USHGA Hang Gliding November 1998

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www.hanglide.com "' fly@hanglide.com 800.688.LMFP

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(US PS 01 7-970-20 -

ISSN 0895-433X)

16 A First 100+ Miler In Arkansas

by Mnrk J>ou.stinthin11 Mark breaks rhi.: 100-m ilc barrier -

cwice.

20 1998 USHGA Regional Director Election Use the ballot attached co rh is magazine and be su re ro send in che survey.

24 Pilot Report: Airwave Xtreme © J998 by Dermis Pttgen A look a 1 rhe laresr Gibbo design.

34 A Mobile Tracker For Hang Gliding

by Russ Brown

photos by Frank Meadors Be a part of the djgiral revolution!

36 Better Launches & Landings: Step By Step art;de ttrrd iffustmtions by Greg Shnw T he Launch - Parr II: Seering rhc angle of arcack.

38 New To The Game by john Borton Flyi ng a Millennium in rhe 1998 U.S. Naciorn1ls.

Columns

Departments

Book Reviews ....................................... 28

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

USHGA Directors ......................... ...... 30

Updace .................................................... 8

Accident Reports, by Bill Bryden ........ 51

Calendar of Events .................. .. ... ........ 14

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

Ratings .................................................44 Classified Advertising ......................... .52 Index to Advertisers .............................62

NOVEMBER 1998

Gil Dodgen, Mm1nging Editm/Edilor in Chief Dave Pounds, Art Din:ctor John Heiney, Gerry Charlebois, Bettina Gray, teroy Grannis, Mark Vaughn, Bob Lowe Photor;raplw1:, Harry Martin, 1/lustmtor Dcmnis Pagen, Mark Stucky, Geoff Mumford, G.W. Meadows, Jim Palmieri, Staff Writers Phil Bachman, Executive Direclor, phbachman@ushga.org Jeff Elgart, Advertising, jjelgc1rt@ushga.org Joanne Peterson, Member Services, rjpeterson@ushgc1.org Elaine Elgart, Web Adminislrator, emelgmt@ushga.org Natalie Hinsley, Merchandise Servims1 njhinslcy@ushga.org John Halloran, Administrative Dimdor jgh;11loran@ushga.org

2:

Locke, Ray Leonard, Scott Gasparian. REGION :i: Ken Baier, Tammy Burcar, Lawless. Rl:GION 4: Mark r·eriws,rm. Jim Zeiset.

5: Fr:1nk C,illelte.

Jeff Sinason. Rf:GION 7: Bill Bryden.

REGION 13: Randy Adams. REGION 9: Pelo Lehmann, Geoff Mumford. REGION 10: G.W. Meadows, Malt Taber. REGION n: Dave Broyles. REGION 12: Paul Voight. DIRECTORS AT LARGE: Ed Pitman, Paul Rikert, Dan Johnson, Ian Johnson, Dennis Pagen. HONORARY DIRECTORS: Chris Dupaul, Bob l·lannah 1 Geno Matthews, Lars Linde, Alan Chuculate, , l<en Brown, Sandy Mike Meier, Rob l<clls, David Clover, l',1UI McNamee, Michael Robertson, Greg l'iler-·V\lelch. fX-OFFICIO DIRECTORS: Associatic,n Inc. is an org,111ization affiliated with lhe National Associatic,n (NAA) which is the official representative of the Fcdef,ration Aeronauliqur, body for lnternationalo (Fi\l), of the world sport aviation. The NAA, which represents U.S. at FAI has delegated to the USHGA supervision oi hang gliding nctivilies such as record atlempts and co111petilfon sanctions.

HANG Gl.lOING is puhlislwd for hang gliding sporl cnthusiilsts create furlher interost in the and lo provide an educalional forum to advance gliding methods and safety. Contributions aro welcome. Anyone is invited to contribute and illustrations hang gliding the rnaterial is lo be n stamped, self.addressed relurn cnvdop0, must be Notilicnlion must be made of submission to otlwr hang gliding publicalions.

MANG GLIDING magnzirm reserves the to edit and conlributions wlwm necessary. The publication do not assume responsibilliy for !he nv1tcri-al or opinions of contributors. MAN(, GU DING c,ditori-ill offices: 3"144"1 Santa Margarila Pkwy., Suite Rancho Sant:1 CA 9268B, phone (949) 7363, fox (949) GilDodgcn@aol.com.

The USHGA is a member-contrnllod sport or,:.anization dcdicaled lo the exploration nnd promotion ,ill facels of unpowercd ultraligh1 flight, and lo the educalion, of its membership. is !raining and open lo anyone in this realm of flight. for full rnernlmrship aro per which $15 lo the publication Nang ($6S non-subscription rales only are $35 non--lJSA).

Changes of ,1ddress should be sent six weeks in advance, including n,ime, USHGA number, previous and new address 1 and a mailing label frorn a recent issue.

HANG Gl.lDING (ISSN OH95-433x) is pul:>lislied monthly by the United States Hang Cliding Ass,or:li1lfo11, S59 E. Pikos Peak Ave., Soito 101, Colorado 632-8300. FAX Colorado 80903-3657 7. PERIODICAL IJCY,TA.GE Colorado Springs, CO ,111d at additional POSTMASTER: SEND CHANCE OF ADDRESS TO: f-11\NC CLIDING 1 P.O. BOX ·13:io, Colorado Springs, CO BO'JOl-1330.

NovFMlllll. 199B VOLlJMf 2B, ISSUI No. 11

Air Mail SANDIA GLIDING'S Dear Editor, The organizers of the Sandia Classic, Mike Gregg and Mark Mocho, would like to thank all o( the pilots who have com-pctcd in the past eight Sandia Classics.

We would also like to thank all of our sponsors, volunteers, and the USHGA for their generous support. Our goals back in 1991 were to standardize competition for mats, give pilots the most value for their entry fees, and become the most prestigious meet in the U.S. We feel we have accomplished our mission. We have produced many great champions and made many great friends.

Unfortunately, the events of the 1998 Sandia Classic have taken the wind from our sails with the loss of our comrade Brad. It is with great regret that we have decided not to hold the I 999 Sandia Classic. We will rake rime off to observe the competition scene and note any refinements that could be made for future competitions. We will also be gearing up for our J 0th anniversary Brad Koji Memorial Sandia Classic in June 2000. If you have questions or commcms we can be reached at Mgjbgrcgg(ri)aol.corn or M mocho@n66.com.

Michael Gregg Albuquerque, NM

COMMENTS Dear Editor, my strong disI would like to approval of the proposal to combine Hang Gliding and Ptmtgliding magazines, and then propose some solutions. I should add that, although I have been a hang glider pilot exclusively for the past I 9 years, I can certainly sec the attraction of paragliding. I also consider many paraglider pilots to be my friends, and I plan ro learn paragliding as a second sport. I say "second sport" because I do not consider the two sports to be close enough to be considered "one sport." The necessary training, equipment, techniques and sites, arc, on the whole, very different.

You rnight consider training as the acid test; no one would cross between the sports without significant training. Thus, we have two entirely distinct sports whose pilots somc1imcs fly in the same air. I say

"fly in the same air" but not "fly at the same sites," because the launch and landing areas may be within a few foet, but usually have quite different characteristics.

As we ponder the combined-magazine proposal we can get some insight by looking at those who have gone down this path before us. I would draw your attention to the combined British magazine, Skywings, and to some of the combined bicycling magazines such as Bicycling.

Skywings has degraded from a dedicated hang gliding publication to a paraglid· ing magazine with an occasional hang gliding story. 'fruc, the quality of the glossy paper has been maintained in the face of diminishing hang gliding membership, but for avid hang glider pilots the minimal hang glidresult is a disaster ing content, and tough to find among the torrents of paragliding sru/f. 'This applies to both articles and ads. It is ofrcn necessary to literally search au article or ad to find out if it is relevant to your interests, which is very fi-ustrating and time consuming.

Bicycling magazine represents another effort at a combined monthly (road bikes and mountain bikes), and it just doesn't work well. This has spawned a whole host of special-interest mountain-bike magazines. lt is worth considering some of the forces behind the combined-magazine proposal. It seems that the primary reason is financial, and I accept this as a real challenge. A secondary reason might be advertisers, who perhaps sec a joint maga-zinc as a way to "kill two birds with one stone." (I note, without cynicism, that some of the USHCA leadership will no doubt be partially driven hy this consideration.) [ have not heard of an upsurge of paraglidcr pilots wanting to read more about ha Ilg gliding, or vice versa. It seems that those with interests in both sports are reasonably happy reading two magazines, just like bicyclists who participate in both road and off-road riding. Thus, the only truly valid reason for combining the mag:lZincs, membership desire, seems to be largely absent.

On the subject of advertisers, I believe there is no place l"()r a vote by them.

Advertising should not drive such an irnportam and Fundamental issue in our sports, because we arc not in it to make money. Advertisers arc not the customer here, the membership is. 'Those in USHGA leadership positions with commercial interests should abstain from votHAN(; GLIDINC

Air Mail ing on this, although l am happy to hear their opinions.

What a dilemma! Herc are some sug-· gcstions. My personal preference is to maintain two different magazines, even if tli;n means a dues increase (first choice) or a reduction in "glossiness" (second choice). l do not consider reduced publication frequency as a viable option.

Another possibility is to separate the two sports under one cover front versus back, or right-way-up versus upsidcdown. Yet another is to designate (with a logo) every single article, letter and ad, as paragliding, hang gliding, or both. This is a definite cornpromise because we would still be killing roo many trees, and J would have to carry around a heavier magazine than necessary.

When any e11terprisc is faced with such a fimdamental decision fr is necessary to refer to the underlying charter or mission statement. We should do this.

A combined magazine is a slippery slope. ft would diffuse the focus on both sports, and has the potcnrial oC seriously diminishing hang gliding content as hang gliding membership shrinks. Personally, I don't care if there arc only a hundred hang glider pilots in the whole country, this is no reason frlr me to be distracted by paragliding material (although it would he a reason for Hang Gliding magazine to ~limin_ish i'.; quality when it comes to gloss mess ) .

I suggest rhar the correct path is to maintain a clear distinction between our magazines, which properly reflects the vast differences between our sports.

Jim Herd Pleasanton, CA Skywings editor foe Schofield takes excep-

tion to this criticism of'the British publicatirm. See his letter in the October issue of Hang Gliding. Members who sent in the reply card included in the July test issue have responded two to one in favor ofcombining the magazines.

Hd.

FLYING THEORY Dear Editor, Matt Furlong asks if he needs to understand the "heavy" arguments which sometimes appear in these pages ("Air Mail," August 1998). Yes and no.

The more a pilot understands abour how he flies, the betrer. Not many years

6

ago a top competition pilot soaring in a snow Hurry destroyed his glider during a crosswind landing because he noticed that the snowflakes were corning straight at him, so he thought he must be flying into the wind. A better theoretical understanding would have enabled this advanced pilot to avoid that elementary mistake.

On the other hand, it is possible to enjoy a flying career without getting bogged down in heavy thinking. It's just that some of us rnn'r help trying to understand how it all works. I, for one, still do not really know how a slow-Hying hang glider turns without the inboard wing stalling. Do you?

Everard Cunion Christchurch, Dorset, England

MORE ON WHYW1~ CAN'T A HANDLE ON THE SAFETYTH[NG

addition, there was the article, "Why Can't We Get A Handle On This Safety Thing?" l have been around this sport since 1973 and have struggled with these issues both myself and for others. I am an absolute fanatic about personal safety, bur it is imponam to keep things in pcrspcx~tivc.

Last week a Swiss Air jetliner crashed in eastern Canada. The pilot was reportedly the head safety instructor for the entire company and one of its most experienced pilots. Hardly a month goes by that we don't hear about a military pilot with hundreds of hours crashing into a mountain, the ocean, or another aircraft.

Safety is paramount, and if a pilot dies it is tragic. I have lost friends. This demands review, but let's not foster the impression to rhc public that our sport is inherently more dangerous than many other Hight-related or individually challenging activities.

"Grouchy" Gardner

Dear Editor, My compliments to Mike Meier for his recent article regarding hang gliding safety. I am a beginning Hang If pilot with fciot-launch and AT ratings. 1 Hy for fon, and I'm a Health and Safety Director at a large manufacturing facility (to pay for the flying).

I agree with Mike's analysis of the sport, and would like to sec rnore material like ir in foture Hang Gliding magazines. I think everyone would agree that there is significant risk involved in hang gliding.

Safety and "lessons learned" deserve significant attention to off~et the risk. All of the pilots with whom I fly talk as much about safety as they brag about the awesome flights they have, or complain about their sled runs.

Safety is very much behavior;il, and requires constam emphasis and innovative rejuvenation to avoid complacency.

J,earning from others' mistakes is a valuable tool for accident prevention. A strong before, during and emphasis on safoiy after each flight: means more fun and less worry.

'T'his is a great sport.

Anthony Salvadore Mattoon, TL Dear Fditor, In the most recent issues of Httng Gliding there were repons about two recent fatalities of world-class pilots. In

Dear Editor, I liked Mike's article and thought he did an admirable job in almost all respects. [ rhin k he missed one major factor, however. He implicitly assumes that hang gliding can be "safe." [ believe the opposite to be true. Just deciding to Hy amomatically puts us iu that 0.00 l category of danger. l think his accident illustrates this perfectly. He mentions no obvious mistakes be make in his approach and yet he crashed. We all can point to surprises in the air when we thought everything was under coni-rol.

I remember watching a hawk soaring a hill once. She innocently flew around rhe lee side, right into a rotor, and tumbled.

(You could sec her disgust as she pulled om. It was pretty fonny.) ff birds can't even always do ir right, why should we be able to?

Consider that hang glider pilots are vastly more talented, more intelligent, braver, and more aware of danger than the average human much more. And yet we still crash. Hying light, low-speed, fragile aircraft close to the ground is dangerous. l think it is importanr that we recognize rhc inherent risk in flying and make rational decisions. Is flying worth the risk?

Bil Lewis Meno Park, CA HANG GLIDINC

' Manfred Ruhmcr David Sharp Bondarchuck Jirn Zcisct Chris Arai

l'L,\CE COMJ'ETITIO~ jll

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Laminar ST ( rigid wing) Stealth Fusion

PILOT

I lilachi lntnnational Cup Japan Manf'red Ruhma Hitachi International Cup/Women Japan Franroisc Mocel/in Speed Gliding WHGS - Greece Ma11/1wl Ru/1111er Gero/( Heinrichs Cross Country WHGS - Cireece (,ennan Open Austria Gcm/f llcinril'!1s British Andre Wolf 2nd Round Italy British 2nd Round Italy Allan Hames British I ,eague 2nd Round Italy Corlos Niemeyer

Fven afier knowing that some of' our (ompetitors have begun a price reduction battle, in a desperate a/tempt to Jighl hack Aero '.1· low prices, we have deddecl not to play their game.

This is a hopeless strategy, hecause their reduced price is sti/1-700$ higher thanJ\eros'!

We will not compete on this hasis but rather rnntinuc, and improve, our commitmenl to J\ negative impact 011 our sales is possihle hut on long run we all knmv Iha/ qu11lity prevails.

We will keep using only the best materials: i.e. Aluminium 7075 tuhes from J\lumenziken-Swiss, instead of the 2024 used hy !\ems; the best sai/doth lines off'ered hy Dimension Polycmt and Contcndc1: Las/ but not leas/, our extensive research and c/evelopmcnl progrnms, inr:ludini new testing and (ertifir:ation .frir /,aminar 13 and 14 STMylor versions.

J\l! o/ the ahove is the value of' the money you spend 011 r, /Jiminw; and it'.I' definitely worth if!

ICARO 2000 srl - Via Verdi, 19

Laminar EZ: we have developed and succcssl'ully tested our new intermediate model; il was certified by the DHV on April. It is the Laminar EZ 14, the first glider of the inlcrmediate series, this size is for medium weight pilots, like a Laminar R or ST 13, you will rind the leel111ical data below.

We have already started flying the first prototype of the Laminar EZ I and as soon as we have finished developing these two models, we will start working on our Laminar EZ 20 our first tandem glider belonging to the Laminar series.

2000, aiming al completing its spread or models, ranging from the Mars to the /,aminar R & ST, introduces its new intermediate glider, a mid-point between the Mars and the Laminar!?.

This latest dcvelopcrncnt is the right choice for the pilots who: • arc looking to get more f'lighl hours in order l.o gain experience and become adavanccd rated don't need a competition glider to rly around during their free time; who like better a light, stable and easy lo handle glider.

As usual with every lCARO glider its frame: is entirely made or the best tubes nvailablc, produced in aluminium alloy 7075

by Alumcnzikcn, the well known Swiss factory.

Sail concepts: • sail rips in Dacron, to ensure stable profile of the outer wing aspect rntio almost equal 10 the LaminarR, to offer good performance reduced number of battens

Tech Data

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deg

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Weight (Packing Bag Not Included) Clip-In Pilot Weight (Min I Max) Packing Bag I ,cngth

Short-Packed Length CERTIFICATION

21038 Sangiono (Va)

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Update 1998 WOMEN'S WORLD TEAM SAYS THANKS TO SPONSORS AND SUPPORTERS

T

he 1998 U.S. Women's Hang Gliding Team would like to thank the myriad individuals, organizations and businesses who provided us with incredible support for our trip to the World Championships in Hungary this past August. Although we didn't bring home any medals (the team placed fifth overall, with Kari Castle, in sixth place, the top U.S. competitor), we all had a memoLEFT TO RIGHT CJ, Kerie, Patti, rable experience. In no particular order, we'd Lisa, Kari and Nancy. like to express our appreciation to: Mark and Paul Ferguson of Ball varios, fo r providing us wi th state-of-the-art flight computers, hours of instruction in how to use them, and a supply of spare pares to keep chem up and running; . . .

Q uest Air, Wallaby Ranch, and Tracy Tillman fo r providing dollies and aero tow releases; Wallaby Ranch and Quest Air in Florida, Aerial Adventures in B~ , ~ r Adventures in Washington State, and Joe Nance in Fr. Collins, CO, fo r their mstruct1on and assistance in preparing us fo r an aerotow competition; .

T he hundreds of hang glider and paraglider pilots, and non-flying fnends and relatives who bought raffie tickets and made generous donations to help cover our exp~nses; USH GA fo r providing us with spiffy shires and shores that made us the classiestdressed ream in the opening parade; T D Bambino of Sun Valley, ID for fleece vests; Speak, Inc./The Women Fly! Project fo r T-shirts that state the obvious: Women Fly!; Clif Bar for donating dozens of snack bars to keep the pilots and dolly boys energized; Rica Edris, the Hungarian pilot now living in Seattle, for her invaluable help as LEFT TO RIGH T The "dolly boys," an in terpreter; Aaron Swepston and George Sturtevant, Rick Edris (Rita's reason for staying in and team Leader Mike Barber.

Seattle!) for probing the wind above the airfield and marking those elusive Hungarian thermals in his Ixbo.

Most of all, we'd like to thank our two "dolly boys," Aaron Swepston and Ge?rge Sturtevant, and our team leader Mike Barber. We could nor have managed the ngors of the grid-launch system without their able and energetic assistance.

gliding, aerobatics, and first-time flying.

The video includes on-board footage and interviews with many pilots at the flying Slte.

This program was produced by Photographic Expeditions, a professional production company located in Denver, Colorado. Mike Hamilton, owner of the company, and director/producer of Aeronauts, provides programs for networks.

Hired by Real TY, Mike went to Telluride to film whacks, crashes, etc., but got involved in the hang gliding scene and ended up doing his own production,

Aeronauts.

Mike H amilton and Paul Hamilton are not related, but they did team up at Telluride, with Paul providing footage to Mike and some of Mike's footage showing up in Paul Hamilton's/Adventure Productions' Speed Gliding- Tear Up

the Skies.

The program was produced for networks and the general public, but is very entertaining and an excellent video for pilots. It lasts 43 minutes and the videos are distributed by Adventure Productions for $29.95 plus $4 shipping/handling.

Contact: Paul Hamilton, Adventure Productions, 6553 Stone Valley Drive, Reno, NV 89523, phone/fax (702) 7470175, www.adventurep.com. Checks, money orders, VISA, MasterCard accepted. Available from USHGA as well.

- Kari Castle, Nancy Smith, Patti Cameron, Lisa Verzella, Kerie Swepston and CJ Sturtevant

NEWVIDEO,AERONAUTS- I ~ient"' "' 'l)oC"tl" HANG GLIDING MASTERS ·I'

T

he new video , Aeronaucs, is an exciting and visually stunning documentary on the state of hang gliding today. It was shoe at the World Aerobatics and Speed Gliding Championships in Telluride, Colorado

8

and focuses on the top aerobatics and speed gliding pilots, with interviews and incredible flights of skill and darmg. le provides a pilot's view of the new sport of speed

TELLURIDE MAGAZINE FEATURES HANG GLIDING

T

he fall 1998 issue of Telluride magazine has chis beautiful hang gliding H ANG GLIDING

Are you ready to get

Serious?

EXCELLENT. ..

Because we·ve got some serious aircraft. Personal Flight™ is t he Excl usive importer for the Cosmos Samba Tri ke and La Mouette·s Topless Hang Gliders.

And ... you may have heard of it (if you haven't. you WILL) ... The TOP SECRET. The new Hang Glider that promises to be th e 1QQ of the Top and the Extreme of Extreme in Hig h Performance Hang Gliders' Better than anything else out t here! Coming this Su mm er.

Also available are the Topless (shown above). Profil, Atlas. and Sphin x Bl Serious Hang Gliders for Serious pilots. We also offer a variety of other Ultralight Aircraft.

PERSONAL FLIGHT, I NC .

I 800 .6 8 5 .8 238 I 253 .8 13 .0391 (fa x)

photo on its cover taken by Craig Pirazzi. A four-page article on the history of hang glidi ng in Telluride, written

by Cameron Brooks, includes eight color pictures, and there is a two-page article and color picture of Heidi Arrenberger in her hang glider. If you are thinking about where to plan your next awesome hang gliding trip, consider Telluride, Colorado seriously. Telluride magazine N OVEMBER 1998

1819 CEN TR AL AVENUE SO UTH # 63 I KENT, WA 98032 I www . personalf light .com I fly@perso n a l f l ig ht .co m

comes out four times a year and a subscription is only $15. You can reach the magazine at (970) 728-4245 or mag@relluridepub .com.

SWISS DOMINATE RED BULL WINGS OVER ASPEN

A

SPE , CO - The inaugural Red Bull Wings Over Aspen kicked off with Swiss pilots Andy H ediger and

I I

Michael Steinbach of the Red Bull TOP Team taking home first and second places respectively in the cross-country paragliding event of the competition.

The event saw 50 of the world's finest aerial athletes - like Christian Tamegger, Claire Bernier, Michi Steinbach, Mike Kung, Robbie Whittal, Andy H ediger and Othar Lawrence - descend upon the central Rockies for the week9

long competition.

Ilediger finished firstwhh a string of no~frills, ·consi;ltent petforma11.ces throughout the week. "I jusdook to fly smooth and steady," he com.rnentecL Mornings saw gusty winds throughom the week, holding up the paragliding flights through much of the early part of the competirion. After·· noon.qmditions were favorable:, espe-

RED BULL WINGS OVER ASPEN FINAL RESUITS (Pilot, Country, Points, Prize Money)

CROSS-CO/JNT7?YPARAGTIDJNG

...... ..

]

2) 3) 4) 5) 6) 7) 8) 9)

Steinbach, Switzerland ..... 2791.7 ..... $3,000 England ............ 2552.0 ..... $2,000 Emmanuel DepaJlens, Switzerland .. 2525.8 ..... $ l ,000 Christian 'fammiger, Austria ....... 2448.8 ...... $750 Miguel Gutierrez, Mexico ......... 2.403.6 ...... $500 Othar Lawrence, USA ............ 208 J.O ...... $500 Bodo Gentz, Cermany ........... 2072.3 ...... $500 Josh Cohn, USA ................ 2059.2 ...... $500 l O) Tfaagen Mnelich, Cermany ........ 2032.8 ...... $500

France ............ 729.3 . . . . . ,000 Mary Ann K,iren, USA. . . . . . . . . . 1219.5 ...... $7'50 Cherie Slilvera, USA ............ , 633.5 ....... $500

cially for 1he Red Bull Aero Team,

HANG GJJD!NG AFROBA71CS' FJNAT RFSUT'JS

which regularly

formed their

1)

patagliding aerobatic

2)

stunts.for the crqwds

3) 4) 5) 6) 7)

Mitch McAlcer, Lake Elsinore, CA .. 3%4.0 ..... $2,500 Aaron Swepston, Sumner, WA ..... 3888.0 ... , . $1,000 Paris Williams, Salt Lake City, UT .. 3785.0 ..... $1,000 Eric Deli; Lake Elsinore, CA ....... 3666.S Cory James, Seattle, WA .......... 3501.2 James 'frujillo, Broomfield, CO ..... 2720.1 Dieter Coerke, San Diego, CA ......1 l 43.1

gadwred atNorr:h America's premier tn<nmta:ln resort:.

Local favorite Otha.rLawrence, r,)f Cat.·bondalc, (\>lotado, finished seventh overall, taking home top honots among Ameticanpilots in the week preceding Independence Day. Said fellow Red Bull athlete Lawrence, "It was a reasonable performance. I fed like I could have; placedhighex, hut give1J the caliber of the pilots involvedTm still happy in the top 10. It leave.s some room to do better next year aml l'm looking forward to that." Lawrence, the 1997 U.S. National Champion, had his hopes se.t on a top;, five finish; While paragliding is still in its infancy in the United States, Red Bull Wings Over Aspen did rnuch to fortify its presence in the U.S. mountain-sports scene.

In the hang gliding aerobatics competition, five-time world champion Mitch McAlcer conti1med his dom.inance of the sport. McAleer regf1lady gave the event attendees a dnill as he bU7:ted the finish are,1 at upwards of60 miles per hour just meters above the crnwd. A favorite maneuver in McAleer's repertoire 10

Web site will be expandt'.d by November L The new facilities offer tnore office space, which will allowfoi: more efficient; and thus video order .processing; Expanding frorn 011e to two editing SLtites with m:w hardware and software has enhanced and streamlined production.

'This includes animation and. animated t.errain modeling which was introduced in the latest Speed Gliding-- Tei:tr Up theSkir;s production. 'fhese enhanced effects wH I be f'eamred in the new video Cr;oss Country 8000,. to be released December 1, which will bting the total to nine hang gliding and paragliding videos. now available.

Paul Hamilton, Adventure PrQductions owner/producer, has just released a new video entitled Start:ingParagliding; Rough Cuts, feamr.i.ng Airplay paragliding school :lnd flight park.. He has also signed a contract to distribute videos for a new, fust:released, networkhang gliding prog.ram called Aeronauts Hang Glid,

ingMasters.

Contact Adventure Produ.cdons/Paul Efamilton for more information.

\.,u•ect1ev11 Vlye1~s 5, 'Jelluride ~pe;d A..../·"-:trtm:ng, is MW availabl.e. Produced

involves flying his hang glider with his feet on the control bar. The Lake h:lsinore, California pilot explained, "It really came down to preparation and practice in turbulent conditions. I got here four days early so I used to both my glider and flying here in Aspen; I did a bunch of homeworkand I guess it paid

ofC Red Bull Wings Over Aspen was made possible to A5pen· Paraglid,· Aspen Epic Parai{liding Parapente Aspe:n and Red Bull Drink.

by Tatem

and narrated

by Rob Kells, this 33:rnlifote piece the 1998U:S .. Speed Gliding Ch.ample: onships. 'I'he e:dit is quite good., and it has some of the best POV and sound effects t<i date. You can order a copy from the USHGA for only $19.95 (719) 6:32°8300, www;ushga.org, 1-800-6.l 6~ 6888, We are also carrying Speed Gli\iing: Tear Up 'I'he

by Adventt11:e Productions for

lycec instruments captures yet another world record. On Apr.ill 7, 1998, gyr.oplane pilot Bill Clem took off from Wauchula, Florida and fkw his Domina.tor i:,,yrocopter N36MR to 24,463 topping the previous record by over 6,0()0 feet. Bill used a Flytec 4020 Pm· fessional, an FAT-approved barograph insn:umt:nt, to record and docmnent the: flight. The barograph trace printed out from the 4020 confirmed the particulars

F A lthough located lnRerio, Nevada, .r\.Adventm:c Product.ions ·is in a new location and a new mailing address: Stone Valley Drive, R~:no, NV 8952:3. 'I'he new phone/fax number is (702) 747,0175. T11e Web site address is unchanged-·-www.adventurep.com. T'he

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In consideration of the benefits to be derived from membership in the USHGA, (Pilo~ and the parent or legal guardian of a minor, for themselves, their personal representatives, heirs, executors, next of kin, spouses, minor children and assigns, do agree as follows: - The following definitions apply to terms used in this Agreement: I. means launching (and/or assisting another in launching), flying (whether as pilot in command or otherwise) and/or landing (including, but not limited to, crashing) a hang glider or paraglider.

2. or as a result of the administration of

sustained by Pilots parents or legal guardians, as a result of administration of any USHGA programs.

3. ru:::,u:::;.,-,c.v P.'IIR.TIE.'S' means the following, including their owners, officers, directors, agents, spouses, employees, officials (elected or otherwise), members, independent 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 Pilot's proficiency rating(s); c) Each of the hang gliding and/or paragliding organizations which are chapters of the USHGA; d) The United States Of America and each of the city(ies), town(s), county(ies), State(s) and/or other political subdivisions or governmental agencies within whose jurisdictions Pi/otlaunches, flies and/or lands; e) Each of the property owners on or over whose property launch, fly and/or land; All persons involved, in any manner, in the sports of hang gliding and/or paragliding at the site(s) where D "All persons involved" include, but are not limited to, spectators, hang glider and/or paraglider pilots, assistants, drivers, instructors, observers, and owners of hang gliding and/or paragliding equipment; and All other persons lawfully present at the site(s) during g) FOIRE\rER 11u;;1..LR,, ... AND the PARTIESfrom any and all liabilities, claims, demands, or causes of action that I may hereafter have for IN)rURfES. however caused, even if caused by the negligence (whether active or passive) of any of the nc.11..c::Jf,n::·u PAJ"im:S. to the fullest extent allowed by law.

C. I WILL OR A against any of the loss or damage on account of CP,fJRlrf IJVJIJW/t.~.r.

If Iviolate this agreement by filing such a suit or making such a claim, Iwill pay all attorneys' fees and costs of the ,.,-.0.11:;1'11.J!tt;;v P,4R17ES. i shall be and rnr1c:tr11Pil'l matters whatsoever arising under, in connection with or incident to this Agreement U.S.A. to the exclusion of the Courts of any other State or Country.

E. 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.

F, I at least 18 years of age, or, that I am the parent or legal guardian of am making this agreement on behalf of myself and If I am the parent or legal guardian of I the for their defense and indemnity from any claim or liability in the event that ftlot suffers IN even if caused in whole or in part by the negligence (whether active or passive) of any of the "'-1'-'-"''"'"'·"" P.'AR.TIE:S:

I have lld11/t Pilot's fi!fnat11re

Date

fi!{tlatlllf ofPilot's Parent or Le!{al Gilardian if Pilot ii/Ider 18years ofa!{e,

0,Ue

MMR 12-97

of the flight. l 0:03 am, assent time of one hour and l O .m.inutes, maxim.um dimb rate of906 ft./min., maximu.t.n altitude of 24,163 tirne of 40 rninutes, maximum rate of ftJmin., landing time l 1 am, and a total Hight time of one hour and .minutes. the Bill his world he told that he pfons to modify his and make an atternpt to go to 30,()()() St,m· d:ud 4020 will indicate altitude up to 31,000 so Bill will using his 4020 to this attempt. Flytec also has a high-altitude version of the 4020 will altitudes in excess of 45,000 T'hls instrument was rec<:ndy used during aronnd,,thc-wodd balloon anempt to circunmavigatc the globe.

Want to a world Contact Flyt:ec for more information on 4020 professional the Access (FAI-approved baro· graph) instrur.m:nts. Contact: 1-800~662-

vate flight park. rooms have bet:n added to accommodate visiting U.S. pilots as well as int:ernational pilots who wish to stay on site. The private and rooms arc an addition to bunkJ1ouse living space, and almost-famous "Out-Of Control Bar." All accommodations are available to visiting pilots as well as pilots involved in Quest's new Hight camps.

Available camps include: Hang l, and 3; Aerotow Certification; 'Thg Pilot Basic and Advanced Instructor Tandem I, II and Tandem Instructor; Thermaling and Cross Country Plight Park

Skills; Co.mbination Clinics and n:wre.

Flight carnps include flight training, equipment, accommodations, airport transportation and access to all flight park amenities (volleyball, pool, climb, ing wall, and freshwater lake for swim·· ming and fishing) . .For more information please contact (seven days a week): Air Soaring (352) 429-02 (352) 429,.4846, http://www.quesrnirforce.com.

Sandia Cfossic has ] 00 limitcd1998 Sandia meet shirts that are for sale at $20 each. All proceeds above cost will be donated to the Brad Koji Memorial Fund for his children. We have M, L and XL available. ]'his is great way to help preserve the legacy of Brad. Please send a $20.00 plus $3.00 shipping to: Sandia 12117 Marys Dr. Albuquerque, NM 87111.

A Look 211 the Sport or HancJ CJlicJrng n·1c Wiriq ,1ncJ Wr1y Ir Work\ Lliqr11 Skills to tric: Hcg1nncr Level Higrll Sl<i/i\ IC) Ilic NCJVIC C level Fly1ncJ ConcJitiom 1/rincJ C/icJinq I quipmcnl More al)ou1 1r1c l)nnciplc\ er fl1qr11 l'rcp,rnnq for I liqh Altitude Fliq/,1 CiclllnCJ St,inccJ in TancJem rincJ Tow I rc1inincJ Lvcry Pilot Sl1oulcJ l<now Glns\&y or Hc1mJ Ci/1cJ1ncJ /mns llCJNUylf'I As I he l'ro I IIC'\'

\

fJlus

u

USHGA, PO Box I

NovrMBFR 1998

ColoracJo Springs, CO 80901

J -800-616-6888

fax (719) 632-6417 www.ushga.org

I nd r Calendar of events items WILL NOT be listed if only tenrative. Please include exact informarion (event, date, contact name and phone number). Items should be received no later than six weeks prior rn the event.

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

UNTlL DEC. 31: Second Falcon XC' Contest. Wills Wing T•alcons only. Four sections: West Coast, West, Central, East.

Priz.es in all sections and classes. Hang 2 and up. Three classes: Pro (Hang 4), Amateur (I Jang 3), Recreational (Jiang Towing allowed with maximum release altitude of 2,000'. No entry foe, send SASE. Contact: Tek Flight Products, Colebrook Stage, Winsted, er 06098 (860) 3'79-1668, r:1x (860) 738--3630, rek@snct.net.

FEB. llt-20, 1999: WHGS Speed Gliding and X-C contests, Governi1dor Valadarcs, Brazil. $20,000 prize money. Contact: Adventure Sports (702) 883-7070, advspts@pyramid.net, www. pyrn mid. net/advsprs.

DEC. 29, '98-JAN. 5, '99: Forbes Flmlrmds 1999. All pi lots welcome. the famous Forbes Flatlands, site of' the 1998 World Championships. Entry foe $200 (Aus.), includes ltrst film and processing, prcscnta· tion dinner. requirements: I IGFA membership, row cudorscmem, databack camera, CPS recommended. hrnr entries to secure a strip, or if you don't have a tow ream there will be competition rugs available at $15 per tow. "T rophics for Open, Womcu's, Racer (kingposted) and Floater Classes. Excellcm range of accommodations available. Registration closes on November 20. Contact: Vicki Cain BH 0 l 1-61-2-9316-li641i or, moyes@lmoyes.com.au. Send cnrrics to: Forbes Flatlands 1999, 1116 Botany Road, Bornny NSW 2019, Australia.

UNTIL NOV.: "Owens at its Best;"

X-C!thermal guide to the Owens Vt1lley, with Kari Castle. 'fwo· to nine-day adventures.

Private one·-OIH)nc flying, guide service and instruction also available. Contact: Kari Castle (760) 872-2087, karicastlc@tclis.org.

UNTIi. MAY J 999: Mosquito Clinics, prescnred by Bill Fifer throughout North America. Call (61 (J) 922-2844 for scheduling information in your area.

NOV. 5-8: Fa/.l '9R USlJ(,'JI Hoard of' Direetrm Meeting, Colorado Springs, Colorado, Doubletrce World Arena (same place as last March). Contact: (719) 6328300, www.ushga.org.

NOV. 12-1 5: Basic/Jldvcmced Hang (iliding ICP, by Ray Leonard, Aclvenrurc Sports, Carson City, NV. Contact: (702) 883-7070.

NOV. I 8: Prm1chute Clinic. reaturcs lecture, video presentation, care and maintenance, practice deployments, stowing lines. $50, or free with parachute purchase from MSC. NOV. 22: l.aunch and I.anding Clinic, by Pat Dencvan. Covers all aspects oflannch and landing: equipment evaluation, weather and pilot habits. l.ccwre, simulator practice, hillside training. $125.

Advance reservations required. Contact: Mission Soaring Center, 1116 Wrigley Way, M ii pitas, CA 95035 (408) 262 I 055, fox (408) 2(17.-1388, mscl1g<rilaol.com.

NOV. 20-22: Basic!Jldvanced Hang Gliding c:linic, by Steve Burns and Dave Broyles.

DEC. 18-20: 1'andem I 6· !J Clinic, with Ron Kenney. ·rruck and aerotow format.

Contact: Austin Air Sports, Steve Burns (830) 693-5805, austinair<r1)aol.com.

NOV. 27-DEC. 6, DEC. l 1-20: Chile '9R Tour, by Worldwide Adventure Tours, in the Atacama desert. Additional excursion to Patagonia. Comact: 1 www.fun2fly.com.

DEC. 5--6: Aerotow Clinic presented by Quest Air Soaring Center, the innovators of aerotowing in the U.S. Utilizing the most advanced rraining methods and equipment known 10 hang gliding today. $245 includes flights, accommodations, equipment and seminar. Call for availability on orher dares. Por rcscrvarions comact: Quest Air (:352) 429--0213, fax 429-4846, QuestAi r@lsu11dial. ner.

DEC. 5-6: '/cmdem J, 2 and Instructor Clinic. Tandem Administrator Bob Hastings offers a tandem clinic at 'Team Spirit Hang Gliding of Puerto Rico.

Housing is available. Call or write for more info: Team Spirit Jiang Gliding, P.O. Box 978, Punta Santiago, Puerto Rico 00741, Tel. (787) 850-0508.

DEC. '98-MARCFJ '99: Vcdle de Bmvo, Mexico tou1'.,. HC and PC. Consistent weather frlr great flying. Daily rates, rental gear. Contact: 1-800-861-7198, www.flymexico.com, jcfflr1)flymexico.eom.

DEC. '98-APRIL '99: Winter Flying Mecca in Mexico. You've heard of Valle de Bravo.

Packages by the day. Come for a day, a week or a month. C:ontacr: 1-800-861 7198, www.flymexico.com, jcff<r11fly1ncxico.com

FEB. 1999: New :i:eal1md Tour by Worldwide Adventure Tours. 'fhree types

of trips from rugged ro ritzy. Contact: 1 800-727-2354, www.fon2fly.com.

J\ precision instrumenl for the serious pilot.

Rugged, dcpcmlablc and easy to read.

l 999: Jlustrali,m Hang Natirmals- in west Australia near Wyalkatchem. 'Tow meet, over flat, open wheat country, similar 10 Forbes. l·'.ntry (Aus.), or $220 before Dec. I. Con tact: Gordon Marshal at navi@iinet.net.au, or the competition director at zupy<r,lozemail.com.au.

JAN.

Airspeed Indicator ... $23.50 Long Bracket ............. $7.00

Short Bracket ............ $6.50

NEW! SMALL HALL Gmat for hand -held wind measurement or paragl ider Airspeed Indicator using Bracket.

Small l lall ................ $23.50 Paraglider Bracket ..... $6.50 Now available: Sorn!l !Liil ror h,mg glider-;, 0 to 70 mph

Ilall llrothcrs 5" Dia. J\BS Plastic Wheels , $24.00/pair

P.O. Box 1010-11, Morgan, UT 84050, lSJ\ Mastercard I VIS/\ I C.O.fl Phone (80 I) 82<J-'.l2J2 !'ax (80 I) 82')-6349

HANG CUDING

Dennis

MAIL ORDER: Send check to SPORT AVIATION PUBLICATIONS PO Box 43, Spring Mills, PA 16875 Please rush me the books below: H. Gliding Training ManuaL $29.95 c1 Performance Flying $29.95 ri Towing Aloft . $29.95 [J Understanding the Sky. . $19.95 11 Flying With Condors . . . . . $26.95 o Paragliding Flight. $19.95 Powered Ultralight Flying. . . $11.95 o Pow. UL Training Course . . . $9.95

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Orders under $25: $2.50 Orders over $25: $3. 75.

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by Judy Leden Flying and traveling adventures of an exc:ep1:ional pilot. Color Great book, gift!

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ness

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A First IOO+ Miler In Arkansas

MARK POUSTINCHIAN FLIES 104 MILES FROM MT. MAGAZI EI TO NORTHEAST OKLAHOMA

by Mark Poustinchian For many years, local pilots in Arkansas have been talking about the unreachable 100-mile flight in our state. On June 7, 1998, the first 100miler finally became reality.

Mark Poustinchian and his record-breaking glider.

W

har also made rhis flighr so great was rhe facr rhar ir rook place on a day rhar was far from perfect. The rhermal index was showing 4,500' MSL for rhe rhermal raps and a high-pressure day with 5-10 mph sourheast winds.

The sky was mostly blue and rhere were a few rhin clouds, which appeared for a few minutes but started falling apart as soon as rhey began ro form. The forecast high was for the mid-70's. The night before, it was unseasonably cool and the temperatures dropped into the mid-50's. My girlfriend, Samanrha, who last year drove almosr 2,000 miles chasing me on X-C flights, suggested that I should give it my best and try to go as far as I could. She has been a great supporter, and without her I would not

16

have been able ro fly as much or go as far as I have.

We arrived ar Mr. Magazine and started ro' get ready for what appeared to be a very questionable day. Ar rhe same rime rhe few thin clouds which were periodically popping disappeared, and it starred to look very blue.

A few weeks prior, I was very fonunare to have had the oppormniry to fly, rhermal and go X-C wirh rhe best X-C pilor in rhe world, Larry Tudor. I remember him saying, "The sun is shining, ir must be good."

Larry starred ro fly in Arkansas lasr year and has done grear our here. I have learned a !or by watching him and realizing rhar long flights are a real possibiliry here if you just do it rhe right way.

A couple of weeks before, ar Mt. Nebo, Larry and I were climbing rogerher on Laminar ST's during an X-C flight. The difference between his flight and mine was that he flew 60 miles, but after working my rear off for several hours in marginal conditions over the flats, I ended up at only 32 miles. I took my usual route over the valley and flatlands and rhe friendly, green landing areas. However, Larry decided to stay high over the mountains and high ground, far from rhe landing zones and green fields.

I realized that for all rhese years I had been doing ir wro ng, and was nor giving my glider enough credit for its glide capabiliry and performance. I also realized that I had been flying very conservatively and paying the price for it with short and difficult flights, which could have been a lot longer and easier. It is amazing how much you can learn from an expert! It also makes yo u realize rhat you are not as good as you rhink you are. That is one of the things that makes this sport so great; there is always so much room for improvement and rhe learning never stops.

Nor long ago I bought an Exxtacy. The local pilots' expectations were ve1y high, and the pressure was on ro do some big miles very soon. My longest flight rhis year was a 48-miler which I made in Februa1y on my Lan1inar ST, and after d1at we had the worst flying conditions in March, April and May that I can remember. Either it was raining, or the wind was blowing 40 miles per hour, or it was blowing cross from the west. Larry Tudor had the longest flight in Arkansas this year with his 60-miler.

On rhe day of the 104-mile flight, after setting up the Exxtacy, I walked up ro launch and waited to see if there were any signs of thermals. I could not spot any birds or any indication that it was going ro be a good day. Finally, I decided to give it a try and launched at about 1:30 PM. The air H ANG GLIDING

turned out to be a little punchy, but fortunately there was enough wind to help maintain, and I worked small thermals to get over the mountain. Ir took a while, bur I finally sporred a bird climbing in front of the mountain and was able to gee there very quickly to find 200-400 fpm lift. Considering that I had promised to rake my friend's girlfriend on a tandem flight tl1at afternoon, I decided to make the best of the day and go over rhe back on an X-C flight to get some quick airtime and distance, then land somewhere around the town of Paris which is about 10 miles over the back. This would allow me to make it back in rime to get ready for the tandem flight.

I told Samantha that I had my GPS mounted on my glider and a cell phone in my harness, and chat just in case ir turned our to be a good day I would concinue to fly as far as I could. I really didn't mink I would break my own stare record of 95 miles, which I have held since March of 1995, especially considering me conditions and how difficult it was to hang on to the mermals.

After an hour of flying I was about 20 miles away, south of me Arkansas River, and had made only one low save so far. The workable thermals were very broken but good enough to maintain or slowly climb wirh. I starred to cross the river wim a mermal, which was coming from the big, dark, dry fields just south of me river. My best altitude up to this point was around 4,700' AGL, and it was not easy to stay over 4,000'. I found myself usually working bubbles and trash thermals between 2,000' and 4,000' AGL while drifring with the wind. I remembered that I needed to be patient and try to preserve rhe precious altitude I had to work so hard for.

The Exxcacy was doing great, and due to the ease wim which it flies I was nor getting very tired. The day before I flew 27 miles, which rook 2.5 hours, and me only problem I had this day was holding my head up. My neck was very sore, and I starred to put my helmet on the basetube to get a brief rest and ease me pain.

After crossing me Arkansas River and Interstate 40 I got very low again, and was a few hundred feet over a field I was planning to land in (wim my harness unzipped) when I found another trash mermal waiting for me. I gladly jLunped on it and worked me trash air to 5,020' AGL and was on my way once more. This would be my highest altitude of rhe day. I got below NOVEMBER 1998

-?.;

X-C driver Samantha getting a nice tandem flight at Mount Nebo.

Getting ready for a flight at Mount Nebo.

4,000' very shortly after mac, bur by mis rime I knew mat I might have a shot ar the longest flight of me year so far in Arkansas, and a 61-miler or berrer was a possibility. I turned the GPS on to get a reading, and jusr when I needed it me most me low-battery signal can1e on. I turned it off to save rhe barrery so I could give my landing position to Samanrha for retrieval.

I was a couple of hours into me flight when I noticed rhar rhe drift was raking me toward me Boston Mountains, which are a great barrier for long X-C flights . I had crossed mese mountains once before, but rhar was a few years ago. On rhar day I was getring to 5,500' AGL over me flats with ease, and had me most beamiful clouds over my head and a 10-15 mph tailwind. I remember that I stayed wirh a big cloud for a long tinle and avoided looking down at me peaks of these mow1tains which were a couple of thousand feet below me. I could not even see the fields and the valley on the other side because of several peaks ahead with a top elevation of2,600' above the valley. The high peaks and rolling, tree-covered molllltains conrinue for a good 10 miles wirhout any place to land. I knew rhere was a nice valley on the other side, bm I could nor see it even from above 5,000'. Ir was a very memorable flight rhar I will never forget. On that day I found another fresh cloud just in tinle, that I sporred from a couple of miles away, and was able to gude to and stay under it Lllltil I was fmally able to see the valley on the orher side, at which point I knew I had made the crossing. Bur today, with the prevaiung

conditions and blue sky, rhere was no way I would even try to cross. Yes, I guess deep inside I am still a moderately conservative pilor.

In order to avoid the Boston Mountains I started to go west between the thermals and tried to go around them. I reported to Samantha char I was still up and on my way, and she gave me some "go for it" encouragement. I soon flew over another Arkansas hang gliding site with a 300' AGL northwest launch called "The Secret Sire."

A hang guder pilot, Charlie Gillespie owns it, and he flies it on nortl1wesr days. Surprisingly, me record from mis 300' hill is 62 miles, which was set a few years ago by John Flatte. Thar's not bad for this part of rhe country. I've flown it twice and had very nice flights from it.

By this rime I was a few miles further along and was determined to stay up as long as rhe sun and rhermals would allow. I reflected on somerhing Larry Tudor told me: "Ir's nor over until your feet are on me ground." What a great way to put ir, and with that in mind I pretty much ignored me rolling hills and trees I was flying over.

There were still a few landing areas I could use, bur as I flew further the fields got smaller and harder to come by. Something else mat has limited me in me past has been me tendency ro cry to land next to a major blacktop road. I decided rhar I wasn't going to worry about mar anymore; I had my cell phone and didn't care where I ended up as long as I had a field to land in safely.

I can't remember how many thermals I worked, just char there were a bunch and 17

137-MILE UPDATE After the accompanying article was submitted, Mark flew 137 miles from Mount Magazine to the town ofNewport in northeast Arkansas for a new state record. Here are some details ofthe flight. - Ed.

The X-C team - Samantha and Mark fueling up before a long X-C day. they were not very suong. fu the hours, miles, and rolling hills and peaks and valleys passed, the thermals got a little smoother and I was getting an unbelievable glide between them on the Exxtacy. It was getting close to 5:00 PM but I was still able to climb in much better thermals. Unfortunately, my peak altitude was diminishing with each climb, and the thermals started to fall apart below 4,000'. The ground was also rising below me and the altimeter was showing more than I really had.

Not long thereafter I got low over a big field I had picked out from a distance that looked like it had a house in it. When I got over the field I noticed that the house was really nothing more than a storage shack, and there was no sign of anyone nearby. No roads either. How was I going to carry my heavy glider our of there? Would I have any usable signal on my cell phone in this hole I was about to land in? I was getting worried and dropping low into the hole. All I could see around me were tree-covered hills. I needed some major altitude very badly to get my butt out of there.

This was to be my lucky day - a little hawk appeared our of nowhere and saved me. My little friend turned and turned and was climbing toward me. I was a very happy camper as he and I started to share a 200-300 fpm thermal and drifted with it over the hills on the north side. I was able to see the next valley again, but stayed with zero sink as long as I could. My feathered friend turned west and disappeared on the horizon while I was still drifring with some small bubbles. "Thanks buddy, I'll never forget you, " I whispered. What a great feeling; it doesn't get any better than tl1is. It seemed like God was watching over me and saved me every time I needed help.

That was my last thermal, which topped out at about 3,500', and I was flying over roads and cars and nice fields again. I kept

18

Well, what did you expect? I am flying the best X-C hang glider I have ever flown, my sweet-flying Exxtacy.

On July 29 I broke the altitude record for Class II gliders in Arkansas. It was from Magazine and I got to 9,030' agl over no-man's-land between Mount Nebo and Mount Magazine. I landed at 50.4 miles near Jerusalem.

Then, on July 30, I broke my own Arkansas X-C record of 104 miles. On that day I flew from Mount Magazine into northeast Arkansas and made it to Newport, a distance of 137 miles. It took four hours and 14 minutes and I landed at 5:48 PM in a soy bean field less than 50 miles from the Tennessee border.

Believe it or not, this was easier than the 104-miler. I got up in a 1,000+ fpm thermal after launch with Jim Kerns, climbed to more than 7,500' AGL, and turned the glider northeast toward Russellville, making it over the Whataburger LZ in Russellville with over 5,500' AGL in less than 40 minutes. Whataburger is about 30 miles from Magazine. I probably made fewer than ten big, fat turns while the lift was 1,000+ fpm and I was below 6,000' AGL. This was my fastest time to Whataburger.

There was a cloud street perfectly lined up all the way to Russellville at over 8,000' AGL. The highest altitude was reached southwest of Greers Ferry Lake at 8,520' AGL. After passing Crow mountain I struggled for a while and got to 1,600' AGL, bur not long thereafter I found a 1,600-fpm boomer that took me to 8,400' AGL and I was on my way agam.

There were no hills, mountains or extensive tree-covered areas to cross - just a terrific view of the flatlands and Greers Ferry Lake to my left, and fantastic cumies everywhere. There was no sign of overdevelopment. I only wish we had had a good tailwind; it was about five mph from the southwest. With a 15- to 20-mph tailwind and no blue hole at tl1e end of the flight I would have made it into Tennessee, more than 200 miles away.

I made a mistake that put my flight short of 142 miles, which is the Oklahoma record set by Bruce Mahoney in 1985. There was a lot of shade under me as I approached 6,000' AGL and the lift got weak, only 100 to 150 fpm, so I left the thermal to get to the shadow boundary ahead of me. Unfortunately, that was my last thermal and there was not a single bump thereafter. There were a lot of green farm fields for miles and miles, and no sign of any clouds ahead of me, just blue sky. If only I had stayed with that thermal, gained anotl1er 1,000', and drifted a couple of more miles ...

Jim Kerns doubled his best X-C distance that day, landing at over 75 miles on the south side of Greers Ferry Lake. Ron Sewell also made his best X-C distance, landing past Atkins at about 42 miles from Magazine.

Life is way too good these days. If the forecast calls for 100° + temperatures and a 20% chance of thunderstorms, and tl1e thermal index predicts good thermals with cloudbase over 8,000' AGL, drop everything - and I mean everything - and go flying in Arkansas.•

on drifting to the northwest and picked the last field at the end of the valley to land in.

When I got closer I saw cars on a blacktop road right next to it and a lake nearby on the west side of the field. The ground was also rising very slowly below me. I got over the field with a few hundred feet and tmned the GPS on so I would have a fix by the time I was on the ground. The conditions were perfect for landing with about a

five-mph wind on the ground. I ended the flight with a nice, easy landing at 6:07 PM. The GPS was still in search mode and I didn't really think it would be a 100-miler or better. With all the turns and zero sink I had worked for so long I figured it might be close to 100 miles, but feared that I had once again come very close without passing the magical barrier. Finally I got a fix and

Continued on page 57.

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1330, Colorado Springs 80901-1330 www.ushga.org (719) 17 email: ushga@ushga.org

1998 USHGA REGIONAL DIRECTOR EI,ECTION Use the ballot attached to this issue ofthe magazine.

Tseek to represent the average pilot. Many of

the BOD members represent commercial interests, competition pilots, equipment manufacturers, and so 011. It's important that someone speak for all of these groups, but f think that it's also important that we have someone to represent all the weekend warriors out there. I'm that person.

I believe that the primary mission for the USllGA and for local clubs is to provide inexpensive, minimally regulated access to as many high-quality flying sites as possible, on a long-term basis. In these days of increasing population pressure, liability considerations and environmental concerns, only a politically and legally aware and active USHGA has a chance oflong-tcnn success. While recently, on a national level, USHGA has been mak· ing great strides in helping local clubs keep threatened sites from closing, I think that we need to be more proactive in securing guaranteed, long--term access to sites bdc>re they're in danger of being lost. This involves working with government agencies to be written into use plans, working with private companies and individual landowners to secure long-term leases for sites, and, when possible, arranging the purchase of sites by clubs, flying businesses or individual pilots.

Only by acting now can we guarantee that we'll have good places (or any places) to fly in 20 years.

In addition to lobbying and leasing and buying sires, we need to improve our image

with the general public. There's no bener way to get a politician to write free flying into the use plan for public land than to have the local people and business owners say that they want us around. As an example, the city and county politicians in Chelan have been our allies in negotiations with the state, specifically because they sec us bringing business into their area. This in turn may well make the state g1wramee us long-term access to Chelan Butte. f believe that modest growth of hang gliding and paragliding is beneficial to the average pilot. A reasonable number of additional pilots will increase om political clout, reduce the cost of equipment by increasing sales volume, help to get new sites, and generally pm new blood into the local clubs. In rhe northwest, we've seen a wonderful growth in paragliding, bur our hang gliding numbers have stayed pretty flat. I'm always looking for ways t:o make it: easier to become a pilot without sacrificing safety. I do believe that beyond a reasonable limit growrh would be bad for the sport, but we're not close to that point now. [ first flew a hang glider in 1987, and have been addicted ever since. I've served the past two years as the Regional Director.

Defore that, Twas the treasurer of Cloud base Country Club in Seattle, and earlier was Cloudbase's Safety Director. In my time as Director I've done my administrative duties, represented Region l's interests at the BOD meeting, mediated disputes between groups of local pilots, and dealt with local and state

politicians on various issues. I'm an Advanced-rated hang glider pilot, Basic lnstructor and Observer. Por the last two years I've been instructing with the Northwest Jnstructors' Co--op, a group of instructors formed rnore to get new pilots imo the local community than to make money for the instructors.

For the past two years I have been working on site issues and procuring new sites across the country.

Competitions have also been a focal point.

We have continued with our Regional Comps for both hang gliding and paragliding. Now it is on ro the Membership and Development Committee. I'd like to sec our membership numbers grow to over] 0,000.

My desire is to see every member bring a new member and bring om numbers up. I'd like to continue as one of your Regional Directors with your support.

Mark Francis Nominee OBJECTIVE: A Regional Director position with the USHGA. FUGHT RATINGS: Airline Transport Pilot, Commercial Single and Multi-Engine,

Dedicated to Frc:mds Rogallo Over 500 pages more than 100 contributors Illustrations, Photographs, Poetry and much more ...

Editors: Jim (Sky Dog) Palmieri & Maggie Palmieri Illustrator/Cartoonist: Mike Vorhis

20

HANC CLIDINC

I:Jc. Engineer written, First Class medical with no limitations. Addi tional BF 1900, F 120, DHC8 types.

FLICHT TfME: 'foral, 7150; Multi-Engine, 6859; PIC 'forbinc (DHCS), 600; PIC 'forbine (1900), PIC Turbine (E 120), 1405; lnstrumcnt, 617; Night, 1315; Hang Cliding, EDUC :ATION: San Juan College, 1989 I 9t) 1, Associate of Applied Science in Aviation Technology.

EXPlZRlENCE: Mountain West Airlines, l0/91-Presem, Captain. C:urrcndy flying a De Haviland Dash 8, with 3.0 years experience as an JOE check airman in Bc-02 and 6.9 years with Mesa Airlines, Tnc. 08/88-0(i/91: Discount Engine Fxchange. All duties associa1ed with general manager position, rnac:hinisr, and engine rebuilder.

06/76-07 /88: Fr;mcis Engine Service.

Started pan-rime work after school as a parts washer then became field mechanic and machinist.

06/8()-Present: I am an active hang glid · pilor. I first got my Beginner rating in 1984, my Intermediate rating in 1986, my Advanced in l 990. f have both the Bronze and Silver I ,ilicnthal Awards. [ also hold an Advanced Instructor rating. l w;is also issued a 'fow Administrator rating in 1997. I also own and operate: Mounrain West Hang Gliding School. I have helped and worked with Mel Clantz of High l lang Gliding of Albuquerque, NM. ADDITIONAL JNFORMAT!ON: I am

a dependable, hard worker wirh a good sense of professional pride. l am 37 years old, married with two children and a 11011-smokcr.

INTERESTS: Family activities, hang gliding, race cars and flying of all kinds.

REFERFNCES: Available upon request.

I origiually got involved in hang gliding in 1974. In these early years l was active as a hang glider pilot from 1974ro 1978.

Then, in 1989 [ picked up the sport again, bur this time as a paraglidcr ;rnd hang glider pilot. I have both ;1 P4 and a Hang 4 rating. In 1993 [ co-founded the New England Parngliding Club, one of two of the first paragliding dubs in the Region. 1 have remained actively involved in the NEPC. I was NEPC Presideut in '94 and '95, Flight Director in '% and '97, and Vice President in '98. During this period I have taken an active role in working on site development in 1hc Region for both hang gliding and paragliding.

I have been a paragliding Examiner and Observer in the Region fcir the last three

years. As an Examiner I have appointed q11ali/Jcd Observers as bas becn needed. I have actively encouraged and supported the hang gliding and paragliding flight schools in rhe Region and rdi:rrccl many smdems to all of them.

The New England Region has been near and dear to my heart. l believe iris a special, unique and beautiful place to Ay. Over the years I have been affiliated in various capacities with rhc six or seven dubs that have been in the arc;1 for m;my years. l have always folt that the relationship between the various clubs here is very important, and I would like to sec it maintained. New Eng· land is a relatively srnall place; pilots from all die dubs arc constamly mixing with each other and visiting each other's sites. ft is important that the clubs in our area continue to work and communicate well with each other to preserve the special Aying environ· mcnt that we h,1vc. l wam to sec cominued progress in site development and sire preservation. Great care necds to he taken ro continue to develop and support existing flying sires in New England.

In the last fi::w years much progress has been made here to open up new sites at Cannon Mt., NH, Wells, VT and Sugarloaf Mr., ME. In addition, much ongoing work has been done to preserve and develop flying at West Rurbnd, VJ; Mr. Ascumcy, VC Greylock Mr., MA and Petersburg Pass, MA, to men tion just ;i few.

As Region 8 Director I will continue to support the unique qualities the New Eng· land Region has to offor. In our Region, [ will support each of the flying groups' unique qualirics and their relationships with each other. I will support ongoing site develop-

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21

ment within all the clubs that will ensure the continued existence of sites an<l new site growth. My objectives as Director arc: I) To serve all the New England clnbs at a national level and communicate national issues back to the New England Region. 2) 'fo act as a catalyst for good club communications and interactions within New England. As Director, 1 promise to supporr and represent groups in an unbiased and professional manner, and to try honestly to assist in the resolution of conflicts between them that may periodically arise. J intend to continue to hold a Regional meeting each year ro foster communication between the Region's flying groups.

J currently fly a r:ircbird Flame paraglidcr and an HP AT Wills Wing hang glider. T love to travel with my paraglider and fly in new regions Thave not visited bdc:>re, as well as to fly in New England upon my return.

As a candidate in 1996, [ pledged to facilitate tow opera· tions in the Region and to function as an advocate for safe flying practices, and r think r have done both. We now have au official USHCA acrotow Chapter centrally located on the Eastern Shore of Maryland serving pilots from lour states and metro DC. lf elected to a second term, I hope I cm do more to promote safety as well as expand

towing opportunities to accommodate the growing population of tow-rated pilots within this Region. Por the last year [ have enjoyed serving on the Executive Committee as your ·n·easurcr and working between Board meetings with the rest of the Commit· rec and rhc F.xccutivc Director on a variety of policy issues affecting USHGA. l f re-elected Twill continue to represent you as best I can to enhance safe flying practices and the ftscal health of our Association.

Historically, ['vc never been one to promote myself for votes on this "Regional Director" thing. lt's not a job that any sane person should want it's more of a service that many Directors get caught up i11 as a matter of habit. The main reason for putting this message in the magazine is lo let you know that if you do indeed put me in rhis siwation again, J'II hunt you all down like dogs.

Nah, really, what I wanted to tell you Region l Oers is thar this will be my last time in rhis position and you guys and gals need to huddle together and come up with a couple of options for the nexr vote on this position (which will rake place two years from now). J feel that doing anything too long can make you less effective and I've been involved with the Board since the fall of' 1986, and quire sim.. ply we need some new blood on the Board. It's a thankless job rhat ABSO LUTET Y HAS to be done, so we need some energetic candidates to be getting prepared for it. 'Thanks for your support and remember -- the lJSl TGA JS you. Ger involved in a positive way.

8000, learn how Hang Gliding can help you

Hello Region 12! My name is Paul Voight, and I'm an aircoholic.

I am your current Regional Director, and have been so since 1989. 1 would like to take this opportunity to convince you w vote n1c in for another term.· !'his should be a relatively easy task, since no one is running against me.

The reasons l'rn your man arc as follows: I fly hang gliders and paragliders, and instrnct both disciplines. I've been flying for··· ever. I'm a nice guy. I go to all the Board meetings, mainly to make certain that they (we) don't do anything REA!. bad. I favor minimal regulation, rules, and bureaucracy. I do, however, enjoy controversy. I have an e.. rnail address 1ha1 [ sometimes even check ([ prcfor 1mgic over technology). I bring levity to the Board meetings. l vote like a pilot who wants these sports to stick around a while.

Additionally, ! vote from the perspective of someone who is in the business (so l can continue to make millions at this game) which, oddly enough, means voting like l want these sports to stick around a while.

Tam currently the Chairperson of the 'fandcm Committee, which l believe is just about content with rhe currem tandem pro-

Continued on page 57.

in

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PILOT REPORT

EXTREME FUNCTION: FLYING THE

AIRWAVE

copyright© 1998 by

Dennis Pagen

Jfyou live in the US. ofA. and lust after a topless glider, you essentially have the following choices: the La Mouette Topless, Wills Wing Fusion, Moyes CSX Icaro Laminar ST, US. Aeros Stealth, Bautek Twister andAirwave Xtreme. ~ have reviewed all ofthese fair wings in the last couple ofyears in the listed order1.

They are all fine flying machines, but they handle differently and have various quirks that are part of the designer's personal philosophy.

24

HANG GLIDING

W

hile part of my intention with these reviews is to expose glider differences so the reader can make a somewhat informed selection, there is simply no substitute for trying the glider that piques your interest. In the process I think you should try Airwave's new kite on the block.

What would you call a wing created by a raving sky-cowboy with a penchant for performance and a can-do attitude? The Xtreme, of course. The designer, Gibbo, is part of this story, for in no small part his particular style is reflected in the Xtreme.

(Incidentally, Gibbo is a nickname used by everyone from his wife to his lawyer, and he might not even respond co his real name, Mark Gibson.)

Gibbo has been flying high and far for long. He is a multiple-time member of the U.S. Team and cook third in the Owens Valley World meet. He lived in the Owens Valley, in fact, for over 10 years. There he gained a reputation as a go-for-it pilot, but one with superior skills co maintain a safe record. He perhaps has more time in the Owens than anyone, and has never tumbled there. He has gone over doing aerobatics, most recently a couple years ago.

This information is important in order to show what the glider is not. Gibbo no longer does aerobatics and has mellowed considerably in terms of safety limits. To me he has expressed deep concern with the pitch stability of topless gliders and also wants a user-friendly wing. Despite its name, the Xtreme does not require a gonzo attitude or a hang gliding gorilla co be flown successfully.

Airwave did not jump into the topless market immediately. They waited to see how things would develop, as did Wills Wing and Moyes. Airwave moved gradually by imroducing the Concept, which was basically a Klassic with the reflex bridles removed and a series of internal ribs co hold a minimum amount of twist for pitch stability. The Concept climbed well, but it continued Airwave's heavy-pitch, lowspeed reputation. Gibbo eventually convinced Airwave's decision-makers to take a "bold step to regain the forefront of hang gliding technology (his words)." His initial design goals were to max out low-speed performance (climb ability) but he didn't want a "cop-of-the-stack glider that didn't have front-of-the-pack glide." Well, we'll see how well Gibbo's goals panned out.

NOVEMBER 1998

XTREME NICETIES Perhaps the most informative approach we can take is to look at the Xcreme's unique features relative to previous Airwave gliders and other topless designs.

Two immediately obvious factors are weight and balance. The glider weighs in the low 70's (pounds) by virtue of its very lightweight crossbar (see below). This compares to the upper 70's weight of most other topless designs. The static balance is nearly perfect, which adds to the perception of light weight, and this is a welcome change from Ai.rwave's previous Klassic (slightly rail-heavy) and Concept (very tailheavy).

Next we should point out the userfriendly VG (variable geometry) system.

There is a 16 co 1 mechanical advantage in the pulley system and the crossbar is considerably swept. The VG pull is light and slight. To gee full on from full off I only had to pull once from the jam cleat to my left shoulder. Ir was an easy pull and I'm no Arnold Schwarczenegger.

The rest of the differences are of an internal design nature, but they bear some consideration. The cantilevered crossbar is one of the nicest I have seen. It is optimized for strength and weight by being oval in cross-section and capered for about three-fourths of its length. The outboard several feet are round and curved downward co where it meets the leading edge.

The result is a very lightweight beam. Gibbo estimates char they have saved between 4-1 /2 and 5 pounds by optimizing the crossbar and irs associated hardware. He gives full credit to in-house aerodynamicist and structural engineer, ick Orand, for the crossbar, hollow pin and unique outrigger system (see photo) char attaches to the crossbar. Besides the weight factor, the crossbar design allows for more undercamber of rhe sail which promotes good sink rare. Incidentally, the Xrreme's cross-spars are made in the Czech Republic by a company which manufactures thousands of windsurfer and sailboat masts. Airwave's spar quality went up and their price went down when they moved the manufacturing to rhe Czech Republic.

The leading edge is also somewhat unique in chat iris very simple with a 50 mm 7075 tube slid into a 52 mm one.

Only three holes are required which cues manufacturing cost, a savings char can be passed on to yo u. A stiffer outboard leading edge can result in bowing of the

The rear crossbar haulback has two pulleys for a mechanical advantage.

The crossbar junction uses hollow pins and a long, lightweight outrigger to reduce weight.

25

The Xtreme in flight. Note the sail freely twisting on the right as the pilot initiates a turn. inboard section at higher speeds, so Gibbo added an internal deflexor that routes from the middle of the inboard leading edge back to the keel to minimize this flex.

The Xtreme's sail features a double surface of nearly 93% in an attempt to control washout and fair in the wing at higher speeds. Coupled with this layout are internal airfoil controls which consist of straps from the top surface to the lower-surface battens at the rear of the sail. This is a departure from the normal forward strap position. The intention is to allow the forepart of the sail to assume a downward cambered shape for less drag at low angles of attack. The sail does, in fact, do this, as can be easily seen by flying with the base bar at your belly button.

The final point we'll mention is the Airwave hardware systems. Much of their machined pieces are produced by Floyd

Fronius of Aeolus Machine in San Diego, CA. These pieces are well thought-out to provide convenience, and Airwave's gliders are always about the easiest to rig and derig.

SETTING UP/BREAKING DOWN Setting up these topless gliders is getting to be old hat. Put up the triangle, turn the glider over, stuff some curved sticks, attach the crossbar, stuff more sticks, from wires, nose cone, fly. But there are a few items on the Xtreme that should be examined more closely.

First, the control bar corner brackets are nicely designed to allow the basetube to fold in or out so that you only have to open or close one side. Make sense? Of course, since it halves the work load at this point. Why don't other manufacturers get with the program? Probably because they

The tapered, eLLiptical crossbar with its outboard curve is dearly shown here. Note also the internal dejlexor cable.

26

are insular and don't try other people's gliders.

This second point along this vein is the undersurface battens. Formerly, Airwave's battens were held in from by a bungee that squeezed the batten end. Gibbo went one better and simply narrowed the batten pocket for a firm sliding fit of the rounded batten end. The result is that the battens stay in no matter what and there is no struggling with recalcitrant Velcro tabs, obnoxious bungees or unfriendly slots to hold the battens in. Other manufacturers please take notice. We want easier setups!

Unfortunately, the Xrreme's sprogs are not the easiest to attach. It is best to approach them from the front, open the zippers and pull a string which is attached to a bungee hooked to the sprog. This bungee is placed in a notch (arrow end) in a transverse batten to hold the sprog in

A prototype Xtreme tail H ANG GLIDI NG

place. Next you have to lifr the rear of the sail to scat the sprog, rhcn close the zippers. On other gliders the entire: operation can be performed from the rear oC 1hc wing as you insert the battens, and involves anaching a loop around the sprog which is easy to clo blindly.

As a flnal setup point, the Xtreme has faired tips chat go in more easily than most, and a very wcll--madc nose cone that is easy to apply right the firs! time. Breakdown is simply the reverse of the setup, and the only thing ro mention here is that all the batten tics arc bungee which makes them easy to take off (a plus). There arc a lot of pads and bags with the glider (a minus in my book since you might be inclined to fly with them). I usually do away with half of them. 'JcJ me, ideal h:irdware is that which has been designed 10 avoid damaging the sail or frame without extra padding.

XTREME PERFORMANCE The flrsr thing you notice on an Xtrcmc is the handling. It is very light, much like a lcsser--performing glider, bur there was a slight tendency to ovcrhank on initiation and during a steady turn which required a bit of high--siding. Pan of this tendency was due to my wing loading on the light end of the weigh l range. A heavier pilot hows the outboard leading edge more, twists the sail, and may even alter the air-· fc)il somewhat for a different handling bal · ancc. In sum, 1he Xtrcmc was easy to initi· ate into a turn, but I had to alter my tim· ing a bit to avoid rolling too much. Alier a couple oF flights I dialed inro this eHi:ct and became more adept at 11sing rhc cr's hill porcn1,ial. When a pilot is ammcd to rhc glider, ir thermals very well and climbs with its class as evidenced by com, parisons in co1npctiLions.

A special note should be made ahom the Xrrcmc's Lowing friendliness. Pitch pressures in the normal flying arc light, so a pilor can relax and fricus only on keeping the glider aligned with the tug.

On my one tow with rhc glider J had no problem keeping straight on a thcrmaly day. pilots have aerotowcd the glider with no problems; indeed, rhc Xtrcmc was test-flown and developed heh ind a mg al Lookout Mou main Flight Park One tow· ing--fricndly, unique feature of the Xtrcmc is rhe neoprene lowcr,-surface closure in front of rhc con1rol har apex which opens up to accept a top bridle along the keel.

NOVEMlllR 199[1

'Eikcoff on the Xtrcmc is straightfor, ward due to fairly right side cables and good staric halancc. Now let's tackle the phase of flying that sometimes actually tackles pilots: landing. The Xtrcmc is very easy to land. It is one thing to make this srntcmcnt, hm ro back it up let me tell you a story. I was landing the Xtrcme at one of' our favorirc standing corn-surrounded friclds when [ thought it useful to toss my chmc out in practice for a finurc article. [ grabbed the handle and tossed.

Unbeknownst 10 me, the cltmc didn't deploy and I was distressingly high. J did the standard linked mrns as my judgment alarms went off. Not only did rhc glider respond nicely, bur as I neared the ground, wming 10 aim at the fr1rrhcsr corn box corner, I prepared f<.Jr a dropping, drag· wing and the typical nose-in. Bur the would have none of that; it simply our as I simultaneously rolled ancl Rared. I slopped on my foet as the Xrrcmc scnlccl comfclrtahly ,md I stared at close,· up blades, cars and tassels. In other cases I have seen the Xncmc turn a lcss,than--per· kct landing situation into a happy ending.

Part of" rhc: pleasing landing characteristics is due to quick roll response, and part is due to gentle stall behavior. I rried in,air sralls on multiple occasions with the VC on and oil J found I could push the base bar forward with full arrn extension at my frngcaips and the glider wouldn'! bre1k into a stall as long as I kept the wings lcv· cl. It only mushed. In a flare you raise rhe angle of attack higher than in tests, but stall behavior in night usually relates to less nose-down tendency in the abrupt stall of a flare.

What about glide? Best glide is almost impossible to tell without perfcirming many comparisons in still air. However, in the X1rcmc's limited competition exposure it has appeared to glide with the hcsr tricked-om topless gliders. The glide a1

higher speed is where l believe the Xtremc really achieves an edge, judging from my flying and some comparisons l have wit· ncsscd. If you want to go fast on an Xtrcmc, you can do so extremely so.

The larger Xtrcme is folly certified by BHPA and the DHV. The smaller size is in the process. Ir passes the stability stan· dards readily, but every glider comes with a keel prepared 10 accept an optional tail.

This option is $300 and J would personally recommend it to any pilot comcmplat· ing flights in the big ;:iir. (I did not fly the tailed version in our flaccid East Coast conditions.)

Another option is a faired hasetube which comes at and is made ofwcklcd chrome-moly steel. This option is for hardcore comp pilots, of course. 1;or the rest of the world, the XtTcme sells for a very attrac-· tive I 9 5 retail. sornc of the cost savings do get passed along to the customer.

Certainly we have a lot oC gliders 10 choose from if we arc looking for top· drawer performance. But such a siruation is only to the consumer's bcndrt. Deal with it by trying as many as you cm before you choose. By all means, put the Airwavc Xtrcmc on your candidate lisr. The Xtreme is distributed in rhc U.S. hy Cib,. bo, while all other Airwave products arc handled by Lookout Mountain. l~or infor-· mation contact: Mark (Cibbo) Cibson Beechwood Dr. Ormond the FI. :32176 phone & (904) 441,95(,1 E-mail: gibbogear I (r1)aol.com Web sire:

h itp:/ I deanfonk. home.mi ndspring.com/ Xtremc

l IJJOI? for these in

ttrticle COrn/J,(lrtn()· tl/1 o/aw; convenience, h11nd/ing; perjrmnt1nce t1nd Stt/r~t)( 81

GLIDER SPECIFICA'TIONS Xtrerne 138

138 sq, ft. sq. m) 93% 4.57 ft. (1.39 m) 7.45 32.o? ft. m) 53 mph km/h) 1.8 mph (29 km/h) l 30 to 200 lbs, (59 to 91 kg) 70 lbs. (31 .8 kg)

Xtreme 150 J50 sq. ft. (13.93 sq. m) 93<Vo 4.79 ft. (L4G m)

7.56

ft. (] 0.26 m) 5'., mph km/h) 18 mph km/h) 170 to 240 lbs. to l 09 75 lbs. kg)

27

by Judy Leden review by Claire Pagen of how she learned to fly, Judy takes us to

,

" ,his book is the first ever to be written by a hang glider pilot about a hang gliding career.

Making a living flying hang gliders is not so cornmon, but Judy Leden, author of Flying With Condors, was very successful at it and she tells her story in a fascinating autobiography.

Judy, who is British, learned to lly in l 979 and very quickly became the top female pilot in the world as a resulr of her passion for the sport and her determination to excel. For many years she compet·" eel and succeeded in both hang gliding and paragliding, in both women's and men's contests. But an even bigger part of Judy's career was doing hang gliding pro· motional stunts or performing for films about flying. Judy remembers and recounts the highs and lows.

Adventure and travel are the central themes of the book. After a brief history 2B

the 1fo11alayas, Kenya, Australia, the Middle East and the Andes to name only ;i few locations. One might ,issume that Judy's parents were wealthy to support such traveling, bm this wasn't the case.

She did it all on her own by getting sponsorship fro1T1 various companies. It wasn'1 easy; her story is a lesson in perseverance and hard work.

Srnnts and records were Judy's special· ty. She rakes us through her preparation and rhe realization of crossing of' the English Channel, several world records, a trike Aight form Fnglancl to Jordan, a balloon drop from 40,000 feet and much more. As I read rhe book (mostly at night), I would go to bed thinking, "What will Judy be doing tonighr?" The book was hard to pm clown and I lost sleep over it. Some of her ne;u·.. misses had me on the edge of my pillow. As one adventure follows another, the reader can see Judy mature as she flies.

The book is not only an account of incredible accomplishments, it is also a touching chronicle as Judy reveals herself; her successes and failures, and adopts ,1 very lmmble attitude. Rarber rhan describing herself as Wonder Woman, she

shows her human and humanitarian sides. l found the Flight For Life chapter to be rhe most touching one, in which she tells of a long aerial voyage she made in remembrance of a lost friend and to raise fonds for cancer research.

Told in a first-person narrative, Flying With Condors is written in a light sryle.

Judy includes humor whenever possible and uses tongue-itH:beek comments typical of the British. In fact, as I read her book, I detected Judy's demeanor in her prose. (She and I have crossed paths at various hang gliding contests in the past.)

The book is organized into 22 chapters which recount evems that rook place between l 979 and 1995, at which time Judy decided to "retire" from public flying. She then sat at a desk and wrote until she was published in 1996. Twcnty-ftJur pages of beautiful four-color photographs of Judy's adventures arc inserted in the middle of the volume. l highly recommend rhis boo!< to anyone interested in personal flying and personal achicvcmenr.

You don't deserve to miss it. 'fhe best way to summarize Flying With Condors is to quote these lines from Richard Bach which are included at the very beginning of Judy T,cden's talc: "You are never given a wish withont also being the power to make it true.

You rnay have to work for it, however."

Flying With Condors retailrfr;r and is available in h11rd cover from 571ort Aviation Publict1tions, l?O. Box /)iring Mills, PA 16875, www.lazedinle.com/a pagcnbks Ill

edited by Jim and Maggie Palmieri, illustrated by Mike Vorhis review by im (Sky Dog) Palmieri and wife Maggie obviously put ont a Herculean effort editing and pro· ducing this massive, 500-page tome on the history of the sports of hang gliding

Dodgen and paragliding. 'The subtitle, "Legends and Stories About the Early Days of Hang Gliding and Paragliding," pretty much explains what rliis book is all abont, bur there is much more.

HJ\NC GUDINC

STATEMENT OF OWNERSHIP, MANAGE MENT AND CIRCUI_ATION (Required by 39 u.s.c. 3685)

The book is dedicated to Prancis

Rogallo, the fothcr of' modern hang gliding, and begins with an extensive review of his career, including many foscinating historic photos. 'J'liis section also

includes the hisrory of the application of his invention in the binh of modern hang gliding. Even iCyou have been around rhe sport for a long time I guarantee you'll learn something new from this overview. Did you know that the "st:mdard" Rogallo was really invented by a guy named Jolrn Dickenson in Australia in 196:P His glider had f(Jlding leading and a rotating crossbar, as well as the "A.frame" that is still in use today.

Sky Adventures is esscn tially a collcc· tion of stories and essays wrirrcn by those who were involved in the sport in the early days. ('I 'here is even a piece by Otto

Lilienthal himself which I had never read.) Some names might ring a bell: Chris Wills, Mike Meier, Jack Lambie, John Harris, Mar;1Jys Wills, Rich Pli.:iffer, Dan Poynter. Mike's essay on the early days at Wills Wing is fasci nat-· ing, and J really enjoyed reading about the infomous attempts by Dave Vincent, Bob Wills and Rich PfoiCfor to fly into the Rose Bowl.

There is tremendous variety bisto-·· ry, adventure, fantasy, nostalgia, humor.

(You've got to read [Jaul Gazis' piece, "Conspiracy 'Theory: The Real 'Ji·uth About the Heritage of the Hang Glider and Paraglidcr." J'rn still laughing over it.) This is not a hook to read cover·tO·· cover; it's something explore, to peruse and enjoy as it suits your fancy.

The appendix includes a bang gliding and paragliding bibliography, inforrna· tion about the contributors, and a trib-ute to Bill Bennett including old photos and newspaper clippings which [ thoroughly enjoyed. Cute and clever illustrations by M ikc Vorhis also grace this book's pages.

I highly recommend this book to all pilots. If you're an old-timer you'll take a great trip down memory lane: (and undoubtedly learn something new about the history of rhc sports), and if' you're a newcomer you'll be fascinated and entertained by the hcri rage of' your new-found passion.

Slq Adventures is available for $29.95 (including shipping and handling) from: Dog Puhlic1tions, G5 I 1 Dcepwoods Drive, Roanoke, VA ViO 18 (5/iO) 772 hnp://www.skydog.net. •

Francis and Gertrude Rogallo receiving copies o/ Sky Aclvcntmcs

from Jim and Ma.yy,ie Palmieri.

NOVfMl31R 1991)

1. Title of publication: HANG GLIDING 2. Publication No. 0179-7020 3. Date of filing: September 4, 1998 4. Frequency of issue: Monthly 5. No. of issues published annually: 12 6. Annual subscription price: $35.00 7. Complete mailing address of known office of publication: 559 E. Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903·3657 8. Complete mailing address of headquarters or general business office of publisher: Same 9. Full names and complete mailing addresses of publisher, editor, and managing editor: Publisher: United States Hang Glidin~J Assn, Inc., 559 Pikes Peak Ave. Suite 101, Colorado Springs, CO 80903. Editor and man· aging editor: Gil Dodgen, 3144'1 Santa Margarita Pkwy., Suite A-256, Rancho Santa Margarita, CA 92688·1836.

10. Owner: United States Hang Gliding Assn, Inc., 559 E. Pikes Peak Ave. Suite ·101, Colorado Springs, CO 80903-3657. Its Officers are: Garner W. M('Jadows, President, 1125 Harbor View Dr., Kill Devil Hills, NC 27948; William Bryden, Vice President, 6608 N. 100 E. Rd., Seymour, IN 47274; Russ Locke, Socretary, 868 S. Mary Avo., Sunnyvale, Cl\ 94087; Geoff Mumford, Treasurnr, 750 First St. NE, Washington, DC 20002.

11. Known bondholdHr, mortgagees, and other S(cicurity holders owning or holding 1% or more of total amounts of bonds, mortgages or other sHcurities: none.

12. The purpose, function, and nonprofit status of this organization and the exHmpt status for Federal income tax purposes: ('I) Has not changed during preceding 12 months.

13. Publication name: Hang Gliding 14. Issue datH for circulation data below: August 1998 15. Extent and nature of circulation: (A) Total No. copies printed: 9,2·17 av.Imo. preceding 12 mo.; 9,268 for Vol. 28, Issue 8.

(81) Paid circulation through dealers and carri· ers, street vendors and counter sales: 1,166 av./rno. preceding 12 mo.; 1,302 for Vol. 28, Issue 8.

(B2) l:,aid or requested rnail subscriptions: 7,274 av.Imo. preceding 1 mo.; 7,184 for Vol. 28, Issue 8.

(C) Total paid and/or reqw-Jsted circulation: 8,440 av.Imo. preceding 12 mo.; 8,486 for Vol. 28, Issue 8.

(D) Free distribution by mail: 38 av.Imo. preced· ing 12 mo.: 37 for Vol. 28, Issue 8.

(E) Free distribution outside the mail: 29 av./rno. preceding 12 mo.; 24 lor Vol. 28, Issue 8.

(F) Total free distribution: 67 av.Imo. preceding ·12 mo.; 61 for Vol. 28, Issue 8.

(G) Total distribution: 8,507 av.Imo. precedin~J 12 mo.; 8,547 tor Vol. 28, Issue 8.

(H1) Copies not distributed office use, left· overs, spoiled: 425 av.Imo. preceding 12 mo.; 400 for Vol. 28, Issue 8.

(H2) Copies not distributed returns from news agents: 285 av.Imo. preceding 12 mo.; 321 for Vol. 28, Issue 8.

(I) Total: 9,127 av.Imo. preceding 12 mo.; 9,268 for Vol. 28, Issue 8.

(J) Percent paid and/or requested circulation: 99% av.Imo. preceding ·1? mo.; 99% for Vol. 28, Issue 8.

16. This statement printed in: Nov. 1998 issue. ·11. I certify that the statements made by me above are correct and complete. Signed by: Jeff Elgart, Director of Circulation, 9/4/98.

29

REGION 5 Frank Gillette (R 99) Rt 1 Watercyn 8 Declo ID 83323 (208) 654-2615 Watercyn@cyberhighway.net Tracie Fifer-Welch (H - 99) PO Box 8225 Jackson WY 83001 (307) 733-6823

USHGA BOARD OF DIRECTORS REGION 1 Bill Bolosky (R - 98) 24622 SE Mirrormont Dr Issaquah WA 98027 (425) 557-7981 bolosky@microsoft.com

~6~~eNREo~ 8{i~v~9) Portland OR 97212 (503) 284-0995 paragliding@compuserve.com

Bob Hannah (H 98) 9920 51"1 Ave S Seattle WA 98118 {206) 328-1104 paraskr@aol.com Paul Klemond (H 99) (PG Accident Chair) 3612 NE 43rd St Seattle WA 98105 (206) 525-5765 paul@kurious.org Gene Matthews (H 98) 15308 111 111 Ave NE Bothell WA 98011 (206) 488-1443 skydog@gte.net REGION 2 Ray Leonard (R 98) 3650 Research Wy #22 Carson City NV 89706 (702) 883-7070 advspts@pyramid.net Russ Locke (R - 99) 868 S Mary Ave Sunnyvale CA 94087 (408) 737-8745 rsslok@aol.com Scott Gasparian (R- 99) c/o LWHS 755 Ocean Ave San Francisco CA 94112 (415) 282-2753 gaspo@igi.org Ed Pitman (L 98) PO Box 188 Shasta CA 96087 (916) 359-2392 epitman@c-zone.net Ken Brown (H - 99) 1795 40111 Ave San Francisco CA 94122 (415) 7 53-9534 kennyb2u@aol.com

Sandy King (H - 98) 1425 Dunbar Ln Carson City NV 89704 (702) 849-3851 slark@worldnet. att. net REGION 3 Ken Baier (R - 98) 253 Rodney Ave Encinitas CA 92024 (760) 753-2664 airjunkies@worldnet.att.net Tammy Burcar (R - 99) PO Box 3274 Santa Barbara CA 93130 {805) 692-9908 tburcar@juno.com Gregg Lawless (R - 99) 9127 Bittercreek Ln San Diego CA 92129 (619) 484-2056 glawless@sernpra-slns.com Mike Meier (H - 98) 500 Blueridge Ave Orange CA 92665 (714) 998-6359 mike@willswing .corn

REGION 6 Jeff Sinason (R - 99) 12954 Ballantine Ct Saint Louis MO 63146 (314) 542-2473 jsinason@itdcomrn.com REGION 7 Bill Bryden (R - 98) (HG Accident Chair) 6608 North 100 East Rd Seymour IN 47274 (812) 497-2327 hrn bbryden@hsonline.net Dan Johnson (L 98) 8 Dorset St St Paul MN 55118 (651) 450-0930 CurnulusMan@aol.com REGION 8 Randy Adams (R - 98) PO Box 369 Claremont NH 03743 (603) 543-1760 randyadams@cyberportal.net REGION 9 Pete Lehmann (R - 99) 5811 Elgin St Pittsburgh PA 15206 (412) 661-3474 LPLehrnann@aol.com

Rob Kells (H - 98) 500 Blueridge Ave Orange CA 92665 (714) 998-6359 rob@willswing .corn

Geoffrey Mumford (F~ - 98) APA/PPO 750 First St NE Washington DC 20002 (202) 336-6067 gkm.apa@ernail.apa.org

Alan Chuculate (H - 99) 6709 Salizar St San Diego CA 92111 (619) 292-1552 g_achucu@quatcomm.com

Dennis Pagen (L 98) 368 Dunkle Rd Bellefonte PA 16823 (814) 383-2569 pagenbks@lazerlink.com

Gil Dodgen (Editor) 31441 Santa Margarita Pkwy Ste A-256 Reho Sta Marg CA 92688 (714) 888-7363 gildodgen@aol .com

Chris DuPaul (H - 98) PO Box 801 Gloucester Pt VA 23062 (804) 693-6742 skigolfnut@aol.com

REGION 4 Mark Ferguson (R .. 98) 1173 Ridgeview Cir Broomfield CO 80020 (303) 931-8075 mark@ballvarios.com Jim Zeise! (R - 99) 13154 County Rd 140 Salida CO 81201 (719) 539-3335 jirnzgreen@aol.com

Art Greenfield (X) 1815 N Ft Meyer Dr Ste 700 Arlington VA 22209 (703) 527-0226 NAA@ids2.idsonline.com

Matt Taber (R .. 99) 7201 Scenic Hwy 189 Rising Fawn GA 30738 (706) 398-3433 airwave@voy.net David Glover (H 99) 1696 Creek Rd Wildwood GA 30757 (706) 675-8485 airwave@voy.net Gregg McNamee (H - 98) 14141 SE 51st Ave Summerfield FL 34491 (352) 245-8263 graybird@praxis.net Greg De Wolf (H ·· 99) PO Box 607 Corolla NC 27927 (919) 453-4800 DeWolf7@aol.com REGION 11 Dave Broyles (R - 99) 211 Ellis Dr Allen TX 75002 (972) 727-3588 broyles@psuedospace.com REGION 12 Paul Voight (R - 98) 5163 Searsville Rd Pine Bush NY 12566 (914) 744-3317 ryanv1 OO@aol.com Jan Johnson (L - 98) PO Box 282 Bullville NY 10951 (914) 361-1083 ryanv1 OO@aol.com Paul Rikert (L - 98) 101 N Broadway # 28-3 White Plains NY 10603 (914) 946-9386 hm Lars Linde (H ·· 98) 954 W Front St F~ed Bank NJ 07701 (732) 747-7845 larslinde@compuserve.com REGION 13 (lnt'I) Jan Johnson (L - 98) See Reg 12 Michael Robertson (H - 98) RR 5 865 Con 7 Claremont Ontario Canada L1Y 1A2 (905) 294-2536 flyhigh@inforamp.net

USHGA Executive Director Philip Bachman PO Box 1330 Colo Springs CO 80901 (719) 632-8300 wk (719) 632-6417 fax phbachman@ushga.org ushga@ushga.org

REGION 10 G.W. Meadows (R - 98) 1125 Harbor View Dr Kill Devil Hills NC 27948 (919) 480-3552 justfly@interpath.com

EXECUTIVE COMMITTEE President-G.W. Meadows Vice President-Bill Bryden Secretary-Russ Locke Treasurer-Geoff Mumford

(10101/98)

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BUILDING A MOBILE TRACKER FOR HANG GLIDING

Be a Part of the Digital Revolution!

by Russ Brown photos by Frank Meadors 'm 2,800 feet AGL east of Elsinore, California, a few miles into an X-C flight. I radio my driver (whom, I might add, I love very much), 'Tm at 5,000' just east of the interstate."

She's confused, "How can you be east?

The freeway runs east and west! " I answer, ''Actually, it runs southeast to northwest but your signs say north I believe." During this explanation, I lose the strongest core of my thermal. "If you're not too far north, exit and head toward Winchester."

She answers, "Should I go east or west on Winchester?"

I answer, "Winchester is a town, Darling, not a road. And head east."

"Well, do I turn left or right?" she asks.

I've now completely lost my thermal trying to drive a car and a glider at the same time. "Honey," I ask, "if you're facing north, which way is east, to your left or your right?"

"Left?"

I

A rainy El Nifio winter weekend was a good day to surf the World-Wide Web. Following a lead called "packet radio" I hit the mother lode at www.tapr.org, the home page of the Tucson Amateur Packer Radio Organization. "Wow, here are hams doing what I want to do!" I thought.

I read the packet radio FAQ, learned about APRS (a trademark owned by Bob

"No. "

"Right?"

"That's right, honey. You know, I don't have time up here to give you turn-by-turn directions, I'm trying to work weak lift. I'll just tell you what city to drive to but you'll have to figure out how to get there yourselfl" It's not her fault. Not everyone is blessed with a good sense of direction.

Contrast that experience with an X-C flight crewed by a fellow pilot - what a difference! Two summers ago a friend drove for me while his shoulder was recovering from a launch injury. Being a pilot, he knew the lay of the land, could read the weather, and had the ability to predict what my next move would be with only minimal communication.

Wouldn't it be nice if anyone could instantly become a perfect driver? And forget minimal communication, how about NO communication? Thanks to digital amateur radio this is now a reality, and I'd like to share with you how I assembled a laptop-based retrieval system that can turn anyone, even a Girl Scout dropout, into an ace retrieval driver!

34

WinAPRS/Precision Mapping 3. 0 screen shot.

Centered on Big Pine, California. Note the glider and truck icons on the moving map.

Bruninga, the father of APRS), and searched their mail archives. There was discussion of mobile trackers on bikes, weather balloons, even one in a sailplane, but nothing about hang gliders.

I contacted Mike Parker, the sailplane pilot who had experimented with a tracker in 1995. He had given up because of deficiencies with the hardware of the day, but he nevertheless gave me some good advice.

I also got some good information from the experts on the APRS SIG mailing list (you can subscribe via the TAPR sire below).

I started going to lunch-time ham club meetings at work and was amazed at the electronics expertise some of these guys

possessed. At the same time I discovered a strange gap that exists between our cultures.

Hams love hacking electronics, and almost as an excuse, point to the value of amateur radio in emergency preparedness. Hang glider pilots, on the other hand, view amateur radio merely as a tool to use in their sport, and only seem willing to learn enough to get the job done. Years ago when I got my Tech license, I only learned Morse code because I had to, barely passed the code test, and then promptly forgot everything the moment I stepped out of the testing room. So, even tl10ugh I can legally operate two-meter, don't confuse me with an electronics expert.

But with the goal of the ultimate retrieval tool in sight, I plodded on in my investigation of what kinds of components I'd need for a working system. I had requirements that a ham operating from home didn't have, like the need for light weight, whack resistance and low power.

Thankfully, the shrinking electronics we've seen in the personal computer world have also worked their magic in the packer radio arena, because TN C's (the central component of a packet radio system) have now shrunk to the size of a pack of cigarettes!

Diagram 1 shows a typical mobile tracker and base station configuration.

As you can see, the TNC (terminal node controller) or "packet modem," is the quarterback of the system. It receives binary data at a typical rate of 9600 baud from a radio (check out the two-merer digital traffic on 145.790 or 144.3.90 sometime), then hands off this data to a computer's serial port. Conversely, in transmit mode, the TNC converts data screams such as the GPS NMEA stream into digital output which is sent out over the airwaves.

So, with a typical glider installation, the GPS feeds into the TNC which feeds into your two-meter transmitter which sends a packet burst co a two-meter receiver in your retrieval vehicle. The TNC connected to your truck's receiver feeds into a laptop computer which runs software that shows moving maps of the entire U.S . - and these maps can display a little truck icon and a little hang glider icon! What could be more cool? Even tho ugh I couldn't find anyone on the SIG who had heard of a hang gliding or paragliding application, APRS already had an icon (SSID = g) of a hang glider in a side view. That blew me away, and made me think that maybe someone else had done this before. Sorry, HANG GLIDING

there is no 1x1ragl1der icou, yet.

Continuing my search fort he best TAPR-'s "MICF" mobile unit intrigued me. Ir wasn't much bigger than 1hc PacC:ornm PicoPackc1 TNC: and it had some interesting fr:aturcs that rhc Pico lacked. l thought rhe MIC E's ability to append a short position fix at rhe end of normal conversation was neat since you could use your radio as normal; rhc only difforcncc would be a two·tcnths of a second packet burst tha1 would be racked 011 when you stopped keying your mic. This hurst would include your call sign and lari-tuclc and longitude. If you chose not to talk at all, the unit could be ser to transmit yom position at a spccificcl interval like a regular 'TNC. lt required so little power that it could operate from the mic plug in your radio!

The downside was that the MIC-E was a kit, and I've never built any amarem cquipmcm. llowcver, my mind was made up to go with rhc MIC--E when I ran into a guy at work who agreed Lo assemble it ar minirnal cost.

A1 that point l started buying the other componcms and set a goal o/'having a working retrieval system in place before .my July vacation at Cun Graham's row operation in llobbs, New Mexico. Thai gave me two momhs. I ordered a CPS 20 board from TAPR for the MIC-F and a CA 27 active a11tcnna from Carmin.

Although l fly with a Garmin CPS 38, I couldn't come up with a practical way 10 connect it to rhc M[C-E since I wanted the MICE in my harness and wanted the 38 to stay on 1hc base! ubc. I have enough problems with my vc; line getting rnnglcd in my Carndliak hose or my push-ro--talk switch without adding another dangling cable to the mix. h>r the truck l ordered a dual-port PicoPacket TNC (one port for the radio, one for the CPS), a 'liiprnarc CPS, and a power inverter for the laptop. I used my existing Yacsu Fl'209 RH twrHnctc:r handhcld ;me\ a CTX EzBook laptop computer with an active matrix screen. Even though active matrix is better in sunlight, l still needed to construct a cardboard screen-hood for it.

I ran inro rhc i11cvirahle roadblocks.

'The GPS 20 board for die MlC>F was inoperative and I had to replace it with an external Garmin l I made cables, theu re-made the cables to more rugged specs.

The 'fripmatc GPS that came with my NOWMlllR 1991)

GPS

mapping software curncd out to have a nniquc: initiali'/,ation feature that required me to open i1 up and do some soldering.

(Sec '!1·ipmatc mods in the bibliography.) /\II this equipment in the truck made for a major cable spaghetti problem, so I anchored the TNC:, inverter and transfi.mners to a board which I stowed in the back scat and then routed the remaining cables to the laptop in the front scat via some tidy split--loorn plastic sleeving.

I also ended up putting three extra ciga .. rctlc lighters in 1hc truck to power all this stull; the power coming off a filtered line s1raigh1 from the battery. (My wife gave a ride to a friend shortly afrcr I finished doing this and the friend looked at the bank of lighters and .1sked, "Ahh ... do you guys smoke a lot?")

Software. l pm off discussing this until the end because the software is what really m:1kes 1hc whole thing work bcautifolly, but it's also 1hc part of the system that could use the most improvement. If you're a computer user you know exactly what l mean. If you're not, J applaud you for reading this for. ·rhcrc arc two APRS software packages that l cxpcrimcmcd with, both available as downloads from TA PR. I never would have gone ahead with this whole mess if not for the existence of' APRSplus, a slick piece of· shareware written by Brent I lildehrand. At the time, it was the only sofrwarc that offt:rcd cornmcrcial--qualiry maps tbosc from Dclormc's Street Atlas, which includes the whole U.S. on one CD ROM. Street Atlas is a navigation tool rhat's very hc:lpfol to the retrieval driver, even if you don't want to go with a foll--on automatic system complete with TNC's. Street Atlas G.O should be out by now, so you may he able ro pick up St rcct Atlas 5.0 bundled

with Delorme's 'Tr·ipmatc CPS for less than $80.

'IC) digress for a moment, let me describe how Street Arias can he used with-out packet radio. Y<iu'rc out on course and verbally report your latitude: and longitude: (to three decimal places). Since you're working verbally, your driver rhc:n has to manually type your position imo Dclormc's lat/long window to create a "Finish Poinr.''

If you noticed that there arc already 1wo points of potential foilure in this procedure, you're right, bur it was worse for me, a Street Adas 5.0 user. Dclormc's SA 5.0 (reportedly fixed in G.O) has a weakness in that instead of simply positioning rhc lat/long your driver has just entered onto the screen, ir pops up a new screen and requires the driver 10 "eye" the center of the screen. CChe lat/long of the cursor is dis-played in the lower left, but couldn'r they have made it easier?) Anyway, if your driver has zoomed in on the map properly, she'll get pretty close to your reported coordinates. However, if she happens to be zoomed out and tries to eye the center of, say, the entire southwestern U.S., she can be off by miles and can nm the risk of'hav-ing to ask a strange cowboy if he has seen any hang gliders, and the pilot might have 10 wait by the side ofa dirt road while a thunderstorm gets closer and closer, until Anally the aforementioned cowboy ends up helping birn load his glider in the pouring rain. Yeah, that happened. So rake it from me, avoid user error and go with the TNC Also, reading off the lat/long while thcm1a-ling is no picnic.

Anyw,1y, back to soliwarc. Street /\rlas runs concurrently with APRSplus, and maybe I didn't have enough RAM, burl found it 10 be a bit flaky, especially with ,he

Continued on page 18.

Vi

by THEIAUNCH

'-J._.., .._,

PART Il: SETTING 'THE ANGLE OF ATTACK

a program ~y Pat Denevan, article and illustrations by Greg Shaw lNTRODUCTION This article is the second in a series intended to deal with the mysteries oflaunching and landing a hang glider by approaching the process one step at a time. In order to understand, and teach, the complex skill oflaunch·ing a hang glider, Pat Denevan bas reduced it to eight key steps or clements, all essential to proper transition imo the air: 1) Balance the wing 2) SET ANGLE OF ATTACK 3) Hook-in check 1) Push the glider with the shoulders 5) Maintain angle of attack with the hands 6) Use a light touch 7) Run with long strides 8) Adjust your angle of am1ck for lifroff when ready

In this installment we will consider the make-or-break effect proper angle of attack has on the success of a launch. We will also sort our how wind and terrain affect tbar angle.

WHAT IS ANGLE OF ATTACK? 'rhe best way to understand angle oF attack is to first consider a glider that is flying. Picture your glider cruising along at a steady speed, tbe air stable and windless. At that speed, your glider will be sinking at a predictable rate, determined by the design of the wing. The result of the forward speed and sink will be a path, a downhill path unfortunately, bm a path. If we draw an imaginary line from mil to nose (our keel makes a rca· sonable proxy), it will be make a predictable angle to that path. Ar that angle a balance o( lifr, gravity and drag prevails. That angle is called the ANGLE OF ATTACK. Every wing has a specific relationship of airspeed to angle of attack. In general, higher speeds occur at low angles of attack, and slower speeds occur at higher angles of attack. Tc)o high an angle of attack and the wing srops flying and stalls, too low and the wing stops flying and dives. When you make a pitch movement you are changing the angle of ;mack,

36

thereby controlling the glider's speed and sink rate. Your mastery of m1glc of attack allows you LO fly the glider fast enough to hold you up, hut slow enough to avoid diving out of the sky. This becomes a critical skill when close to the ground! Maintaining the correct angle of attack during your launch is essential to an efficient and successfol launch (Figure I).

J realize you are thinking that "angle of attack" is usually mentioned in relation 10 the "relative wind."

Where does that come in? We have considered the glider moving through the air, down a path. But we can also describe the same situation from a diffcrent perspective: a glider stuck in place and the air blowing past it. We call this moving air the RELATJVE WIND. So "angle ofanack to the relative wind" is just a backwards way of looking at our glider's angle to the glide patb discussed above.

Unfortunately, many pilots confuse relative wind with WIND DIRECTION, which is a measure of air movement relative to the ground. Once we are Hying, wind direction has no bearing on angle of attack.

Only when standing on launch must we consider wind direction when establishing a desired angle of arrack; that is the one sirnarion in which we can all agree rha1 rbe wing really is immobile and it is the air that moves.

So, wirli that, we finally turn to the subject we came to discuss!

ANGLE OFATTACK: VARIABLFS TO CONSIDER Choosing the proper angle of arrack for launch is complicated by the fact thar several new factors affect rhe relative wind, and these factors can change as we transition from ground ro air. The slope of the hill will, of necessity, be the pmh of your glider until you are Aying. If there is a wind blowing, you must consider its direction and speed. And to the wind, you must add the changes that

occur as you contribu tc airspeed during your run. As your launch progresses you will need to constantly respond w feedback with subtle pitch changes, controlling your angle of attack to match the changing situation.

When the ground is nearby, controlling airspeed and sink rnte by setting angle of attack correctly is of paramount importance. While you get organized before your flight, your foct need to remain firmly planted on the ground.

During your launch run, the glider's sink rnusl match the slope of the hill and speed must match your pace, so tbat you don't pop up early or dive into the ground. You definitely don't want the high sink rate, poor control, and risk of stalling that results from leaving the ground withour enough airspeed. Diving into the ground needs no elaboration.

SETTING ANGLE OF ATTACK So let's move out to the hill. Your glider is assembled and preflighted. You have clone a hang check to preflight the harness, checking clearance, boot zipper, and lines. You have maneuvered the glider to the launch spot, twisting the glider as necessary to achieve balance. lt is time to be thinking "angle of attack." When the wind is blowing, feedback from tbe glider makes it easy to find the right angle. You can feel pressures in the control frame as the wing seeks its preferred angle to the wind. You want to apply just enough down-pitch ro keep your feet solidly on the ground. 'foo low an angle will create a strong nose-· up pressure. As you start yom run, the nose can pop up uncontrollably, lifting you off prematurely, and aggravating any accidental roll. 'f'his is a likely cause of many turn-hack··into · the-hill accidents that are blamed on "wind gusts." If you have experienced this "pop-up, it is tempting to hold the nose even lower on the next launch, increasing the nose--up pres· sure, when the correct solution is actually to relax the angle of attack a bit.

Too high an angle has its own pitfalls.

Standing on launch, a high angle will leave you light on your feet as the glider generates lifr. A gust may put you over the rop, literally.

As you begin your launch run, the glider can lift off prematurely. Pulling in to gain speed may dive you into the ground. No airspeed, no altitude, no control, and, more than likely, tlll'·· bulence: this is not a good place to be. lt is far better to find a finely mned balance an angle that allows you ro control the glider, that allows you to stay on the ground until proper launch airspeed is attained.

We tend to get used to conditions at our HANC CUD/NC

(low angle of

of

2: /)on'tfidl into the habit o/setting rmy,le o/attt1ck by setting pitch reltttive to the horizon. ft may be com:ct on your local hill, but will not serve you well on a cliffor flrit slope launch. J1J set the proper angle of'attrtck, you must chcmge pitch relative to the wind or slope. home launch, and use 1he horizon ,is a refer .. cncc, rather than the conditions. If you lcr yourself foll into this pattern you will use inapproprime angles in new si1uatio11s (Figure On a buoyant day, the wind may not foJ .. low the slope as closely as expected. The vcrti· cal cornponent will require a lowered nose.

On a flat slope the wind is nearly horizontal, and the tendency is to set 1hc angle too low. A pilot using the correct angle or attack is ofren accused ofLrnnching too nose high! So forget rhc horiwn; forget "level." Set your angle of attack to the feel of the wind and fine nmc from there.

A cli/Flaunch acids another complication.

Not only is the wind direction closer to verti cal, bur the launch sinwrion docs nor allow moving the wing inrn the airflow to sense the angle. You must amicipate the angle you will need as you enter the air. Even with abundant wind, stepping off rhe cliff ar too high an angle can lead to an instam stall and spin back into rhc cliff

NO-WIND SITUATIONS More confounding than any or these SCC· narios, for most pilots, is the light· or no·· wind launch. Glider feedback no longer pro·· vidcs a clue, at least nor umil enough speed is developed during the run to get the glider flyHow do you set the angle when there is no "wind" Remember our opening remarks about angle versus glider "path." This situation is similar. During the launch run, rhc glider's path will parallel the angle of the hill. So you need to set the angle of auack to rhc slope of the launch. What angle is that? You need to recreate your flrsl hang gliding lesson. The instructor did have you practice runs on flat ground, didn't he? There, the correct angle becomes obvious. 'foo high, and you are try .ing to drag a reluctant Saint Bernard; i1 becomes your worst "here comes the NOVI MBrn 19913

my feet arc stuck in molasses" nightmare. Tcio low, and rhe glider dives for rhe ground. Hit that sweet spot and the glider sails srnoothly along, light :is a foather over your head.

Remember that angle, and set it relative to the slope of the launch. Been a while? Find a flat spot and experiment.

A flar.-slope launch is like flat ground, in that rhe long nm will give you time to feel the effects of angle of anack. 'fhc downside is that the results of incorrect :mglc arc more spectacular. More than one pilot has pounded heavily into the launch slope, completely baffled as 10 what wcnr wrong. Taking off nose low in light-wind conditions, especially on a flat slope, can spell doom. The glider will dive and accelerate past you, pivoting around your hands (if you have not loaded up the harness straps imo an ever-steeper dive, umil it pounds into the ground. Pilots have accom·· plishcd front somersaults using this technique. 'faking off nose high on a fla1 slope may slow your acceleration so badly that you will nm all the way to the bushes ;it the bottom of the launch. On a steeper slope, the result is more likely to be an early lifr-off on the ragged of stall. You arc back to the undesirable situation oflow, slow, and nowhere to go.

The concept of a light-wind cliff launch is unattr:ictivc enough to most pilorn that it barely requires inclusion in this chat. Just rcmcrnbcr d1at you will be supplying the "rcla·· tivc wind" after leaping into space. You will be straight down, and that makes the "wind" straight up. A very low angle to the horizon is in order. Once you gain speed and the glider begins co fly you can adjust pitch for ;1 normal glide.

An interesting aside, worth including here, is the dfrct glider type has on scrring a proper angle of attack. Gliders with very light pitch pressures produce very subtle feedback, making it easy ro hold an incorrect angle or attack.

'They arc the popular choice for the pound-a-

flat··slopc-Lumch trick described earlier. That is one of the reasons they arc considered advanced pilot gliders. On the other hand, gliders with very heavy bar pressures in pitch can be hard to control on launch.'] have a strong tendency ro pop nose high on launch, again with unfavorable results. Modern gliders with moderate pitch pressures really do con-· tribmc to user.friendly launches.

So let's review. How do you find just rhc right ;inglc of"attack? The first clue is encc. Run your glider 011 the flats. ( ;ct a sense of how it sits on your shoulders, the angle to the ground, so you can match thar angle ro the slope of the launch. The second is f,:ed · back. You want to find your glider's sweet spot, between dragging behind and smging ahead of you, between lifring you off early and driving you into the ground. The last clue is a sense of conditions. Set angle of arrack to slope and wind direction. Don't get caught using the same angle of attack for all situations by setting it to something unrelated like the horizon.

We set angle of attack because we must rake conrrol of our launch. Some pilots describe launching as running down the hill until the glider decides to !iii the pilot off the ground. That is an out-of~conrrol launch. Bet·< tcr to nm unril you have reached a conrrol·· ]able airspeed and arc ready to fly the glider.

That requires control, and control requires an understanding of angle of attack.

You adjust angle of attack three times dm·· ing the launch process: l) 'fo keep solidly grounded while ge1ting organized 2) 'fo control the glider's path during the launch run 3) Tei allow a l10ok·in check just before you stal'l your run Number three will be the topic of our next installment.•

37

~y John Borton

Imagine final glides to goal longer thtm your previous personal-best

distance and you begin to get a feel

for this first-timer's view of the competition scene. I try to ignore the cold remembering to bretithe through my nose to 11void the previous day's oxygen-starved pcmic. I am climbing at 400 .fiYm just above Chris Arai near 17,000feet; just over an hour and a halfinto this day's.flight. We have alreadyflown 70 miles and my

c;ps reads

miles to our Dixon, Wyoming goal. Brian Porter, in radio contactfrom the trucle, is confirm-

ing with his calculator what my flight deck is telling me

it's time to head out on final glide. Manfred

tmd Dave left a few minutes ago) and we have a significant tailwind at this altitude. W~y is Chris still circling? As ! attempt to guess what the eventual

National Charnpion is thinking~ the wings ~f the sleek

Wills Wing Fusion go level and l see Chris grab a handful ~fVG cord. We're ~ff! ince the late 1980\ when hang gliding replaced rock climbing as my primary recreational activity, I have read and listened to all the competition stories with great interest. As a very competitive person by nature, I dreamt of mixing it up in the air with pilots like Jim Lee, Manfred Ruh mer, Chris Arai and '!t)mas Suchanek. Dreams and reality arc two very different worlds, however, and each year I settled frH another season of fun flying with my partner Jamie, racking up another hundred or so tandem flights.

Nineteen ninety-seven changed every·· thing. Jamie learned to thermal, opening up the world of X-C to her, and early this year I took possession of a brand new Bright Star Millennium hybrid wing.

Goodbye tandem, hello cross-country.

In April I drove for Jamie while she competed on her Exxracy in the Arlanric Coast Championships at Wallaby Ranch. l was still adapting to my new Mille1mium and was not yet ready to venture off into the wild blue, and besides, I thought, there would be no better way to expose myself to the workings of a major comp than to serve as ground support.

313

Jamie quickly broke my meager x.c record of nine miles with a 40-milc flight, having so much fun in rhe process thar I knew I was going to h;ive to give it a try. lt was Saturday at the Region 2 Regionals in Carson, Nevada. I fought low clouds and light lift as l climbed p;ist the East Shore Drive overpass nine miles from Slide Mount;iin. I had never landed any farther from launch than this. As l turned downwind, the south end of' the familiar green Washoe Valley drifred past, and I realized that I was entering a new world, one in which the skills I had polished for years would finally be tested.

Of the 30-odd gliders entered, ranging from recreational-class gliders to the latest in topless flex wings and hybrids, J was the second to goal behind Kenny Brown. Ry virtue of my later launch time, 1 won the day 21.4 rniles, 53 minmes. I more tban doubled my prcvi-ous X-C distance record.

On Sunday we had the same weather condiLions and flew the same task. Twenty gliders launched ahead of me and I saw them dribbling down the valley, which was unusually wet and green for

this time of year. [ got to c\011dbasc above Slide Mou main, and watching the carnage down the course line I chose an unusual tack. Barring an unexpected boomer, I would glide straight out of the Washoe Valley and into the dryer foothills above Carson City. I realized rh;it ifl arrived at all, l would be very low, but l was counting on better lift conditions on the second half of the course.

I-laving not yet turned a 360 I arrived at "C" hill (a fr1miliar flying site 12 miles down the course line), 200 fr:et below the top and 400 feet ACL. I scratched rhe windward side in light ridge lift until a small thermal rolled up the face. I S-turned until I cleared the top, then circlet! in 100 up building to 100. I worked it to 3,000' AGL and wcllt on final glide, watching Kenny land in town just below me. Seven gliders made goal. [ won the day and the meet with an improved time of42 minutes.

111111 'The Nats started the following weekend, and I had made no preparations to attend. However, my success at the Regionals convinced me that I should go HI\NC GLIDIN(;

TOP: A glider heads X-C ftom Dinosaur during the 1998 US. Nationals. LEFT: A gaggle climbs to doudbase. RIGHT A CSX on launch. Photos by Luis Perez.

N OVEMBER 1998

39

and pick up some real lessons in flying X-C from the pros.

My boss was understanding. My co-workers, who would have to pick up the slack, were much less excited. Jamie quickly agreed to crew for me and helped through the three almost-all-night sessions of preparation.

For a guy who doesn't own a working vario and has flown almost his entire career without instruments, all the equipment was intimidating. Jamie loaned me

Colorado as the goal for task one, and defined the start gate as an intersection about three miles from launch. I gulped, "Over 80 miles!" All of the sudden I didn't feel so prepared. I launched and it seemed that the entire world our-climbed me. After 20 minutes of struggling, and having not yet made the start gate, I found myself at 400 feet AGL and choosing my landing zone. Jamie, in her usual calm way, came on the radio and told me to hang in there and work the light stuff.

ABOVE: Tim Denton and a view ofthe Dinosaur ridge. Photo by Luis Perez.

OPPOSITE PAGE: The Millennia. her Ball Comp, GPS , camera and helmet radio system. I borrowed an 02 system from Eric Beckman. Since the Millennium doesn't offer the· protection and warmth of a typical hang gliding harness, I bought a flight suit. I gathered a backup GPS (and ended up needing ir), a backup camera (needed char), and ordered a mini-vario in case my primary vario malfunctioned (needed chat too).

We arrived at the 1998 U.S. National Hang Gliding Championships in Dinosaur, Colorado the day before the competition was to start, but since conditions weren't suitable for a practice flight I spent the day really getting my equipment ready. Day One arrived and I felt prepared and relaxed.

The task committee named Craig,

40

I began to climb.

Twenty minutes lacer I grabbed a stare photo at 4,000 feet AGL and headed out on a very lonely course. Everyone had gotten the jump on me and I was forced to make my own decisions. I would stay over the roads no matter how far out of the way it rook me. I never got over 13,000 feet. Brian Porter radioed that he never got below 14,000 feet. Jamie saved me several times with her encouragement.

I went on final glide from 15 miles out and foot-landed the Millennium in front of the 21 pilots who finished ahead of me. Manfred Ruhmer (Laminar) finished first (he would win the flex-wing class every day of the meet) with Dave Sharp (Exxcacy) and Oleg Bondarchuk

(Stealth) hot on his keel. I was ecstatic about my new distance record, and as a joke adopted the pretentious motto "I always make goal."

On Day Two a dogleg task of nearly 70 miles was called - same start gate, with a turnpoint 37 miles away at the Cross Mountain Bridge and then upriver to Arambell Ranch. The start gate would close at 4:00 PM. I launched with Manfred and Oleg, and to my surprise, with only five thermal flights on che Millennium, found chat I could climb with chem.

"Today," I told myself, "I wi11 learn from the best."

Before we got our start photos I had already lost them both, as they wove their way between the clouds. It was beautiful flying, but something I was nor willing co do with 61 other pilots in the air. I hung out for 15 minutes crying to find them again, then gave up and rook my photo at 3:57 PM. The course line split a high desert valley and I chose the range on the lefr for no reason ocher than I saw two gliders up ahead. I chermaled up with Paris Williams who, in finishing the meet in ninth place overall on his speedy Altair Predator, would leave 32 topless gliders to eat his kingposced wake and prove that top rigging is still a competitive alternative. I arrived ar the turnpoinr low and was reunited with Oleg, Manfred and Dave, just the sort of company I wanted for the second leg.

Watching "the boys," as I came to call chem , ream-fly is like watching a welloiled machine. All other gaggles were behind us as we hopscotched our way up rhe valley with everyone doing "the spread" until someone hit a thermal and then the ochers would dive in. We were 6,000 feet above goal and 12 miles out when I saw my first race to goal materialize. The winner for the day would come from our group, and everyone seemed to know ir.

Manfred took the lead. Dave had positioned his Exxtacy 150 feet over the Laminar where Manfred could nor see him.

Oleg hung back a few hundred yards with me. Soon enough, the speeds increased dramatically and the race was on. I arrived first at goal with 300 feet to set up a landing. Manfred and Dave arrived 20 seconds lacer in ground effect. We had been flying with a tailwind up high, but with a headwind increasing inversely with HANG GLIDING

altitude, many pilots were left stranded within sight of goal.

I moved from 21st to 11th overall, and in rhe first two days had not really needed my 02 system. This would change.

Day Three was a repeat call of the Day One task to Craig. I launched again with the boys, bur before getting my stare phoro I had already lost Manfred who had been way below me. I left with Dave and Oleg. Twenty miles down rhe course I had worked my way up ro 1,000 feet over Dave and 2,000 feet over Oleg. I was feeling pretty cocky. In the last hour I had out-climbed three of the best pilots in rhe world. I got on the radio and rold the crew that I was bored, tired of waiting, and was going out on my own.

NOVEMBER 1998

.A5 I moved west down the course line from 16,000' MSL I couldn't figure our why Dave was heading so far south and losing incredible an10unrs of altitude in rhe process. Two miles above the ground, I had not yet sensed rhe nasty crosswind blowing me north. Ar chis point, because exhaling from my nose was fogging up my glasses, I started breathing through my_ mouth. Of course, it is impossible ro effectively administer oxygen through a nasal cannula while breathing through one's mouth. However, this did nor occur to me at the rime.

I arrived at Cross Moun rain already a few miles north of the course line. I caught a boomer thermal over the ridge and ropped it our at 17,680 ' MSL, 42 miles from goal. I was thinking about

final glide calculations when I realized that I didn't recognize any of the landmarks. (I was here only the day before.)

The cold had darkened the screen of my GPS ro rhe point where I could barely make our rhe compass arrow, let alone the numbers. When I lined up the arrow to goal and looked out through the nose of my glider, I didn't think I was headed the right direction at all. (I was confusing glider heading and ground crack, something every Hang II knows nor ro do.) I checked my distance from goal again and it seemed to confirm my fears: I was now 50+ miles our and getting farther away.

(Once again, I was disoriented, confusing ground-speed numbers with distance from goal.) I panicked. I wanted ro scream inro my radio chat I was lost and 41

exxtacy.

Area : 160 sq. ft. Et 135 sq. ft.

Span: 40feet ----Aspect ratio: 10.15 Sink rate: 150 ft.Im"

tl XXTMYJ reafitV1

join tomorrows ~ !_Flight ~

~

... hang gliders, airplanes, paragliders and the exxtacy. For all pilots who dream ou r dream of flying!

FLIGHT DESIGN

North American Paragliding, Inc. Post Office Box 4 • 111 East Fourth Ave. Ellensburg, WA 98926 USA ema il: napi@eburg.com • www.fun2fly.com PH : 509.925.5565 Fax: 509.962.4827

1.800.727.2354

heading in the wrong direction bur was embarrassed co do so. There was a vast expanse of roadless terrain below me and I was convinced that I would land and never be heard from again. I aimed the glider at the only road I could see, nearly 2.5 miles below me, and dropped the nose.

I began to regain my oxygen-starved senses near 10,000 feet and 20 miles from goal, but I was disheartened and spent. I flew through usable lift because I was scared. I didn't yet understand what had happened to me and I was afraid I would hurt myself. I found the biggest field I could next to the highway and put the glider down safely. Unbeknownst to me, my crew was changing a flat tire a quarter-mile away. I had company within minutes.

Fifteen minutes later I noticed a lone glider very high, winging its way down course. I grabbed the binoculars and laughed - ir was Manfred.

Fifty pilots landed behind me. This moved me up to eighth overall.

On Day Four we would visit three states. We launched from Utah with rhe state of Colorado standing between us and our Dixon, Wyoming goal 98.2 miles away. Dave, Manfred, Chris Arai and I caught a boomer right off launch and took it to 16,000 feet. Oleg missed it and

flew alone . We blasted to the Cross Mountain turnpoint high and headed downwind.

I had selected Chris as my instructor for the day. I tried to make my decisions before he did and then compare. Of course, when our choices differed (almost always) I followed him. We were over the most trackless terrain of the meet and it was comforting to be flying with three of the world's best pilots.

Thirty miles out and just below our peak of 17,200 feet, Manfred took off Dave followed. Chris cracked for a short distance and then began to circle in moderate lift. I stuck with my instructor. As the designer of the Tangent Flight Computer, un iversally acclaimed as the most accurate speed-to-fly and race-to-goal instrument in existence, I was sure this man knew when to go to goal. Twentyeight and a half miles from goal and one and a half miles after separating from Dave and Manfred, we left on final. One and a half miles from goal I blazed over Dave and Manfred, sans Tangent, low and circling.

I beat Chris to the line by four minutes and won the day with a time of two hours and two minutes. Twenty-seven pilots made goal and I moved into seventh place.

On Day Seven the pilots were restless.

H ANG GLIDING

We had been unable to get a competition round off for the last rwo and this day's conditions only looked marginally bet tcr. The 1;1sk was the Meeker airport, less than GO miles away.

Wind dummies and early competitors were sinking out lcfr and right. Finally, Mitch Shipley got away and others began to stir. A half.hour before the window closed I launched between Oleg and Manfred. Oleg went lcfr, Manfred right. [ followed Oleg.

Six minutes and five seconds later, Oleg and I were on the ground watching Manfred, Dave, Chris and JZ thermal om.

No pilot made goal. JZ won the day on his Exxtacy, but the scoring sysrem rcw;irded him with very /cw poims. Pifryone pilots scored zero for the round and my position held.

Day Fight, the final day of the meet, dawned. Everyone wanted ro go om with a bang. A dogleg task was called with an angle so acute that it almost qualified as an out-and.return.

Pilots were happy momc1wirily; goal was only a fow miles from the competition party location. /\s the winds picked up, howcv .. er, everyone knew that that last 19 miles inlo the wind would be a death march.

The boys almost got away from me before the start, but with Jan1ic's help I cored the 01dy strong thermal I would /ind all day and rocketed up to join them.

Downwind toward the forniliar Cross Mountain turnpoint, the valley was lirrcrcd with gl idcrs, victims of the cxrrcmcly light and tricky lift. The fi:rnr top pilots at this meet Manfred, were working together in anything Dave, Oleg and Chris Denny Mallet that wasn't going down, with two wannabe's (l,:,xtacv) and me hanging 011 for dear life, Inn grinning from car to car. Watching rhc best ar work was again a privilege.

Tumpoint photos were achieved with reasonable altitude, Inn soon ahcr, Chris and Denny dropped out the bottom of the gag .. glc, landing in the same field a fow miles upwind. For the next hom l questioned the sanity ohhc remaining group; we fought our way upwind and drifted downwind in light lifr, each time actually gcning fr1rthcr from goal. Eventually, I was reasonably sure we were the only pilots in the air. Their strategy dawned on can happen while in the nothing can happen me: while on the ground. Our patience was rewarded with stronger I ifi and we began to rnakc progress, not toward goal, but in the ven ical sense.

Almost three hours into our flight we found ourselves srill 19 miles fi·orn goal, hm now at 9,000' ACL. /\ll bur Dave caught wave lift and rode it another I j(){) foct higher while creeping forward at walking speed. As we pulled in and lcfr the wave, my CPS.aided glide calculator showed [ was gcning a 5/1 glide into the 201 mph headwind. l covered Manfred and Oleg umil l was at 1,000' ACL and could sec their shadows, and was sure rhcy were entering ground effect. I spotted Dave with his glider lay ing flat about a mile ahead, and landed the Millennium just beyond him in a rororcd box cm yon to win the day.

I passed Chris /\rai by two points and wound up /Jfrh overall and third in my class. Chris, as rhc highcsqilacing American in the flex-wing class, became the 1998 National Champion. l had added over 400 X-C miles to the meager 18 I had three weeks before. By shamelessly following and copying what the top pilots did I had learned more than I could imagine. l vowed lo be more consistent ar rhc next competition, to use what I had learned, and to make bcner decisions on my own. Alier all, I was now no longer new to rhe game.

NOVI Mll\R 199B

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2

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Rnhmer, Mnnfred Bondarchuk, Oleg Arni, Chris Kennett, Slade llamilton, Robin Coomber, Kraig Osborn, 'Timothy Marry, T'ony Williams, Paris Barber, Mike Barmakkm, Bruce Rossignol, Jcrsey Sbiplcy, Mitch Bennett:, Mark l:farrison, Kelly Refsell, Steve Ryan,John Glover, Ryan l(osaka, ·ralrnt:oshi Dave

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4J

AWARDS MICHAEL BALK

Region 7 JACOBSON, MATTHEW: Ann Arbor, MT; N. Lcsnow/FlyingAdvcnturcs MORRIS, C KEVIN: Bloomfield, Ml; M. Jones/Wallaby Ranch NANNEY, DAVID: Belleville, Ml; T. Tillman/Cloud 9 TERRIS, RICHARD: Brighton, Ml; T. Tillman/Cloud 9 Region 10 JOLLY, JOE: Lake I familton, FL; M. _Jones/Wallaby Ranch MC INNIS, DEAN: Jacksonville, FL; M. Jones/Wa!Liby Ranch

Rcgion 2

BUTLER, STEVEN: Plcasanron, CA; P. !Tarlow/Mission Soaring LOPEZ, RICHARD: San Francisco, CA; P. I farlow/Mission Soaring MULLEN, MARK: San Francisco, CA; P. Dcncvan/Mission Soaring ORMOND, JAMES: Sunnyvale, CA; P. flarlow/Mission Soaring PAPENFUSS, PHTL: San Jose, CA; I'. lkncvan/Mission Soaring SPARLING, MARSHA: San Jose, CA; I'. Harlow/Mission Soaring WANG, RICHARD: S:m Jose, CA; P. Harlow/Mission Soaring Region 3 LAPWORTH, Bl LL: Beverly Hills, CA; T. Burcar/Fly Away HG MC GOWAN, BOB: llonolnlu, HI; M. Jones/Wallaby Ranch NASON, GENA: l .os Angeles, CA; L. Mace/! .ct's Go HC NIEVES, STEVE: Tehachapi, CA; F. Ballard STEINDLER, CURT: Los /\ngclcs, CA; A. Becm/Windsporrs Tnt'l YUN, SEAN: Burbank, CA; A. Beem/Windspons lnr'l Rcgion4 HEINRICHS, LANDON: Sandy, UT; Z. Majors/Wasatch Wings MARTIN, STEVE: Salt Lake City, UT; Z. Majors/Wasatch Wings RAD DON, AARON: Chandler, AZ; R. Richardson/ Arizona HC Center

Region 9 CRON, ANDREA: E Stroudsburg, PA; D.S. Jewell/Fly High J IC DIXON, RONALD: Madison l-leiglns, VA; M. Taber/Lookout Mtn FP FICKLIN, JASON: Alexandria, VA; A. Torrington/Kitty Hawk Kites LANSER, STEVEN: Riverdale, MD: C. Elchin/Kitry Hawk Kites LATOCHA, MATTHEW: Dover, DE; J<. Adams/Kitty Hawk Kites LEE, KEVIN: Beltsville, MD; A. Torrington/Kitty l lawk Kites RAlJDNER, HANNES: Clarksburg, MD; A. Torrington/Kitty Hawk Kites WISEMAN, JOHN: Newtown, Pi\; J. Harper/Valley Forge HC Region JO ACREE, JOHN: Orlando, FL; M. Jones/Wallaby Ranch ARCHER, JOHN: Clca1watcr, Ff.; M. Jones/Wallaby Ranch BARTON, DENNIS: Gainesville, GA; M. Tabcr/1.ookout Mm FP BRAY, JOl IN: West Palm Bch, fl.; M. Jones/Wallaby Ranch CHASE, DAVID: Murfreesboro, TN; J. Richardson/l.ookour Mtn FP COLLIER, STUART: Largo, Fl.; M. Jones/Wallaby Ranch FRED, CHRIS: Murfreesboro, TN; J. Richardson/Lookout Mm Fl' JOLLY, JOE: Lake Hamilton, Fl.; M. Jones/Wallaby Ranch LA FEVER, LAUREN: Wildwood, GA; S. l lciplc/l.ookom Mtn Fl' MC CRAN, N JOY: Rockvale, TN; J. Ridiardson/1.ookom Mtn FP MC INNIS, DEAN: Jacksonville, Fl.; M. Jones/Wallaby Ranch N!EUWOUDT, ERNST: Gainesville, GA; M. Tabcr/Lookour Mtn FP PATTERSON, S RENEE: Lake J-lamilton, i:J.; M. Jones/Wallaby Ranch SANTI, DION: Knightdale, NC; C. Thoreson/Lookout Mtn FP SCHWARZE, PATRICIA: Deleon Spgs, Fl.; M. Jones/Wallaby Ranch smrmN, WILIJAM: Crestview, FL; M. Jones/Wallaby Ranch URBAN, MICHAEL: Orlando, FL; C:. Bowen/Quest Air Region 11 CLOSE, CHRIS: Austin, TX; S. Burns/Austin Air Sports SIVARAMAN, RAMESH: llousron, TX; C. Thoreson/Lookout Mrn Fl' Region 12 BEITZEL, DEREK: E Creenhush, NY: R Hastings/Morningside J:P CARROLL, BRIAN: Ithaca, NY; D. G11ido/S11sq11eha1111a Fl' FENSKE, JOSEPH: Parsippany, NY; T. Burcar/Fly Away HG MENDOZA, EDUARDO: New York, NY; G. Black/Mountain Wings Inc NEWELL, DA VlD: Queensbury, NY; J. Atwood/Earth &. Sky Adventures STEVEN, DAVID: Chatham, NY; K. Salko/Morningsidc FP STEVEN, MEGAN: Chatham, NY; K. Salko/Morningside FP STORY, ANTHONY: Morristown, NJ; C. Black/Moumain Wings Tnc

Region 6 BOATNFR, JR, WALTER: Conway, AR; T. Middleton/Soaring Wings Region 7 AMMONS, GLENN: Madison, WI; B. Kuslmer/Ravrn Sky Spom GILLESPIE, ROBERTA: Terre Hamc, IN; J. Richardson/Lookout Mtn FP JACOBSON, MATTHEW: Ann Arbor, Ml; N. Lcsnow/Flying Adventures KATZ, BRIAN: Royal Oak, Ml; ll. Kushner/Raven Sky Sports KRAMER, BARB: hirr Atkinson, WI; B. Kushner/Raven Sky Sports Spons MITSUISHT, HlSAMT: Buffalo Crovc, IL; It Kushner/Raven MORRIS, C KEVIN: Bloomfield, Ml; M. Jones/Wallaby Ranch SHERIDAN, KEVIN: Burbank, n.; B. Kushner/Raven Sports Region 8 EVARTS, CHRISTINA: New Haven, CT; D. Baxter/Morningside PP JACOBS, ROBERT: Manchester, NH; K. Salko/Morningsidc FP MELLOR, BRIAN: Peabody, MA; R. Hasrings/Morningside FP M[LLS, GEORGE: Northboro, MA; R. Hastings/Morningside FP WETHERALD, COLIN: Pepperell, MA; K. Salko/Momingsidc J<P

44

Region l BURNS, LEE: Bellevue, WA; L Jorgensen/Northwest Air Adventures Region 2 CARR, JEFF: Diablo, CA; D. Yount/Mission COX, JEREMY: Salinas, CA; I). Godwin/\lvcsrem H(; DINH, KEN: Milpitas, CA; D. Prather/Dream Weaver HG MACOR, WALT: Livermore, CA; I'. Dcnevan/Mission Soaring MOLLER, DAVID: Capitola, CA; P. Godwin/Western l-lG SCHUSTER, STEPHEN: Watsonville, C:/\; P. Codwin/Wcsrcrn 1-IG STEICHEN, PATRICK: Sacto, CA; G. Hamilton/Sacramento J-!G STERLING, BERNHARD: Danville, CA; P. Denevan/Mission Soaring YOO, WON: Berkeley, CA; A. Bcem/Windsporrs lnr'l

Hi\NC CUDINC

3 EVANGELISTA, ELMER: Baldwin Pk, CA; A. Bccrn/Windsports Int'!

HC; LAPWORTH, BILL: Beverly Hills, CA; T. Burcar/Hy MC GOWAN, BOB: Honolulu, HI; M. Jones/Wallaby Ranch NIEVES, STEVE: Tehachapi, CA; F. Ballard Region Ii BAHR, ERIC: Phoenix, AZ; G. Jarrdl/Sonoran DEMPSEY, FRANK: Sandia Park, NM; W. Frazier/High Desert I !C RAD DON, AARON: Chandler, A'/.; R. Richardson/Ariwna 11(; C:cmer WINKI.F.Y, Farmington, NM; M. Francis/Mountain West HG

6 RALL, ROBERT: (;oodland, KS; R.

HG

Region 7 AMMONS, GLENN: Madison, WI; B. Kushner/Raven DEWEY, WILLIAM: Columbus, Ml; N. Lcsnow/Flying Advemurcs JACOBSON, MATTHEW: Ann Arbor, Ml; N. Lcsnow/FlyingAclvcnrurcs KATZ, BRIAN: Royal Oak, Ml; B. Kushner/Raven Sky Sports KRAMER, BARB: Fort Atkinson, WI; B. Kushner/Raven MC GRAW, ROBERT: Royal Oak, Ml; A. Beem/Winclsports Jm'I MITSUISIII, HISAMI: lhrffalo Grove, IL; B. Kushner/Raven MORRIS, C KEVIN: Bloomfield, Ml; M. Jones/Wallaby Ranch SHERIDAN, KEVIN: Burbank, IL; lt Kuslrncr/Ravcu Sky

Region l FORBES, MARK: Corvallis, OR; M. Jones/Wallaby Ranch Rcgion 2 PICKETT, GARY: Bal«:rsficld, CA; A. Bccm/Windsporrs lnt'I

:3 BEITER, STEVEN: Riclgccrcsr, CA; R. McKenzie/I Iigh Adventure BLAKE, JESSEE: Carlsbad, CA; J. Ryan/JI(, Center Cl.ARK, DAVE: N Hollywood, CA; A. Bccm/Windsporrs fm'l GRAY III, WILUAM: Palmdale, CA; J. Grcblo/Windsports fnr'J Region 4 BURK, COREY: Prescott Valley, AZ; R. Richardson/ Arizona HG Center STIELY, JAMES: Phoenix, A'/.; R. Richardson/ Arizona H(; Center Region 6 JOHNSON, CURTIS: Springfield, MO; C. Price/Ozark Mrn HC Region 7 HA UGO, BRUCE: Maple Plain, MN; D. Johnson/Superior I )ragon Flyers MORRIS, C KEVIN: Bloomfield, Ml; M. Jones/Wallaby Ranch Region 8 ROSENBERGER, KENNETH: S Carver, MA; D. Baxter/Morningside FP

8

AI.VAREZLURASCT-H, FERNANDO: Somc1ville, MA; D. Baxter/Morningside 1:p Region 9 DIXON, RONALD: Madison llcighrs, VA; M. Taber/Lookout Mtn Fl' UJKEY, MARK: llcavcrcreek, 011; B. Bryden/Williams Flight MARKUS, ANDREW: Cleveland lights, OH; R. Bachman/Kiny I fawk Kites SATATIS, BRUCE: !\alto, MD; R. Hays/Maryland School of! IC Region 10 ACREE, Orlando, Vi.; M. Jones/Wallaby Ranch ARCHER, Clca1wa1er, Fl.; M. Jones/Wallaby Ranch BARTON, DFNNTS: Gainesville, CA; M. Taber/Lookout Mtn FP BRAY, Wcsr Palm Bch, Fl.; M. Jones/Wallaby Ranch COLT JER, STUART: I ,argo, FL; M. Jones/Wallaby Ranch HASLEY, JEFFREY: Orlando, Fl,; M. Jones/Wallaby Ranch HAZEN, GREGORY: Alwonh, (;A; M. Taber/Lookout Mm FP MATTHEWS, DAVTD: Pclhom, Al.;J. Richardson/1.ookour Mrn FP MC fNNIS, DEAN: Jacksonville, Fl.; M. Jones/Wallaby Ranch NIElJWOUDT, ERNST: Gainesville, GA; M. Taber/Lookout Mm FP OLIVEIRA, MARCO: Miami, FL;J. Tindle/Miami HG PATTERSON, S RENEE: l ,akc Hamilton, FL; M. Jones/Wallaby Ranch SANTI, DION: K11ightdalc, NC; C:. Thoreson/Lookout Mm FP SCHWARZE, PATRICIA: Deleon 1:L; M. Jones/Wallaby Ranch SIEBEN, WILLIAM: Crestview, l;L; M. Jones/Wallaby Ranch URBAN, MICHAEL: Orlando, Fl.; C. Bowen/Qucsr Air WELi ,ER, JIM: Raleigh, NC; ( :. Tlwrcson/Lookom Mm FP 11

Region 9 ALLEN, CHARU,:S: fkrhlehem, PA; J. Harper/Valley Forge J-1(; Region 10 CUTTS, BUDDY: Montgomery, AL; C Thoreson/Lookour Mm Fl' MC INNIS, DEAN: Jacksonville, FI.; M. Jo11es/Wallaby Ranch Region 11 ZALDIVAR, MARCO: Pasadena, TX; B. Misiaszek

Region I BEC:J<ER, S'TEPJ-lEN: ,.l'a(:orna) WA; 1,. '""'"'"'"''"

Air Advemmcs

Region :3 PEACHY, SUSAN: Del Mar, CA; R. Mitchell/The Eagles Wings l JG Region Ii WRIGHT, DAVID: Tcllmidc, CO; J. /.eiser/Pcndulum Acrospons Region 5 BRANGER, MIKF: Roscoe, MT; J. Bowman/Eagle Air Sports Rcgion '7 SANDFRS, TONY:

MN; D. Jolrnson/Snpcrior Dragon

Region JO TORRINGTON, ANDY: Kill Devil Hill, NC; T. Prahl/Kitty Hawk Kites

CLOSE, CHRIS: Austin, TX; S. Burns/Austin Air Sports COBB, KENNE Ill: Hearne, TX; C. Graham/Crossroads Windsporrs Region] FENSKE, Parsippany, NY; T. Burcar/Fly l IC Soaring Somce ROSPLOCK, DA VTD: Flmira, NY; B. ( NOVEMBER 199/l

KENNETH MUNN MICHAEL CHAMPLIN

45

n 1998 TOP 30 SCHOOL/CLUB LEADERS IN BEGINNER (HANG 1) RATINGS ISSUED RANK SCHCJOL ...................................................... BEG!NNRR l Lookom Mountain Flight Park ........................................ 109 2 Wallaby Ranch ................................................................... 61 'i Mission Soaring Center ...................................................... 34 4 Morningside Flighr Park .................................................... 3 J 5 Kit:ty Hawk Kites ............................................................... 30 6 Miami Hang ......................................................... 15 Ply High Hang 11 Raven Sky Sports ............................................................... 1] 8 Wasatch Wings .................................................................... 9 9 Adventures Unlimitcd .......................................................... 8 9 9 lO IO IO lO 10 11 11

l l2 l 12 13 13

Fly Away !Lang Gliding ....................................................... 8 Mountain High Adventure ................................................................... 7 Lake Elsinore Spons ............................................................. 7 Quest Air ............................................................................. 7 ·ream Spirit Hang Gliding ................................................... 7 Windspons lmernadonal ..................................................... 7 Arizona Hang Gliding Center .............................................. 6 Berkeley Hang Austin Airspons ................................................................... 5 Flying Adventure .................................................................. 5 NWfC ................................................................................. 5

1.3 13 14

USHGA Books PO Box

ColoRAdo pRiNGS CO 80901 l,800,616,68ll8 usl1qA@usliqA.Omi fAx(719) M2,6417 MC & VisA

14 14

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1998 TOP 30 SCHOOL/CLUB LEADERS IN NOVICE (HANG 2) RATINGS ISSUED RANK SC:HOOJ... ......................................................... NOV!Cf' I Lookout Mountain Flight Park .......................................... 88 2 Wallaby Ranch .................................................................. .4<) 3 Mission Soaring Center ..................................................... .25 4 Miami Jiang Gliding ......................................................... 24 5 Quest Air ........................................................................... 16 6 Kitty Hawk L<ircs ............................................................... I 3 6 Raven Sky Sports ............................................................... 1:3 Team Spirit Hang Gliding ................................................. 12 8 Flying Advenrurcs .............................................................. 11 8 9 JO

JO lO IJ 11 12 l2

12 l3

l3 13 13 l4 t 4.

14

14 14 15 l5 .l 5

l5

46

Windsporrs lnterna.timrnl ................................................... 1J Morningside Plight Park ...................................................... 9 Ain:ime Above .Hang Gliding ............................................... 8 Go ... Hang I ligh Adventure ................................................................... 8 Lake El.~inorc Western Hang Arizona Hang Gliding Center .............................................. 6 Austin Air Fly Away Berkeley Tfang Boringucn Airtime ............................................................... 5 Rocket City Airsports ........................................................... 5 The Eagle's Wings Hang Dream Weaver ..................................................................... 4 Ellenville Park ............................................................ 4 Far Up Hang Silver Wings ......................................................................... 4 Wasarch Wings .................................................................... 4 Adventures Unlimited .......................................................... :3 Marayland School of Hang Sacramento Ffang Valley Forge Hang Gliding .................................................. 3

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still or#

Glider gear. MIC-E, two-meter radio, GPS, headset and PTT switch.

Close-up ofTNC!power supply board. Note the quarter on the PicoPacket TNC.

PacComm PicoPacket TNC The cables are input ftom radio and GPS, output to laptop, and power cable.

Continuedftom page 35.

MIC-E. (Hobbs, New Mexico was decoded

by APRSplus to be som ewhere northwest of Hawaii. That's why I couldn't use the TNC on my trip and that's why I mer the cowboy.) After I bought SA 5.0, a second, better, commercial mapping alternative was supported, Chicago Map Corporation's Precision Mapping 3.0. Better because PM 3.0 doesn't need to run concurrently with the APRS software, indeed, it doesn't even need to be installed, just pop in the CD ROM and use an OCX file downloadable from the Web. This file and PM 3.0 do not work with APRSplus, but instead run with one of the original TAPR APRS software packages called WinAPRS written by Keith

and Mark Sproul. TAPR has APRS software for just about everybody. They've got DOS and Mac versions, and Palm Pilot and Linux versions are rumored to be in the works.

There's a ton of other packer and GPS-relared software available for downloading at the TAPR sire. Check ir our.

So, my final software selections were WinAPRS and Precision Mapping 3.0. (PM 4.0 is due our in late fall.) Street Atlas 5.0 and Precision Mapping 3.0 contain about the same level of derail, and each appear to have approximately the same errors because they were both derived from the same source - the U.S. Census Bureau's TIGER map dataset. I should also mention that your TN C's need to be programmed, but

don't worry, cluck programmer's guides come with each unit. I think listing the settings for the TN C's and APRS software may be a bit beyond the scope of this article since different people tend to buy different hardware, but if you'd like to contact me via e-mail I'd be happy to give you the geek details.

When attaching your hardware to your glider or harness, think about what could happen in a whack. Think about what might happen when cables get yanked by extreme arm motions. I pm my TNC and battery packs on my back inside my pod, and have cables running down each arm to a PTT switch on my left hand and a twometer transceiver (with rubber duck) on my

went ro sleep last night in my usual way, imagining I was circling in life. Smooch, wide lift ... higher ... higher...

I pulled up to the Elsinore LZ and noticed something was different. There was a comfy clubhouse in the LZ equipped with an actual bathroom! Also, the license plate tags on all the vehicles said "04" ... hmmmm.

Just then, Vic Powell greeted me. He was wearing a USHGA cap and matching T-shirt. "Hey, Russ. I haven't seen you in a while. Good news! This is now a USHGAregulated sire! Let me show you around. " He pointed east to the Ortega Oaks Market where we buy our beer. "That's now the Ex:xracy factory. Turns our that a couple of years ago the kickbacks to the Russian Mafia got to be too much, so they left the Ukraine and bought our LZ. I would say they saved the site, but it turned our nor to matter much since Bill Gates' tragic death last year.

You probably heard chat he left his entire estate to the Koscis Site Fund."

"You don't say... " I mumbled.

"Let's get you set up with the latest in instrumentation," he said, handing me what looked like a half-size Palm Pilot computer.

"Let's just enter your USHGA number here.

There. Listen, they pay you a minimum of five bucks a flight to fly with chis on your basetube!"

I weighed it in my hand. "You don't say..."

I mumbled.

After launching I pressed the terminal's "on" burcon . A window popped up on the fullcolor active matrix screen: "Press <Enter> for first-rime instructions, else <backspace>."

"I don't need no stinkin' instructions," I thought. But as I went for the backspace key I was bumped by a bubble and accidentally hit Enter. "Duh!" The instructions scrolled up: "Welcome, Russ Brown, to the Gates Foundation's Elsinore Micrometeorology Survey. Although no known technology can yet see thermals, the scientists here at the Gates Foundation have designed this device to mark and catalog in real time any lift char you find.

The database created from a multitude of these terminals, coupled with data from a grid of over 5,000 windralkers, will provide a valuable endowment of knowledge to future generations of hang glider pilots. Thank you for participating as one of our miqometeorological surveyors.

"This is a Differential GPS radio tracking

device accurate to within two centimeters.

Your mission is simply to find thermals. The terminal will automatically send your flight data to our mainframe's database. Just for flying with this unit, $5.00 will be deposited in your personal bank account. In addition, every thermal you find will be rewarded with cash based inversely on how many other pilots have found chat same thermal.

"For example, the 'E' house thermals are presently worth $.0001. Certain thermals two miles across the lake are presently worth from $2.00 to $6.00 . The best thermal found within the last three months and within 50 miles of!aunch was a $2,000 beauty caught just ahead of the shear in a canyon nortl1 of Anza Valley. Truly a trophy tl1ermal."

"ARRRRRGHHHH !" I screamed. "I almost flew into chat guy! I bener get my nose out of this monitor and fly. Say, I know a spor where I'll bet no one has been. Man, I could make some real dough today with a little luck."

Ir began turning into a near-epic day. One pilot was reporting getting to 8,500' MSL and heading east. I rushed to catch up. My goal was to work my way 40 miles east to a spot on Southern California's largest mountain , San

I

48

I

t

TAPR's Mic Encoder or "MJC-E. "

Close-up of WinAPRS icons.

Glider gear in harness, including M IC-E battery pack.

right forearm. I have each cable bungee-isolated inside the harness so the connectors will resist pull-our. Remember char hang gliding can be dirty, and your connectors will get dirty, so strive to hardwire everything possible. You may choose to use a redundant GPS and/or radio to reduce cabling; the rradeoff for reliability is extra weight and more batteries.

What is the future of digital amateur radio as applied to foor-laW1ched soaring?

Things are changing so fast in packer radio (especially hardware) char I would caution most pilots to wait. Wait for what? Well, there are rumors char a two-merer handheld (Kenwood?) may come our soon with a built-in TNC. This would be ideal for hang gliding and paragliding. Ocher hard-

ware alternatives are available today. IfI had to do it again, I might opt for a MIM module from Clement Engineering and a low-power GPS 35 board from Garmin on the glider end, and possibly a soundmodem driver in the truck's lapto p instead of a TNC. Also, for the truck I would probably go with a Garmin GPS 12 on the dash instead of the difficulr-ro-imerface Tripmare GPS. For the best non-DGPS accuracy, GPS receivers capable of pulling in both American GPS and Russian GLO ASS satellite constellations are available. Spread specrrum radio may turn our be a useful cool for transmitting digi tal data from windralkers and ocher sensors. The Lin ux OS offers AX.25 protocol support.

I'm nor even discounting the possibility of

a Citizen's Band digital retrieval system !

While the hardware selections are great, and the state-of-the-art sruff is changing rapidly, it's all change for the better as price and weight are coming down and fea tures are add ed. Today, a dedicated two-watt miniradio with a well-designed antenna could be combined with a M IM m odule and a GPS for a completely cable-free package that could easily fir in your harness boorie.

Lee's brainstorm fo r a m oment. D ata doesn't have to just com e from the glider, it could go both ways . Maybe a basecubemounted Palm Pilot could display d ata that was p reprocessed on your retrieval vehicle's laptop, or data from windtalkers, o r even data across a h ang glider/paraglid er LAN! (Hey, if Macs and P Cs can share a LAN ... )

Gorgonio, where I thought I'd find a thermal chat could be worth rwo thousand bucks easy.

Maybe three!

I snagged thermal after thermal over the flats, and saw about 10 other guys racing around. Wow! I'd just hooked one over Perris worth $4.50 and my bank account was now up to $19 .80. This was like stealing!

An hour later I'd squeaked over the Lamb Canyon badlands and was entering prime thermal-hunting grow1ds. San Gorgonio was looming allead, srill capped by snow, and protecred by rwo foothill ranges. I aggressively flew into the desolate grasp of the first range and was greeted by the sweet sound of my cash register - uh, vario. A $26 thermal, nor bad! Bur I was after bigger game.

Alone now, 1 pushed ever deeper into the mountains. T here was no way I cOLi!d glide our now; I was committed. $150 ... $225 ... The obvious spine thermals must have been worked a few times before. 1 needed co glide in deeper.

My drift clued me that there was a chance I could find a lee-side thermal off a granfre face inside a box canyon I sported just a mile deeper into the mountain.

A $340 thermal allowed me the altitude to glide over a lone windralker on rhe ridge line

and into a rree-studded canyon. A little voice in the back of my head was yelling at me, bur I knew the big one was now within reach. Closer, closer - I was now nearing the granite face. The air was getting turbulent. It had better be mere .. . BOOM! A 200-fpm lifesaver! I looked down army new terminal and it read $10,000. I now had 10,893!

"YEEEHAAA! I'm rich! ow I can buy a new Exxracy!" I screamed. Climbing back over me ridge top 1 slipped OU[ of me lift and back co me safety of the valley. Juse r.hen I realized I had made a mistake in my exci tement. I had another range to cross. I should have worked r.har life longer, bur now I couldn'r get back.

No problem, I'd go back co the tlmmal I worked in this canyon just half an hour ago.

Bur sometl1ing was wrong. The wind had changed and the mermal wasn' t there now. I was gercing lower, lower. 1'd never had co make a tree landing. Danm. I needed life!

Something flashed on [he terminal which caughr my eye: Based on windralker and temperature data, there is a 95 % probability rim thermal number4510 will be working. Ir is within your glide range. Cost to you: $3,000.

Press <Enter> to accept.

"What? This ming is now CHARGING

ME?" I said, 'TU be darned ifl' m going to give up a brand new super-rigid wing just co find a thermal."

I refused with <Backspace> as I zoo med over ro a circling bird. "C'mon baby. T his is my last hope!" I cried. T he hawk started flapping just as I got close, and now l was swearing bullets. T here was nowhere ro go and I was more than desperate.

The display flashed: T hermal 45 10 within yo ur glide range. Cost co you: $11,000. W ith no omer alternative, I pressed <Enter> and arrows on the monitor immediately directed me to thermal 4510. Instantly my panic subsided and I worked the 50-fpm life to rhe top, my concentration so imense chat I momentarily forgot about my lost money and my vanished dream of a new glider.

Forry-five miles away, back at me clubhouse in the LZ, the laughter was subsiding as the pilots who landed in me regLJar LZ, merrily drinking beer, turned away fro m d1e big-screen map of glider icons. T he last X-C pilot had safely landed char day, yet another newbie who had just learned an old lesson: He may occasionally mrow you a bone, bur the li ttle guy never wins against Bill Gares. •

NOVEMBER 1998

49

Team flying could take on a whole new dimension when the exact loca6ons of strong lift are instantly transmitted to teammates. I'll go out on a limb and say that silicon offers greater potential performance increases than carbon fiber!

Flight data could be bounced off TIGER and USGS DEM datasets. The flight computer of the future could use real--rime data from just about any source you can imagine and process it in unique ways. As usual, the only limits are your imagination.

In summary, if you have a laptop, a frustrated crew and aren't scared of a soldering iron, a system like this may be for you. At the very least you're bound ro learn something. Ar the very best, when you out-land, your driver will always be waiting for you, a ribbon in one hand and a cold beer in the other! You know, a system like this could tap into a whole new class of retrieval drivers that could challenge the seasoned veterans. She has drop-dead looks bur can't tell cast from west? No problem! Seriously, a system like this could also aid X-C pilots who arc unfamiliar with the area, have speech

problems, or even help in those situations where a simple language barrier exists between pilot and crew.

I believe the myriad communications options we'll be offered in the near future will revolutionize X-C soaring, but we're being offered exciting solutions in "free" amateur packet radio today that we arc not taking advantage 0£ Many foot-launch pilots have '[ech licenses, so it would be foolish for us not ro seize this opportunity.

WWW BIBUOGRAPI:-IY Tbcson Amateur Packet Radio: http://www.tapr.org ARPSplus: http://wwvv.tapr.org/ .. kh2z/aprsplus T'APR software library: 1ittp://www.tapr.org/ tapr/h tml/ sofrwarc.h tm l Mic Encoder: http://www.tapr.org/rapr/hunl/mice.html Delorme Corp.: http://WW\v.dclormc.com Chicago Map Corp.: http://www.chicagomap.con1 PacC:omm Corp.:

http://www. paccomm.corn Kantronics Corp.: htrp://www.kantronics.com Mods f<)r the THpmatc CPS: http://www.qsl.net/kd4rdb/ tripmatc.htm Russ Brown: brownrj@pacbcll.net

Kenwood just announced thefr new Data Communicator ffandheld Transceiver. It's a full-function, duaJ-band, five-watt HT with all the following stuff built in:

• 1200/9600 baud • GPS interface • APRS displays • APRS Mic-Encoder • APRS/GPS Single Port Mode Although it's tpo small to display maps,

it displays range and bearing to all gliders.

It also displays their ICON, course and speed, plus it can display wind, temp and rain from pwperly configuredwindtalkers 01: digital weather stadons!

ffa graphics GPS such as the Garmin GPS III is plugged in, then the GPS will show all stations as waypoints 0.11 its maps!

Thus, with only the HT and GPS III, you can do retdevals without the need for a laptop.

Or, if you want to trqck multiple glid .. ers, or prefer greater map detail, you may U$e it with the conventionalAPRS softs w<1rc by just plugging.it l11to a laptop.

'The Kenwood Data Communicator HT is expected .to cost about $600 an.d will be availa,blc in Dccenibei:. Model number was not available at pt:eSf time .

.50

HANC CUDINC

ere arc several accident received dming rhis season.

The 1heme should he ohvio\ls, and is certainly one which seems to prompt some of cont rovcrsy.

• II pilot flying a novice glider foiled 10 realize that the wind had changed as his landing approach was being set up, and he found himsclrflying downwind 011 approach. He attempted w alter course into a very restricted area t:o avoid a tailwi11d landing. II rip struck an ohstack and the glider hit on it., wheels and rolled/skid. dcd to a stop. The pilot's leg was injured from impact with the ground.

II pilot flying a mountai11 sire in ;1 Falcon came in for landing in 1hc I J ..

Winds were light and switching, and rhc pilo1 chose ;rn approach that resulted in a lighHailwind landing. Ile ;mempted a strong flare bm was btc. The glider mushed and seLrlcd to the ground. When the lxisc-rube co11tancd the ground rhc glider instant·· ly stopped and nosed over, since the pilot had abandoned I he use of wheels a yc;ir earli er. I le fo1c1ured a11 elbow upon impact.

II pilot experienced a failure of his har-m,ss :r.ipper and was unable to deploy his landing gear. It is not known why he did not rip our rhe :r.ipper Velcro. f fr rolled to an uneven1fid belly landing.

II pilot was performing a foor--launch low flight. The Lnmch began, bur a wing dropped during the launch nm and dragged on the ground, initiating a ground loop. The tow was :1boncd ;rnd rhc pilot released. I le stumbled, hilling prone, and the glider rolled on its wheels ro a slop.· ]'here was no i11jury. ft is indeed inrercsting how pilots 1end 10 shed rheir wheels once they get beyond the novice phase. More interesting arc some of 1he argumcnrs promulgarcd in opposi1ion ro continued wheel usage. These include comarc cLrngcrous when ramp ments that launching, they ohstrncr your vision, they discourage pilots from developing dcccm landing skills, and claims that 1here is 110 cvi-drnce dcmonsrraring a salc1y hcncftt.

As the above accidelll reports demon strate, there arc clc;irly situations in which wheels help. The pilot landing in 1he restricted area would likely have injured more than his knee withour wheels. The Falcon pilot would have most assuredly csc1pcd with only grass stains had he been using wheels. The pilot tow launching would have likely been injorcd without wheels. ft should ;ilso be noted that the Novuv\llfR I 99El

UST ](;II receives very few accidcnr reports lor which there were no injuries. f can't help but ponder rhc increased number of reports wc would receive if more pilors eschewed rhc use of wheels.

Wheels can be an inconvenience on launch ramps. Pilots ofren set rhe glider on the cont:rol bar while assessing the conditions and preparing 10 launch. With wheels, rhe glider wants to roll when doing these tasks.

However, there arc ways to manage this besides removing the wheels. Like most decisions in our sport, the pros and cons must be considered. Just hccrnse wheels might be a problem in one situation docs not justify their pcrmanem removal fcir all flying siruarions.

I )o wheels foster poor landing skills? I suppose skill complacency with wheels could occur wirh some pilo1s. Regularly pounding with no wheels would certainly provide an inccmive to improve one's skills. But rhar is extreme, and frankly a claFt method of moti-v;1tion whcn considering the associated risk Om rccommcndarion is to seek the cnlighrenmem of an experienced instructor and get your landings perfected before losing rhe wheels. /\nd then keep them. /\re there situations in which wheels pro·" vidc no benefit? Absolutely.

II pilot landed with downwind and forward motion in sand and a rocky area.'] 'he small-cliamc1cr (G") sttaJHm wheels did 1101 roll, causing rhe pilot to swing through rhc control bar, jamming an elbow.

A pilot ncgoriatcd an excdlcm approach into the landing strip. He entered gro1111d effect but flared early, climbing lo 1O" I 5 foer. The pilot held the flare and dropped downward onto the basetubc. The result was a bcm down1ube and a broken upper arm above the dhow.

The honom line is that wheels reduce injury in some accidents. Many pilots want to shed their wheels for convenience or for image. Removal of the wheels looks cool and rends ro identify a pilot as very skilled, and we all like rhar recognition. Most arguments against wheel usage arc rationalizations.

That is fl ne. Rationalizations arc generally based upon emotion<1l factors. \Y./c fly hang gliders for emotional reasons, 1101 because it is logical. Logic would likely argue against flying. [r is important ro understand that yon arc increasing your risk of injury slighdy w moderately (depending upon your skill level) by shedding your wheels. Is the potential damage ro your body worth the simple gratiflcarion of your ego? Ill

s J!ANC: CLJ DJNC ADVISORY Used hang first should always he disassembled before flying for time and inspected carciitlly for fatigued, bent or dented downtuhcs, mined bushings, bent bolts (especially the he,irt bolt), n··nsed Nyloc nuts, loose thimbles, frayed or rnsred cables, rnngs with non-cirrnlar holes, and on flex wings, sails hadly torn or· torn loose from their anchor poi ms f'ronr and back on the keel and leading edges. lf" in doubt, many hang gliding business· cs will be happy to give an ohjecrive opinion on the condition of" equipment you bring them to inspect.

Buyers should select equipment that. is appropriate for their skill level or rating. New pilots should seek professional instrncdon from a USHGA CERTIFIED INSTRUCTOR.

DOUBLE VISIONS & FLY2 New ,rncl used.

WALLABY RANCII (9/il) li2.10070.

DREAM lli5 IT 3/i7-89')5.

New, last one made $8'50. (303) HJSJON -· Demo daily. WALLABY RANCH (941) 42/i-0070.

EXXTACY wired flaps, as seen on Nov'98 l lG ccntc1·spre,H! $8,000. Bob (970) 6/i l -95:lO office, (970) 641-9207 home.

FXXTACY BRAUNIGER, PARACHUTES, CUSTOM HARNESSES, GLIDER BAGS, UI.TRAMJTTS: warmest handfairings ,,vailablc. All ,n DISCOUNT PRICES. For 7.6 years, CLOUDBASE HARNESSES/Chris Smith (47-3) 821-59/i 5.

FLEX WINGS Almos KPL!2 l 'J97, great rnndition, perfoct for light pilot $2,800. Call Claire Pagen 8lli-38:l-256'J, pagcnbksv11Lizcrli11k.com

FXXTACY -·· NFW & USED IN STOCK, DEMO DAILY. WALLABY RANCH (941) 421t-0070.

J:ALCON 140

10 homs $7.,(lOO. (510) 521256(,.

AEROS STEAi Ti I 1li2 New, 3 hours, nice colors, flies great $3,900. (.,03) 67li-2/i51, (970) li'JJ-5:139.

FALCONS lltO, 170, 195, 225 new and used.

WAI.LABYRANCH (9/il) 424-0070.

SHARK, BLADE RACE, STING, AIRBORNE BUZZ. New and nearly new. Demo daily. THF. WAL1.AIW RANCH (941) 424.-0070.

FALCON 170 <30 hours, cocoon harness, para· chute, Ii.ill face helmet, radio $3,000. C\O'i) 770- l l 31.

BENNFTT MYSTIC 166 V<: --· Very good condi·

FLY Taudem gliders, rhrce to choose from, $2,100 and up.

(Ii 14) li73-8800, bradvllhangglidi11g.corn

FALCON 195 Includes training wheels & cheap harness $1,700. (.101) 7/i'i 6112 Maryland.

GLIDERS -- 35+ for sale, rigid ro single smface.

Call/email for current list. Wallaby Ranch (94 I) li21t0070 Florida, glidersvvwallahy.com I !PAT H5, 158 - One each in good conditinn. Both have uew leading edge doth and recent supcrprcflight, $1 AOO each.(li 14) li?.1-8800, bradviJhangglidin14.corn HPAT l 58 - l 99/i, mint condition, bluc/flourescent green, ZJ harness 6'-6'4" $1,250. (607) 2GJ-'i2G.'l.

INVENTORY CLEARANCE SALE - New & used gliders in ,rock, prices. Falcons, Ultrasport, Aeros, Laminar. Call prices. Call Rob (252) li53-35/i0 or Bruce (252) !iii 1-li l 2/i ext 23. Kitty Hawk J<ires, Inc. Moyes 153 INVENTORY LlQlJIDATlON SALE Super Xtraligln, excellent shape, yellow/blue $1,900.

Moyes l 49 Super Xt ralight, excellent shape, mylar $1,900. Moyes 1.17 Xtralighr, good bm small rear on LE $1,liOO. Plew: call John Ryan/'J'hc l!ang Gliding Center at (619) 461-llilil.

tion) low hours) flies grcai-, batten patrcrn, owners man-

na! $800 OBO. (90'J) 861-2013.

CROSS COUNTRY 1S5 WW/XC, great glider, condition, inclndcs winglets. A t:otal of only li2 97 hours, l ,632 XC miles. Very good pcrfor-· mancc wirh confidence building handling for only $2.100. (70?.) 826-1 l 08.

DOUB! .F SURF/\C '.F TANDEM shape $2,500 or trade. brad(il'ha11r:gJidinr,.com li7:J.8800.

60 hours, great shape, black LF, blue FALCON I 'J5 trim, complete manuals, spare downt ubc $1,800.

Chuck (91 ')) 'l2.9-I 578, cl11tck.moshcr@cas1.sun.com

FALCON l95- like new$2,300. (510) 521-2566.

FALCONS Cl.EARANCF SAL!\ School use, one season. All sizes $1,500-$2,500. (111) IJTJ-8800, hradv1'hanggliding.corn

USHGA CLASSIFIED ADVERTISING ORDER FORM 50 cents per word, $5.00 minimum Boldface or caps: $1.00 per word. (Does not include first few words which are automatically caps.) Special layouts or tabs: $25 per column inch. (phone numbers: 2 words, P.O. Box: 1 word, E-mail or Web address: 3 words) photos: $25.00, line art logos: $15.00 (1.75" maximum) DEADLINE: 20th of the month, six weeks before the cover date of the issue in which you want your ad to appear (i.e., June 20 for the August issue).

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

Please enter my classified ad as follows:

KLASSIC l li4 -Vision MK!i $750.

$?.,300. Pulse !Om $2,000.

569-2393.

KLASSJC: 14/i Yellow/white, absolme mint condition, 5 hours use and then stored indoors for 2 years $2,800. Klassic l 55, 80 hours, clean $2,100. (411) li73-8800, bra,d([1lh,rn,gglidi11g.com

Number of months:·---·-·····-.... -----···-·······....... --.....

SECTION IJ Flex Wings IJ Emergency Parachutes IJ Parts & Accessories IJ Business & Employment lJ Miscellaneous IJ Paragliders lJ Videos Begin with

IJ Towing IJ Schools & Dealers lJ Ultralights IJ Rigid Wings lJ Publications & Organizations IJWanted lJ Harnesses issue and run

consecutive issue(s). My lJ check, IJ money order is enclosed in the amount of $ ..... -- ....._ ... -.............. - .... -...............

NAME:_.. ··~---··--·······--..

Number of words:

._.............___ @$.50

Number of .. _. ·--·....···--··--·...-.......-........... ___ @$1.00

52

__ .. ___ --··--.. ·---.. ----~·-·

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

HANG GLIDINC

LAMINAR 11 ST hill race with special myLtr sail.

This has the adjustable horiwntal tail and is hasi cally new. Also included is an additional cover Also indndcd in the sale is a slightly used l )acron sail that came off another glider which was con· vcned to a mylar race model. The whole packa~.e will lw sold lcir $/i,800. That's right. Call John at (619) 16 l l !iii 1.

LAMINAR ST, lli, U in stock. WALLABY RA NCI I (94 I) lt2k0070.

MlLLENN!lJM 0070.

WALLABY RANCH (911) 12ft.

SUPER.SPORT 15:l Sttpcrncat custom sail, very low hours, WW l,n included $2, l 00. (ii IIi) li7.1-8800, bradG:Dha11ggli<li1lg.corn

TIU (')70) (,4

J

/lights $2,000. Bob (')70) 64 I-'!530 office, 9207 home.

TRX 1'i8 · Crcat shape $1,500. J<li I (,(J.super clean & crisp $1,200. Sport I6/-still otttclimbs the rest $700.

Sport 1<,7 lit!] race-flies great $700. Call Scotty (719) (,87-975:l kcnneytiilpld.com Co()(! condition $1,000 01\0, TRX 160 able. 1-888-957-5/iJ').

MOYES SXlt Crcat condition, clean, 50 hours $:), l 00. (Ii !Ii) fiTJ.fl800, hradvilhanggliding.com

Renral gliders at flight ULTRASPORT lli7, Hi6 clc,m, priced to sell. (ii 11) 1/:l-8800,

MOYES XTRAI.ITF lli7 $'JOO. Cal! (619) li61-l!i!i l.

Cood shape, a steal at

MOYES XT PRO 165 Novice/imcrmediatc double surface, 25 hottrs, great shape $2,700. (Ii I It) lt/.1-8800,

HARNESSES BY AIRTIME

SlJPERSPORT I G:l Blue leading edge, excellent condition $],500. I lornc (816) 587-0821, work (816) :l') 1-6200.

MOYES CSX SX, XTL, XS3, XT, etc. New and nearly new. Available immediately. Nation's largest Moyes cider. WALLABY RANCH (941) 12/i-0070.

MOYES SX'i Very clean, <50 homs. pmpk/hluc, holog11·aphic LF .$2300 will trade f,,r 22':i Falcon. (805)

HARNESSES

avail-

VISIONS &. J'lJ!.SES - Bought-Sold-Traded. Raven Sky Sports (Ii I Ii) iiTl-8800, bradv1lhangglidin1;.com WW SPECTRUM 165 -·· Crisp doublcsurfacc, rainhow colors, Excellent condi5'7"-6'2", hcl tion w/111,urn:ils met, parachute $/;OO. Complete package $2100.

(90'>) 8991399, J,owdinkyGrlAOl..cotn

l.AZFR $799 JFTSTREAM $7'!'> -~. Borl, harnesses arc designed with the same body. The difforcnces arc in the spreader fotmcs the Lai'.cr being llexiblc and the )ctstream being a /iii! back.frame "comp" harness. Via a conversion kit, clthcr \urncss can be convened to rhc or-her (you virm;:illy get two lrnrncssc.s in one). Ainimc Harness Company, ('>25) 1'i5.MARI<, email: rngrubbs(tl)t ri vallcy.con1 ALL DISCOUNT PRICES CUSTOM HAR· NESSES, EXXTACY gliders, BRAUNIGER varim, PARACHUT!ZS, CL!DER BAGS, ULTRAMITTS: w,1trnest handfairings available. For 26 years, CLOlJl).

BASE l lARNESSES/( :hris Smith (li2:ll 821-·'i'J/i'i.

l)rad((1)l1;1ngi;lidi11g.{'<)t11 PULSES & VISIONS llougln-Sold-Tr,tded. Raven Sky Spom (ii lit) liTJ-8800, bradvtlhanggliding.rnm RAMAIR lli6 New home time for a great glidet in great condition. lncl11,ks winglets, extra downtubc, extra xc Best offor over $500. ( :an ship. (760) 771lj 51 8, Scc,rlieks<rlltrnm.com

W\l(IXC 112 -... Red, white lie bl11e asymmctcical, new .1/97, very good condition, never crashed, w/winglcts $,,100 rn10 001) n9.07n.

WWXC: I ii 2, 155 I .ow hours, dean ,md nice condi t ion $3, I 00 each () BO. (Ii I Ii) 1/:l-8800, brad((ill,angg· liding.com EMERGENCY Pi\RACIIUTES

RAMAIR 155 ( :rem condition, llics great, ilown seasons and stored i11doors last years. Motivated seller $1,000 () llO. (6 I')) /')2 2').16. davev1\mlellgrottp.com

DFl'I.OY/vl ENT llACS New, and new 20fr bridles, $25ca. (:l0.3) :lli789'J'5.

SFNSOR 5 lOC: Com! condition, flies & performs great $500. (828) 2Ci5-00l:l leave message.

ROC:I<FT RESFRVFS $475c,1. UO:\) :lli/ Wl'J5.

Sl'LC:TRUM C:LFAI\ANC:E SAi.i'

Three I (,5

Two, used !.ARA ,tnd HRS

USFD 20/v?.2' ..

Spcctrums in nc;ir new co1l(\i1ion) w/all options $2,400-$:1,200. Raven Sky Sports (11 It) 47:l-8800,

b:ig and bridle $2'i0ea.

brnd<rill1<111ggliding.corn

20 C:ORF. -- 20ft PD/\, brand new $390, I only.

ClO:l) l47 8')'J5.

SUl'ERSPORT 14:l

. Creat condition, (,0 hours, $1,300. (;06) :)')8 '> 168

hgpilo1((1\10l.rnrn

NoVFMllrn 199B

I IICIJ FNERC:Y POD I I ARN ESSES Sizes & styles C(; I OOO's $2'50.

5 ''J" $iiOO. Cocoons each.

(1 J Ii) liTl8800, l<ncchangcrs & stirrups also l,radlf1lhar1ggliding.com

C:ORF l'J)A w/swivcl $/i20. 20 gore $199.

Many more available. Raven Sky Sports (ii I Ii) 173 8800, lm1dvtlhanggliding.com

.'ilJl'ERSl'ORT lii:l New condition, <IO hours, blue/yellow/white. !'lies ['/eat bm I can't afford to keep both of my glidec1. A steal al $1,'>50. Larry (781) 6.l l · 1916 before IOl'M eastern or (')78) 5:l2 5100

SUPF.RSPORT 155 Mint condi:ion, stored in a tube indoors, only ONI, FLIGIIT. Also Ball M-22 vario (minimal ttsc) attd J'lytcc :3020 vario (never used) w/hang mottnt and hard storage case. BEST OFPER. Charles (702) ii2:l-800li hroncoJ:lv1\1iinc.com

NEW, USED And REFURBISIIED harnesses. Buy, sell, trade, consignment. C:11nnison Clidcrs, 1'ilt'J County Road I/, ( :unnison CO 81 ?JO. (970) Ml ')315.

Tl RFD OF TOWIN( ;> Tired

or

to ilying sites'

way with MOSQUITO SWEDISH AEROSPORTS I JARNFSS. I,ightwcight, powerfi,I, affordable and most impon,mrly-hm! Call BILL ofT.C. 111\NG GUDFRS. your U.S. SUPPi JER at 616-922-281ii. I'S: SFEINC; IS BELIEVING, video now available $1:l includes shipping.

Create your own, power up the

us

s PARAGLIDERS

ARKANSAS

CHEAT very Vl'ry low hours, evr·rvrhi,w reserve, AT harness, book, video

O'/.i\RI< MOlJNTAlN JIANG c;UDERS Sales, service ,md instruction. 160 Johnston Rd, Searcy J\R 721/i:l. (501) 279-2!f80.

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Our comprehensive instruction program, located ,ll the CAL!l'ORNII\

Sau Francisco Bay J\rca's prc1nlcr traiuing sit(\ features

RIGID WINGS EXXTACY ----- 1')98, yellow wired flaps, as seen on Sept '')8 I TC cover $8,000. Boh (970) (iii 1 -95:lO ollice, (970) 6li 1 9530 home. lJJTRI\L.IGil"l'S BAILEY-MOYES DRAGONFLY -- 199/i, condirion, extra parts, frilly to row $18,000. Call Rob at (252) or Bruce at (252) li/il--li 12/i ext 2:\. Kitty llawk Kites, Inc. accepted.

SABRE 16 SAIL Amares trike, rotax 50:l, U.l .0. wing, x-uas $8,000. (541) 569-239:\

FLY AWAY IIANC c:LlDINC/PARi\CUDINC: Santa Barbara. Tammy Burcar (805) 692-9908.

Tl IE HANC GLJDJNG CENTER Located in bc,mtiful San Diego. Hang gliding and paragliding instniction, sales and service, conducted at TORREY PINES and local mountains. Spend your winrer vac1tion with us. Demo om line of gliders and equip

ALABAMA Sec

ROCKE!' CITY AJRSPORTS The fun, sale place to learn to fly. We help you lc,m, quickly and saldy with USHCA certified profrssional instrucrors. Creat place for fost cross country flights. Three sires and a Moyes-Bailey aerorng for those "orher" Learn to acrotow and earn yonr AT rating. Mcmion this ad, bring a friend and receive one kssnn · price. Call (256) 880 8512 or (2'56) 77Ci-9'l'J5.

HIGH i\lWENTURE J Ling gliding, paragliding school. Equipment sales, service, rentals at Southern California's mile high sire, Crestline. USIICI\ lnstnictor Rob McKenzie. lly appointment year round.

(909) 88:l-8li88, www.cec.org/b,1s/higlu1dvcnt1rrc

presentation of our

able for

lesson

is avail-

shipping he 11pplietl to Our deluxe reu,il shop

$20

_yo11rfi,ture

showcases tlic latest in hang gliding innovations. ·'\/./c

stock new and used Wills, l\irwave and Moyes gliders, PLUS all the hot!(crt new harnesses. Tradc-in.1 arc welcome. Take a llight on our amazing new VI RTUAI. REAUTY hang gliding flight simulator! 1116 Wrigley Way, Milpitas (near .Srm Jose) CA 95035. (408) 2621055, fax (li08) 262-1 :\88, MSC:HC~ilaol.com

GL

DERPOl~T

2800 Torrey Pines Scenic Drive San Diego CA 92037 Since 192?\ 111\NC CLIDJNC AND PARAGl.]])INC USJ-]( ;A certified insnnction, tandem flight instntcrepacks, ;md siic

1ion, sales) service, rep:1irs 1 tours. San Diego's world

31401 Riverside Dr. lake Elsinore, CA 92530

ARIZONA

909-674-2453 ADVFI\TURF SPORTS TOURS l.cssons nearby Phoenix/Tucson areas. Man-made trainer hill foccs all wind directions. Cuarantccd ten flights per day!

Tempe, A'/. ((,02) 8')7-7121.

gently sloped "bunny hills," sltperlite gliders and com fortahlc training harnesses! "FIRST FU(;]-IT," a video

mcnt at rhc always convenient and world famous

TORREY PINES. We offer !CARO (LAMIWILLS WING (XC) and all NAR ST), MOYES kinds srnff. Makers of the DROGUE CHUTE. 7181 Charles Way, Fl Cajon Ci\ 92.020, (619) li61-H!il.

or

SCHOOLS & DEALERS

LOOKOUT MOUNTAIN J:L!Cl IT PARK ad under ( ;cmgia.

DREAM WEA \11':ll. I !ANC Cl.Jl)JNC Sales, scrvice , instruction. Area's most INEXPENSIVE Ideal trai11ing hill, new and used equipment. fo, Wills Wing, Altair, High E11crgy Sports a11d more.

Tandem instrnction. US] !CA Advanced instructor Doug Prather. (209) 556--0469 Modesto Ci\.

s FULL SERVICE SHOP--· Located on I lwy 7/i at the hasc ul" the Santa Ana mmtutain range. Proudly rcpreALL major brands. Rentals available to quali (, days a week 9arn-5pm, dosed on m'·""'•'Y'· Vrsa/Masterc,ml/i\rnc:ncan Express.

soaring center. Visa and

Mastercard accepted. Call (6 19) Ii 52-')858 or check ns <mt at http://www.llyrorrcy.com WINDSPORTS since 1971. Fifteen minutes from I.J\X. to Sylmar, C\estlinc, Elsinore and training sites. Vacation training, /lying including lodging and rentals. and cquiprnent) new and

nscd in Trade in your old equipment . .37.5 sunny days each year. Come fly wit!, us! 16H5 Victory Blvd., Van Nuys CA ') lli06. (8 !fl) 988-01 I I, hix (818) 9881862.

COLORADO AlRTl.\llE ABOVE I IANC GI.ID!NC Wills Wing, Moyes Altair, I

MAGIC AIR Located in Northern C:aliforni,i.

Lessons, sales, service. (70"/) %3-3455.

Full time

lessons, sales, service. (~olorado\ most experienced! and more. (30.l) (,}li-2ii5 I,

Energy, Ball, learn Colorado

i\irtimcl IC ;[[llaol.com CONNEC'l'IC!J'I'

MOUNTAIN WJNCS-- Look under New York.

H/1.L SERVICE SIJOP Sales, rentals, repairs, guide service. !'rec brochure. (520) 6:l2-/i I

54

new your equipn1ent and cash in your pocket. What a deal!

FIORIDA CJ.OUDBASE HARNESSES & EXXTACIES

Sec

ad under"] larncssc.s".

HANC GLIDINC

GEORGIA CLOUDBASE HARNESSES & FXXTACIES ad 1111dcr "Harnesses".

lJSIICA C:ERTff!Ell TANDEM INSTRUCTION fly McNamec. Acrotow training & rmings.

Dealer f,,t major /light and acrotow I. 5 homs from Disncyworld. C,11 (:\S2) graybird~1lpr:1xis. net hu p://www.gypzi.com/graybird

1.,,,-~11,,.

I .OOKOlJT MOUNTAIN I'! !Cl IT PARK.·- Sec ad under Ccorgia. Nearest mmuuain training center to

Orlando (only 8 homs).

The Acrotow Flight Park S»isEict io11 Cuaran teed JUST 8 Mll .ES !'ROM DISNFY WORl .D

• YEAR ROUND SOARING • OPEN DAVS A WEEK FOUR TUGS, NO WAITING • EVERY DIRECTION 5(\4 Nl<.;F. demos to fly: Topless ID Trainer Clidcrs: I .arninar, Moyes, Wills, Airborne, Airwave, Fxxtacy, Millennium Su1icrllh1,ter ~1nd 111orc; also varios, etc.

Ages 13 To 73 have learned rn fly here.

No one comes close to our level of experience and success with tandcrn acrotow instruction.

A GREAT SCENE FOR FAMILY AND FRIENDS .., WE l !AVF.

The most advanced training program

known to hang gliding, teaching you in half the time it

takes on the training-BUNNY HILT., and with more in-flight air time. YES, WF CAN TEACH YOU FASTER AND SAFER. For year-round training fon in the sun, call or write Miami l fang (;[iding (.305) 28589?8. 2550 S Bayshorc Drive, Coconlll Crovc, Florida 53133.

1-8()0 .. 8()3 .. 7788

FULL r 100!( .. lJJ>S Laundry, propane, rccreario11 room. l-800-80:l-7788.

LOOKOUT MOUNTAIN l'LICI IT !'ARI< Sec onr display ad. Discover why FOUR TIMES as many pilots earn their wings at Lookout 1ha11 at any other

school! We wrote US! ICA's Ofncial Training M,mual.

Om spcciaJty .. cttstomcr satisfaction and fun with the BEST FACILITIFS, largest inve.mory, ming,

1nore! For a

trip, intro

or

lesson Lookout Mountain, j11sl outside Chattanooga, your COMPLETE traiuing/scrvice ccn· tcr. Info? (800) 688-LMFP.

IO mot-cb {l.,t_ n'si-aurants within 5 mins') camping, hot showers, shade nces, sales, storage, ratings, XC retrievals) great weather> cli1nbing wall, tra1npolinci

I )SS TV, ping pong, bungee swing, picnic rabies, .~wi1nrning pooL etc.

l'ligh1s of over 167 miles and more than 7 homs.

Articles in !111ng C,'/iding, Kitp!rmcs, Sky1uing,; Cross Country and others. Featured on numcrotJs TV shows, incl11ding ESPN2.

Visit 11s on the Wei,: http://www.wallaby.com

BIJNKl!OlfSF

!'lease call 11s f,,r references and video.

I 805 l )can Sri II Road, Disney Arca, Fl. 3.18.17 (9ft 1) lt2/i .()()70 .. phone & fox

WARM & COMFORTABLE 32 bnnks, ho1 show· crs, open all year, 2/i hour self registration. ] .. 8()0-80.'l

Conservative• Reliable• State of the Art F.l J.C. INC./FLYINC JU)RJDA SINCE 197/i

QUFST AIR SOARINC CENTl-:R Your vacation hang gliding location. 052) /i29-02 U, fax (:J52) /i2') ·

Sec

Malcolm Jones, Ryan Clover, Carlos Bcssa JdF Schmick, I .auric C:rofi, Frie C11n Tom RarnscL1r, Roger Sherrod

7788!

HAWAll

BrRDS IN PARADISE I Jang gliding & nltralight flying on Kauai. Cerrifa:d tandem instruction. (808) 822-5}0') or (808) 6:l')-1067, hirdipG'!laJoh,1.nct www.l1inlsinparadisc.co111

JLLlNOlS

IJ81J-6. Visii- our website at: www.questairf()rn.com or

email us: q11cstair~1>s1111dial.net

NOVIMlm~ 199H

I !/\NC CLJDINC SFRVIC:ES ·- Acrotowing thrn Pr:iiric Soaring at Leland Airport, I hour west of Chicago. Tandem ins\ruction. Airport (815) lt95-282 l, home (815) 7/i 1-2250.

55

"30 YEARS COVERING THE COMPLETE FLYING SPECTRUM "

ARKANSAS X-C

Continued from page 18.

hit "go" to Mount Magazine - and, oh my God , I couldn't believe it - it was exactly 104 miles! I screamed with joy and had tears in my eyes.

The signal on the cell phone was very good and I called Samantha, whom I had lost contact with a long rime ago, to !er her know rhar I had made rhe first 100-mile fl ight in Arkansas. She was still going west on Interstate 40, hoping to make contact with me, but I had been flying northwest, further and further away from the Interstate, so we had lost all contact. She was about 60 miles away, so I had plenty of time to pack up and get to know landowners Leslie and Elizabeth Krause. They were very helpfol and provided directions for San1antha, and told me that I was welcome to drop in any time. I had landed in normeast Oklahoma, next to Highway 59, about 11 miles north of Highway 412 on the east side of Lake Eu cha.

I was very satisfied with 104 miles on a marginal day on my new Exxtacy. During the flight I was turning and trying to stay high mosr of the time, primarily maintaining between 2,000' and 4,000' AGL over rolling hills and tree-covered ground. Long flights are possible in Arkansas, and we have much better days. We could have flown some big miles in the past if we had only known better and had made the right decisions.

After this flight I told Samantha rhar she could have all the tandem flights she wanted for the rest of the summer. Without her help it would be very difficult to make these enjoyable and record-breaking flights.

I hope I get a chance to meet some of you in Arkansas. Every year we sponsor the "End Of Summer Mount Nebo Fly-In" at the end of August. For more information about hang gliding in Arkansas please visit our Web site at www.ozrech.com/hanggliding/

ABOUT THE AUTHOR Mark Poustinchian is a Senior Civil Engineer at Arkansas Nuclear One power plant. He began flying in 1990 and is currently a Master-rated pilot and Tandem Instructor. At this writing he has logged approximately 1,250 hours ofairtime and more than 5,000 X-C miles, mostly in Arkansas. He holds the Arkansas altitude record at 10,270' AGL and the state X-C record. His Longest flight to date was a 146-miLer made during an X-C competition in Big Springs, Texas, the Longest flight of the meet.•

ELECTIONS

Continued from page 22.

grams and (hopefully) will leave them alone for a few seasons. I also have shouldered the responsibility of chairing the Financial Redistribution Commirree for several seasons running. This Committee has made vast improvements in several areas, particularly in recruiting new Board members to sir in on comm.ittee.

I also arrend the Towing and Safety and Training Comm.irree meetings, to keep myself informed, and from rime to rime, interject a voice of reason .

These are interesting times for the USHGA, and I enjoy being a part of it.

In conclusion, as usual, I will offer what may be the mosr compelling reason to vore for me: If you do so, and make me aware of this while in a local tavern after a great flying day, I'll buy you the beverage of your choice! • NOVEMBER 1998

ifi

s

RAVFN SKY SPORTS·

(312) 360-0700 or (414) li?.3-·8800. 2 hours from Chicago, 90 mimircs from

Elgin, Palatine or l.ibcrtyvillc. The best instrucrors, the besr equipmcm, the hcsr results in the rnidwcst.

Training program for combined/integrated foot launch and aerotow ccrriflcarion. Apply J 00')1, of yom imro lesson costs to cerrification prowarn upgrade! Please sec our ad under WISCONSIN.

TRAVERSE CITY HANG GLIDERS/PARAGLID ERS FULL,TIME sl,op. Certified instruction, foot launch and tow. Sales, service, accessories for ALL 1rnijor hrands. VISA/MASTERCARD. Come soar our liSO' dunes! 1509 F 8th, Traverse City Ml li%81i.

Offoring powered paragliding lcssm,s & dealer for new & used units, including the Whisper and the l'ly. Call Bill at (6 JG) 922-281i4. Visit our paragliding school in Jackson, Wyoming. Call Tracie at (:)07) '739,862.0.

RAVEN SKY SPORTS (612) :lli0-1800 or (lilli) liTl-8800. Please sec our ad under WISCONSIN.

SUSQUEHANNA FI.IGHT PARK NY. Certified Instruction, Sales and for all major manufacturers. !iO acre rraining hills, jeep rides, bunk house, camping, showers, 600' NW ridge. We have the bcsr facilities in N. New York state to reach you how to fly. c/o Dan Cuido, Box 29.3 Shoemaker Rd, Mohawk NY I }407, Cl 1'i) 866,615.3.

NE.VADA

NORTII CAROl!NA

INDIANA

MINNESOTA RAVEN SKY SPORTS om ad under Wisconsin. br,.,d(irlb;,mggli,.ling.com

all other major brands, accessories. Cert ificd school/instruction. Teaching since 1979. Area's most INEXPENSIVE prices. Fxccllenr secondary instruction ... if you've finished a program and wish to contin-· uc. Fly the mountain! A'l '01.

Tandem {lights!

Contact Paul 516:J Rd, Pinc Bush, NY 12566, (9lli)

KANSAS l'RA!R!F HANG GLIDERS !\ill service school & dealer. Great tandem instrucrion, rowing & XC pack· ages. (316) 375-7.995, kenncy@'pld.com MEXICO

HANG GLIDING

IC •''' PAl"<AGLIDING

HAWK KITES

ADVENTURE SPORTS Sierra soaring tours and tandem our specialty. I Jang gliding/paragliding USJJ(;A cerrificd insrruction. Sales and foll service shop f'or Altair, Airwave, Moyes, US Acros, Wills Wing . .%50-22 Research Way, Carson City, NV 89706 ('702) 88:\,7070 phone/fox, email: advsptsQrlpyramid.net we\, site: http://www.pyramid.net/advspts

Plight Park

I.AS VEGAS AfRBORN WATERSPOR'J'S l lang & paragliding tours, lessons, sales, service. ('702.) www.vinuallH1sts.net/skysail/main.htm NFWJFRSEY MOUNTAIN WINGS

l .ook under New York.

NEW MEXICO

MJCIITGAN CLOOD 9 SPORT AVIATION Acrorow special ists. Cliders, equipment and launch earl kirs available.

Call for fall/winter tandem lessons and flying appoint· menrs with the DraachenFliq;en Soaring Club at Clo11d 9 field. 11088 Coon Lake Road West, Webberville Ml 48892. (517) 22.3-8683. c:Joud'lsaCiilaol.cotn, ht tp://rncmbcrs.aol.com/cloud')sa

MOUNTAIN WFS'J' l IANC; CLIDINC l'armington's only ltd\ service school and Wills Wing dealer. 0/lcring row and rnndem flights. (505) 6328/ili},

UP OVER NEW MEXICO Instruction, s:iles, service. Sandia Mountain guides. Wills, Airwavc.

Albuquerque, NM (505) 87.1 -85lili.

NEW YORK

HAN

LI

JN

NORM I.ESNOW'S FLYfNC ADVFNTURFS Since 1978. Experience & safety arc 111. Presenting the rnrbo dragonfly. lntrod11crory flights and f'ull range of' lesson programs for beginner ro advanced. Acrorow clinics & lJSI !CA appropriate ratings available.

USIICA certified school. Please contact Norm Lesnow-Master Pilot, Examiner, Advanced Tandem lnstrnctor, Tow Administrator. (21t8) 3')9.JJlt.'rJ, FUl.L-TIME school. www.ScriousSports.com n/fa(iiljuno.com

AAA FUCllT SC:JJOOf. MOUNTAlN WINGS, TNC.-·22 years experience, full round. Full service shop, Ii training areas and a tow field.

Winch ;ind aero rowing, tandems and two,placc training. We sell: Millennium, Exxtacy, Airwave, Altair, Moyes, Acro.s, trikes. Woody Valley harness· cs in .stock. Save us about the moumain at a discount. We do it all and we be undersold. (') I Ii) 64/-337'7 WWW.PUGHTSCHOOL.NET, email MTNWINGSGilAOI..COM or visit us at 150 C:anal Sneer, Ellenville NY I 2./i7.8.

ELLENVILLE FLIGHT PARK~- Sales, service, UST IC:A certified insnuction. Dealer for AIRBORNE, I.A MOOFTTF TOPLESS, Al'CO, UK DISCOV· ERY, instruments, accessories. 80 l lang Clider Road, Ellenville NY J2.lt2.8. Call Tony Covelli or Jane, phone/fax ('Jlli) 61t7·1008.

FLY IIICH !JANG c;UDJNC, [NC. Serving S. New York, ( :onnecticur, Jersey ,treas (Fllenvillc Mm.) Area's EXCUJSIVF Wills Wing dealer/specialist. Also

5/l

• TANDEM INSTRUCTION • AFRO'J'OWINC • BOA J "J'OWINC • l'ARACLIDIN(; • H)OT LAUNCH • MOUNTAIN CLINICS • OPFN YFAR ROUND • BEACJ I RESORT • FQUIPMFNT SALES AND SERVICE

(800) 334-4777 NAGS HEAD, NC Internet Address: http://www.kinyhawk.com F-,Mail Address: hang,-glideG"1louter-banks.com LUMBFR RIVFR I lANC CI.IDINC - USl!Gi\ certified instruction, winch rowing, a111horized Wills Wing dealer. I.umberton, NC:(') IO) 618,9700.

PENNSYLVANIA AFROTOWINC Pl ffl.1\DELFHlA DRACON FI.IF.RS! ~- Tandem, f'oor launch & paragliding insrruction! (61 O) 527· I 68?.

MOUNTAIN TOP RFCRFATJON Ccni/'ied instruction, Pittsburgh. (Ii 12) 767-li887.. C'MON OUT AND PLAY! MOUNTAIN WINGS

l .ook under New York.

PUERTO RICO Fl.Y Pl/ERTO RICO T,,am Spirit Hang Cliding, IJ(; classes daily, tandem instrncrion available. Wills Wing dealer. Glider rcmals for qualified pilots. PO Box 978, Punta S,tntiago, Puerto Rico 00'/li 1. ('787) 850-0508.

HANC CLIDINC

s TENNESSEE

VIRGINIA

CLOlJDBASE I IARNESSf<:S & FXXTACIES ad under" I larncsses".

Sec

llLlJE Sl<Y

High quality iustruction, cq11ipmc111

sales, sewing) lowing supplies, Clidcr Savers. Call SIL'.vc Wrndt, (510) 152·6557, cell (5/rO) li80.\/i \8.

KJTTY I IAWK KITES 111\WK 1\IRS!'ORTS INC P.O. llox 'JO'i6, Knoxville, TN T7'lii0 OO'i(,, (·i23) 2\7../i'l'Jli. I Lrng

Cliding and world f:11nous Windsoks.

UJOJ<OlJT MOlJNTJ\!N Fl.IC! IT l'i\ld<

Sec

Sec North ( :arolin,i.

Sl\VFR W\NCS, lNC. Ccrti!1cd instruction and equipment sales. (70:l) 53.'l I %'5 Arlington VA.

BRAND NEW AIRMIC: $65. By NJ\S (the one th,11 works.) N01 for Kenwood. Talk ,md hear 1hrn <car, PTT swi1ch. (.lO:l) Yil 8995.

WISCONSIN

ad under ( ;corgia.

TEXAS AUSTIN AIR SPORTS INC. C:n1iricd foo1 launch, tow & undcm !raining. Sales/service, Steve & hcd Burns WINDEMERE (8:30) 693·5805. I IOlJS. TON (J.81) fi7J. Jli88. i\11s1in/\irv'l:10l.co111

(;O ... I li\NC <:I.Ill IN(;!!!

Jeff Hum, li8l I Red River St., i\us1in Texas 787':i 1. Ph/fox ('i U) /i(i/.}'l29 jcf lliif ly1cxas.co1 n Jill.I. COUNTRY l'i\RJ\Cl.!DJNC !NC - l.c:nn rn111plc1c pilo1 skills. Personalized lJSI I(;/\ certified

R;\VFN SKY SPORTS 111\N<: Cl.!DINC /\ND Pi\RACLIDIN(; The midwest's Premier acrntow flight park, l<nmdcd in l 9'JJ.. Fcamring lNTEGRi\TlcD INSTRUCTION of' foot·l.nmcl, and acrotow tandem skills, :11 J1'lckagc prices 10 lrc11 any in the US/\. Scvrn hc:n11ifid, hills facing all wind dirce1ious.

Four

tmv

no waii-ing! Three tandem

glidcr.s on wheeled 1mdt-Tcarriagcs. WW htlcons for training frorn the very firs! lessons. USUA nltralight and instr11ction. P:iragliding tows. 1:rcc camping.

Salcs/sc1·vic:c/,1cccssorics for all brands. Open 7 days a week. ( :om act Brad K11slnwr, I'() Box IO I, Whi1ewatc1 WI 5:l I <JO (Ii IIi) /il:J.8800 phone, (4 I It) /i7;l.880 I fox,

KITE ENTERPRISES

PARTS & ACCESSORIFS i\EROTOWING ACCESSORIES Sec TOWINC. Tll E W AI.LABY RANCll (911) lt24,00/0.

Fool launch, pl.11rorm

launch ,rnd ;wrotow instruct ion ton. Training, sales, rentals and repair. i\irwave & Wills Dallas, l'c,n

Worth :rnd nonh Texas area. 2. I I 75002. ('J72) :190')090 nights, weekends, W\VW .ki te-c11tcrpriscs.nlI ll

1

NJ\1U:H

fv1y well-loved

www .h:1 nggl i(1ing.com) bradCthhangglidi11g.com

tnining, ridge soaring, foot & tow launching in central

Texas. MOTOR!I.FD !'ARJ\CI.IDINC INSTRlJC TJON & EQUIPMENT AVAll.ABLF. (915) .l7'J 1 IB'i. ll.1 I, Box 161'. Tow TX 786'/7..

Fl<OM nnRRADP,l\J~-, FOR HAN(.;

Alkn TX

f'.Ml\LL COMHCJ UNT'f' AN.)

quick vario married lo an to new gcncr;1tion laser

1rimmed transdurcrs. Squeezed in10 tough li11k RI' 1,rclOr hox only 5dx I .Ii" still has r,:servc li:11tcryl I ntcrchangeahlc broad Velcro st raps or base tube mounting hardware. $295 Shipping inc. (805) (,82 1088. Brc:adpan units still $2'!'i. Laser trin11ncd retrofit available $8':i.

ROBFRTS C:I.IDFR 11\STR\JMENTS l}iO Cl ll'F DRlVI•, SANT/\ BARBAR/\ CA 'Jl I O'J CIFl'S & TROPI llES

l!niquc, unusual/,: cre,uivc

haug gliding rcLHl'Cl gi(ts and trophies. 1"rc( catalog'.

TOTAL AIR SPORTS - Area's OLDEST Wills Wing dealer. Certified instruction available. "I only D[AL with WILLS". (i'.,'i/i l.i111cs1011c, I louston TX non. (7U) 95c,.611i1.

So,uing Dreams, I 17\(, hirvicw, Boise J,Lihn B.l/U. (208) 37Ci·7'J1/i.

UTAH l!Ti\l l'S ONLY FlJI.I. SERVICI•: Paragliding and hang gliding shop and school. We oflcr AM ,tnd l'M lcss011s seven days a week. We arc dealers for all rna11ufoct111'· ers, ( :rl'a\ nnv and used '\I.Jc teach at 1hc bilious "Point of the Mountain. 1\cc camping right where yo11 learn. Great discount h;irgain lodging or luxury accorn modation.':>. ( ;uidc sci vices, mrn11n;tin tour~, .'lite infc.>rm;1tion. i\ffordahlc classes. hir a free i11f,mna1ion package, mil

1011 liee 1·888 ')/iii 'ili:n, email 11 BC :.1v1\1ol.com, fox (80 I) 'i76 6/i82, 17l,5'i S Mimucm:m I)r., l )rape'\' U'I · 8/i020.

WASATCH WINGS

Utah's only fidl service hang

gliding schooL Point of the Mou111;1in, rcgion:il morn1-

BFST I WIIFFI.S AV/\ll.i\BI.E Snpcr rough, ligh1wcigh1, a must fr,r 1a11dcnt flying. lluili,in b11shings. Dnly \JSA·huilt wheel. $1i2.95, qua111i1y disco11nts. Immediate delivery. Lookout Mountain, (800) C88 !.Ml'P.

new 1!EAVYDlJTY, Wi\TFRPROOI' PVC Full 1110 zipper, $ I07 ppd. XC:-Camo or whiu·. 115 zipper $(,5 ppd. (;unnison (;lidcrs, I 'iii') C:ounty R,,ad 17.

Cunuison CO 812.Vl. ('J70) <iii l·'):) IS.

tain sites, towing. llcaler 1,,r i\erm, Altair, Wills Wings, Moyes, Airw,1ve and much more. ( :all /.ac (80 I) 'i7(, 0 l t\2, wings<tl\;v;1s;1tch.cnm www.wasatch.com/ ,,wings NovrMBrn 199B

!59

s CROUND WIND DlRECTJON lNDlCATOR Drop it over your landing spot, i1 detects wind dircciion like :1 windsock, cx1remcly visible, cnvironmcmally friendly, rcsels in seconds. Cheaper than downmbcs and broken egos. $!i5cach, $80 for 2, plus s/h. (51 O) 22.}-6239. Send check or money order ; C.W.D.I., 1103 Manor Rd., Elsobrante CA ')/i803.

MASTADON DESICNS Jiang gliding accessories. pocket $1/i, BAR MITTS: EXPLORER-no NAVIGATOR-upper map pocke1 COMPETITOR-circular map rnfl· $64. GLIDER BAC;s, IIFAVY-DUTY: 600 denier polyester, water & UV protection, /110 zipper, reinforced ends, tapered design, continuous loop handles, red or blue $1 08. CROSS. COUNTRY: 210 denier nylon, strong yet lightweight, /15 zipper, tapered, red or blue $91. RADIO POUCJI. ES: Vinyl window, safety strap, adjusts to f1t most radios, vclcro's onlo shnulder strap, red or blue $17.

HARNESS BAGS-·roomy, adjustable, comfort-· able, waist belt, red or blue MASTADON DESIGNS, Box 665'5, S. Lake Tahoe CA 96157.

(530) 5/i2-3853, kmjd7@tl,cgrid.net. Prices inclt1dc shipping & handling.

TF.K FLIGHT PRODUCTS

Camera mmrnt $/i8.50. Camera remote (ask ab,mt rebate) $1i5. Vario mount $15. 6" wheels $29.75, S&H included. TEK FI.IGHT Products, Colebrook Winsted CT 06098. Or call (860) 379-1668.

1cl&ilsnct. net or our page: ht1p://members.uipocl.com/-tekflight/indcx.b1ml

I I ICl-l Pl'.RSPECTIVE WHEF.LS Real I ifc savers!

12.", light, mugh. Vits all gliders. Send $11.95 + $/i.50 shipping per pair ro Sporr Aviation, PO Box 10 I, Mingoville PA 1(,856. Ask about our dealer prices.

KENTUC:KlANA SOARINGS --- Fingerswi1cl1 radio he;idser, by !'light Connections. HEAVY-DUTY w/fingcr mounted swit-ch) communicnc w/hauds on control bar or brakes. Safer flying, more reliable com· rnunicar-ions. 90 day 1nff~ warranty, w/rcpair service

available beyond For Yaesu, !corn, Alinco, radios. Full foce or open Kenwood & 01her helmets. $89 shipping, MC/Visa, ck,lcr inquires invited. Kemuckiana Soaring, 125 N Taggart Ave., Clarksville lN 17129. (812) 2887111, fax (812) 284·-lil 15. SPECTA!JZING IN COMMUNfCA-· 'rJONS. KENTUCKIAN A SOARING <:on1111111lications Specialist!

Best Prices & Best Service!

Customer Satisfac1ion Cuarnmeed!

MTN! VARIO World's s1rn1llcsr, simplest vario!

Clips to helmet or chinstrap. 200 hours on barterics, 018,000 ft., fos1 response and 2 year warranty. ( ;real for paragliding roo. ONLY $169. Mallcttcc, PO Box 157%, Santa Ana CA, 92735. (711) 96(,-1210, MC/Visa accepted, www.mallcttec.com

OXYGEN SYSTEMS

fHJSINESS & EMPLOYMENT FOR SALE Arizona bang gliding business. Year round lessons/sales serving Pl10enix/Tucson. All wind direcrions rnan·made rrainer hill on ten acres, plus access to mountain sires, giant shop & stock. First 35K or best offer. (602) 897-7 l 21 .

VAIUOS: BALL & FLYTEC .. $CAI.I. RADJOS-·ALT. MODELS AVAfLAllLE SPECJAL.JC:OM T2A 2 meter Plus ....... rcady-10--go, tx/rx 136-171 .............. $250.00 YAFSU FT 11 R ...................... 5 wan ............. $'.l05.00 5/8 TFI.ESCOPIC ANTENNA... . ... $20.95 5/8 CAIN DUCK ANTFNNA ............. $17.95 .. ........ from $275-$.105.00 MOBlLES..

TlJNF UP w/Warranry Intact.. .. ....... $.15 50.00

The world--class XCR-180 operates up ro 3 hours ~1l18,000 ft. and only 1\b. Complete kit with harness, c:mnula and remote on/ off llovvrnc,1er, only $:,75.00.

MISCEl.I.ANE(){JS: HOOT< I<NfFF. Kcnmckiana Soaring, li25 N Taggart Avenue, Clarksville IN li7129 (812) 288-7111 fax (812) W'f.li 115

January classifieds deadline: November 20 60

DON'T CET CAUCIIT J.ANDINC DOWNWIND! J.5 oz. ripstop nylon, UV treated, 5'1" long w/ I]" throat. Available colors flnorescenl pink/yellow or ilnorcsccnr pink/white. $)9.95 (+$1.75 Sil I). Send to US!ICA Windsok, P.O. Box I 330, Colorado CO 80901-1330, (719) 632-8300, fax (719) 17, ushgatiiushga.org VISA/MC accepted. Check our web sire www.usbga.org

SMALL HELMETS Dealer overstock on small/xs kcvlar full face helmets. 25'Y<, offl Raven Sky Sports (It IIi) li73-8800. hrnd(rllhanggliding.com

Have a photo placed with your ad for only $25 extra!

WANTED ·- Certified hang gliding instructor.

Lumber River llang C:liding, Lurnberron, NC (9 IO) 618,-9700.

WANTED I Jang Cliding/l'aragliding instructors. lmmcdiarc full time openings available. Live the California dream ... instruct students at rhe San Francisco lhy area's prcinicr rraining site. Service shop employment is also availahlc. Ask for Pat Dencvan (/i08) 262-l 055. MS( :J-f(;(r,)aol.com

PUBLICATIONS & ORGANIZATIONS

form. From the early firmg Gliding C11 'J) 632-8300.

hack issue order ro the present

I 1ANG GLIDINC

'ITJ .LlJRll W, AEROBATIC :s

BAC JT! ff yo11 don't have your copy oC I )ennis Pagcn's PE!U:ORMANCE PLY!NC yet, avaiLihlc $29.95 ( ,$5.50 s&h through UST !CA I US! TC/\, PO Box for UPS/Priority Mail 1:no, C:olorado Springs C:< l 80901. l--80(H, 1(,.6888

GREFN POINT FIYFRS NFW FROM FAST best video to date. Shot COAST VJ DF0 1 Michigan coast , Crom eiglll sites.

3D animations and sonll'

www.ushg:i.org

gliding, paragliding, motorized p,tragliding, tug & :;\atir 1owing, motorized mosquito) Swift, and B11ckc)'l''s powered p:nachme. Hnmorous training

SOARINC Monthly magazine oC The So:ning Society oC /\mcrica lnc. Covers aH :1s1x-c1s of soaring flight. Full membership Vi'i. lnh kit with sam1ilc copy $3. SSA, P.O. Box F, 1 lohbs, NM 88211 J. ('i05) .1'J2 1

1177.

TOWING AEROTOWINC ACCESSORIES TIcadqnancrs f,Jr: The finest relccises, releases, Spectra "V" bridles, weak links, tamkm launch can kits, etc.

THE WALLABY RANCI I (9/i I) li210070.

CLOUD 9 SPORT AVIATION equipment :md acrorc,wrng accessories. $500, partial kits C:Jo11d'JSA~ilaol.com

morphing

shots,

On trailer bed for hang glider, modified for parav,lickr (step LOW) with gnillotinc, ]Jome (816) 587-0823, work (816) 3000' spectra 3')1 .. (,200.

MlSCEl.l,ANEOUS

air 10 air viclcography and much more.

Video high digital and stereo. Anybody in1ncs1ed in lite this video is a m11st Send check or money order, ,$:; shippint; lO: Fast Coast Video, 80 F. l.i11col11, I !eights, Ml /i'J/ili/i.

(61 Ci) Tl'>··'i:l6.l. (Wayne's video, Point oC the Mountain, is also available for $29.)

1

PARTY AT CLOUDBASF

/\ hang gliding music vidrn hy /\dventn,..- Productions $1').95. JIANG GLJDING FXTREME & BORN TO FLY by Advrntme Productions, grc:n hg action $:lli.95 e:rch. l lAWAIIAN Fl .YIN by '), soaring in paradise, :11nazi11g Lnmche.s $:l.l.

US! JC/\ (719) 6:32 8300, fax (719) 6.32-6/i 17, email: or orde1 off our web www.11shga.org. add , $Ii doml'stic :-,/h (

TllT TOW RIC:

you h~we ro sec. 51 mirnncs of'

From the first Telluride h:s1ival i11 I ')81, to rite modern day fi-ccs1ylc competition. hillow the his1my of this dynamic gathering. PA.'JS ( :all USl l( ;A (71 ')) 652 8:lOO, fox (719) 6Y2-(,/i I l, order from om wch site ww,v.\1:-;hga.urg.Plca:-.c add +$It do1ncsi-ic s/11.

1

for 1wn or more videos). Creal to

fi·icnds or for those socked-in days. Perfect launch potato t umed couch potato. Also, ask us about our paragliding videos!

"AFROB/\.TICS" hdl color 2:l"x :, I" poster fr:mrr i11g John I lcincy doing what ht' docs bcsl··l ,( )( lPI N( ;! i\vailahlc through lJSI l( :J\ ll(l lcir jnsi $(,.'J~ ( 1$:l.50 s/h). Fill tlr:rt void on your wall! Send to US! IC/\ A,·rohat ics l'ostn, ]'() Box J JOO, Springs CO HO'JJ.'l. (lJSA & C:anacl:1 only. arc NOT AVAi I .ABLE on international Raymond poster·

VJDEOS &. FILMS FIRST FLIGHT

Follows the acrion ofa new pilot's

firsr lessons. This video is an

way to show

your friends and fom ily how you learn 10 fly.

VHS l 'i mimnc;;. $20 include;; shipping (may be to lesson ;,urchr1sc'). MfSSfON SOARING r'r:,s.1'i'vn 1116 Wrigley Way, Milpitas CA ')'j().}'i. (li08) 762, 1055.

SPEFD GUDJNC: TEAR UP TilE SKJES By /\dvcnturc Productions $2./i.95. Covers tire speed gliding contest i11 K:trnloops, British Columbia and then onto Tcllmidc, Colorado. S11pcrior graphic animation, great camera angles. 21 minutcs.

TELLURIDE SPFFD GLIDING: By Tatum Productions $19.95. Complete coverage of this cvcnl.

The sound oC the gliders passing through the rnntrol is totally awesome. 33 min111cs.

USl!C/\ (ll'J) 632 f\300, fox (719) 632.-(,li17, order fi·om our Wei, site www.ushga.org. Please add , $Ii s/h in 1he USA.

NOVfMBIR 199B

I IANC GLIDING CIIRISTMAS CARDS ( )Id hl:,ck :111d white etching style. $IO per dwen, $18 for 2 dozc11, .rr1 f,,r 50, rn $60 for I00. (J>lus I O'Yr, f,H On shipping.) the nC'l: 11 rt p:,1/ nrc111bcrs. tr1jK>Ci.,c01n/. a1.:rc.a t1on/u1dcx.l'1l!!1l or a self'addresscd st,tmpcd envelope for an asson ment selection shcl't to: TFK FUGI IT Prod nets, Colebrook Stage, Wi11stcd CI' 0(i09B. Call in you, order (860) ]79- I 668.

61

s VIDEOS BOOKS & POSTERS

Call UST lC/\ for

your Merchandise order form Cl I'!) 6,32·8300, email:

or

check

om

web

page

DON'T LEAVE YOUR GROUND-BOUND

FQlJIPMENT SITTING IN THE GARAGE. SELL

STOLEN WINGS arc liswl as a service to lJSllCA members. Newest entries arc in bold. There is no for this service and lost and found wings or cq111prncr1r may he called in (719) 6:JZ .. 8300 or fax it in 632 .. 6/i 17 for inclusion in J fang Cliding magazine. !'lease call ro cauccl the listing when gliders arc recovered. Periodically, this listing will he purged.

IT IN THE I !ANG GLIDING CLASSIFIEDS. CLASSIFIED /\DVERTISINC RATES The rate for cbssilied advertising is $. 50 per wmd (or group 1,i" characters) and $1.00 per word fi:H bold or all caps. MINI-

M UM AD CHARGE $5.00. /\ frc of $15.00 is charged f,,r each line art logo and $25.00 for each pho ..

10. LINEART & PHOTO SIZE NO LARGER

Tl JAN 1.75" X 2.25". Please underline words ro he in bold print. Special Ltyollls of" tabs $7.5.00 per column inch. Phone mtmbcr,2 words. Ernnil or web addrcss,<lwords. AD DEADI.INES: All ad copy, instruct ions, changes, additions and cancdlations musr be received in wrii-ing 1 ' months preceding du: cover date, i.e. November 20th for the January issue. Please make checks payable to USHCA, P.O. Box 1330, Colorado Springs, CO 80901-1330, (719) 6.'32-8300.

1":tx (71 'J) 6J2 .. 61i 17 or email: mhga(J)11shga.org your classified with yom Visa or Mastercard. ASK US ABOUT ADVERTISING ON OUR WEB PAGE.

WWW. usr IGA.ORG

INDEX Adventure Productions ...................... 22 Angle of Attack ................................. 62 Arai Design ....................................... 51 Brauniger .......................................... 57 Flighr Design ................................... .42 Flyrec ................................................ 23

Ffoll Bros ........................................... 14 High Energy Sports ........................... 15 lcaro .................................................... 7 Jusr Fly ................................................ 2 Lookout Mtn. Flight Park .............. 2,21

Mojo's Gear ...................................... 15 STOLEN WINGS &. THlNGS

HPAT l 58 Stolen fro111 desert cas1 of' FALLON, NV on August 15th, 1998. White I.E, pmple/lime/rnagcma undersmfacc. Also C(; .. 1000 harness {pmple/whitc/rnagcnra) and Tangent. David, (510)5251i687.

Personal Flight .................................... 9 Secdwings ............................................ 9 Sky Dog Publications ........................ 20

MOVES Fl.EX IIARNFSS & BA(;

Stolen from

locked up Lrnck cab in PHOENIX, AZ on Augmt I 2th, 1998, Moyes harness bag is hlack with dark blue "Moyes" design. Moyes !'lex harness is also black with rbrk blue "Moyes" design. Also, 22 gore chute, white llvcx helmet.

Karl, karlflipsG,ilemail.msn.com

Moyes ............................................... 56 Neilsen-Kellerman ............................ 46

(602)971-9052,

Sport Aviation Publications ............... 15 U.S. Acros ........................................... 5 USHGA .... I 1, 13, l 9,23,31,43,46,47,62

Wills Wing ..................... 50,Back Cover

www.ushgo.org www.us~J CD

0

() (Q

610·06qsn·MMM 610·06qsn'MMM

62

HANC CiiiJINC

by Dan Johnson

© the

over from land of

we Coast' Triangle... :r 'm movement of talent:, to headhunting (yes, within :littJ sport!) and lo new relationships among leading east: coas L: of hang gliding activity.

But J ,;et: the record stra:Lghl:. The may not have U1e mounl:ain peaks or L·.he ,;ky·hiqh rc,putation of the coast but more students trained the i:c,ast than anywhere in America. Look a L· the publis}ied month. Nine months :i.nl:.o '98, t11ree for 4'i% of aJ1 Hang I:, i,;sued and issued (J,MF'P has 28% and 24% .by r:light come people point here~.

David mana,:rer of Wallaby Ranch :is now at Mountain Flight Park. doinq so he completes a t.our I hat included Kitty Hawk Kites and wan aby Ranch, Lhe Bi.g 'I'lrcei:c, or flight 11chools. In [acl:, rnany "tcainees" carne out of I<iLt:y Hawk's University or Hang Glidin<J Management S, Marketing.

Longl:irne T.MFP owner Matt: 'J'aber himself apprenticed in the Outer Bank,3 In turn WaLI aby gave another buncl1 t.hc,ir jump· off, \":he group everyone now knows Quest. So Wallaby' spawned managers Lwo ol:her dS K.i tty Ilawk. has probably done for rnorc" than dozen schools. Ki tty Hawk c~ven had wc,sL coast influence with the opccration in Monterey, torn.id.

But most of this torrid moving arcmnd occ1rcred Ln t.he om,t. You cou.ld wonder i.f this ha,; any connect.ion Cert.ai.nly, lvmg gliding sl.ead:i ly movinq toward being able l:o provicfo traininq at more si . 'Phis brinqs m,w students t:o ,Jpend money and creaLe jobs which nei:c,d manage1nent and rnarkc·U ng. j tc,,.; a.I ·1 ow cornrnc,rcic1 cleveloprnents add s l:udentr, and jobs. More of those sec,rn t.o exist in trK, ••• For c,xample, this summer r rK":ard from the Rocket City Ai:rsports bunch who to1d rne U1ey've "been enjoying our Moyes-Bai] i\m:ol:ug th<=, ] ls of Aerotuq pilot Mark Cizek since last Oct·.obor ( '97) . " 1'hey fly every weekend Crom l:.he L'.7, al: tht:c foot of Keel. Mount.ain, which saw Alabama' fj rst lOO··rni1e XC last Foot launching is also available are tandem l.es.sons [com cxpc,rienced instrucl:.ors. Loca1 operator Rocke\ l\irsports is about· two l1ours west· of Hons on c1nd Lookout Moun t.u in, near l.he businnclci capital of Hunt:svj 1Je. The bm;inec;s owns the Kee] Mo\mt.ajn c,it.e and recently, "purchased night more adj aeon l l:o tlw ] aunch and are building ,J better access, parking, storage, and plans for a new shop at Rudy's Ridge. " •rraining din-,ctor Jeff Cole usi:c,s J•'alcons, has record report, plus ki\S of fen; a 1:uJ .l l i.ne shop and, doggone" it., thc,y' (rigJ1tfu11y) proud of it a11 but adc'I, "Somet.imes we t.hat an:, best kept secret: :Ln hans1 glidinq " You can c,Mai J t:hem at robl:epat@ro.com (Robert Patterson). ••• Speaki.ng of unsung heroes, Bill Gente:man ancl Arlan Birkett have been nq thcc0 sport as Aero Wing in the Tlli nois/Wi:;consin part of U1e counl:ry. spoke to bol:.h fellows at the giant airsriow Oshkosh summer. B:i LJ c,ays he's the owner of prototype Kolb tub (demonstrated for the crowd:; cit the show l\'J'W) ancJ Arlan Bil 1' s l/(,artJ and i nd:i viduaJs Like Lbese t:wo show a cruicc,t !'."evolution going on in hang gLLding, slow move toward l:owing ( t.hough mountains stil] dominate I aunches ... wo think) .

i.,,

NOVFMJ31R 199/l

Midwest p:i.lots can get in format i.on c1t /Jl4··659-8'394 (Bill) or ill5 IJ-95-2821 (Arlan). i11188 thee, Something Different Dep • t : Arna :wn. corn doesn' haw' "Harry and the Hang Glider, " they ought to... this is a dandy book for kids. I'm not ,cJuro of the target as tho book actually delves into inl:roductol'.y t(c;rms and teclmiques quite deeply, but it beautifully done. Usfrig 38 all· color paqes, "Harry & l:he HG" lavishly illustrated in det:ail<-ed cartoon clrawinq,3 by D. D. Mullins and typeset text.

Tho book tells a sto.ry about a eottontai l who hanq gLi.d(,r t.hal: hm, fallen off a banq gLi.der pilot.' s t:ruck. The happy owner a hang glider school it turns out is glad for the rabbit's honer,ty in report inq 1:lie locrn.

Skyhigb Hang Gliding of.fccrs which thE,! delighted hare eagerly through intensive (always proper) [:raining and f:i.nal ly flie,; while bis litl:l'" bird [riend Ollie 's, wel cute, and you know what, kids might go for it.

Bel:ter y(,t, bookstores rniqht. Need a '.125 Jdd' gifl: anytime soon? Cal] wri L·.er and pub] Randy Karchill at 520 628 8 65 or eMaiJ at skybipub@flar,h.net 1111418 In the Way-Different Dep't not-for--·sa] c "Selected Works of Bob Rouse, 19821997." Not sure what I had in my hands at·. became more and more drnazed at the scope of what wa,,; viewinq. 'Phi,, 90-page book Ji tera] ly a work of ]5 years that starl:s witb Bob' early st.ore--·bought gliders, L,caf •ralon and Pho<cm:i.x Mari2ih. 'That·' ;3 when he began his own tinkering, joining parts of Seagull IV wi Lh the Talon and the Phoenix to rnake an ori.ginaJ glid0r. "Weird but dul] , " you say? Unusual rnaybe, but "Selc,ct0,d Workc:; ... " provEcd t:o rx, quite cnl:ertaininq as moved throuqll U1e w:i 1:h Bob. Hi.s sLudi<~s work leadinq to t:l1e acl:ua.l art: showed fae;cinat i.ng development Aqain you ask, "Irs this jusl:. a hobby?" I'l"J let Bob crnswer his way: ":r design, build, and test fly oriqinaJ concepts in Hang GJ.icling an form (his emphasis) . I have a working studio in artist colony cal led 'Mother Doq' in l~he old warehouse district. of downtown llouston. I complete one, qlider per year and ,,how it during tbe annual 'Art: Crawl' when the (,nU.re arl:··warehouse district opens simult.anemrnly." A formerly act:ivE, pilot, lie says "al] this away as I became more focused on my creat:i.vi:c, work."

As qot deeply int.o Rouse's "art," realized just how nmcb c:men:rv he was spendinq on this.

"Cra:cy ! " you say? Maybe not. Lj sten to Bob's story EurtbEcr: "At least~ one individua] is investiuat:ing concepts: that aro non-rogallo and non-paraglider. And even tbouqh aU design work come[: from my persona:\ and whimsy, is still possible that I might stumble across somethinq Lhat practicaJ , or that contains elements/ ideas ot use t.o ot.hc,r di:c,signers.

In the most: recent years Bob' work ha,o taken on f,ornc:-) genuine birdlike appearances, elaborate corn-3 Lruct:ions of immense detail, every one o[ whicb Bob actually flies! Yet these unusual winqF1 can sometimecs pack down to w~ry small lengths. Too bad you may nevc,r sec t.l1:i compilal:ion of c1nd arth,ti.c I abor; Bob Rouso' work dc:-,r;ervE,s mention. 111111118 Well, couldn't get to a11 the news. Next month, we' JJ l:alk about eoml?

Mexico t:ours that are bookinq up already. Unl:il then, L·.hose who know t.hey like these flying cscapadc:,s, Lry Jeff Hunt's Flymexico 800-861··'7198. ••• Got news or opinions? Send ' em to 8 Dorset, .St. Paul MN ':i'illB. VmaJ 1 or tax to (new cod<'>/:;ame mrrnbE•r) 6':il-450-0930 or eMail to Cumu1usMan@ao1.com. THANKS!.

63

WHY ARE YOU WAITING TO MOVE UP TO THE HIGHER PERFORMANCE OF "TOPLESS" TECHNOLOGY?

f 11 5

•

I

Model

"14"1

"150

s

33' 7.7

34.1' 7.7

741bs 135-220

761bs

Pilot Hook- in Weight Rang e Optimum Pilot Body W ei ght

140-175

180-225

an Asp ect Ratio Glider Weight

Ciluality

aircraft

for

150-270

exceptional

people.