERRY, BRADLEY: High Poim, NC; C. Thoreson/Lookout Mrn FP FLETCHER, MICHAEL: Soddy TN; C Thoreson/Lookout Mrn FP GALLETTI, DANIEL: Miami, FL; 1:. Fori/Mi:uni I IC GJBSON, NJGEL: c;A; C. Thoreson/Lookout Mm Fp GREEN, BYRON: Raleigh, NC:; C Thoreson/Lookout Mrn 1:p PU!.IDO, JAIRO: Rio Picdras, PR; I'. Rodrigucz/Boringucn Airtime RAHN, RAYMOND: lslamorada, H.; R. Brown/Quest Air ROFHRIG, MARK: Davie, FL;J. Tindle/Miami HG SANDERS, SHAWN: Rising Fawn, GA; C Thorcson/Lookour Mtn FP SIGMON, DANIEL: Charlorrc, NC; A. '1 'orrington/Kitty Hawk Ki res STOKES, RICKY: Centre, Al.; C Thoreson/Lookout Mrn Fp WILLEMS, DON: Clearmont, FL:J. Prahl/Q11csr Air

Region 9 STERN, RICARDO: Washington, DC; J. Tindle/Miami HC Region 10 CATAUNA, WILLIAM: Panacea, Fl.; M. Jones/Wallaby Ranch OYSTER, JAY: Largo, FL; D. Glover/Wallaby Ranch Region 12 BAUMANN, STEVE: Sussex, NJ; B. Wcavcr/Kiny Hawk Kites LENARD, AMY: Poughkeepsie, NY; D.S. Jewell/Fly High I JC Region 13 ARCOS, FAUSTO: Ecuador; D. Clover/Wallaby Ranch

Region I J BURNS, MICAH: A11srin, TX; F. Burns/ Austin Air DENNEY, GUY: Austin, TX; J. lfont/Go ... l-lang Cliding f:RJ~Y, JOHN: Justin,' rX; D. Broyles/Kite Enrcrpriscs OJU:ORD, LIONEL: I Iomron, TX; F. Burns/Austin Air Sports

Region 1 ASTLE, ROBERT: Marysville, WA; L Jorgensen/Air Advcmurcs BRINTON, KATE: Redmond, WA; C Thoreson/Lookout Mm J:P

Region 12 GILLIATT, DEBRA ANN: Walworth, NY; D. Glover/Wallaby Ranch WEBER, TERRANCE: Adelphia, NJ; M. Tabcr/1.ookour Mm Fl'

Region 2

Region 13 ARCOS, l'AUSTO: Ernador; D. Cluver/Wallaby Ranch BOZARTH, ALAN:; C. Thoreson/Lookout Mtn FP REBBETOY, JAMES: Canada; C Thorcson/Lookour Mrn FP REBBETOY, NATHAN: Canada; C Thorcson/1.ookour Mm FP

GOURLEY, JONATHON: Mariposa, CA; T. llurcar/i:ly Away HG

STEICHEN, PATRICK: Sacro, CA; G. l-larnilton/Sacramcnro J-rc; WILSON, DAVID: Iowa !Jill, CA; G. Harnilron/Sacramcnto JIG YANG, JUSTINE: El Cerrito, CA; c;, Andronaco/Berkclcy I-Jc; Region 3 ANDER<;ON, ClIRISI1NE: Chula Vista, CA; R Mirchdl!The DURKEE, JOHN: Coleta, CA; T. Burcar/Fly He;

l!G

HANC CLIDINC

ASTLE, ROBERT: Marysville, WA; L. Jorgcnsen//\ir /\dvcnrurcs SARI, BRITTA: Seattle, WA; R. Ricliardson//\rizona l·IC: C:cnrcr SEIBEL, STEVE: Corvallis, OR; J. Marylonck WOODl10USE, DUSTIN: Beaverton, OR; J. Reynolds/Far l Jp HC Region 2. ABRAMSON, JEFJ:: Berkeley, CA; D. Yount/Mission ADAMS, THOMAS: Pleasant Ifill, C1\; D. Yount HANDELSMAN, KARL: Alameda, CA; c;. Andronaco/Bcrkclcy I Jc; HOWARD, MARK: Sanjose, CA; D. Younr/Mission Soaring ROGERS, TIMOTHY: Mari11a, ( '.A; P. Godwin/Wcsrcrn 11(; SMJTJ-1, LEI AND: l.os Catm. CA; D. Yount/Mission Region 3 DUONG, VAN: Norwalk, CA; P. Phillips/Lake Elsinore DURKEE, JOI IN: C;olcta, CA; T. Burcarffly Away I Jc; ORNELAS, MARIO: Dd Dios, CA; R. Mitcl1cll/Thc Eagle's I IC S'fRATTON, ERIC: Ventura, CA; C Price/Ozark Mrn TIC ZAMBRANO, UHS: l !tmrington l'ark, CJ\; l'. Phillips/Lake l\lsinorc

Ii ROLWING, STEVE: l'rcsc:orr, A'/.; C:. Thoreson/Lookout Mm Fl' 6 HILLIS, TIMOTHY: Turtle, OK; C:. Thoreson/Lookout Mm FP

HATTEY, SHAWN: h:nnville, MI; C Thorcson/Lookom Mtn Ji!' JACOBSON, RON: New Berlin, WI; C:. Thorcson/Lookour Mm i:I' KELLY, RICHARD: Burnsville, MN;J. Ti11dle/Miami HG LEAL, MIGUEL: Monroe, WI; B. Kllshncr/Ravcn 8

I-IOOPFS, TTMOTf IY: Corinth, VT: J. Tindle/Miami f-f(; ROSENBERGER, KENNETH: S Carver, MA; J. Nicolay/Morningside Fl' WRYNN, YINCFNT: North Haven, CT; c;, Black/Mmm1ain 9 MYERS, JOI IN: La Vale, MD; It Bachman/Kiny I lawk Kites PAYNE, DAVID: JJairfax, VA: J. M iddlcton/Silvcr STERN, RICARDO: Washington, DC; J. Tindle/Miami HC IO

BELMONTE, KERRY: Carolim, PR: K. Salko/Team Spirit He; BERRY, BRADLEY: J·ligh Point, NC; C. Tliorcso11/Looko11t Mrn Fl' BUDB!LL, LOUIS: Mablcron, c;A; C 'J'horcson/Lool«mt Mm FF CAPELLE, ANGELA: /\lpharcrra, GA; C:. Thoreson/Lookout Mrn FP FLETCH FR, MICI Ill.EL: Soddy Daisy, TN; C Thoreson/Lookout Mm FP GALLFTTI, DANIEL: Miami, J<L; F. hiti/Miami l!(; I IILTON, REED: Birmingham, AI.; J. Cook/Rocker Airsports MARRERO ORTEGA, LUIS: San Juan, PR; K. Salko/Tcam I IC MC CRAN ELS, CHUM: Island, i:I.; J. Tindle/Miami I JG PUU DO, JAIRO: Rio Picdras, Pit P. Rodrigucz/Boringucn Airtime ROEHRIG, MARK: Davie, fl.; J. Tindle/Miami I-Jc; SANDERS, SI !AWN: h1w11, CA; C:. 'f'horcson/l .ookour Mrn FP ]lJNf 199/l

STRUNK, ANDY: Wesr, Fl.; F Pori/Miami J-lG UMPIERRE, WILLIAM: [\:tyamon, PR; K. Salko/Team Spirit 11c; WILLEMS, DON: Clearmont, FL; J. Prahl/Quest /\ir WONG, ALEX: Atlanta, GA: C:. Thorcson/1.ookour Mtn FP Region 11 DENNEY, GUY: Austin, TX; J. Hunr/Co ... H:mg Cliding MCCROREY, ROBERT: J)allas, 'J'X; J. Hunt!C;o ... Hang C ;Jiding Region 12 WEBER, TERRANCE: Adelphia, NJ; M. Taber/Lookout Mrn FP Region 13 ARCOS, FAUSTO: Ecuador; D. Glover/Wallaby Ranch REBBETOY, JAMES: ( :anada; C:. Thoreson/Lookout Mm Fl' REBBETOY, NATHAN: Canada; C. Thoreson/Lookout Mtn r:P SAUER, WERNER: Brazil; A. Bloodworrh/1.ookom Mm Fl'

Region l 1-IOLLOWAY, AARON: Richland, WA; B. Morga11/D.S.C:. S/\L'IVErT, .JOHN: Portl:111d, OR; R. Berger/Oregon! JG Region 2. BUCK, SCOTT: Frcmom, CJ\; P. Dcncvan/Mission N/\NDI, SATISH: Sama Clara, CA; P. Godwin/Wcsreru HG SMITH, CRAIG: San Jose, C:A; P. Dcncvan/Mission Soaring Region 3 RAMEY, ROBERT: Santa Barbara, Cl\; T. Burcar/Fly WARD, MICHAEL: Visalia, CA; J. Prahl/Quest Air

Region Ii PARK, JR, CI !ARI.ES: Tucson, A'/.; E. Smitli/ Arizona Airfoils Region 6 CHISMAN, MICHAEL: R11sscllvillc, AR; T. Middleton/Soaring CLAfR, DAVID: Russellville, AR; C. l'ricc/01.ark Mm 11(; Region 9 GRAYBIIJ,, HERB: New Providence. PA: J. I larpcr/Vallcy 1:orge l lG Region 10 CAMPBELL, RALPH: Decatur, Al.; R. Parrcrson/Rocker City Airsporrs EDMONDS, BEN: Mi:1mi, FL; J. Tindle/Miami JI(; GORHAM, COREY: Inverness, FL; J. !'rah I/Quest Air HASKELL Ill, GEORGE: Macon, CA; C. Thorcson/f.ookom Mtn 1:p LANE, ROBERT: Coconut Creek, FL; J. Tindle/Miami Tl(; MILT.ER, KIM: Atlanta, CA; C Thorcson/Lookour Mm Fl' RODRIGUEZ, JUI.JO: Juncos, PR; R. I I(; Region 11 LUDWIG, GREGG: The Woodlands, TX; D. Glover/Wallaby Ranch MOODY, BILL: A11sri11, TX; R. Brown/Quest Air ROSS, HUGH: Arlington, TX; D. Broyles/Kite Fnrcrpriscs

1998 TOP 30 SCHOOL/CLUB LEADERS IN BEGINNER (JIANG 1) RATINGS ISSUED RANK SCFIOOL .................................................. BEGJNNER l Lookout Mountain Plight Park ................................... 43

2 3 4

Region 12

BUSH, WILLIAM: Palmyra, NY; B. l .yon/Rochester Arca Flyers GRIFFIN, KEVIN: Rochester, NY; R. McGovcrn/Rod1csrcr Arca

Region 13

ARCOS, FAUS'rO: l·:cuador; D. Clover/Wallaby Ranch

7 7 10

Region 3 .JOHNSON, MARK: Encinitas, CA; R. Mitchell/The

Wings llG

Region 7 ANGER, WARREN: Minneapolis, MN; T. Middleton/Soaring Region 8 MORIN, CARL: Berlin, NH; J. Nicolay/Morningside i:f'

10 12 12 12 12 12 17 17 I7 17 17

l7 17 17 17 17 17 28

Region 9

BALK, MICHAEL: Annandale, VA; G. Price/Capitol HG QUEEN, RANDALL: Cincinnati, OH; R. Kellerman Region IO

ANDERSON, TODD: Kingsron, CA: M. Jones/Wallaby Ranch BAI.BONA, JOE: Orlando, FL; R. Brown/Quest Air GONZALES, FERNANDO: Las l'iedras, PR; R. !lastings/Team QUINLAN, TIMOTHY: Fr Lauderdale, Pl.; J. Tindle/Miami HC YAHN, MARK: Trenton, CA; M. Tahcr/Lookom Mm FP Region 12 SPADAFORA, JAMES: Roehling, NJ:(;, Black/Mountain Region 13

ARCOS, PAUSTO: h:uador; D. Clover/Wallaby Ranch

1998 TOP 30 SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RATINGS ISSUED

I IG

RANK SCHOOL ...................................................... NOVTCE l 2 3 4 'i 5

5 8

8 Rcgion 8

BURNETT,JEFF: Mont Vernon, Nfl;

HENRY BITTNER CRAIG AUSTIN JAMIE ALEXANDER FERNANDO GONZALES DOUGLAS HABER JAMES LEDFORD

ARI.AN BIRKETT

TERRY KRAMER CHARLES LAING JEFFREY NIELSEN, M.D. TRACY TILLMAN PAUL VENESKY

Wallaby Ranch ............................................................ 22 Mission Center ............................................... 13 Kitty Hawk l Miami lfang 0 Morningside Flight Advcntmes Unlimited ................................................... 5 Lake Elsinore Sporrs ...................................................... 5 Wasatch ............................................................. 5 Boringucn 1\11rT1Inc ..........................................................'+ Quest Air ...................................................................... .4 Berkeley TJang u11,uu1l!,,, ................................................. J Ply High !fang Gliding ................................................. 3 Silver Wings .................................................................. 3 Team Spirit !1ang Gliding ............................................ 3 Windsporrs lnrernarional .............................................. 3 Austin Airsport:s ..................................................... ,....... 2 Evolucion ...................................................................... 2 Ply Away Hang uulU1.11; ..............................,, ............ ,...... L, Mountain West Hang ...................................... 2 NWfC ........................................................................... 2 R,tven Sky 0p1)1 t1, ........., .......................,, ....... , ... .,..........,. ... .,. Rocker City .................................................... 2 5-ac1-;_m1cnt? Hang . Soanng Wrngs ............................................................... 2 The Eagle's Wings Hang Gliding .................................. 2 Western Hang Gliding .................................................. 2 2A schools tied with ....................................................... 1

8 8 8 8 11 14 J

14 14 14 20 20 20 20 20 20 20 20 28

Lookout Mounrain Flight Park .................................. .33 Wallaby Ranch ............................................................ 18 Miami Hang 16 Mission Soaring Center ........... ,................................... 15 Boringuen Airtirne ......................................................... 5 ~~o ... r(a:1 9 Gliding:·: .. :................................................. 5 I cam Sp1r1t Hang C,l1dmg ............................................ ', Airtime Above Hang Gliding ....................................... .4 Kitty Hawk Kites .......................................................... .4 Lake Elsinore Sports ..................................................... .4 Quest Air ...................................................................... .4 Rocker City Airsports ................................................... .4 Windsports International ............................................ ..4 Arizona Hang Gliding Center ....................................... 3 Berkeley Hang ................................................. 3 Morningside Plight Raven Sky .1p,:>n.:s ............................................................. :J 'The Eagles Hang Gliding .................................. 3 Wasatch Wings ............................................................. 3 Austin Air Sports ........................................................... 2 Eagle Airsport:s .............................................................. 2 Far Up Hang u1:,u111l!, ................................................. .,... Flying Adventures ......................................................... 2 Maryland School of Hang Gliding ................................ 2 Rainy Day Hang Gliding .............................................. 2 Silver Wings ............................. ,.................................... 2 V:illey Forge Hang 27 school tied with ........................................................ 1 L.,

Rankings are compiled.from rriting, displa:yed !99R £,sues o/}fang Gliding ma:ettzme.

HANC Gi lDINC

Ill

Shhhhhh! Don't let Nelson or Chris or Jim or Larry find out, but the flying in Minnesota is really excellent. The 200-mile barrier in the Midwest may be in jeopardy! Please, I urge you to keep it quiet, but I want to tell you about some ofthe flying going on around here. ourteen years ago, Bruce Case flew from Frontenac, Min nesota, a Mississippi River ridge sire, 135 miles into Iowa. For many years, pilots in th e area have revered this feat and thought it nigh on impossible to better - that is, until pilots stopped flying the ridge sites and started towing their gliders up in the central part of rhe state usi ng payout winches and static lines. The Cosmos, Minnesota area is located about 70 miles west of Minneapolis. This area has innumerable hang gliding sites facing every direction, and the great thing is that they all are capable of getring a pilot over 2,000' above the ground after release. No, this isn't the West where mountains dominate the skyline; this is Minnesota where you can put one eyeball to the ground and see five miles down the road. This is the flatlands ,

Dave Dybsand nearing cloud base.

where you can count the miles you fly by the number of roads you cross. Even though tl1e area received record snowfall in 1997 and terrible flooding in me spring, the state hadn't received much moisture since. In April, local hang gliding guru Gerry Uchytil (Xtralite) flew what was to be a harbinger of things ro come. He bubbled along under a cloud street stretching the length of the state, never getting higher than 5,000' and landed across the border in Iowa for 120 miles. The third annual Minnesota Cross Country Challenge held in May was won by Steve Rewolinski (Predator) with a 75mile flight, while yours truly (Laminar) was seco nd with 54 miles, and in a close 24

battle for third, Chris Grzyb (KJassic) flew 42 miles. Although commendable, th e month of June was to prove to be the real piece de resisrance. Over the winrer months several of us row heads from Illinois, Wisconsin and Iowa had agreed ro go to Idaho to fly King Mountain. Not being real competition pilots we opted to spend rhe week prior to the King Mountain meet accumulating gobs of airtime and hopefully a state record before the big boys arrived. The day we were to leave, it was suggested that we double-check me weather out there. After a few phone calls and an hour searching the Web, it was apparent that the co nditions weren't conducive to our H ANG GLIDING

the Redwood Falls airport for a dog-leg total of 64 miles. The next day Dave D ybsand (RamAir) and Gerry Uchytil arrived with an exceptional forecast. Predicted top of the lift was at 8,000' with winds out of the north at 10 mph . At launch, large dust devils were blowing through the fields around us as we prepared to fly. Arlan and Jim took off first, and with one tow both were headed downwind. On my fourth tow I entered a thermal in which Dave was rocketing upward at over 1,000 fpm . Gerry soon followed and we were all on our way. The sky was deep blue with no cumuli marking the way, yet the lift was abundant and deliciously strong. Initial climb was to ~4,50 0' and, as expected, began to rise as the gro und heated up. Arlan and Jim were 10 miles out in front and were doing quite well until they came upon the M inneso ta River. Both were near 5,000 ' when they crossed and both sank to the ground less than 10 miles on the other side. My experience has most always been negative when trying to cross large bodies of water. It seems that any time the wind is perpendicular to a river the area downwind gets scoured, preventing the earth from hearing up. I left a thermal just north of the river at 6,500' and was sure I'd hit another before I got to it. Wallowing aro und at 4, 500' I decided crossing at this altitude was not an option. Dave prompted m e to head back toward him as he was climbing nicely. After losing another 2,000 ' I finally hit lift again and was soon at 6,800' right over the river. True to form, Dave and I

original intent. In fact, rhe whole western part of the country appeared to be socked in by clo ud cover and rain. Nor wishing to play hack.y sack for 10 days, I called Jim Lamb (Concep t) in Cedar Rapids, Iowa to confer abo ut the trip . Jim mentioned that the Minnesota Sky Dogs had called earlier in the week inviting him to come up and fly Cosmos. A quick look at the forecast fo r this area showed promising conditi ons, so after a few phone calls Jim and I and Arlan Birkett (Predator) were headed fo r Minnesota. The first day we had light conditions out of rhe eas t-northeast. Cloudbase looked relatively high so we decided on a triangle task of some 73 miles. I was the JUNE 1998

fi rst to launch around 2:00 PM, and after several tows I hooked one to cloudbase at 6,500 '. Slowly I worked my way east toward Hutchinson, 23 miles away. After two hours I reached the Hutchinson Airport and headed west-so uthwest toward Olivia. Halfway there a large cloud overdeveloped and blocked my way. I tried skining the cell to the north and found a good thermal, however, my drift put me right back on the eastern edge. I worked for what seemed like an hour in very light lift on the edge of the cloud, slowly climbing through virga only to drift further away from the next turnpoim. Eventually I aborted the triangle effort, headed downwi nd and landed at

Geny Uchytil towing up. 25

The Cosmos bunch all fined up. Put your eyeball to the ground and see for miles! were soon scruggling on che ocher side. Ir wasn'c uncil we were a good 15 miles so uch chat the lift improved and we were able to top out again . Gerry, in che meantime, was struggling as he approached Bird Island. He was down to 400' before he hie a gnarly chermal thac launched him skyward and back on our trail. The lift this day was some of the scrongest and most consistenc I have flown in this area to dace. Every cwo to chree miles there would be another chermal rising ac 800-1,000+ fpm. I was able to fly becween 6,000 ' and 8,000' for 60 miles. The sky was primarily blue, yec way off to che south I could see a few cu's forming. Soon Incerscace 90 appeared on the horizon and I could smell the 100mile mark. Just nor ch of Round Lake near che Iowa border I finally flew under the only cumulus of the day. My vario max readout only goes to 1,000 fpm, and it remained pegged for the entire ride. Straw, leaves and pieces of corn scalk rose

up wich me. Passing 9,000' I was sure I'd finally break the 10,000' barrier in che Midwesc, but was spit out at 9,560' with che bottom of che cloud scill lmking at lease 500' higher. Sacisfied and cold I emered che scare of Iowa knowing char I had bagged anocher 100-miler. Five miles down che road I heard Gerry and Dave whooping ic up when they emered che same big chermal. Evemually, as che day curned to evening and che sun began to sink in che wesc, che lift began to deceriorace and I scruggled for che fosc rime. Down to 3,000' I began scanning for su icable landing fields downwind. High cirrus clouds were shading che ground and I wallowed around slowly, drifting, looking for che now-elusive life. Having overflown my map I had no idea where I was, however, I scill had comacc wich Gerry and ic now sounded as if he was very close. Down to 2,000' I sponed him a mile wes c and 1,000' lower. fu he descended imo an

open field I flew to him and spiraled down from 1,000' to land in che same field sou ch of Paullina, Iowa. The new stare record was ours - 158 miles! Dave landed near Primghar, Iowa, setting his personal-besc record of 150 miles. Afcer driving many miles and getting licde sleep, we all showed up ac che tow sire the nexc morning ready for anocher go. The news of our achieveme m had spread rapidly and there were 15 pilots setting up their gliders in anticipation of excellent conditions again. T he forecast was for lighc and variable winds with predicted cloudbase again at ~8,000'. Discussions at launch were to attempt another triangle by flying 20 miles northeast co Litchfield, then 20 miles northwest to Sp icer and back sou ch to Lake Lilian for a coral of 60 miles. Shortly after noon a large cumulus cloud formed overhead and 10 pilots were counted working good lift toward cloudbase. Unlike the previous day there H ANG GLIDING

was no push alofi, so everyone was cl irnb over launch. Jim, Arlan and I topped om in rh is cloud and headed toward rhe northeasl. We c;1ch srrugglcd at times, trying to find rhe patchy lifr under 1hc well developed cumuli. Ar one point l was anrnnd 1,500', scanning upward (or other when I finally spotted Jim in good lift and headed for him. Alrhough the clouds looked excellent, rhe thermals were difficult to locare and weren't as strong ,1 f;u cry from ve1;re11·ctav Gerry and Dave reached Litch · f'irst and headed toward As we approached the flrsr mrnpoint, however, it was apparem that we were under the only clo11d street in the No clouds were lcmning 10 the west so we decided lo abort the triangle ;rnd continue 011 under the promising skies. Approximately 20 miles nonh near Watkins, a patch of ground was bci11g burned off ;\ halfmile-sq11arc parch was now hlack and the advancing line of fire was at least a quarter mile wide. Although Jim and I decid· cd to stick with the clomk Arlan migr;H· cd in rha1 direction and landed 1hc heat from the fire. before Jim pulled off his lowcs1 save near Kimball. Down to 1,000', he picked out a suitahlc landing Vicki, 1mzippcd his harness and boxed the field. At 400' he topping out 'fo as there get down low was 10 lose was ahsolutcly no drift and i1 took an time to rlicrmal inordinate amonnr back up over the same spot. Even though we all got low, 011cc you were in lilt it improved with altitude, and as the day pri:lRt:es,secl we all were able to climb ro 8,000'. As we approached St. Cloud, and Dave reported that they were down near :iftcr 4 5 miles. Nori h · to wane, cast St. ( :loud and Arlan went clown along l Tighway 2:3 at the 62-milc mark. /\r Mora, Jim head. ed north and landed along Highway I 69 while l cominucd 011 the afier 96 same track and landed in Quamba, l 06 miles from launch. 'J 'liankltdly, the next was rained ou1. After three days of flying we were exhausted. neck muscles were cx1rc1ncly sore Cron1 my he:1d upward. Aspirin was now my fciod of choice. I ate them for brcakfi1st and

up with Dave and Doug Johnson (Xtralite) just sotll h of Cosmos, and soon were all airborne, headed downwind. It was another beautiful blue Lift was abundant and our track was straight south. Arlan landed Hrst near Ormsby after 70 miles and Doug just missed rnak· ing it to Highway 90, landing near Trimont aro11nd 80 miles. Jim and Dave went down at 85 and 88 miles respective ly, while l managccl ro make it imo lowa the border Cor again, landing just south 94 miles. Whar a trip! Four days of flying, and as a group we logged almost l ,500 miles. over J [ flew 422 miles and ho11rs in the air. The Minnesota flatlands offer possibly the best spring/early sum· mer conditions in the country. Unlimited tow roads, unrcsrricted airspace, unobstructed routes and a great hunch of pilots all equarc with a lot o(airrime and many miles. Two hundred miles is in rlic near fomrc. Just don'r let Nelson or Chris or Jim or Larry know. II

bdc.He launching to try and deaden the need to do some trap pain. I exercises. Our Chris and I .ynerre, deserved some nrncl1 needed rest too afrer in over 900 miles on 1he road. It is however, wh;:it a great forecast will do for aching body parts. The next morning Flight Service predicted post-frontal co11dirions with winds from rhe north at l O mph and cloudh;1sc at 7,000'. Jim, Arlan and l met

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by Bill Bryden his month we once again look at some reports from 1997 concerning landings. Read through these summaries and sec what themes you notice from the incidents. A pilot was landing in 5-10 mph winds with moderate turbulence. He oscill:ned (reported as PIO's) and rermined prone during final approach. After nearly hitting the ground, the pilot pushed out and the glider went into a wingover, turning downwind. The glider hit a wing tip, then the nose, ,md flipped upside down, injuring the pilot in the process.

A pilot was making a low rum onto flnal while still prone with his feet inside rhe harness. Airspeed was low during rhis mid--afrernoon flight. The glider encountered some turbulence and a wing tip clrngged rhe ground, resulting in a crash and internal injuries requiring surgery. A pilot was perfrmning figure--cights on approach in thermally conditions and moderate winds. Airspeed was low and thermal turbulence turned the glider downwind. While attcmpcing to turn back into the wind, the inside wing tip hit the ground, cartwheeling the glide1· and injuring the pilot (broken arm).

A pilot checked the windsock while still quite high and determined his landing approach direction. He flew downwind to where his final would begin and then 360' cd, burning off excess altitude. When finally commenciug a final landing approach, he noticed the wind direction had changed 180 degrees. 'fhe approach was conscqucmly high with the increased ground speed. The pilot attempted some "S" mrns but progressed further across the LZ and resorted to a belly landing on wheels, hoping the cxtTa friction would prcvcnr 2B

a collision with a parked vehicle. It did not.

A Novice pilot ww; setting up an approach inw an LZ parallel to a tree line in moderately thermally conclitions. 'The glider's airspeed was "acceptable" but not fast. After completing the turn to final, the glider encountered turbulence and was abruptly turned, and the pilot /1x111d himself flying over the tree line. Rather than safely landing Oll other side of' the trees, he: turned back toward the LZ and hit the trees. A Novice pilot was flying a new, highcr--pcrformancc glider and was having some difnculty controlling it, probably as a result of flying too slow. In conditions with :some gusts and turbulence, the pilot found that he "couldn't turn" to execute his flnal rurn from base leg over some trees. 'fhe glider hir the trees and foll to the ground, injuring the pilot. Wha1- are rhc common clements in most of these situations? One thing to

notice is that the weather and wind were noted in each incident. While a pilot might: blame turbulence or thermals for any one of these events, in most of them the weather was not: a "cause"; the conditions simply exacerbated problems already resulting from poor technique or decision making. Of course, many of us rend ro look for things other than our own skill and judgmcnr to blame. The wind is ccr·· tainly easy ro blame, and it usually doesn't argue back in disagrecmcnr. Encountering turbulence or thermals during most flights should produce link or no surprise. We should expect this and plan accordingly. Therefore, one must not quickly dismiss an accident as the result oC wind-god antics. We should look further into fondamental technique or decision making (including the decision to fly in condirions) as the primary culprits

in our mishaps. J ,et's examine the judgment and skills exhibited in some of these incidents and sec what might have prevented the accidcnrs or mitigated the consequences. ASSESSMENT OF CONDITIONS Unfortunately, some pilots leave the mentorship of their instructors with an inadequate understanding of micromcteorology, turbulence and related phenomena. They occasion,1lly encounter challenging condi-tions, arc surprised, and consider the siruation to be uncontrollable. We all know we cannot control the wind and weather, however, understanding ;md anticipating them can dramatically assist w; in planning for their effects. Examine a couple of the above events for exarnples of how planning for the weather could have helped. 'I 'he pilot who read the windsock from altitude, and then found that the wind had changed while he was on final, bad actually waited several hours before this flight for conditions to mellow. 'J 'he potential for wind shifts in the LZ was still present, and the pilot should have acknowledged and anticipated rhis before and during his /light. Knowing that the wind might switch, a landing setup likely could have been planned that would have permitted a last--minutc assessment of the wind direction, and the opportunity to choose from several land-ing approach options. He recognized this mistake in his accident report and rightfol .. ly did nor blame the wind for his misfortune. As another example, we know that a glider cm get tossed around a bit by turbulence. Therefore, making a low-altitude turn with a wing tip only several feet off the ground is normally not wise in turbulence. Unless there is extremely good rca-son to assume otherwise, we should expect thermals and turbulence to exist in the mid-afternoon. [Z selection and other landing decisions should be made with an "expectation" that turbulence will exist. Similarly, other conditions should be anticipated, such as wind gradients, rotors and sink. Granrcd, a gust or wind shifr as you arc about to flare cannot be avoided, and high winds present certain risks. These arc addressed in this month's companion article by Joe Grcblo. Howeve1; HANC GUUINC

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making low-altitude turns and similar risks can generally be avoided, and, if con di· tious arc too extreme, one docs not have to fly.

AIRSPEED Another theme in many of the ahove incidents was low airspeed. Approaches in thermally and turbulem conditions must be made with aggressive airspeed. A good bump from a thermal can be more quickly corrected if the glider is flying faster. We have seen, too many times, approaches that were slow, and when the glider eucountered some texture in the air it was dramatically affected. Ar low altitude, often the pilot cannot recover wid1 the alti.rude, airspeed and composure to execmc a solid landing. The pilot who was turned by a rherm;il and then flew over the tree line likely could have coumercd the cffoct of' the thermal had he been flying with more airspeed. The pilot· who "couldn't turn" certainly would have bencfoed from more airspeed. I witnessed a similar event in which a pilot was flying downwind and claimed the glider wouldn't turn. His arms were almost fully extended as the glider mushed, resisting efforts to turn it. The pilot who was !Urned downwind by a thermal, and then drug a wing tip when turning back, probably could have corrected for the thermal with more airspeed. As a side note, you generally don't have to land snaight into the wind; crosswind landings work.

APPROACTI PATTERNS fn a couple of the above incidents, and in other reports received last year, pilots experienced problems due in part to decisions about their approaches. If an abundance of altitude needs to be lost before sening up a landing iris wise to continually box the landing area, that is, fly around the intended LZ. This affords the pilot the opportunity to continually observe wind indicators and better understand conditions below. You will be able to assess your drift and consequcmly deter-mine wind direction alofr. Comparing that to wrrain, obstructions and wind indicators on the ground might also suggest the likelihood of turbulence, thermals or rotor conditions. You might also observe a fow different ways the wind is shifting in the

and be able to select a compromise approach that could yield a crosswind landing, but minimize the potential for a downwind landing. 'fhc pilot who landed downwind and ran into a parked vehicle probably now recognizes rhc wisdom of this practice. Once your altitude is low enough, a landing approach is needed. Over the years a number of methods including 36(). degree turns, "S" turns and figure eights have been ;:idvocatcd. However, with the advent of modern gliders we seem to be seeing a number of accidents associated with those methods. Modern gliders require better turn coordination to avoid side-slipping, they possess more lag time after initiation of a turn, adverse yaw is more pronounced, and the increased weight and weight toward rhc tips increase inertial forces. 'T'hesc factors add variables rhat pilots didn't have ro consider and manage as extensively in years p,ist. Approach methods that require extensive turning were acceptable with the equipmcnr of yesteryear, bm involve increased risk with today's Fmthermorc, preoccupation with cxe· cuting a bunch of turns tends to detract from the pilot's cont inucd examination of' assessment of drifr and judging the I glide angle. The approach method that minimizes the amount: of turning, espc· cially near the ground and obstacles, should therefore be rhc mcrhod of choice. 'f"his is the aircrafr approach (also called the DBF approach which is short for Downwind, Base and Pinal). It is no won·der that this is the predominant method rnught by most schools and recommended

by om leading instructors. 'T'hc standard aircraft approach has some wonderfol features. A minimal amoum of turning is required typically just two turns. These turns generally don't need to be much more than 90 degrees, and in stronger winds 1:hc turn from base degrees due to final may be as little as to the glider's crab angle. This last turn can be made with a gentle bank angle, which, in light of accidents in which wing tips hit the ground, is particularly good. Another important foarnrc of the aircraft approach is its ability to accommodate modification. You can lengthen or shorten the legs of the approach. 'forns can be made more shallow and slow, or the turn to base tighter and more aggressive. 'forns can he made greater or less than 90 degrees as required to angle the legs, adjusting for altitude and glide. We won't discuss all the potential enhancements to rhe aircraft· approach in this article, bur suggest you solicit the council of a competent: instructor or reliable bang gliding text for additional enlightenment. Clearly, had some of the above-menrioned pilots used a good air· crafr approach, they might have avoided being the subject of an accident report. The triple Xs (assessment, airspeed and approach) suggested by these incident reports arc hopefully good reminders to all of us, regardless of our skills. Complacency is just: as dangerous as ignorance, and they both probably affect all of us more than we care ro admit. They certainly do me. If the wind gods reach out and swat us, we should first assume that it is primarily because we let them. II

by Joe Greblo y intent in writing this article is not to disparage weight-shift hang gliders. I suspect they will always be my wing of choice, and l have linle interest in flying anything that weighs more than 65 pounds or takes longer than 15 minutes to set up. Nor is this article

intended to prevent pilots from flying in strong conditions, as there will always be aggressive and talented pilots with those desires. Instead, it's to identif'y and clarify what is reasonable, and to combat the al]. too-common belief' that you won't get hurt

Continued on page 14. HANC CLIDINC

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I Pitch Stability, Rollovers, Tucks and 'Tumbles @ J998 by Dennis Pagen

Verse T: fin in the shy, nothing etm go wrong,

Jin feeling high, and my glider is strong. nn without r1 care, and my vario squawks, iZ1ere's lift everywhere, and J chase the hawks. But then rough air, it shakes my wings, lin suddenly scared, and I think about things: (Like) When was my chute packed? Did 1 preflight well? A re my !ujj'lines slr1ck? Should 1 have a tail? I·fave you found yourself echoing the sentiments of this verse? Perhaps you have known a pilor who has turned turtle in the air, or maybe you've had such an undesirable experience yourself. But even if all your flying has remained suitably upright, you may have developed doubts about your glider's pitch stability. Such doubts arc often planted by harrowing stories you have heard, fertilized by flights you have taken in scary air, grown to maturity by recent changes iu glider design, and brought to full bloom by misunderstanding the matter ar hand. We cannot uproot the stories, we cannot render impo· tent your past experiences, nor can we st:unt the burgeoning of design permutations. But we can nip anxiety in t:hc bud by simply learning more abom pitch stability, rollovers, tucks and tumbles. There have been discussions about pitch stability in t:be past which have appeared in our literature, but most have been somewhat teclmical and short on what you, the pilot, can do. We propose to look at the problem without making things too complicated and offer some solutions without being alarmist.

down by rolling over as ofren as they do by pitching over. l have personally been rolled well past 90" twice once in Dinosaur, Colorado and once at Hyner, Pennsylvania. 'fhere are definite defense procedures to follow when such a dramatic happenstance occurs, however, these procednrcs arc beyond the scope of this article (see page 30 of Per.fi1rmance Flying) since we arc concentrating on pitchovers. A t:uck is a rather short-lived event in which a glider drops its nose and continues pitching downward until it ends up upside down. A ruck occurs quickly in most cases, and the pilot finds himself upside down, usually by surprise. Sometimes a glider will not be seriously damaged in a tuck, but any amount of thrashing of the pilot's body may break things. At times a combination of tuck and rollover occurs. l have witnessed two tucks close up. 'The first occurred in 1994 at Sandia Peak near Albuquerque, New Mexico. The pilot, 'led I--:lasenfus, went over on his RamAir 30 feet below me in what had been mild air. He flew upside down for a few seconds, then the glider righted itself and we both hightailed it

our of the area. Upon landing, 'led discov· cred many very distorted bttcns and a broken reflex bridle compensator as a result of the tuck. The second one occurred last summer at King Mountain in Idaho. There, John Linberg tucked his Laminar jusr above me in a strong thermal. He threw his parachute and touched clown on a scree slope. His glider seemed to be stable upside down and undamaged before he exposed his laundry. 'Ii1mbling consists of a glider rotating nose down as in a tuck, but instead of stabilizing upside down it continues rotating in a more or less steady manner. A glider probably will not continue to tumble unless the pilot holds on and pushes out. ff the pilot pulls in, a hang glider will generally stop its tumbling morion at some point. lf the pilot loses rhe control bar, he will likely slam into the glider and break it. 1 have imervicwed l Oor more pilots who have tucked or tumbled and have witnessed a Japanese pilot tumble continuously for at least 1,000 feet before his parachute deployed itself from the G forces. In almost all cases it appears that the tuck or tumble happens so fast that the pilot has no time to react. Pilots describe various feelings, such as a sudden lifring of the tail and a "push" from heh ind, or a nose dunk that rips the bar out of their hands as the glider flips. Likely, the bar is lost when the nose goes rapidly past vertical and rhe pilot's body jerks toward the keel, which is now before him.

Figure 1.

. ' J "

''"

TUCKS AND TUMBLES What is a rollover, tuck or tumble? A rollover occurs when one wing is lifted so strongly (or one is blown down, although this event is probably more rare) that it overcomes your corurol authority and you roll upside down. Such a disconcerting event usually occurs when you fly off the edge of a sharp, strong thermal (sec l;igurc 1), although even airplanes have been rolled over in serious thunderstorms. From numerous discussions with unlucky pilots, l have concluded that gliders go upside

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REGION Frank Gillette (R 99) Rt 1 Watercyn 8 Declo I IJ 83323 (208) G54·2615 Watercyn@cyberhighwaynet Tracie Fifer-Welch (H 99) PO Box 822!S Jackson WY 8:mo1 (307) 733-6823 di_wyo@compuserve.com

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REGION 6 Jeff Sinason (R Ballantine Louis MO (314) 542-24 73 jsinason@itdcornm.com REGION 7 Bill [3ryden (I? 98) (HG Accident Chai1) 6608 North 100 East Rd Seymour IN 47274 (812) 497,2327 hrn bbryden@hsonline.net Dan ,Johnson (L · 8 Dorset St St Paul MN fi5118 (612) 450-0930 CumulusMan@aol.com REGION 8 Randy Adams (f? 98) PO Box 369 Claremont NH 03743 (E303) 543· 1760 randyadams@cybGrportal.net

Mike Meier

Gene Matthews (H 98) 1£5308 111 11 ' Ave NE WA 980'11 488-1443 Alan Chuculate (H 99) Salizar SI CA 92111

REGION 9 Pete Lehmann (I? 99) 1 St PittsbL1rqh PA 1520G .3474 Geoffrey Mumford (R · 98) APA/PPO 750 First St NE. Washington DC 20002 (202) 336-6067 gkrn.apa@ernail.apa.org Dennis Pagen (I. 98) 368 Dunkle f?d Bellefonte PA 1G823 (814) 383·25G9 pagenbks@laz.er1ink.corn Chris Dur::iaul (H - 98) PO Box 801 Gloucester Pt VA 23062 (804) 693,6742 skigolfnut@aol .corn Art Greenfield (X) 11315 N Ft Meyer Dr Ste 700 Arlington VA 22209 (703) 527·0226 NAA@ids2.idsonline.com REGION 10 C, W Meadows (f? 98) 1125 Harbor View Dr Kill Devil Hills NC 27948 (919) 480,3552 justf1y@interpat11.com

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Paul Rikert (L 101 N Broadway White Plains NY 10603 (914) 946,9386 hrn Lars Linde (H 98) 954 W Front St Red Bank NJ 07701 747.7345 REGION 13 (l11t'I) Jan Johnson (L. 98) See 12 Mict1ael Hobertson (H R1< f3 B65 Con 7 ri-,r",~"''' Ontario Can1ada L 1Y 1A2 (905) 294-2536 flyhigh@inforarnp.net

98)

USHGA Executive Director Philip PO Box 1 Colo 9) wk 9) 632-6417 fax

EXECUTIVE COMMITTEE President-G.W. Meadows Vice President-Bill Bryden c;,,rrpt;:m,,,i:~11c::c L.ocke re,isurer-l..,1~011 Mumford

KEY: (l'<)Hegional (HHlonorary

1998 Atlantic Coast Championships flying the Airwave Xtreme.

PO Box 273, Lookout Mountain, TN 37350 www.hangglide.com • airwave@voy.net

• VN ST,AB/....E.

Figure 2. In several cases it appears chat the lead ing edge(s) broke without the pilot's body hi tting the keel, which is indicative of very strong turbulen ce indeed. All these factors have implications for the defense strategy which we will discuss lacer. Verse IT: Now 1 used to be bold, and fly in strong air, But /'m getting old, and smarter 1 swear. Stiff I feel fear, every time I'm bumped, I just want to get dear, I don't want to get dumped. When the air is rowdy, and the thermals punch, 1 often say howdy, to my recent Lunch. Yes, I grit my teeth, and hold on tight, 1 quake Like a Leaj and flee in fight. WHY A GLIDER TUCKS OR TUMBLES In order ro really understand rhe pirchover problem we first muse understand a bit abo ut stability in general and pitch stab ili ty in particular. T he word stability refers co the quali ty of being stable. So mething that is stable resists changes or returns to equilibrium when disturbed, and is sa id co have stability. If so mething has poor stabili ty it is said co be unstable and is pro ne co change. T har something ca n be a system (such as a country's eco nomics or an electronic circuit) or an

object (such as a bicycle or a bridge) . A hang glider can be considered as a system if you rake inro accou nt the entire airflow interacting around its surfaces, but for our simple purpose of investigating pitch stability we will look at it as an object. You may have heard of two types of stability: static and dynamic. Static means stationary and dynamic means changing. T hese terms ca n be confusing because they seem to mean the same thing as srable and unstable. However, static stability simply refers to the stabili ty of an object when the forces on it aren't changing, not necessarily when it is standing still. An example of static stability is a marble sirring in the borrom of a bowl. Jc is stable and will remain in one place (see Figure 2). If the marble is sirring on a flat cable, it is neutrally stab le. le will not move unless disturbed, but once disturbed, it will keep moving steadily. A marble sitting on a globe is unstable since ir wa nts co roll off. Another example of static stability is a wheel rolling down a smooth slope. It will maimain a steady roll and remain upright even if it hi ts slight bumps. A hang gl ider in fli ght should be statically stable, whi ch means it should seek trim position even if yo u are not holding on. Dynamic stability refers co the stabili ty of

an object when outside forces are changing. For example, if the previous wheel were rolling down a very rough slope, chances are it would hie something chat would knock it off course, cause it co wobble for a while or even top ple it. If it wobbles but settles back to a steady direction, it is dynamically stable. If it topples, it has beco me unstable. It is gyroscopic effect chat gives a tire or a bicycle its stability. le is interesting co note that the tire or bicycle actually becomes unstable once it loses rhe rotating motion . In a hang glider (or any aircraft) dynamic stabili ty relates co the tendency of the glider co return co trim position when it is disturbed by outside forces, chat is, varying ai rfl ow due to turbulence. As we shall see below, the balance of aerodynamic forces is what gives a hang glider stab ili ty. Ir is interesting co note char ir coo loses stabili ty when ir loses speed. Now lee's return co our marble and observe some effects. T hink of the marble in the bowl and imagine the bowl tilted sharply a small amount (see Figure 3). O nce the bowl stops moving the marble will roll back and forth like a pendulum, then come co rest. However, if the bowl is tilted hard enough, or moves continuously at the right frequency, th e marble may roll up and out of the bowl. Th is catastrophic event is similar ro what happens when a glider tumbl es; it is disturbed so much chat its static stabili ty cannot bring it back co the neutral or trim positi on. Now look at the marble on a flat cable. If the cable is tilted even slightly for a brief instant, the marble heads off the edge - no questions asked. T his image should make it clear chat with less static stability, dynamic H ANG G LIDI NG

stability is hard to come by. Clearly, the mar· bk: on rhc globe with llO static stability will have no dynamic stability either. Verse III: Now I talk like rt pro, come on strong; Most I go, Jam do no wrong But I aint so tough, though no one can tell,

When the

My l mn't

Im scared ilS hell.

UNIX, tmd

rny tongue is dry,

no numer how h11rd I try.

My palms are darn/>, as 1 try to cairn down, My toes have cramps, when ! reach

STABILITY IN A GLIDER Dynamic stability is really what we need in order to handle rurhulcnce and thermal· induced rotors. Where do we ger dynamic stability? !11 general, dy1m11ic stability comes from two things: good static stability and cbmping. Damping is anything in a system that slows motion down. Two obvious forms of damping arc friction and inertia. lmagine /illing our marble bowl with molasses. In this case the marble is greatly slowed, and its reaction to tilting the bowl would probably not disturb the marble very much in this case. Damping has increased the dynamic stability. In a similar manner, a very heavy objcc:1 resists outside forces acting on )UNI 19l)B

it, so its reaction is slowed down to a certain degree. Hang glider damping come, from several sources. First, there is a certain amount of flexibility which can a sudden gust ro roll you, for example. (However, in certain cases this flexibility can be destabilizing, as when you suddenly go weightless and your wing tips spring downward.) Second, there is rhc inertia of the air that must be moved in order for the wing to roll or pitch. Of course, if it is the air itself moving the wing, this factor is not in cffocr. Third, there is the inertia of your body and wing that must be overcome by any frJrce trying to rotate you in a hostile manner. Finally, there arc friction forces slowing your motion through the air when the air changes and the tries to reestablish its equilibrium. So that's damping. What about static stability? There arc three major ploys or design factors that give our gliders static pitch stabiliry. These are well-designed airfoils, wing twist combined with sweep, and the pendulum effect. Let's briefly look at each. An airfriil (the cross-sectional shape of a wing) is stable if' it tends to raise the glider's nose when its angle of attack is lowered beyond some poim, and lower the nose if it is raised. This effect is caused by balanced

forces on it which arc produced by the air flowing over the surfaces. In general, an airfoil with a far-forward high point (most of the curve is in front), lower camber and a straight or reflexed (curved upward) rear section will be stable. ff you were paying atten. tion you may have no1iced that we just described a hang glider's airfr>il. Look at one of your inboard battens to confirm this. Reflex bridles add to an airfoil's stability because they kick in ar low angles of attack, adding a great deal of reflex which both dampens the glider's forward motion through drag (friction) and pushes down 011 the trailing edge which lifts the nose. It should he made clear that changing your glider's airfoil pattern (battens) or reflex bri. die setting from the factmy tested configuration can be very dangerous when it comes to pitchovers. Tt>pless gliders lack a kingpost so they can't use reflex bridles. Thus, sprogs al'e added ro augment the twist and sweep effect. The twist and sweep combination works to provide pitch stability because rhe ourboard portions of the wings are at a lower angle of attack and behind your hang point, which can be considered the pivot point in normal flight. So, if your angle of attack is lowered, lifr is lost at the tips since they are now at a very low angle of auack. Lifr increases inboard (because the speed increas-· es) and the nose is lifted. A couple of things can add to the sweep/twist effect on static stability. First, tbc more twist and sweep you have, the more static pitch stability you have. ([t should be noted, however, that more sweep the air more leverage with which to pitch you over. Some very nicely stable flying planks, 37

with no sweep and no tail, arc being flown, notably the Backstrom Hying Wing.) Anoth· er desirable arrangement is to posirivdy hold the twist up at the wing tip. A fixed wing (Millennium, Swift, Fxxtasy, etc.) docs the trick well by holding gradually increasing twist very rigidly all the way out. A washout strllt or dive stick at the tip serves the purpose on a flex wing wirh reflex bridles. On a top·· less flex wing, sprogs ;ire pbccd somewhat inboard of 1hc tip ro hold several battens up, thus maintaining minimum twist. Unfortu· natdy, sprogs cannot induce as much reflex in the airfoil as do reflex bridles, so they must be carefully placed and adjusted to be as cffec· tivc. 'The farther outboard rhcy operate and the higher they arc set, the better, from a pitch stability point of view. Again, we cm· rion you to make sure your struts are set properly. We sho11ld comment about tails on bang gliders. The gliders I have seen in Enropc use a non-lifting tail. They arc hinged at the front so they weathervane in normal flight, bw produce a powerful downward and damping force at the rear of the glider if a pitchovcr begins. Tails act in rhe same manner as our twisted tips described ahovc. Indeed, a swep1 wing's rips can be considered as two tails. However, a tail which is placed farther back than the tips can be a more effective pitch Sta· biliry device simply because it has more lever· age. Properly designed tails can allow a glider to be improved elsewhere. Our final contribmor to pitch stability is the pendulum effect of the pilot. You can well imagine that a pendulum is stable since it seeks equilibrium at the bottom or irs swing, just like a marble in a bowl. As long as you arc holding onto the basctuhc near trim, you add

pendulum pitch (an roll) stability to your glider, just like an actual pendulum. Pendulum stability docs have its lirnits in aviation, however. T<i see the problem yon have to imagine a pendulum with a pivot point not fixed, but to move where the weight tends to pull it. Perhaps you have seen toys that consist of several pendulums swing· ing on a bar that moves according to the input from the pendulums. At times tbc movement can increase tbc swing of one of the pendulums and even rnakc it swing over tbe top. Sound familiar? Your hang point (really the glider's ccrner of pressure) can be considered as a moving pivot point for your body pendulum. This is a situation that can result in "going over the top": If you whip stall by pulling on speed and pushing out, so you have a very high attitude when the stall occurs Figure 4), the pendulum stability of the system pulls your body down and the wing in front of you while the nose rotates rapidly downward. Whether or not you ruck depends on the rotation rate, your glider's designed-in stability and what you do below). It is inter(:sting to note that even paragliders, with the pilot hanging ahout 15 feel below the wing, can tuck when the canopy stalls behind the pilot, then surges fiHward to end up in from of and below the pilot.

Verse lV: 1 UJent over once, so Tm turbulence shy, Iain t no and f don't wanna die. So ifthey euer sell, t1 foot-launched dr'.ri,~n Equzj)ped with tl tm'l thttt will be mine! Rut ~ill it'.r I'll play the game, !'ll stich to smooth air, 11!/ly in shame. Now l 'd !il,e an answer, can my pride return? I was onre ti now fin a worm!

DElFEl\fSE. DEFENSE Now we come ro the fun pan, for this is where you get to exercise your piloting skills to avoid a pitchover. One importam aspect of pilornge is maintaining your equipment. We have already discussed the importance of reflex bridles, sprog and washont strut adjustment keep them in factory tune. Hard landings can alter the adjustment of ;1!1 these items, so we can wryly suggest that per.. focting landing skills is one way to help ensure pitch stability. The next obvious way to prevent pitchovers is to avoid flying in extremely strong conditions or on the lee-side of hills or mounrains. This advice may seem like a no-braincr, but sometimes we get caught

unawares, so rhe to in this regard is to increase our awareness understanding. 1-lowcver, even with the best intentions we can be surprised. (For example, my wife, Chtirc, left a strong thermal under a cloud and was cruising in smooth, blue sky when she was hit by a powerful downdrafr or swirl thar flipped her upside down.) For this rca· son we need to learn and use pitchover· dcfonsivc flying. By now you should know the importance of speeding up in turbulence. Extra speed increases your glider's control response (lift moves inboard so it rolls more easily) and increases your pitch stability as we will explain below. 1i:io much speed increases the "sharpness" of gusts and the loading on the glider, but this focror doesn't tend to have safety ramificatious. Speeds produced with the bar positioned between your clavicle and sternum (collarbone to upper stomach for the anatomically illiterate) arc adequate fi:ir most situations. Com bar piccl1 and roll excursions quickly. Pull in when the nose is lifred and pull in when it drops. Something l do when Tencounter rurbu·· lcncc well clear of chc grou11d is to pull my VG full on. '/'he reason for this is that my glider appears to have hcttcr st;uic stability (more pitch pressure) in this configuration. Nm all gliders foci this way, however, so it's important for each pilot ro know his individual wing. lt should be noted that mid-range VG settings have been shown to be the leasr stable on some gliders. Several years ago I interviewed Mark Gibson, long-time Owens Valley veteran, and Joe Bostik, a pilot very experienced in potentially pitd1ovcr-producing air, ro pick their brains on the subject. The following ideas come mostly from rbcm, alihough T am responsible for the intcrpretarion. Joe suggcsrs that 99<)11 of all pirchovcrs can be prevented if a pilot rapidly pulls in to the waist or more at the first hint of the nose falling through, then cases the bar out when the glider begins to pitch up. Let's examine this. When the center of' gravity of an aircrafr is moved rea1ward it becomes less pitch stable. When ir is moved forward it becomes more stable. If you picture dropping an arrow off a high bridge, you can imagine that with a weight up front and the drag of'thc feathers hchind it will fall in a straight path and maintain its alignmcnr. However, if you move the weight back it may begin to wob· ble dming its fall. With the weight nearly all the way back, the arrow will swap ends, even

Continued on prige 51. Hi\NCi CUD/NC

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TOW- IN HUNGARY .

Preview of the 1998 Women'sWorldChampionship~,::

by Patti Cameron fl travel an hour north. of Boulder, Colorado there is an oasis just east of Fort Collins where a four-month. Colorado flying season has now turned into 12. It's a flight park at Yankee Field opened up recently by Joe Nance. Three trikes and excellent X-C potential - what more could a girl ask for? With the Atlantic Coast Championships only one week away and the summer flying season just around the corner, a young girl's fancy turns to aerotowing and the anticipation of tl1e Women's World Chan1pionships in Hajduszoboszlo, Hungary. Hajduszoboszlo is located in the northeastern section of the Hungarian Lowlands about 200 kilometers east of Budapest and slightly southwest of Debrecen. This small, exotic resort town with. a population of 24,650 boast over 2,000 hours of sunshine a year (the best weather in the country), medicinal hot spriJ1gs and a large sailplane soaring club (check out their Web site at http:!www.klte.hu/ ~juhaszbe/achsz/achsz_ e.htm). Six pilots will make up the United Scates Women's National Team this year: Kaci Castle, Tan1my Burcar, Lisa Verzella, Patti Cameron, C.J. Smrcevant and Kerie Swepscon. Who ace mese women and what drives meir passion co enter d1e competitive world of hang gliding?

and paragliding X-C clinics and guide services in the Owens Valley. These custom lessons/tours allow visiting pilots to learn from one of the best. Though Kari resides in Bishop, she loves to travel. She has competed and flown all over the world.

TAMMY BURCAR

KARI CASTLE Kari is the present Woman's World Hang Gliding Champion. (Yeah, can you believe it? And she is on our team!) Kaci has been the U.S . Women's National Champion for as long as anyone can remember, except at Chelan in 1995 when Tammy kicked everyone's butt. What can be said about tl1e infamous Kari Castle? Almost unanimously, the rest of tl1e women on me team have claimed that she alone has been me most inspiring pilot, and the motivating character behind

tl1eir competition careers. Kaci has been flying for 16 years. She lives in Bishop, California, so the Owens Valley is her home turf and the White Mountains her backdrop. Presendy Kari provides hang gliding

Tammy's first hang glider was created with her own hands at age 10. (Unfortunately, it didn't fly.) She obtained her private pilot license when she was 18 and at that time also discovered free flight. Tammy has been flying hang gliders now for 14 years and has flown in me past three Women's World Championships. Presently, Tammy has expanded her flying career to include her love of aerobatics and competes nationally. After earning a B.S. (we all know what d1is stands for) in forestry, Tammy found th.at the academic world (d10ugh she was successful in it), was not for her. Anyone who knows Tammy understands that she HANG GLIDING

Barbara Soaring Association and is now a Region 3 Director for Southern California.

LISA VERZELLA We all know when the morning pilot briefing is abo ut to commence because Lisa is playing reveille or the intro to some classical piece on her trumpet out m a dust -blown field in the middle of nowhere. And she is very good. With a standing ovation from rhe audience, the competition begins. Lisa has been flying hang gliders for eight years. She learned at The Point of the Mountain, Utah and in " The Dumps" in Grand Junction, Colorado. Presently her home site, Salr Lake boasts a wide variety of sires and many experienced pilots who offer a wealth ofX-C information for her. She also fl ies paragliders and preaches biwingalism. She says, "It's a widening and difference in perspective in the same air. " As a free-lance musician, Lisa never takes gigs when it's flyable. With a Masters in music, she presently plays classical trumpet with the Utah Symphony, Opera and Ballet West. Actually, her playing jobs and her work at Altair allow her a great deal of freedom to fly when she wants. If it's soarable at The Point, the whole factory shuts down and everyone goes flying (hope no one is out there still waiting for glider parts). Anyone on the comp circuit will tell you that Lisa has put in her time and exhibits a "never-quit" artirude. Last year we all saw a change in Lisa's skill level and saw her jump to a new level of competitiveness. PS. Lisa also plays at weddings, for any pilots who may need her services.

After earning a degree in geology I spent most of the 198 0's underwater, teaching scuba diving in destinations such as the Caribbean and H awaii. In my life there is a grand time division analogous to BC and AD, only mine is BHG and AHG (before hang gliding and after hang gliding - BFD , right). N ineteen ninety-one marksAHG. T he 90's were spent teaching high school science and math (now there's a high-adrenaline sport) and trying to hang glide. I live in Boulder, Col orado. Anyone who has flown in this area knows that the winters are long, the air in the summer on the Front Range and in tl1e mountains is rowdy, and the weather unpredictable. So, in tl1e past, it's been really hard to get airtime, however, what time you do get is quali ty tim e. (We're very skilled at setting up and breaking down here.) I've been an Emergency Medical Technician for 10 years and work as a Volunteer Fire Medic at the fire department in the district where I live. I feel very strongly

PATTI CAMERON (THAT'S ME)

has her own ideas and is not a follower. She has dedicated her life to hang gliding. Tammy runs a hang gliding and paragliding school in Santa Barbara, California cal led Fly Away Hang Gliding. She has been president of her local club, the Sama JUNE 1998

I have always had a difficult time keeping my feet on the grolmd. I have been trying to fly since I was about 10 after I started to compete nationally (AAU) as a springboard diver. Trying to fly with the wrong equipment is a real drag. In fact, whenever I'm skiing or boarding past the jump and aerobatics competitors, I spread the word abo ut hang gliding so that they too migh t find the right equipment to aid their flying.

down, she was offered a tandem hang gliding flight and met a guy named Aaron. After working as goal crew at the Chelan Nationals in 1995, Kerie decided that she could no longer be a spectator during the comps; she had to be a competitor. Two days a week Kerie is an accountant for an insurance agency. She is vice-chairman at Jade's co-op preschool in charge of fund raising, the president of Cloud base Coumry Club (the local hang gliding club) and teaches hang gliding with an instructor co-op group in the spri11g and fall. Hey, let's stay a little busy. Like C.J., Kerie lives in the Searcle area.

Gyongyos,.

TEAM LEADER MIKE BARBER

\ \ Serbia and ·\.)

MQnh.m,.e ara, , .• ,

chat all of us should be medically trained in some way, so as to be able to clean up the occasional carnage char occurs. I now earn my living booking scuba diving travel around the world and leading dive trips to the Galapagos Islands.

C.J. STURTEVANT At age 51, as a veteran in the sport, C.J. has been hang gliding for 15 years and paragliding for seven. We all look up to C.J. After a long day, when our bodies are aching from being in a harness and on rhe hill too long, we figure chat if she can do it, so can we. Inspiring she is! How did she get involved in hang gliding? The answer is chat there were not many sports left for

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\ ,.

her to attempt. Rock climbing, scuba diving, caving, mountaineering, X-C skiing and sky diving all had been previous pursuits. Tiger Mountain, Chelan and Dog Mountain are C.J.'s home sires. In the summer, the world is her oyster. As a teacher with a Bachelor's degree in biology, C. J. sends home her 150-some-odd students and hits the road with George (her supportive husband), a couple of teddy bears, cross stitching, quilts, books and home-baked deserts. Being a tourist before and after the comps is all pan of the fun on the road. This is C.J.'s second opportunity to fly wirh the U.S. Women's Team.

Mike has been hanging with the Dragon Flyers in Florida for eight years, so he is no stranger to aerotowing. With over 20 years of hang gliding experience, Mike will be helping the team develop a11d execute flying strategies a11d general comp tactics in Hungary d1is year. Mike just returned from a similar competition setting in Australia at the World Championships, a11d has extensive knowledge of the logistics of a11 international aerotowing meet. (Whether he can handle die girls is anocl1er issue.) He will also advise us about competition politics and help us fix anything char is broken (after he finishes cooking, cleaning and doing the dishes). (Nore: Claire Pagen did qualify for rhe team mis year but declined to compete for personal reasons. We will miss her participation because she is a highly skilled pilot and a wholehearted ream player. Good luck, Claire!) I asked the ream members, "What are

KERIE SWEPSTON There's the tent, the two mini weird greyhound-looking dogs, Jade (their beauciful little girl), Aaron and Kerie - the whole kit and caboodle at a national compecition. Ir's anycl1ing but conventional. It's a good thing char Aaron is into aero and Kerie is into cross- country, because they can take turns watching Jade. Bur then again, hang gliding is their way oflife. They just roll with it. Ten years ago Kerie promised to drive rhe car down for her brother-in-law who was taking his first altitude flight at Dog Mountain, Washington. Unbeknownst to Kerie at the time, cl1is day would change her life forever. Instead of driving the car

HANG GLIDING

your thoughts on women and flying and women in competition?" I received the following responses from the girls. "f love to sec women doing Lisa anything, especially hang gliding in competition. Now th:it there is excellent training and woman--sized equipment, there's no reason why we should not make up 50%1 ohlie US[·fCA membership in the rurnrc. In focr, when WC go cross-country it's m11ch easier for us to hitchhike home." 'famrny "Wow, that's a broad question. 1 had the opportunity to listen to a lecture by a frmale sports psycholoIn to women in competition she commented that the main difbctwccn men and women is that men arc able to efTcctivcly lie to themselves in a positive way, while women tend to lie 10 themselves in a more negative way. For if you ask a guy if he is good at thermaling, he will typically answer ' whether he is good at it or not. 'T'his becomes a sclf~folfilling prophesy, and he tends 10 get better ar rhcrmaling much more quickly than a woman, who will more 1ypically say, 'No, I'm not really all that good at it.' "] believe that the stats in aviation arc similar overall for different aircraft. This is starting ro change as girls arc becoming more active and sports orient· cd at a younger age. However, I think that flying will always be quite intimidating for many. Paragliding seems to be quite a bit less intirnidating, thcrdcirc, the number of"womcn involved in tliat sport is much higher. However, of the women who fly, there's acwally quire a high percentage who choose to compete. I think rhis is p:irrly because hang gliding attracts athletic and awesome fornales to start with, so it is more natural for us to get into competition quickly. "Finally, there arc several re:1sons why I compete. One is that I was raised in an extremely competitive and highly :ithlcric environrncm. l grew up on a farm and quickly learned not to be worried about a broken f111gcrnail. l was competing in swimming when I was four. I also discovered in sixth grade tliat l could 1101 compete with the boys in rough-andtumblc games. I Jang gliding is a sport in which I can compete on a direct level with men and win! So here I am. "f compete as a Women's World JlJNI

l 99[l

'foam member for several reasons. Most fly in a gaggle of competent competition pilots than wich the occasional weekend imponantly, I get to con ncct and fly warrior at a local site. J don't know why with enthusiastic women women do 1101 compete. Maybe family pilots from around the world. I also pressme or money?" believe that this is one of the best ways to be a role model for other women. My As the competition in Hungary looms will hopefully help them believe closer, the logistics of sending six pilots more in themselves, not only that they halfway around the world to compete too can learn to fly, but more importam-increase in complexity. Mosrly it comes ly that they can accomplish anything down to money. (Oh yes, here it comes.) that they set their minds to," A number of very special people and Kerie "I may get some flack for organizations who arc aware of' our needs it, bur I think it's tougher for have already come to our aid with gener.. women (in general) to get a strong ous donations. We thank you all very foothold in their flying careers. Between much. T'he girls are presently running a equipment, learning styles and all that, it raffle, selling Tshirn and pre.. selling cal· seems more dirflcult for them to get endars (which will feature women at the started. I was lucky to have a lot of help World Championships in Hungary), to and encouragement. The more you do help raise the money we will need to it, the more you can do; it all foeds on itself." compete. Please help snpport women's hang gliding with yom donations to the C.J. "On flying: I always thought team. Tax-deductible donations can be that the ddkiency of women in hang sent to USHGA, Attn: Karen, in care of gliding was due ro the difficulty of dealthe Women's \Xforld Team. Make your ing with too big, too heavy, roo awkward check out to USHGA and write equipment. The same shortage of "Women's World 'learn" on the check women in paragliding proves that theory memo line. Thanks. II wrong. I don'r know why there arc not more wornen involved in the sport, Flying seems to be a very gracdi.il, fomininc pursuit. There Sky Dog Publications annmmces the are always guys around to help with publication of their second book the things [ am too SKY ADVENTURES, Stories of Our Heritage short or wimpy to (Storiei, and Legends /\bout tlw Early Days of I Iang Gliding and Paragliding) handle, like lifting This 500-pzigc book com,ists of ovt>r no articks conlribult'd by over 90 pilo~s the glider off the car \vho piom~('rcd the of hang gliding ,md The book 11, de<licall'd to Prancis with unpubiislwd by and carrying it any conlributiorn; to hang rmd great distance. also ·with over '.10 ohc,loeraohs "Competition is different. I couldn't deal with all of the Contributors to SKY J\DVENTURl\S mcludc: !lroyles,. Cfwlmen,~ /Jemm'Ce_, ( ·union, J)ocl11en Fan11e1~ l larris~ extra pressures of J,ambie_, f.J/ft,nthal,, !v!cKenxie_, Osborm~ Osoha, J)d!Jl'11_, JJoynte,~ Neich., Noga/Jo_, van J)eventm~ Mlifls~ Ymm11 and many more. competition without Ceorgc's help. Once Single copy price: $24.95 (Add $4.00 S/I l per book, Domestic, $6.001:on•ign) the comp begins, shipping pilots are extremely busy dealing with To order a copy please send check or credit card number lo: their own equipment SKY JJOC: PUB!.ICATJONS 6511 Dcepwoocls Drivt~ prep and do noc have Roanoke, VA 24018-7645 time to help me. Or visil out wPbsitc and place your order tlwrc Maybe other women http:/ I skydog.nct/ foci the same way. I htlp:/ /www.wcb--search.net/ skydog/ rhink that the 'death of competition is overly dramatic. It's easier and less stressful to

Continuedfrom page 30. flying in strong winds unless you make a mistake. In my first review of accident reports from 1997, my attention was drawn to several accidents relating to control problems when flying near the ground (generally just after launch and before landing). This is an area of particular interest to me since the only three fatalities I'm aware of in the last three years in my Region involved control problems near the ground. Since it's impossible to know for certain the accuracy of the reporters' remarks and conclusions, it is impossible for us to determine the precise cause of these accidents. What can be said with cer-tainty is that there was a total or partial loss of control authority just prior to e,1ch crash. It's also safe to say that in many of the reported crashes involving Intermediate-rated pilots or above, winds were moderate to strong (20-30 mph or above), and/or gusts of 10 mph or greater were reported. 1 'his is not to say that there weren't any accidents involving winds oflcss than 15 mph, as there were. My impression, however, is that the accidents in reportedly milder condirions were more clearly the result of inexperience, bad planning, lack of skill, or poor execmion of the task. Bill Bryden addresses these in his companion article which discusses assessment, airspeed and approach. On the other hand, many accidents in stronger conditions involved quire talented ,md experienced pilots who found themselves being unavoidably turned downwind. Exactly what is it about the stronger conditions that causes intermediate and expert pilots to hit the ground? Let's look at a couple of typical accident reports.

ACCIDENT A Date: Summer 1997 Rating: Advanced (6 years, 200 hrs.) Inland Mountain Site: Pata!: No Hospitalized Overnight? Yes Excerpts from report: Pilot launched in winds of l 5-20 mph. Set up for a landing about one hour ::ifi:er takeoff Winds had

what saying is this: must understand limits the hang control systen1 within 1

won't

that you hurt."

increased to about 30 mph. Pilot was abont two feet above the ground after transitioning for landing when the nose and right wing lifrecl and rotated left, the glider ending up about 160 degrees opposite of the intended landing direction. When the glider hir the ground it was traveling downwind/crosswind.

ACCIDENTB Date: December 97 Ra:ting· Advanced (21 years, 480 hrs.) Site: Coastal Glider: HGMA lmcrmediare-Aclvanccd Fatril: No Hospit,dized Overnight? No Excerpts from report: Pilot entered rotor(?) turbulence with too little airspeed. Soared for half an liour in l 8-20 mph wind. Landed safely in 25 mph wind. Relaunched and soared umil stronger winds arrived. Set up to land in same spot using straight-clown approach. Encountered rotor(?) turbulence when only one foot from the ground. Pilot instinctively popped the nose Llfl to keep from pounding when it felt like the bottom dropped ollt. Glider went into uncontrolled wmgover. The subject of control authority in turbulence is among rhc most pertinent to hang glider pilots, as l believe there may be

quite a bit of disagreement, ignorance and misinformation floating around in the minds of pilots across the country. Just what kinds of wind and turbulence can a hang glider safely fly in? To answer that question, I guess we had better define the term "safely." If we define it as the longterm statistical absence of accident or injury, then we better admit that we can't safoly fly a hang glider in any conditions. On the other hand, if safely is defined by one's own history of accident-free flying, t"hcn l guess one might conclude that he or she can safely fly in winds up to 30 mph or more. Neither of these methods of defining safoty arc practical. Surely, we must srrike a compromise. In my qucsr for the "meaning of Iifo" (safely), I can't help but think back on what one of hang glicling's most famous acrodynamicists, Dr. Paul MacCready, Jr., had to say about tbc subject. Many of yo11 will remember Paul MacCready as the 195G world sailplane champion, designer of the world's first truly successful manpowered aircrafr (the Gossamer Condor), rhc first successful solar--powercd aircraft (Solar Challenger), and the famous solarpowered automobile (the General Motors Sunracer). Dr. MacCready is an avid hang gliding cnthusiasr with three sons, two of whom were USHGA Hang IV's by the time they were 14 years old. The year was 1975 and hang glider pilots were flying much lower-performing wings with spans well under 30 foet. Plcxible sails and light, flexible airframes provided hang gliders with a measure of controllability and roll and yaw stability unequaled by today's higher-performance designs. In an article written in that year, in what is now called Hrmg Gliding magazine, Paul MacCready wrote: "Hang gliders operate at low speeds near the ground, a condition which permits turbulence and wind shears to have large impacts on stability and on comrol effectiveness. TLtrbulcncc and wind shears near the ground arc pan of micrometcorology, a subject sufficiently advanced so that some simple calculations can help to establish initial limits for safe flight. Looking at the rn;ignitudc of the airspeed loss in the last few seconds of HANC CLll)INC

s is issuing its annual call for nominations to the national Board of Directors. Eleven positions arc open election in November 1998 for a two-year term beginning January 1999. rncmbers position on the ballot should send to headquarters for no the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to be nominated and that they will serve if elected). Candidates must be nominated by at least three US HOA members residing in the candidate's region. Nominations arc needed in the following re;~1ons. The current Directors, whose terms are up 1999, arc below.

reelection in

of distributed with the issue of !!If NG G!JD!NG and the November/December PAIV1GUDJNG magazines. US! !CIA needs the best volunteers to help guide the dcveloprncnt and growth of' the sport. Forward candidate material for receipt no later than Aug us\ 20 to: US! !(1A, PO Box 1

Ballots will

Colorado

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Bill Bolosky

Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii Mexico, Utah Colorado, El Paso Illinois, Indiana, Iowa, Michigan, Minnesota, North & South Dakota, Wisconsin I larnpshirc, Connecticut, Maine, Massaclrnsetts, Rhode Island, V crmont Washington Delaware, Kentucky, Maryland, Ohio, Pcnnsylvanin, Virginia, Virginia Alaban1a, Florida, Georgia, Mississippi, Nortl1 Carolina., South Carolina, Tennessee, Virgin Islands, Puerto Rico New Jersey, York

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REGIONAL

,ECT!ON NOMINATION FORM

l hereby nominate

as a candidate /'or Regional

for Region

I understand that his/her name will be placed on the Official Ballot for the

1998 Regional Director Election if three norninations arc received

August

1998.

descent in wind, and looking at the magniwdc of the effccr of gust loads on the vehicle due to turbulence, suggcm that 10-knot winds arc generally safo for hang gliding in Rogallo wing kfrcs if one avoids the wakes of obstructions and avoids stunts which temporarily lighten the lift loads. Twenty-knot winds, which arc ofrcn utilized to permit slope soaring, turn out to be beyond the safe limit for all but the most conscrvarivc !lying at ideal sites. Eddies downwind of bills and sbarp cliff edges represent a high hazard situation in almost any wind and must be avoided. There arc still n1any unknowns in micrornereorolo-gy at a particular site and in a particular weather condition. A bang glider is nor a safe device with which ro probe the limits of micrometeorological knowledge." Dr. MacCready went on to mathcrnatically illustrate the powerfol cffocts a mov""

ing air mass can have on a hang glider's wcigln--shifr control system. ln essence, what MacCready is saying is this: You must understand the limits of the hang glider's control system, and operate within those limits if you want reasonable ,1ssurance that you won'r get bun. Flis message is not: [f you're good enough, you can Ay in strong winds. Instead, ir's don'r try ro fly in strong winds because your control system is not effective enough to depend upon reliably. Wow, those of us with big egos can leave them at home, since now when it's blowing 25 we rnn stand on launch and say, "[ can safely fly in these conditions, too bad my glider can't!" If you're wondering about the validity of an article written nearly 25 years ago, when hang gliders were designed quite dif forcntly rhan today, consider how rhe fol-lowing modern advancements in hang glider design affect a hang glider's weightshift roll authority.

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'foday's wings produce much more lift aud produce it funher out along the wingspan. Our wings have become more and more rigid over the years. Aerodynamic twist (washout) is reduced and better defined toward the rips. • Adverse yaw is more pronounced than ever before. Both roll stability and yaw stability are reduced on modern hang gliders.

Before choosing to fly in winds above 20 miles per hour, l hope you'll consider all the meteorological and geographical factors that create turbulence and jeopardize control. A good guidebook to help pilots deal effectively with these and other factors is Michael Robertson's The /lrt ~f Skysailing. h includes his brilliant riskmanagement program and it's available from the USF!GA. II

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Women's World Team Raffle The 1998 Women's World Meet will take place in Hungary this August. The U.S. Team members are Kari Castle, Claire Pagen, Tammy Burcar, Lisa Verzella, Patti Cameron and C.J. Sturtevant. Contributions are gratefully accepted in addition to raffle ticket purchases. Send your check or money order to Women's World Team, c/o USHGF, P.O. Box 1330, Colorado Springs, CO 80901-1330.

NOTE: The Women's World Team has officially extended the raffle deadline until September 1, 19'J8

Galleried artist Gigi Gelfan - Framed and matted Impressionistic-style painting of a cascadi ng waterfall in a forest, a bout 14" x 16" "Women Fly!" clothing ror team members provided by Speak Inc./fbe Women Fly Project

Raffle prizes have been donated by:

Raffle drawing to be held in September 1, 1998.

Quest Air - 1 aero-tow release, 5 assorted T-shirts, 10-pack of tows, free beer for 2 fur a weekend, 10,000-foot tow. areo tow training course Hang The Women's World Team appreciates the donations of $100 or more from: Sky Dog Publications, James Georg, Nancy Smith, Darrell I1 or above (up to 10 nights) Hambley, Al Whitesell, Chelan Lanes/Mr. J's Lane Eleven, Mary Wallaby Ranch - dollies, releases and aerotow technical support Clor/Sky Wear Inc. (t-shirts), Cloudbase Country Club, Paul Klemond, Two-Can Fly - one introductory paragliding lesson Lake Chelan Flyers, Inc., Carl Lawrence, Marin County Hang Gliding Altair - a $200 gift certificate toward the purchase of an Altair glider As.wciation, G.W. Meadows I JustFly (T-shirt printing), Pendulum Jeff Farrell - two copies of the video Fly Hard Aerosports, Don Reinhard I Personal Flight, Davis Straub. Quest Air, Mountain High - two oxygen systems An anonymous paraglider pilot SOL - one open-face helmet. one windsok. two $100 gift certificates for $.JO (5 tickets): Tom Lanning, Jean Thoreson, Ohio Flyers, Lee Burns, SOL helmets. harness or paraglider Gene Mathews, Sam Martin, Nancy Ussery, Paul Hurless ($50), Adam Just Fly - one Icaro Integral helmet Bein, Hank Butul, Kathleen Dunn, Ursula Edwards, Lauri McDaniel, US Aeros - one set of hand fairings, one X-C glider bag Moyes America - three $100 certificates toward the purchase of a Moves Joesph and Logan Nance $25 (3 tickets): Audrey and Peter Berney, James Gardner, Erica Xtreme or Flex harness · Koester, Rita Knufinke, Perry Jones, Bill Lewis, Lowell Tindell, Jeff Kitty Hawk Kites - six hang gliding Tshirts White, Davis Straub, Joe Ulman, Vince Collins, George ZaUoka, Chad Hang Glider and Paraglider Emporium - three introductory paraglidBastain, Karl Cameron, Tim Delaney, Christopher Delannoy, Carol ing lessons Sperry, Valerie Carroll, Ken Hudoujorgensen, Belinda Boulter, Korrie Fly Mexico - five free flying days in Mexico van Deest, Steve Mayer, Tom Gardner, Gary McIntire, Rich Lawrence, Flytec USA - a Flytec 4005 va rio Barbara Wiedemann, Jim and Linda Yocom Fly Products - shirts and sportswear $20 (2 tickets): Sam/Wallaby Ranch, Erica Corral, Greg Kendall, John Heiney - sLx aerobatic posters SIO (I ticket ): Doug Clark, Mike Knapp, Doug Campbell, Wendy Paul Hamilton - three videos from Adventure Prod uctions Campbell, Bart Weghorst, Carl Bevis, Jaye Van Haeften, Don Taber, Pendulum Aerosports - two-watt radio & 12-pack smoke bombs Brent McCarter, Brad Gryder, Mark Axen, David Raybourn, Phil (the USHGA - books and calendars Pill) Bloom, Kurt Dilley, Grant Hoag, Slade Kennett, "Chum" Gerry Grosmegger - nifty little string games McCranels, Andy Pryciak, Philip Vangel, Davis Straub, David Crabb, David Beardslee - one tandem hang gliding night Tim Denton, Mark Gaskill, Bob Helmer, Jeff Hinshaw, Steve Niessner, Aerolight USA - one Kiwi Evolu tion helmet Mike Smith, Steve Stubbendick, Franz Vettiger, Mark Windsheimer Icaro - five Icaro helmets Other: Mary Clor, $160 for 20; George Knox, $20 for 2; Rusty Russ, Cameron Outerwear - three neckgaiters $100 for 12; Sandia Clasmc, $100 for 12; Dennis Yeomans, $105 for 13; Team Spirit Hang Hang Gliding - Free day's glider rental Wayne Sayer $50, Paul Klemond $60, Joo Solon $50 Dan Uchytil - Wooden hang glider sculpture/trophy OFFICIAL RULES 0 PURCHASE NECESSARY I. Raff!~ open to U.S. Residents 18 years or older. 2. For e-:ery $ IO donated you will receive a ticket for a chance to win the listed prize(s). Tickets may also be obtained by writing "Go Women's Team" on a 3" x 5" card and mailmg 11 wi th a self-addressed. _stamped envelope to Tanm'.y Burcar. P.O. Box 3274. Santa Barbara. CA 93130. One entry per envelope. All ticket requests must be postmarked by May I. 1998. The Team or ,ts affiliates are not responsib le for any U.S. Mail or human errors. 3. See above list for prizes to be awarded. Odds of winning depend upon th number of panicipants. 4. Each entrant accepts aad agrees to be bound by these rules and the decision of the judge which shall be final and binding and not appealable. 5. All Federal and State laws apply. 6. Void where prohibited or restricted by law.

-- ---- -------------------- -- ---- -- - ------------ ---- --,

: Please send me Women 's World Team raffle ticket(s). Prices: $10 each, three for : : $25, five for $40. Make checks payable to the United States Hang Gliding Foundation (USHGF) : and mail to: Tammy Burcar, P.O. Box 3274, Santa Barbara, CA 93130.

i i

I t

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Shm-p examines the

!J'oilerou hinge arm. .._ The sail takes

Whar we did know about Felix was that he had worked with Jurgen Lutz on a graduate projecr in aerodynnmic engineering. Jurgen is rhc developer of the Pegasus rigid glider. Much of what Felix learned from working with Jurgen is incorporared in the Exxtacy. Since Mike first srancd selling Exxracies last summer, word of mouth nbout the glider had been very good. Exxtacy pilots had used the Jmernct prolifically 10 fonher that word··of.·mouth information below). There were a lot of questions and issues on our minds and we were hoping Felix could help us out. Only Rick Edris, the first pilor to purchase an in 1hc U.S., had any experience with carbon fiber. The rest of us were wondering what it would be like ro work with this seemingly exotic material. We all knew that this was a harrier to wider acceptance of 1he new rigid-wing: technology. If Felix could hold our hands through the process of repairing a D-ccll, we would be available ro help guide and reassure others. Before J!elix got here we all engaged in a co!lcct:ivc curricu. lum-·creation process, sending ideas back :md forrh about just what we wa1Hed ro get out ofa tlirec-day seminar. Mike was bringing Felix at the end of March, (irst into Washingron State to NAP! headquarters in die central \l(/ashington cow rown of Ellenslrnrg. We would :ilso have the chance to rake a frw test flights at Mike's local site, S:iddle Mountain, a 20-mile-long ridge, 30 minutes southwest of town. Felix and Mike wonk! rhcn be heading for the Bay Area to fly Fort Funston and Marina, and finally across the country to the first U.S. dealer, Wallaby Ranch in central Florida. Each

stop was designed to provide a little 1est··flying intermixed with hands-on repair work. Besides learning how to repair damage to the Exxracy's lead· ing edges, Exxtacy pilots wanted to know how to repair the carbon fthcr ribs, and how to adjust the twist and take out a turn. We hoped to find out how to set the sweep and sail tension, prntcc:1 and repair the sail, adjust the spoilerons and flaps, and inspect, replace or repair the keel. As an added bonus, we hoped for a little guidance on how to get the bes1 pcrformnncc our of the Exxtacy. As we came up wirh issues to be discussed al the seminar, we also starred making suggestions about what materials Felix should bring from the factory. All of the pilots wanted to get spare parts for their repair kits, as well as supplies of c1r-· bon fiber and epoxy. Soon Mike had a long list of parts rhat Felix did in fact bring to the U.S. On Friday morning at <J:00 i\M every Exxracy pilot in Washingron assembled in the Ellensburg High School gym, ready to repair a new Fxxtacy thar had arrived damaged. This beauty had a hole punctured in it by a forklift driver at one of the freight companies. About two inches wide, the hole was located 10 feet our from die nose, right ar the front-most edge of the D-·ccll. While Mike was bemoaning the damage to his new glider, Pel ix seemed Lo take il all in stride, as though it were just one more linlc: obstacle rn work through. Before he had a chance to pul1 out some of the carbon fiber and epoxy we all peppered him with questions about the Exxracy's design. Reaching for a

(,'rmtinued on pti,~e 56:

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flowing, to toss the package inco the flow ro increase the chance that it will open. If you are spinning your descrnt may he very slow (200 to 300 fim1) which may delay or pre vent opening unless you throw your parachute very vigorously. Pulling the bridle back and rcthrowing the parachurc should he part of your plan. here is :1 summary of our pitchover defense ideas: 1) 2)

38. with the feathers present. It has become directionally (pitch) unstable. The same theme applies to h,mg gliders. Some pilots think that pulling in hard when the nose drops through will increase the rotation rate and make things worse, hut 1 want you to try a little experiment the next time you fly. Put the bar ;it minimum sink position, then, as fast as you can, jerk rhe har to your then !er it back out. You'll find rhat the glider clm1ges its angle of anack only by a few degrees if you don't hold the bar hack long enough for the aerodynamic forces to balance out the new CG position. In the short interval, it's just yom body's inertia working against the inenia of the glider and dampening of' the air. The effect is even lessened when you start (accelerating downward) because your comes off the g,lider in free fall. So, the conclusion is: When in doubt, pull in. Fxpressed in larc--20rh--Ccntury American lingo: do ir." -The next point both Mark and Joe make is to bank the glider. In a hank (turn) you arc applying more weight to 1he glider, so your control input is :1 bit more effective in combating the air's More imporaction o/'a tandy, in a bank, the sharp, strong thcnml will have less to roll you over as Pigurc illustrates. ln addition, any serious swirl must have something of a vertical :1xis to pitch you over, as shown, and such an axis of rotation is much kc>S common than ;i horizontal axis in ther-rml shear conditions, especially away frorn ]UNI 19<)[3

Maintain your glider's pitch devices at factory specs. Choose to avoid ext remc conditions and low-perccmagc areas such as lee-side turbulence ·mncs and near srrong dust devils at low altitude. Maintain ample maneuvering airspeed control bar at the sternum at least in strong turbulence. Maintain a VG position in which yom glider feels most stable. If you arc dumped nose clown, pull in quickly and hold on tifl1t61, Don't lose the control bar if you can possibly avoid ii. Maintain a turn in strong thermals the the lift t:he steeper the bank for sake. This conccp1 is one of the most irnportanr pitchover defenses. T1kc such a strong thennal as high as you can don't cxir low! lf you get spit out of a thermal, ro get ample airspeed before

the ground. The general rule of thumb in s1ro11g thermals is to bank more steeply the stronger and more turbulent iL is, while mainLaining a speed well above minimum sink. l have thcrmalcd with t:he har to my sternum on many occasions while I squeezed the basetube, clenched my molars and fmycd for mercy. It would be hard to test, but I suggest you'll never tumble in ,I 60° bank diving turn. Joe goes a bit f1inhcr and warns you not to try to get right back in a thermal that rolls you out without lirsr pulling in to establish more airspeed. Mark warns w; to sray in a very strong thermal, concentrate on remaining and ride it all the way ro the rop where it will probably mcl low out a hit and you more altitude to deal with a problem. Thrn, when you exit, we ,111 advise yo11 to pull on speed and make a quick getaway through the turbulence that will normally be cncounrcrcd around the thermal. You can even exit: in a turn for

Chorus: Well, J got those get out alive. lt'.i- those tumbling blues survive.

added

l'f!S, those

The# l rule in Joe's book is w not lose the comrol bar. !\ stick-free stability (when you let go) is al least an order of magnitude less than when you arc holding on. lfyou do get rhrown forward ofrhe bar, Joe suggests spreading yom arms and to keep yourself forward. If you get thrown back or the breaks, it's parachmc time. ff you arc low in a pitchover evcm, it is almost better ro toss your parachute immcdiarcly. Joe that if you have rhc 1ime to discern way the air is

can't lose, Those /Itching (t1nd) tumbling blues.

hack. 9)

When a strong thermal, pull on plenty of extra speed and leave with a gradual turn if' possible.

blues

I wtmt to to

h/ues

The question of pitch srabiliry is complex and perhaps the details arc beyond the interest of the average pilot. However, we h;ive covered the basics and hopefully have pro vided enough information ro keep your fly-ing upright, lcarlcss and rewarding. By all accounts a pitchover is nor fun, bm skill and you from ever safr practices should help singing the 'IL1mblinr~ Blues.

J 11\NG CLIDING ADVISORY Used hang should always he disassembled before flying for /,rst time and inspected for fatigllcd, bent or dented downtubcs, mined bent bolts (especially the heart bolt), rc>·used Nyloc nuts, loose thimbles, frayed or rusted cables, tangs with non-circular holes, and on flex wings, sails badly torn or torn loose from their anchor points front and back on the keel and edges. If' in doubt, hang gliding businesses he happy to give an opinion on the condition of equipment you them 10 inspect. Buyers should select equipment that is apprnpriatc for their skill level or rating. New pilots should seek professional instrnction from a lJSHGA CFRTil'IED INSTRUCTOR.

I )OUBl .F SURFACE TANDI\M Moyes X2, good shape $2,500 or trade. hrad<?llltanggliding.com (Ii I Ii) li73-8800,

FALCONS CI.FARANCF SALE School use, one se:ison. All sizes $1,500-.~2,500. (lilli) li73 8800, hrnd(illl,;u,ggliding.com

])()lJJll.F VISION Fxcel\ent shape, low hours $2,000. (51 I) li71-% IO leave mess:igc.

FORMULA $850. Sport $800. Cornet 135 $200. Moyes Mega $200 OHO. Don (205) 251-.3288 Alabama.

DOUBLE VISIONS & FLY2 New and used. WALLABY RANCH ('Jltl) 12/i-0070. DREAM ili5 LT .31i78995.

New, last one ,rnidc $850. (:)03)

li95-0J43. DRF/\M ili5 -~ Creat shape, red/r;recn/lite green $ I ,(l50. Raven Sky Sports (41 Ii) /i7:l .. 8800,

FI.EX WINGS /\EROS STEJ\l.Tll 151 Like new, two flights $;3,/iOO OBO. (Ii l 5) .'38 l-81i'l2, (li:Vi) 751-5123. AIIUlORNF SHARK, f\LADF RACE, STING, BUZZ. New and nearly new. Demo daily. THE WALl.J\BY RANCH (911) 121-0070. A IR WAVE KLi\ SSIC l 5 5 <20 hours, purple/lilac/white LE, extra downtuhes, winglcts, XC: bag $2,500. Ball CC70 w/all accessories $795. Mountain computerized 02 system $500. Airtime Lazer (,' pttrplc/black, full options $150. lligh Fnergy P])A 550 reserve, dq,loycd $/iOO. Contact smoorc(iilnmccl1.com or (Ii 15) 38')-675/i.

J,'()R SJ\J.F 16 hang gliders, mostly Axis, CJ, TRX, XTR, XTC:. 3'5 paraglidcrs, harnesses, frame pans, 26glidcr trailer, more. Some wings arc brand new. $ l 5,000 takes all. Qualified buyers only. Tom (80 I)

THF l !AN(; CLIDJ'.R Of the fmmc. Better glide, and handling than anything else! Sec www.,,"""'"Y·'""'" or co11tact Nonh American J~JjgJ1t

Design (509) 92'i-5565 for your nearest dealer. Demo/used gliders available. Dealer, prodt,ct rep & comp pilot inquiries welcome. EXXTACY NEW & USED TN STOCK, DEMO DAILY. WALLABYRANC!f (911) li24-0070. FALCON 1/iO ('>131961-7.81'7.

New, extras, will ship $2,000 OBO.

COMBAT 1JI-·- Creat shape, wirh small control bar, $700 or trade for small Sport. (li25) 71r7-673:0.

FALCONS --- 140, ]70, 195, 225 new and used. WALLABY RANCH (91 l) li24-0070.

COMET I I -- Old, hut solid and flies great. Make offrr. (305) 285 8978 or 1-800-7'i'J-007.'J.

!'Al.CON 225 Excellent condition, 50 hours .fl,700. (80]) 2'5/i-6141. FALCONS-Ul .TRASl'ORT-111'/\Tl 58 $2,700. (209) 135-3'5%

USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: per column inch. (phone numbers: 2 words, P.O. Box: 1 word, 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 rolunds 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:

FUSION New Sept '9'1, <lO hours $4,200. Harness, helmet, instTtunents, parachute-make offer. Sensor-good shape, high lrolll's $500. Dave Coro (808) 2637790. FUSION 42/i-0070.

Demo daily. WALLABY RANCH (9/i I)

FUSION 35 hollrs, very clean $/i,100 OBO. ('714) 6/i\ .. 1811 John Pitt. GLIDERS for sale, rigid ro ( :all/em:iil for current lisr. Wallaby Ranch 00'70 Florida, gliders<iilwalbby.com J ]PAT 158 --- Excellent condition, spare downtubes, Ball G50 vario with harograph, harness and radios. Sell all or pan. (liliO) 93/i-J 305.

Hl'AT 158 New Oct 199:l, one of the last three made, extrn clean condition $1,300. Yacsu J,"]'11 l $150. BRS Wedge 1g (rocket & chntc) $500. High Energy harness, 5'10"-6' $250. Hi 1;h Energy chute $7.'50. Wallaby acrotow release $75. (904) 7%-0'58:l Florida.

$1,200-

Number of months:-·--··--· .. -----·--·- ..-·-·"---.. ·----· SECTION l..l Flex Wings l..l Emergency Parachutes IJ Parts & Accessories U Business & Employment IJ Miscellaneous IJ Paragliders IJ Videos

IJ Towing IJ Schools & Dealers

U Ultralights U Rigid Wings IJ Publications &Organizations U Wanted U Harnesses

Begin with issue and run for.-·-·-..--·-·--··consecutive issue(s). My r.:.J check, U money order is enclosed in the amount of $ ____,_.. _---.. ·--·-·------·---..------NAME: _,,____,,_____ ,, _____..._..- ___. _______..._ ADDRESS: . .--.. ·----·-.. --·------·-·--·-----·--·-----·-·---·. -·-..- ...-. ·----..·CITY: -·----- ... ·-·

Number of ..... ,_ ... ___________--·--··-·· ..--. =,, ..... Number of .. -........ ____ ....________ .._______..____ .@$1.00

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

I 11\NC GI IDINC

I ll'AT 158 -

Fxcellcnt glider $(,00. i9Wi) li'ili 288',

goah11cowsVt ;10J.corn 1

MOYl·S XT PHO J(,'i Novicc/intcnncdiatc double s11rL1cc, hours, great shape $2,700. (Ii 11) liTJ.8800, l)r;1d&_1){1;1ngg!iding.co111

Nl'.W & lJS1':Il c;!.11)1-'.RS Ar affordable prices. Cill tl1r· S,w ing ( :enter toll ii'ce J .ggg 911.513:l. I<I.ASSIC l.n l'.xccllent condition, (,0 hours $2.,000. (80 I) 2'ili .(i 1Ii 1. I<l.ASSIC llili Cood cmtdition $1,500 OllO. Call I arry (JtiO) ,i<,7 1.0n Ohio. 1<1.ASSIC J.i!i White & red, nice shape, 11ndc1 100 horns $1,900. (Ii 1ft) /i/.l 8800, bradr11hanggliding.cotn

PACI\]]( MKIV l'J <15hrs, custom doth, 12" wheels, Clo11dh,1se spaghetti harness (!lever used) (i' (,'ft", $J,,j()(J fo, ;,II. !Zex (/0(,) (,li78(,11, pr,lcki ng(ftlal II cl. nct

PUI.SF 'JM

Milli conditiOll, :rn ho11rs. Fxtr:is:

Sj)('Cdh.l!', 11\'.\V Jic/mct, W:Ut'!'[)l'OOJ' hag, CXff:l SC!

( :nod condition, (i() hours $J.,OOO.

LAMINAR Iii ST l\lue/whitc, pcrbt condition, landing mods, low hours, in l'lori,J;, only, less the 1 year old M:,oo. I lon ('J/i I) .37/i.070/. LAMINAR 1li S'\ Excellent condition, exccllcnt pcrfc,rm ann· $Ii ,000. (SO I J 2'iii.(, I Ii 1. I.AMINAIZ Iii ST Topless, hlack forward wedge, ,•,rm, 1111dcrs11rfocc $.l, 500. (719) 539 5')00. LAMINAR ST, Iii, RANCH (91i I) /i21i 0070

l'UI.SI· I OM IY 11 m $2,500 each OB(), w/extras. (718) .WJ.28B I.

( ;o()(I condition $'JOO. Richard UO 1)

MILI.ENNIUM 0070.

RAMAIR 116 25 HOURS AIR TIME, NEW CUNDITJON $1,750. (501) 2253397.

VISfONS & l'Ui.SJ•:S llougltt,SoJd.Tradccl. Raven Sky Sports (4 I Ii) liTl·8800, hraM1lh:mggliding.cotn

RAMAIR I 'iii 5'.\'J.5'J00.

XC U2 Excellent conditioll, !Dw hours. Crear l,n I he lighrer pilot. $.l,000 OBO. Kerie (2.'i5) 82G 11 12, keriesG11 aoLu}tn

(;rccn Team colors $1,200. (71'))

SFNSOR 'j I OC Coocl rnmlirion, flies & performs great $'i00. (82.8) ?Si 00 l:l leave message.

MOYES C:SX 5 Six /lights, bLidc forward wedge, green undcrsml,1cl' $/i,500. (719) 'i.)'J.,5()00. MOYES CSX SX, XTL, XS3, XT, etc New and nearly new. Available immediately. Nation's largest Moyes dealer. WJ\i .LABY RANCH (9/i l) lt21i0070.

MOYES SUPER X l'H.i\l.lTF llt'J . Mylar, perfrct, i1s ki11d, two hags $2,'J'iO. K11r1, ((,19) finest one Ii/iii.(,<) I 'l S:rn I li,:go.

MOYES XS J(,9 New I.F, extra clean .$1, \Oil. (2B I) .l8 J .(i(U7 I lo11s1011, 111.williamsv1\sss.co111

SE:-1SOR (, 101' I 'iO l'iw hrnrrs, lime/yellow under· surface S:l,500. (719) 5.o'J·'i'JOO. Sl<Yl IAWK 18B - Ball vario, f'u\l foce hcl1m·1, cocoon harness with parachute $1000 all/part. (71 Ii) 528-

X(: I ')5 $ I ,'JOO.

MClYES XTRAIJI E U7 ·

]lJNI

199B

Magenta, orange tip, vny clean, flies great C:onLtct Wqn,· (702) li.1:3 50:?2 01 1;,1camcr~'\10l.co1n

XTRJ\1.!Tl'. I.)/ Myhr, 150 ho11rs, excellent condi· system, new $:mo. tion $1,900. X( IZ• Jg() ('J70) 5fili.:J603 Aspen, SPECTRUM 165 (20l) 92li-'i'J05.

Fxccllcnt condi1ion $2,500.

Sl'FCTRlJM 165 -- Exccllem condition, under 80 hours, was not t1sed fo1 training, SU)J'cd in PVC wbc $2,000. (805) 68'i-7,'l/ I. SPl:Cl'RlJM Cl.FAlV\NCF SALE - Three JCS in near new condition, w/all options $:l,200. Raven Sky Sports (IJ I Ii) fi7:J.fs800, ))ta(J(il} !;l

EMERGENCY PARACHUTFS DF.PI.O\'M 1-:NT BACS New, and new 2.0ft bri · dks, $75ca. (.l03) :lii78'J'J5. ROCKET RESERVES $47'5ea. (.10:l) Vr7 ,89')5.

Two, used I.ARA ,rnd BRS

SECOND Cl !ANTI. I\Al.l.lSTJC: uliraligh1/row plane $750. (90/i) li5li·2i/8'i.

For

11gglidi1lg. COll l

SPORT Fl/RO I 50 --- Like llcw, w/large contrnl fr:rn1c, r:1ce focc $1,200. ((, 17) 88'J./i9.l7. SPORT 180

col ors $7,000 01\0. r;-in 1yyanctz(d\10! .u1n1

XC Iii?. Mint colllli1io11, 15 hours, w/winglets $.\, 500. (805) T/3 'i2'J2. XC: 155 1'.xccllent condition, bluc/aramid, winglcts $3,100. Ball 652 $200. /.3 harness 1/.5'9" .ilOo. l<cd l,,r Xtralite 1:\7 li7'i. Second C:hantz Air reserve $/00. (')()')) ')li'i 9877, hrucc).dcxa(i1Jaol.com

WALLABY RANCII (9/il) li2fi.

MOYES CSXli Toplc.ss, nearly new, j() homs $/i,500. (10/) ',78.8'JY; xclarry(a\onccnrric.nct

TR3 Topless, carbon fiber frame, new gliders in stock: black, white or red $:!,000 FOB Sr. Petersburg, Florida. ACME C:lidcr Company (81:3) 526,%29 or TRGl.lDFRSG1l:10l.com

TRX I 5S Exccllcl!t comlirion, 19'Jli, white dia· mond 1ril:1m I.le, full rnce, nice colors SI ,'J'J'i. Andy (520) 57.5,2('57.

71 (,8.

2)(,.()'j}(i,

SUl'ERSPORT 16.l Ramair I 'iii, I !pat 158, I lE pod harness. !\est olfrr. ((i I')) ).(J'i.. I il7/i.

I'\ Ji .SFS & VISIONS l\ought·So\d.' l'ra,kcl. Raven Sky Spons (·1 Iii) lj?3.8800, hraclv11hanggliding.rnm

RAMAIR 15/i l-:xccllcn1, extras, will ship $1,500 01\0. ('iU) CJC,1 2817.

MARK IVI/ 150 hours $800. l'orn111b i li/i, '.iO (J\1rasport lli7, 10 homs $:l,000. J\ndrl'w Smith, Clevclrnd VJ\, ('iftO) B8'J.J(i I 0. MARI< IV11

885 (, I 2'i.

in stock. WAl.l.ABY

Excelk111 condition $ I ,ltOO. Tracn MARK IV17 harness w/paracl1111e $700. (781) 662·9~8 I.

SUl'FRSPORT I 6\ Creal condition, 7 total hours $1,700. ('i lO) 'J2(i.l)'i2:l.

dowlltrrbcs, 1r:1ining harness .P,:100 ()JlO. Bol, (8 lli) l<LASSIC I 'iii (21'))6%853).

SUPER.SPORT 1'i3 Minr co11cli1ion, very low air time, llice colors, fo\clillg spccdh:H. Sport KFl.l.F.R TEC lwrncs.h'iwiss, wirlt 22 gore clrnte, top condi rion (a very nice h;;rnessl) Ball (,52, L,nory rebuilt last summer. Litck variomctcr, 1\!1axon radio w/cxtcnsio11 mic & charger. ,stuff. All or l!othing package give· aw:1y $2,500. (802) C,li'JS\50 Vern10111.

Exccllcnt condition, nice (/i(Hs) (,170(Jll SlJJlJ,:RSPORT 111 lmrnac11\a1e, < 10 horrrs $2,'iOO. Sky Sys1cms harness and chute. (208) 78H 11in.

USED 20&22' 100')h g11ar:miccd, inspecicd, new bag and bridle $'.'50m DO:l) ,llJ7 8995. 20 (;ORF }Oft PIJA, hrand new $:i'.10, I only . (lOl) .'31il-8'J'J5 w/swivcl $/i20. 20 M:iny rnore availahk. lbvcn Sky Spons 8800, hra,Jvi1\1a11ggli,\inF,·c'1rn

$I')'), lit) liTl

s HARNESSES CLOUDBASF HARNESSES And Ultramins, since 1972. Chris Smith (li23) 821-59/iS.

THE CAGE Lagon, medium, with lessons $1,300. Blade 39 recreational deluxe harness $850. (510) 787-6867, Caf,cLrrsa\1JaoJ.com RIGID WINGS

FLFDGE 1A & Fleclge 2A, inclnding spare pans $500. (604) 936 17.32. FLEDGE lJl ET Excellent condition $1,/iOO OBO. Ill-good condition $900 ORO. (541) :ff/-

ULTRA LI GI ITS

AIRBORNE EDGE TRIKES

NEW, USED And REHJRBISHED harnesses. Buy, sell, trade, co11s1r,11111cnr. Gunnison Gliders, 1519 Counry Hoad 17, CO 812.30. (970) 6419315.

l!IGH ENERGY COCOO\l 200lbs $350. (90ft) lr'Jli-2885.

electric stan, $15,000. (J AND pay for pilot training birdip~1laloha.nct.

Two, 1996, 582, lor aerorowing or 2-placc training airfare from west coast to Hawaii trike to Los Angeles.) Certified 1000 extra. (808) 822.-5309,

AIRBORNE EDGE 582 Helmets, intercom, CPS, rovvin1, 1xtc!G1gc, trailer $12,800. (864) 592- 1470.

w/paraclrntc, 6'5"

lllCll FNERc;Y 1'01) HARNFSSES Sizes & styles change monrhly, $300--400. CC l OOO's $2.50. Cocoons $200 c,rch. Kncchangcrs & stirrups also available. (Ii 14) /i73-8800, lmid@hanggliding.com

I.ICHT TRfKF Foldablc, 55lbs., actual new, sacri· fice $2,200 OHO. (51i1) 317-959/i.

SCHOOLS & DEALERS ALABAMA LOOl<OLJT MOUNTAIN FLT<;HT PARK ad under Georgia.

TJRFD CW TUWlNG? Tired of driving to flying sites? Create your own, power up the sensible way with SWEDlSH AEROSPORTS MOSQUITO HARNESS. Lightweight, powcrfol, affordable and most imponanrly-Fun! Call lllU. oF T.C. HANG GLIDERS, yom U.S. SUPPLIER at 616-922-2844. PS: Check olll the centerfold ofJarmary 1998 issue of Hmig

MOSQUITO POWER HARNESS Demos for sale, 350fimr climb. Sec my Jan. '98 ccnterspread in J1c;, also sec Mosquito page at www.birdsinparadise.com $:l,000. (808) 822--5309.

ARKANSAS OZARK MOUNTAIN HANc; GLIDERS Sales, service and instnrction. J 60 Johnston Rd, Searcy AR 7214'l. (501) 279-2480. CALIFORNIA

53 lbs., Solo 210. (501) FOLDABLE FLY TRIKES 851-4094 satJw1n~:spgtC'-'llc,m1a1il.c,,m. Crcdir cards accepted.

IITC!-f ENERGY TRACER Excellent condition, 5'1"-5' 1i", lliO+lb, never flown in, $350. (907) 338-

990?..

FULL SERVICE STIOP Sales, rentals, repairs, guide service. Free brochure. (52.0) 632.-41

Sec

ROCKFT CITY A!RSPORTS The fon, safe place ro learn to fly. W c help you learn quickly and safely with llSHGA certified professional instructors. Great place for first cross counrry flights. Three great sites and a Moycs--Bailcy acromg for those "other" days. Learn ro aerotow and earn /\T rating. Mention this ad, a friend receive one lesson 112 price. Call 533-1 025 or (205) 776-9995. ARIZONA ADVENTURF SPORTS TOURS Lessons nearby Phoenix/Tucson areas. Man-made rniiner hill faces all wind directions. Grrnranteccl ten flights per day! Tempe, AZ (602) 897-7121.

ADVENTURES UNLIMITED -- Orange Counry's premier school. USIIGA certified instrucrion and wndcm specialist. New & used Wills Wing dealer. (714) 4968000. Sales, scr-DREAM WEA VER HANG CL!DfNG vice , instrncrion. Area's most INEXPENSIVE Ideal rraining hill, new and used eqnipmem. Wills Wing, Altair, High Sports and more. Tandem instruction. US! !GA instructor Dong Prather. (209) 556-0169 Modesto CA.

Santa Barbara.

FLY AWAY HANC GUDINC Tammy Burcar (805) 961-2766.

THE IIANG GLIDING CENTER

Located in bea11tiful San Diego. I Jang gliding and paragliding instrucrion, sales and service, conducted ,11 TORREY PINES and local mormt:ains. Spend winter vacation flying with us. Demo our line and equipment ar the always convenient world farnorrs offer !CARO (LAMITORREY PINES. We NAR ST), MOYES WILLS WING (XC) and all kinds of smff. Makers of tlrc DROGUE CHUTE. 2181 Charles Way, El Cajon CA 92020, (619) 461]!i,j I.

I-IJGI-J ADVENTURE Hang gliding, paragliding school. Equipment sales, service, rentals ar Southern California's mile sire, Crestline. USHCA Instructor Rob By appointment year round. (909) 8838188, www.ecc.org/lH1s/high __ advc1rturc

THE BEST TRAINING l!ARNESSES Kid sizes availahk for those mo small to fly, hm just right for a rope swing. McNett Training Harness (315) li92-1020.

PARAGUDERS FLIGffr DESIGN AS SPORT

925-5565.

w/ I hour. (509)

with

plan HANC Cl IIJINC;

CO 1..0 Ri\ I)0

31401 Riverside Dr. CA

92530 909-674-24!>3

/\!RI !ME /\BOVE I li\NC CLIDINC: h11l 1ime lessons, s,1lcs, service. Colorado's most Wills Wing, Moyes Altair, 1ligh Energy, Ball, learn ,rnd more. C\O:l) 67/i--21i5 l, Fvcrgrecn, Colorado /\inirncl J(;i,1laol.co111 CONNF(:TICUT M( llJNTi\lN WI NCS

HJLL SFRVICJ: SI IOI' Located on Hwy l/i at the base of' the Santa i\na mo1m1ain range. l'r011dly rcprcsclllillg ALL major hrnnds. Rentals available to qu:ili/icd pilo1s. Open 6 days a week 'Jam-'ipm, closed on Mondays. Visa/Mastercard/ i\mcrican Fxpress.

Look nnder New York.

FI.ORll)i\ The i\crotow

Park

SatisClctio.n ( ;uara111:ci:d

Jmt 8 miles from Disney World • Cenrral ro /\nractions

Mi\CIC ;\JR Located in Northnn California. !,·ssons, sales, service. (?07) %:'>-:lli'i'i.

YEJ\R ROUND SOARING • OPEN Di\ YS /\ WEEK • FOUR TUCS, NO WAITING EVERY DIRECTION 50, NICE demos to fly: Topless 10 Trainer (;Jidcrs: Laminar, Moyes, Wills, Airborne, /\irwave, Exxtacy, Millennium

Our comprehensive instruction program, located at the San Francisco Bay J\rca·s prclllier !raining sitl\ features

gcndy sloped "bnnny hilk" s11perli1c gliders and comfortable training harnesses! "FIRST Fl JCI IT," a video presentation o( our beginner lcssou program, is av;1il-

ablc for only $20 iuclmling shippiug (may h,· 11pplirrl lo your /i111m· lnson p11rrhascs). Om deluxe retail shop showc1sc·s 1 he latest in gliding innovai-ions. \Xie stock new and used Wills, i\irwave and Moyes gliders, PLUS all the holiest ucw h,1rnesses. T,adc-ins arc welcome. Take a flight on om a111a·1.ing new VIRTUJ\l. RFJ\I.ITY hang gliding flight simularor! I I 16 Wrigley Way, Milpitas (1m1r Sm1 josr,J CJ\ 'J'io:\'i. (li08) 2621055, L1x (iiOil) :U12-I:l88, MSCIICG1'aol.corn

USHCJ\ CERTIFIFD Ti\NDl'M INSTRUCTION By Crcgg 1YfcNamcc. J\crotow trnining & ratings. Dealer lc,r all major (light and acrotow equipment, 1.5 hours fi-0111 !Jisneyworld. Call (.l52) 7.li5-82(d. grayhird"ilpraxis. net ht tp://www.gypzi.mm/graybird

Supcrf1oater and more; also J1;1rncsses1 varios, etc.

i\ges 1.1 To Tl have learned to fly here. No one comes close to our level of' cxpcricucc and success wid1 tandem acrotow ins1r11ction.

J\ GRI\/\T SCENE FOR Fi\MII.Y i\ND FRIENDS ...

LOOKOUT M(ll/NTJ\IN fl . lCI IT Pi\RK Sec ad under ( ;corgi,1. Nearest rnm111tJin training center 10 Orlando (only 8 l1ours).

IO motels&. restaurants within 5 mins., camping, hot showers, shade trees, sales, storage, ratings, XC: retrievals, great wc:11lrcr, clirnbiug wall, trampoline, swing, picnic tables, DSS TV, ping poug, swimming pool, etc

Flights of over lliO miles and more than 6 hours. r<i1;,/1mes, Sky1uings, Cross i\niclcs in I !rm,~ CountJ]' and others. Featured on nurncrous TV shows,

inclnding ESPN2. Visir us on the Web: http://www.wallaby.com

lli\NC CJ.J!)INC ./\ND l'i\Ri\CLIDINC US! IC;\ certified instrnction, tandem lligl11 imtruc· tion, sales, service, repairs, parachute repacks, motorized pg/11g instruction and site tours. San Diego's l'xclu-

WF Hi\ VF training progr,1111 known to you in hall the time it takes on the training-BUNNY 1111.L, and with more in lligh1 air time. YES, WE C:/\N TEACl I YOU PASTER /\ND Si\FFR. For year-round training Jim in the Sllll, cill or write Miami I fang Cliding (.lO'i) 2858'!78. 25'>0 S lhyshore I )rive, Coconut Crcivc, Florida .l.llU.

sivc dealers (in /\IRE/\, APCO and SOL Visa aud Mas1ercml :icccptcd. Call (61'!) 1'i2.--98'i8 or check 11s rnn at lrnp://www.f1y1orrcy.mm WINDSPOlffS - l,;\'s largest since 197/i. l'if'tecn minutes from l . i\X. Central to Sylmar, Crestline, Flsinorc and i-rnining sites. Vacation training, flying ,md glider sales including lodging and rentals. The mosc popular ;,1nd equipment, ncvv and u-;cd in stock. Trade in your old cq11ipmcnL. :121 sunny ,Liys each year. Corne fly with ns' 1(, 1/iS Victory Blvd., Van Nuys Ci\ 9110(1. (818) 988-0111, hx (818) ')8818(,2.

]lJl'\I 199B

Please call us l,,r reforcuccs and video. 1805 Dean Still Road, Wallaby Ranch, Florida J'l8J7

9358 (9/i I) li2/i-0070

phone & fox

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["l'

.) ,)

Continued.ft-om page 50.

shore cross-section of the D-cell, Felix and repair manual . You'll find it on the North American showed us how the leading edges were con,--.,....--,--~!"'Jl!"l'T!'!r"I Paragliding Web site (see below). Scott's manual is an example of the extraordinary enthusiasm Exxcastructed with a layer of honeycomb surrounded by a layer of carbon fiber on each cy pilots have for their new gl iders. After a break, Felix wanted co talk about side. The spar, which is the back or vertical aerodynamics and how the Exxcacy design differed portion of the D-cell, is hand laid up sepafrom chat of flex-wing gliders. Of course, aerodynamic surfaces, both flaps and spo ilero ns, make all rately from the curved portion. These two the difference in the world. You can build a stable pieces are then epoxied together. Carbon glider with dihedral, and then make it easy co turn fiber belts are added spanwise along rhe with spoilerons. You can make it come down back of the spar. At the nose rhese belrs are quickly with flaps , which also make it quicker co wound aro und steel rings to form rhe conroll . neccors rhat attach the D-cell to rhe keel. The spar is formed with six degrees of Sail tension and sweep angle adjustments are easily made and must be within a range of values twist so that each rib, past the first three for proper speed and pitch pressure. Felix showed nearest the root, has a bit of twist in it. The us how co measure rhe sweep in the field, and how cord is constant throughout the span, so co adjust the trailing edge straps co change the each rib is the same length. The ribs, which nose angle. are permanendy attached to the back of the By Friday afternoon I had convinced Tryg spar, are V-shaped so chat they form the top Hoff co bring in his Exxtacy for a tun e-up. Tryg and bottom surfaces. The ribs swing out had just purchased rhe Exxracy chat I flew in Auswhen you set up the Exxtacy. tralia, and it had been through som e very hor As soon as Felix started mixing epoxy and weather and difficult conditions . T har afternoon cutting carbon fiber, we all got into the act and the next morning Felix and Joseph Srellof doing a real live, in-the-field repair. An bauer, Flight Design test pilot, went over hour lacer it was done, and Felix had to talk every aspect of an Exxtacy with the equivthe whole time while actually doing most of alent of a full season on it, making lots the work. Scocc Rutledge caught the entire process with his of little fixes and adjustments. digital camera and a few days lacer prepared an Exxcacy tuning On Saturday, after a morning of further modifications, we all headed out for a series of test flights at Saddle Mountain. With winds out of the north at 25 to 30 mph, it promised to be an interesting afternoon. Fortunately, Werner Schnitzler showed up and caught the highlighrs on video. You can check these out on his Web site (see below). While Mike, Felix and Joseph flew off ro San Francisco, Belinda (the Amazing Flying) and I drove co Wal laby Ranch so we could be there in rime for the final seminar. We bear chem there. Many of the Easr Coast Exxracy pilots showed up at this last scop on the American tour, and chis time we had a chance ro smash a few D-cell cross-sections on our own, so chat we would have something to repair. Ir was clear char the cost of repairing carbon fiber was much less than rhar of replacing broken aluminum rubes. We also had the opponuniry co repair a rib with a carbon fiber cube after Felix broke a weak link on cow and got his Exxcacy turned downwind after he landed . The repair made the rib quite a bit stro nger rhan before. The face that carbon fiber repairs are stronger than rhe originals was quite reassurmg. Felix had a chance to tune ouc a turn on one glider, aerocowing up for smooth-air test flights in between modifica tions. It turned out chat we had ro increase the width of the spoileron panel to keep the spoi leron bag from in flaring at higher speeds. We continued rhe Florida seminars wirh Jong discussions abo ut proper flap settings for best glide and climb, wire strengths (they are all over-built), and pitch curves (unlike flex wings, the Exxtacy pitch curves are smooth). We also cackled

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DHV testin g, the upcoming tandem-rated Exxtacy, spo ile ro ns in hi gh-s peed fli ght, an d the proper placement and drag component of the pilot (the Exxtacy pilot is near the sail fo r reduced drag and rumble resistance). It was great co have the actual designer come an d help us rune our own gliders. Felix kn ows both the theoretical and p ractical aspects of designing a high-perfo rmance rigid wing gli der. H e can repair any part of the glider and discuss the design issues that went into making ir. le was a wonderful bonus co have him here. )UNE 1998

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INTERNET RES O URCES

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iJ I

s CLOUD 9 SPORT AVIATION

Hang gliding cquip1nent and acrorowing accessories. l ,aunch cuts $500, partial kits $350. (21i8) 887./i516. PAYOUT WINCI I Includes li,000' spectra li11c $600 OBO. (90/i) 7%-0583 Florida. UITRAI.INF In stock, ready to ship. 3/16"d000' $ I 05. 3/ i 6"xli000' $ I Ii 5 shipping included. Caju11 l lang (;Jiding Club, 110 Kent Circle, 1.afayctre I.A 70508. (318) 981 8372.

TELLURIDE AEROBATICS From the l,rst Telluride l'estival in 1981, to the modern day freestyle h11\ow the history of' this Call USI !CA (719) 632dynamic 8300, fox (71 ')) 6:l2 6/i 17, email: Please add +M domestic s/h.

MISCEU,ANFOUS

Tl JAN 1.75" X 2.25". Please underline words to be in hold print. Speci:tl layouts or tabs $25.00 per co\11rn11 inch. Phone ttltrnher~2 words. Email or web addrcssdwords. AD DFADLJNES: All ad copy, instrucfions, additions and cancellations rnust he received in writing I l /2 months preceding the cov· er date, i.e. December 20th lr)r rhe February issue. Please make checks to US] !GA, P.O. Box 1330, Colorado Springs, CD 8090 I Tl}O. (719) (,328300. !'ax (719) 6'.32 6/i or email: 11shga<?1't1shga.org yom classified with your Visa or Mastercard.

STOLEN WINGS & TIIINGS V!DFOS & FILMS

FIRST Fl JGI-IT

BLACK FLEECE JACKET 1.osr at POINT OF THE MOUNTAlN, UT Windmcrcr in pocket. Eric Prouty (970) 926-/(,/6.

Follows rhc action of a new pilot's

flrst lessons. This video is an entertaining way to show

yom friends and family how you actnally learn to fly. VHS I minutes. $20 includes shipping (may he to lesson MISSION SOARINC: CFNTER, I I 16 Way, Milpiu1s CA 950.C\5. (li08) 262 1055.

BAI.L GC,70 & GARMIN lt5 Stolen from harness bag inside truck at BlWFALO MOUNTAIN, TALlHlNA, OK on [tmc 8, 1997. Both mounted on a Ball Ball CC serial number Ii I. Pete I lammer (21 562-lil02, email: Pcte.l Jammer(71lMC!.co111 "AEROBATICS" Full color 23"x 31" poster foatttr· ing John Heiney doing what he docs bcsr-LOO!'ING! Avail:thle through USJ IGA HQ for just $6.')5 (+$3.50 s/h). Fill that void on your wall! Send to USJIGA Acrobatics Poster, [>() Box 1300, Colorado Springs CO 8093:l. (USA & Canada only. Sorry, posters arc NOT AV All.ABI.F on inrcrnational orders.) SJ>E. CIAL-Aerohatics poster & Eric Raymond poster· BOTH FOR $10 (,$3.50 s/h).

Adventure Productions ...... ,,,,,,,, ....... .4 (i

CREEN POJNT FLYERS NEW FROM FAST COAST VlDEO! Wayne's best video to date. Shot along rhc JOO mile Lake Michigan coast , from difforrnr sires. 3D animations and some you have to sec. ') I minlltCS

HANG (;IJ[)ER l.ANDJNG 101 A musr for all sm· dents at 1/2 price of a downtubc. Acrobatic at airshows of the Somhwesr: Phoenix, Lake Powell, Mexico, 90 minutes. Send $3'5 w: Jeff Reynolds, 1902 le Sltaron Drive, Phoenix AZ 85022. (602) li82-972.l PARTY AT CLOlJDBASE -· A hang gliding music video by Adventure Productions $19.95. PO[NT OF THE MOUNTAIN-Award hy East Coast Video, hg/pg action at t.!1is Utah mecca HANG Gl.lDING EXTREME & BORN TO Fl Y by Advcmure Productions, action $3/i.95 each. HAWAIIAN FLYJN by btmches $Tl. Call US[ 19) 6'.l2-64 I email: Please add ,.$/j domestic s/h (+$5 for two your friends or for those socked·in days. Perfoct gift the lmmcb potato mrned couch potato. Also, ask us about our parngliding videos!

/\eroligln USA ................................... 39 Arai Design ......................................... 6

n10torizcd paraglidi11g, tug & rnororizcd mosquito, Swift, and parachute. Hmnorous training shots, air to air videography and much more. Video high quality, digital and stereo. Anybody interested in lire aircraft, this video is a must 1 Send check or money order, +$3 shipping rn: Fast Coast Video, 80 F.. Lincoln, Muskegon Heights, Ml li9/ilili. (616) 7.39-5%3. (Wayne's other video, Point or the Mountain, is also available for $2'). )

STOLEN WINGS arc listed as a service to lJSllGA members. Newest entries arc in hold. There is no for this service and lost and found wings or cquiprncm may be called in (719) 632-8:300 or fax it in Cll 9) (132-6/i 17 for inclusion in Hang ( ;Jiding maga,inc. Please call to cancel rhe listing when gliders arc recovered. Periodically, this listing will be purged.

Brauniger .................. ,....................... 31 Plyrec ................................ ,,,, ............ 39 Hall Bros,,,.,,,.,,, ......... ,............. ,........ l 0 LEATHER GLOVES, world famous in equestrian circles, arc now popnl:triry in the hang gliding, markers. i\vail:iblc in men, from $27.95-$59.95. For more info on these superior leather rnmact: ( :af.,Clove, 2920 Auburn Blvd, (')16) IJ8J.8701, fax (916)

VIDEOS BOOKS & POSTERS Call LJSH GA for your Merchandise order form (719) 632-8300, email:

DON'T LEAVE YOUR GROUND,.1\0lJND EQUIPMENT SITTING IN THE GARAGE. SELL IT IN THE HAN(; GLIDING CLASSIFIEDS. CI.ASSIFIED ADVERTISING RATES The rate for classified is $. 50 per word (or group of c\,aractcrs) and $1.00 per word for bold or all caps. MIN] .. MUM AD CIIARGF $'i.OO. A fee of $15.00 is charged fc,r each line an logo and $25.00 for each photo. I.INEART & l'IIOTO SIZE NO LARGER

High Energy Sporrs .......................... .46 Tca ro .................................................... 2 Just

Moyes ................................................. 9 Ncilsen·Xcllcrrnan ... ,......... ,................ 7 Nonh Wing ...................................... 50 Personal fligbr .................................... '5 Scedwings ......................... ,,.,,.,,, ........ 57 Sky Dog Publications ........................ 4:l S()L .................................................. 56 Sport Aviation Publications ................ .7 U.S. Aeros .......... ,, .... ,............ ,.,, ........ 2) US Aviation ...................................... 31 USHCA .................. 5, 11,27,29,39,50 Wills Wing .. ,.................. 57,Back Cover Women's World T'carn .... ,, ................ 47 HA,''-IG CUDINC

@ 1998 hy Dan Johnson PAUL, M:JNN. -- 'I'he sea,;on l·.o Lake i.n a part:i c1JlarJy siqnif:i ccmt way me and about: lnrndred et.hers, tr.e Wallaby Ranch ho:c;ted top ranked ol s the Atlantic Coast (ACC) . pl was a hotbed of act.ivi event opened, c on the hee]s of lie Sun 'n Fun airshow only 3'5 miles away. Al:l:er I.our days and fmff rounds, U1e acUon wa lowed a b:il by weather. But J've gol preliminary [or you is,~ue goes to pre,3s. You sure to thorough in l:he maqazine. And those of you on Davifi Strciub' E!Mai] list 9ot dai I y upda t c"r leLchincJ n,suJ from UlE' web (GW MeadowE,' ;Ju El.Fly ) on most days, got t.he fina] f from Sl:nrnb's eMaiJ I L. '/'hanks, W.i r·c,d pi lot can bt·? . org for no cost:. t:hal: ,3ummary: fly who} meet, Ramy Yenetz won wing and overaJJ n.ew Millennium l:hat he borrowed for 1:l1e one of Lhnc:e in Uie Mike D new Airwave Xtrerne -· d0:Ve1oped

Robin Hamilton on Lami.nm.· Hami] Lon had beE,n first Dt t:he end of four rounds, but: suffen,cJ with many other piloU3 ar, Round ', served up uneven m:ileage (on]y I,arry 'L'udor made goal tl1e day) ... was Lough day, evidenced by Becond place finisher, Crll'.i,3 Arai, reporLcxlly Lhan h)Wc'; before departing (Tli.s determination was rewarded and he moved up t:o second from third place. ) • Nancy Smith won thE, on Moyes offic infonnat.ion

The di :c,Lri bu1 :ion of t:rie dominance of the topless glider concept, Dt 1c"ast for competitions. Through Round 4, L.opJess gliden.3 D made up t poE; it· kingpost on Mi] repre,;cmt:cd 21%, r:he g] ory days of the F'lc~dgl ing Stea.1th from U. ,c;. Aeros contestants. Nine of them 209<; f: ic,ld, l:rie .showing sales f,trength month. J:our··way nd for eight /1.Vfl Laminar ST models that: have many new ci.wtomers; seven Moyes' the ( down under company' r:; t:.oples compeL-ed); no Le,;s tlrnn c,even Exxtacy D-cell 9Liders; Fusion of four brands had roughly of tl1e held. Grouped in fina t:ic,r of Lb I' L:11 cwave Xtreme,::;, th A tair Predators, and tar Millenniums, rnakin(J the r competitive, excu ion (bc;t tl1ey're qLad thoy camo ! ) . • • • Resul rom the cont show

luNr 1998

romi] U,, considerinq U1e makeup of entry mode·! :c; we ju cit saw. resu.1 were taLLied, models hDd t.wo··thirds of their entr:i j n Lhe t:op JS i.shers. W.i 11s I!i'usion had an excellent showing wi Lh four of s 1x ·1 ') (incl udinq 2nd, , 6t:h, and 'ith). shou Jd also be happy with t.wo of three': ent:dcc,s in t.he top 15 pJ winner' circ] t. and 9 l:h) . 'rlie U.S ... developed A i.rwa ve Xlreme a] so showed welJ with t:wo of t·hc, Lop 15 (in and 10th) . HDvincJ eiqht LarninaTD Ilic, f i old, the thcec, in l.he t:.op ] r; qivc,s t.hcrn 3fl% the pJ aced two of a 29% representation; had one, of five i.n the top 1 'i for 201;; and Stc':i:llth had one, of nine t:r.i e;; for an J:1% sl1ow:in9 in Lhc Lop 15. Pl not;n Chai . product o}Jscrvai .1.uns I.ha cl val. icli L'erforming !J'iO· point tow launch no lonc1c0r the event: :i t once was. In fact, towinQ continuGs l-~s in0:xorc1b Le climb t:o put more gl i ·in the J }1ave mo t:ow:i nq developments, and they seem to every rnonU1. rnispldced one eMaiJ me, bu some pi.Lots of Chicago lic1ve a bigned DnigonLLy and p.l an to opcn:it(' from a crop dusting strip (run by ooc of the partners). If you'll me your 1vim(c: and number n, l' 11 mention :i pilots cm1 come by and wl1at you've got· Gregg McNamee hD:, enJdrgcd and mproved h cc,ntra·1 Flod cla opc,rnt:i on. now basec'J at U1e Dw::mellon ai:rport name r U.S. Highway I\ l, Cl Jntcrstale 75. 1'he airport an old Ndvy bDBe VvWJJ ,;o i.t s0,ern,~ used to lTain glider natura] that it: to hancJ g]

in a square wil:b 7,000 the north and more to I.he we.st. " 'I'he airport also ::rn.pports 2Jc,rob2J t:ic train:inq ( in convent i orwl ajxcrafL) and Greqq inclicatc,s that 1.he upsi.dc,··down crowd dre qlad to have hi.rn pre.sen I. McNmnee' Graybird Airsports kept t·heir phone info: ')2 .. 24'S-·U26J. r made D weak al tempt Dt to fanninq hDng gl l1eard from fDrmer lot Jim Watson of W.i.nds FDrms. wanted to me tbal:., "Ori:io hds great l·.owing setup in Columbus. often towc, behind Willie Hill, who .Ls "Lried and tnw d:, our t.ow o l~, l oves 11 ·i trike and l:owing us where ever." Watson c11 c:;o r·eminded mE, l-.hat CoJumbu:; home, Lo Matt Kollman wr10 is manufacturing hi.s rigid winq Raptor. neow D cell qLi den; are dcLini t·cJ y on l.hc , and Wal:cJOn added Llw Kollman "pn~tty much whip,; uc; Jim di.dn' t~ provide me a phone, but: lic0r·e' h:i cMail Dddres:; Ohio who want. lo check out l:he opc'raU on: d12Jnc1inqwindsfaG1web1:v. nel .. He Lots 10,ft for month. So, got news or opinions? Send 'cc;m t·o 8 , S1·. Paul MN '~5ll[l. Fax or Vmai 1 to 612 450 ·09 0. Send cMai] to Cumul rn3Man@ao1 corn. 'I'HANKS !

ISI.ONS

decisiGfrl )ECI IO . S. DECISIONS

ec1s1on

decisions

The latest composite. semi-cantilevered technology yields adramatic performance increase for those pilots who require the very top of the line. measured stability levels comparable to conventional designs with unsurpassed sin~ rate. l/Dand high speed performance.illinner ofsitt out of seven major U.S. meets in 1997. One size -HmGA certified. Smaller fusion under development.

illith two U.S. and one Canadian national Championship titles. and aWoman's World Championship. the "HC" offers proven. competition class performance in amore economical, conventional configuration. lhree sizes -HGmA certified.

The move-up glider with all the features and performance you need. Set VG loose. and eq~ipped with the optional ~eel mounted stabilizer. it is the perfect move-up glider from the falcon. With the Vu engaged. it becomes acapable advanced soaring and cross country machine.lhe most versatile glider we've ever made. Two sizes -HBmA certified. Ultra Sport 13S coming soon.

THf industry standard for entry level hang gliding and pure. simple. recreational soaring. ftttraordinary

soaring performance in alight weight hassle free design that is incredibly easy to fly. ijuite simply, the most enjoyable hang glider you can fly. four sizes -HGffiA certified.

LU~

Nti

Quality aircraft fo r e x ceptiona l people.

500 west blueridge ave, orange, ca 92865 usa tel 714.998.6359 fax 714. 9 98.0647 web: www.willswing.com e-mail: comments@willswing.com