USHGA Hang Gliding May 1999 by US Hang Gliding & Paragliding Association

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

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24 The Year

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T his wou ld be the year of rite hang gliding Holy Crail.

34 USHGA In Knoxville by Cragin 5helton, sideb,rrs by Phil Bachm1tn Air Expo '99, and USl:-lGA Bo:lrd of Directors and membership meeting.

38 Pilot Report: Altair Saturn 167 by Morgpn Hall photos by john Heiney A look at Alrair's ti.i n a.nd casy-ro-Fly wing.

44 BetterbyLaunches & Landings -by Part IX ct program

Pat Denevan, tlrtide and illustrations

Greg Shaw

AJ1 epilogue on fi xing problems.

48 The 1998 Ariwna X-C Contest by Frank Schwab A report on Arizo11:1's classic ann ual big-distance comest.

Columns

Departments

Wing Tips, by Rodger Hoyt ..... ............ .5

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

USHGA Director Nominations ...... .. .. 15

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

USHGA Directors Listing ........... ........ 20

Calendar of Events ............................... 10

Incident Reports, by Bill Bryden ... ...... 28

Ratings ............. ....... .......................... .. . 12

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

C lassified Advertising .................. ........51 Index to Advenisers ..................... ........ 62

Gil Dodgen, Chief Dave Pour1ds, Ari John l-leiney, Gerry Charlt'bois, Leroy Grannis, Mark Vaughn, !lob Lowe l'hotographers I-Jarry Marlin, ///11stmtor Dennis Pagcn, Mark Stucky, Geoff Mumford, G.W. Meadows, Jim l'<llmicri, Bill Bryden Staff Writers Phil Bachman, Execulive Di1u-1or, phliachrnan@ushga.org Jeff Elgart, i\dvellising, jjdgart«Dushg;i.org Joanne Peterson, Member Services, rjpetcrson@ushga.org Elaine Elgart, Web i\drninistr;itor, emdgart«,?ushga.mg Natalie l-linsley, Merchandise Services, njhinsley@ushga.org John Hallornn, i\drninistralive Direclor jghallomMvushga.org

Air

Dear Editor, My name is Chantal '[1·anchemont:1gne and I am the new edi · the official publication of the tor Hang Cliding and Paragliding Associ;ition Canada. I ;im very excited by the endless possibilities for this magazine, and am writing for assistance. [ believe that sharing information related to flying can only increase the safety and enjoyment oF our air sports. 'T'herefore, l would be interested in sharing or obtaining articles from your publication or your readership at large. I would like to include some international content in Air and ask for your help in doing so. Thanks and hope you're flying high!

REGION H: Ccoff Mumford. Taber. REGION 11: Dave Voight DIRECTORS i\T Riker!, Dan Johnson, Jan Johnson, ClRi\RY DIRECTORS: Bob John 11,,rris, Steve l<roop, Chris DuPaul, Ccne Lars Ci111n1lale, t<en Brown, Rob Kells, David 1;~'g, DC'Wolr, Tracie Fifcr-VVclch. 1 /\rt Creenfidd (NA/\). :t<

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rcscnlativr' of the Internationale (Fi\!), of the world go,'c,rndng spol'I aviation. The Ni\/\, which FA! has to the supervision of ,Ktivit ir,s such as record

Chantal 'francl1ernontagnc Box 1024 Mt. Currie, B.C:. Canada VON 2KO phone/fax: (604) 894-5502 cayoosl1@whistlerweb.com

back to the first (of many) IZs. [mpromptu excursions to interesting and awesome nearby sites were easily made at no extra charge. Their glider selection was complete, sing]e .. surfacc to kingposdess, all in excellent condition. Every kid within 30 miles seems to know how to break clown a glider, so you'll never be lonely until your ride gets there. It's a hoot. A word about the food: You might lose your appetite when you go back home to your neighborhood Safrway. Nothing you cat in Valle was made yesterday or somewhere else. 'They have tomatoes that taste like tomaroes, ;ind all kinds of other stuff l never heard of but couldn't stop eating. 'I 'be lodging was superb, with lakeview quarters within blocks of the ancient town center with its shops, markets and dining. Jeff, Alex and special guest bwana Ole, showed everyone a great time and I'm going back next winter. Joel Craig l(ings Beach, CA

come.

and 11u,;tralior1s urncerning the material is lo lie return l'nvelopc mus! br, must be made of submission to other hang gliding publications. I-JANG GUDING magazine resc,rvcis the lo edi1 contributions where necessmy. The ,111d publication do not assume' responsibility for the materi, al or opinions of contributors. MANG GLIDING editorial orficcs: 3144'1 Santa Rrn1cho Santa 7363, fax (949)

The USIK,;\ is ,1 mcmbcr-cnnlrolled sport org,anizalion ck,dic:.Jted 10 ilw t'Xplmation and promotion of unpowerecl and fo the cuuc,111Dn, training ,111d of flight. (of which $ I !5 lo the ($6S nonsulJ,scripliilfl rales only are $3.S non-US/\). Changes of address should be sent six weeks in adv;mce, including nanw, USHG/\ number, prnvious and new address, and a mililing label from a rccen1 issue.

HANG GLIDING Ofl'Jli.,ffJx) is t)Ul·,lisl1('d th(, Slates Pikes Peak Ave., Color,ido 80901-%'.,7 (71 'l) ,,.,s··o.)u\,,

7. l'fRIODICi\l POST/\GF is Colorado Springs, CO and at additional mailing POSTMASTER: SEND Cl 11\NGE OF ADDRESS ro, 111\NC GUDINC, P.O. llOX 1330, Colorado Springs,

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MAY I ggq

Vo, UM[ 29/ !SSUI No. 5

Dear Editor, l'm writing ro let the readers of rhis magazine know that they can catch a thermal in the middle of winter in Valle de Bravo, Mexico every day. One pilot, Ole, flew there 90 cfoys in a row. The winds at launch blow right up the pipe all day in nice, strong, smooth cycles. Over the hack, the obvious X-C route has a paved road under it all the way. How far is that? It's up to you, d1ey'll find you. The retrieval staff is experienced and professional. During my stay, an intermediate pilot ro accumulate more arrived who mountain thcrmaling experience. He was coached by an observer at launch and in the I ,7 via radio during every minute of his initial morning flights. By rhe end of the week he was skying 'em up, over rhe

Dear Editor, In rhe January issue of Hang Gliding magazine Dan Johnson mentioned USJ TGA membership statistics reported ro him by Phil Bachman, USHGA Executive Director. The conclusion Phil draws from the statistics is that hang gliding is 11ot dying 0111, but rather is holding steady, since new memberships equaled canceled ones. It is also stated that most the new members arc paraglicler pilots and not hang glider pilots. Jn the December issue a table was shown on page 52 of the number of new Hang 's issued by various schools and the toral in 1998 was 480. Think about this for a second: Only 480 pilots held enough interest in hang gliding to complete their Hang I's in 1998, ;ind the number of hang glider pilots (not paraglider) is decreasing. l

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~y Rodger Hoyt don't h,1ve any memhership statistics for previous years, but l wouldn't be at all surprised if dming rhe early 1980's rhere were periods of only a month during which our sport gained more thrn 500 Hang 1's. 500 new pilots per year is not enough to s11stain more than a few ha11g gliding schools and maybe one hang and glider manufocturer in the U guess whar, that's almost exactly the situation in our sport today! If Wills Wing were to go out of business and three ro five key hang gliding schools closed down, hang gliding would csscmially be gone in the U.S. Our minimal existence and negative growth is the warning sign rhat we arc on our way out, circling in the holy mother of all sink with no vano. I'm writing this hccmsc l don't want to sec our sport disappear. We can reverse this situation ifwc do two key things: admit that the siruarion and make it a US HCA priority ro change it! Our national organization should have no greater rcsponsibili ty, aside from rhe promotion of safery, than to work in every way possible to sustain our sport. J lcrc is rhc part you're all probably wondering about: Huw cm we pull om of this foll-luff dive? We need more new rncmbcrs and we need younger mcm-bcrs. Remember how old most of you were when you started hang gliding? l bet most people were near their early twcmics or late teens. I sec few such youngsters at any of the local training hills, and I believe the reason is that we have foiled to reach out (i.e., market) ourselves to these young people. if you're cynically saying ro yourself that t hcsc youngsters can't motivate rhcrnsclvcs to put down rhc video game joystick and trudge up a training hill, I say whoa! I lave any of you seen all rhc TV shows devoted 10 "X" type sports? These arc arbitrarily ddtned cXtrcn1c sports rhat include snowboarding, surfing, dirt-bike stulll jumping, street luge, ere. Did you ever notice that hang gliding has never been foam red on

MAY 1999

these shows, which marker directly to young, athletic kids? 1'11 bet no one in the US] l CA has even tried to marker our sport in this arena, and unless we have an event like speed gliding or ridge racing that spectators can identify with, the TV networks probably won't feature l!S.

We need a spectaror--oricnrccl event and a dcdicarcd marketing person to reach these kids. They arc the modern coumcrpans ro wh;:it we were 20 years ago. We didn't look to the mainstream sports for fun and were ready for a challenge; we decided 10 soar. These kids arc the same inside (although they do dress funny), and they need to know about us. Some o/" you might feel thar kids won't try hang gliding because it's 100 expensive, or too hard, or there aren't enough sites close ro cities. l agree thar hang gliding is hard to learn, and we should use this fact as a marketing tool so thar we anract people with the appropriate desire ro fly. I was never a fon of the sales pitch that hang gliding is easy, fon and anyone can do it! It isn'r easy for the average person ro learn, and when done righr it isn'r merely fun, it's a religious experience. We do need more flying sites, hut that will come when we have the membership 10 justify ir. ( :ost is not an issue because many of" these popular "X" sports cost as much or more rhan hang gliding, and more than 500 people a year get involved in these orhcr sports. What the USHGA needs to do is appoint a foll--rimc public relations person whose duty it is to get hang gliding featured on TV and in magazines. I chal-· the USHGA to set itself a goal that by January 2000 the number of new Hang 1'swill be greater than 1,000. I paid my $50 dues this year and I don't need a glossy magazine or more waivers to sign, I want more pilots ro carry on the torch of a wonderful sport that could disappear forever. Steve Morris Palo Alto, C:A

ccd a CR.EAT wind streamer at launch? VHS videotape will move in breezes that won't evrn ruffle die stancfard surveyor's ribbon. It's highly reflective for visibility, and ,\ single 120-mirimc tape is sufficient ro make literally hundreds ofsrreamcrs. Plus, it lasts forever!

This tip submitted by Russ Pass, Orrxrm. !/you hcwc a hot tzj;, send it to "Wing do I Jang Cliding. o you're an improving piloL, finally

weaned from your instructor and hoping for some serious airtime. Wanr to know one of the best ways 10 improve your overall flying abili It's as simple a, the company you Fvcry hang gliding club or group has one pilot who always seems to be at the right site at the right time. His launch riming is pcrfr:cr and he invariably gets the best flight. Your mission: befriend that pilot. Co where he goes, fly when she flies. Buy him pizza after flying. Ask questions, watch, listen and learn through association. When you start ourflying him, you'll notice new pi lots buying you pizza!

!(you ht1ve rl hot tip, stnd it to "Wing do J fang Cliding.

+ 3. The best help you'll get next to your instructor. Covers every aspect of learning to hang glide.from the beginner to the intermediate level. Includes study guides fbr rating tests. 3 70 pages.

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All towing method1· including payout winch, static line towing, stationary winch, aerotowing, boat towing and morel Any question about towing? This book is.for you. 384 pages.

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Update

SEEDWINGS, INC. UPDATE

eedwings and Bob Trampenau are pleased to announce chat the Sensor 610 CF semi-cantilever, flap-equipped, weight-shift hang glider is in production and being delivered. The Seedwings team, including expert sailmaker and designer Graeme Bird, and design consultant and fellow test pilot RC Dave Freund, have completed six successful months of developmental testing that built upon the 610 F2 design. Seedwings has incorporated a very strong, tapered 100% carbon oval cross-section spar, eliminating the kingpost and significantly increasing the glide and climb performance of the Sensor hang glider. The 610 CF has an all-new frame, including the Juan Corral Cam VG and four wire-braced washout tubes that put the pitch stability devices at the extreme aft end of the aircraft for maximum pitch stabiliry. Imerestingly, the wire-braced washout rube was originally designed for and certified on the Sensor 210 E in the late 1970's. The new Sensor has the latest compureroptimized airfoil chat reaches a lift coefficient of2.2 and produces a significant drag reduction at the same time. This new profile also features reduced frontal area and low-drag, natural laminar flow. Seedwings' exclusive hingeless/seamless flaps lower takeoff and

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Airspeed Tndicator ... $23.50 Long Bracket ... .. ... ..... $7.00 Short Bracket .. .. .. ..... . $6.50

landing speeds and reduce turning circle diameter for superior climb in small thermals. The new Sensors are available in 142 and 150 square-foot sizes. They have all the usual Sensor features, such as a high aspect ratio wing full of shear ribs, super low-drag downrubes (that actually eliminate drag), superior workmanship and wrinkle free sail design, and the classic sensor rail fin/keel fairing for ultimate performance. Watch for the new 135 and 156 Sensor 610 CF from Seedwings. Please call Bob Trampenau for further information and product availabiliry at (805) 681-0604.

LAST CALL FOR 1999

CALENDAR PHOTOS

HE MAY 31 DEADLINE IS ALMOST HERE! The USHGA Hang Gliding Calendar Committee needs your help! Send us your ou tstanding photography comribmions to chis wonderful project. Launching, landing, setup, breakdown, rowing, whatever we want ro see it all! Imagine your photography universally immortalized for a whole month. Send your pies in now! The deadline is May 31 ! Send your photography (slides preferred) to: USHGA Calendar, P.O. Box 1330, Colorado Springs, CO 80901. All photography will be created with the utmost respect and properly returned. If you should have any questions, please call Jeff Elgart at (7 19) 632-8300 or e-mail jjelgart@ushga.org.

1999 FALCON X-C CONTEST

NEWS ohn "Ole" Olson, with what could be described as ultimate optimism, made

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

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the first flight of the 1999 Falcon X-C comest. There was only one problem. H e launched about a month early. Here are the derails of his flight: March 4, 1999; Wills Wing Falcon 195; launch site, El Pefion de! Diablo, Valle de Bravo, Mexico; launch altitude, 7,500' MSL; landing, a soccer field in Buena Vista, Mexico; landing altitude, 10,044' MSL; distance, 35 kilometers; time aloft, 2 hours 12 minutes.

26TII ANNUAL TELLURIDE AIRMEN'S RENDEZVOUS

he 26th Annual Telluride Airmen's Rendezvous takes off for six days, August 23 to 28 . One of the oldest footlaunch, free-flying festivals in the country welcomes pilots of all foot-launch persuasions to come and join us for a week of flying, parties, special events, spot-landing and ocher contests with prizes and more. Bring a costume for a masquerade fly-i n . It's che best time to fly Telluride with regular convoys to launch, launch crew wich EMT's, ceiling extended to 25,000' and, as always, the World Hang Gliding Aero batics Championships. Conracr the 26th Annual Telluride Airmen's Rendezvous after May 17 for info: (970) 369-4696.

NEW FLIGHT LOG ric Muss is offering a new, highly detailed flight log he designed . le is available on his Web site as a PDF file at http ://members.aol.com /ericmuss. He is offering ic to che gliding communiry for free, and only asks that ic not be altered or changed. You will need Adobe Aero-

Continued on page 50.

BACK ISSUES~ ARE AVAIL ABLE (GROUND SKIMMER1973-1976)

f973-f98f $f.50 EACH f982-f992 $2.00 EACH f993-f998 $2.50 EACH

PLUS SHIPPING CAll!FAX/EMAll US FOR A BACK ISSUE ORDER FORM

USHGA, PO Box l 330 Colorado Springs CO 8090 l 1-800-616-6888 fax (719) 632-641 7 H ANG GLIDING

Saturn

Altair

?RED"'-'TOR

ATOS

12379 South 265 West, Draper, Utah 84020 • E-mail: altair@m icron.net • (80 I) 523-9544

d r Calendar of events items WILL NOT be listed if only tentative. Please include exact information (event, date, contact name and phone number). Items should be received no later than six weeks prior to the event:. We requesr rwo months lead time for regional and national meets.

UNTIL DEC. 31 : 1999 Yearlong World Soaring Chctllengc, for paragliding, hang gliding, sailplanes. No entry fee or rcgistra-· rion, $600 firsr prize. Pilots arc scored by how far they fly relative to a site's distance record (750 poims for flying 75 miles at a site with a l 00-mile record, 1,100 points or breaking the record). Flights submitted on the honor system. For more details contact: John Scott (310) li47-6234, fax (310) 6237, bret:tonwoods@email.msn.com, www.banggliding.org. MAY 14-16: Region Championships, at Leland Airport southwest of Chicago. Great" X-C potential in excess of 100 miles. Fun meet for any class. Contact Rik Bouwmecster (414) 681-8246, Cloudbasc:l@aol.com; or Arlan Birkett (815) 7/il-2250, OudandlOG:haol.com.

JUNE 18-20: I 0th Annual Wild, Wild West Regionals, X-C flying suitable for all skill levels. Party, hot springs, ·1 '-shirts, lots of fun. Great for competition training. $100 until May 23, $125 thereafter. Comact: Adventure Sports (775) 883-7070, advspts@pyramid.net, www.pyramid.net/advspts.

at petcrgray@lfoxinternct.net, (206) 270-· 8642. Write to: 45:32 36th Ave. W., Seattle, WA 98199- 1 154.

JULY 31-AUG. 2: Western Ccmttclian !-Jang Gliding Championship, Golden, British Columbia, Canada. Mourn 7 is considered by most to be Canada's premiere X-C moumain site with plenty of good landing areas and easy rel'ricval. 'T'hc meet is a good chance to experience some of the best X-C flying in Canada in a fun and friendly com-petition. Contact: Karen Keller 403-2934008 skyward@cadvision.com www.cadvision.com/skyward/wccl 999.html. AUG. 7-8: Regional I I Tow Contest, municipal airport at Hearne, TX. Fun competition and taxi-way parry. Hang gliding and paragliding. Awards for spot-landing, X-C, duration, etc. Camping at airport. Contact: Len Smith (28 J) 693-7311, leonard.smith@stoncweb.com. SEPT. 2-8: Red Hull Wings Over Aspen, Aspen, CO. U.S. National Paragliding Championships and hang gliding acrobatics competition. Open Class and DHV 2···3/Afnor Performance Class for paragliding. $25,000 in prize money awarded down to l 0th place in borl1 hang gliding and paragliding. Nightly parties, live music, big fun. Register early ro ensure a position. Contact: Red Bull Wings Over Aspen, P.O. Tlox 10835,Aspcn, CO 81612 (970) 618-3038, fax (970) 544-6522, redbullwoa@aspcn.com, Aspen.corn/rcdbullwoa.

FUN FLYING

JULY 5-10: Chelan Cross Countiy Classic. Pilots create their own tasks from among t:rianglc, om-and-return, and open distance. Extra points for corning back. $70 ($65 before June 1 Cheap camping available at the airport and above the high school football field, showers. Contact: Peter Gray

MAY 14- 16: J999 South Carolina at Glassy Mountain near Greer, SC. Come enjoy flying and competing (spot, clmation, balloon toss, etc.) at this beautiful south-facing mountain. Plaques awarded to all 1st, 2nd and 3rd place finishers in all competitions (except balloon toss). $20 entry fee for competition flying, $10 ic:)r fun flying. Fly-[n T-shirrs and sweatshirts available. Glassy launch is 1,500' AGL. Contact: Paul Peeples, P.O. Box 2121, Brevard, NC 2871 2 (828) 8852536, phrannenp@citcom.net.

5jJringtimc

MAY 22-SEPT. 6: Yosemite Ntttional Park hang glider flying ezmy weekend. Memorial Day weekend through Labor Day weekend. (Sorry, paragliders are not permitted in the Parle) ] 6 pilots per day, meet at Glacier Point at 7:00 AM sharp for sign--in and orientation with rhe Sire Monitor. Official YJ-JGA Moniror must be present for permission to fly. Must show current Hang 4 card. donation. Monitors arc volunteers frorn the Yosemite Hang Gliding Association. Call USHGA office (71 C)) 632-8300 fr)!" reservations and information. MAY 23-29: Tennessee Tree Toppers SpringI:'/ing Fly-In. Not a high-pressure compcti--

JUNE 25--27: 1999 King Mountain Meet, near Moore, Idaho. $40 ent1y fee includes shirt and daily prizes. Pro and Rccreation:11 classes. Cool trophies! Discount for early registration. Contact: Lisa Tate, Meet Director (208) 376-7914, Zoolisa@aol.com.

continuous hang gliding competition in the world and airsporrs expo including skydiving, paragliding, ultralights and more. Dunc competitions begin on the 7th. Demonsrrations, aerorow competition, street dance and awards ceremony. Contact: Ann Thompson, Kitty J-lawk Kites,Inc. 441-lil27cxr.11, annie@kittyhawk.com.

MAY 1-2: 13th Annual Stewctrt Smith Memorial Fly-In at Moore Mountain, NC. $45 entry fee includes one T-shirt, a chicken dinner for the pilot and one guest, and dart tournament. Trophies for l st, 2nd and 3rd places frJr all evcnrs. Con met: Travis Bryant (828) 758-9331, Ben Burrill (704) 392-3765, or Greg Francmn (828) 7280251, 9286@twavc.net. MAY 7-10: 27th Annual Hang Gliding Sj1ectacular and Air Games at Jockey's Ridge State Park, Nags Head, NC and Curri111ck County Airport, Currituck, NC. The oldest

tion, a meet that stresses style, fun, rcchnique, fun, precision, and fun. 'J'asks will include speed gliding, efficiency gliding, spot landing, duration and thingy drop as well as an open X-C contest throughout the week. Pilots of all skill levels (Hang Tl and up) are encouraged to participate. Also scheduled will be informative and educational seminars on a variety of flying topics. We invite all clubs to get a group together and come on down. $30 entry per pilot plus TTT membership. Contact: Mark Furst (li23) 949-4999 (leave message), or Karie Dunn at 949--4965, kadt1n11@bledsoc.net.

HANC ClmlNC

MAY 29-31: 22nd Annual Siar 'lhistlt HC and PC, Woodrar Mountain in southern Oregon. Barbecue, prizes, cxcellcm flying :md a whole lot of firn. Contact: 1) 899 737.7, chriswic((ilsharcd.nct. MAY 29-3 I: 1C)th Annual Dry Canyon Fly-In, Alamogordo, New Mexico. Contests, trophies, barbecue and good air! One of flying's premier evcms. $20 entry Ice includes Sunday barbecue. T-shirts exrra. I Iang gliding meeting at <J:00 AM Saturday, paragliding meeting at 6:00 l'M Friday, in rhc 1.Z. C:onract: Robin Hastings (505) 541 or Tommy West ('S05) 437-5213.

JUNE 25-27: I I th !'II U/trt1l~~ht Fly-!n, Ickes Public Ultralight Air Park, RT. I, Box 300;\, Osterburg, PA 16667. Sponsored by EAA Ultralight Club itlJ6/i. Contact: (814) 276-3353, frecflyr((hnb.net, or send SASE to address above.

JOLY 1- 5: l,t1fff County, Oregon, f1'stiut1! of' Footirtunched Flight. Registration July I , fly July awards July 5. Bcautifi.d country, lots of launches, grear flying conditions, fun competition events for horh hang gliders and paraglidcrs with cash prizes and t ro-phics. Ciant free party July 4 for registered pilots. La Nifia should bring excellent flying here this year! Questions? Call Lake County Chamber of Commerce (541) 9/i?--60/iO, or Julcs C ii pat rick, Chairman 1) 9/i71) 9li7-5581, 3330, fox frcefli rc(riltriax.corn. JULY 3-5: 13uffit!o Mountain Flytrs Third !lnnua! Buffi1lo Wing, Fly-In, Buffalo Moun1;1in, Talihiua, OK. Fun team competition organized like the Lookour Mountain Fly--ln, to promote learning and safory. Prizes for team and individual achievemcms, as well as fun prizes, such as the now-infamous C:lcan Shorts Award. Registration is $:\5 prior to the event, $40 ar the event, and includes flying T-shirt, and admission to the Buffalo Wings picnic. Contact: Lynda Wacht 21 <J 8990, lwachrvilflash.nct.

MAY 1999

AOC. 23-28: 26th Annual 1c·lluride Airmm '., Rendtwous. Six days of footbunched free flying fun, with 25,000' ceiling, foll launch srafTwith FMT's, regubr convoys to launch, T-shirt, parties (free beer), contests wirh prizes, film night, ba11-qucr, World Ha11g Cliding Acrobatics Championships, special guests and much more! F11try $95. Call the 26th Annu:11 Telluride Airmen's Rendezvous at (970) 369-4696 after May 17 !cir information.

SEPT. 18--19: 9th Annual Pinc Mt. Fly-In, Pinc M 111., () R. Contact: Raven Young (54 l )317-8300. OCT. 1-3: Octohrr\ Best rly-ln, at Saurarown Mounrain 11car Winston-Salem, North Carolina. The event's eighth edicion welcomes paragliding fcir the ftrst rime ar a new slope bunch on the mountain's top. Still featuring tl1e East Coast's finest cliff launch, "flow-through" ramps, a variety of usable wind directions. Acrolowing returns for a second year as docs a full-t imc cafeteria in the l.J:. Events srnrt Friday morning with judging Saturday and Sunday. For skill level and other infri contact: Doug Rice 036) AppaPhorofhaol.com (hang gliding), or Ben Thomas (336) 72'.;082/i, k4zep(ril\x:llsomh.net (paragliding). Web sire li11ked to US HCA.

THROUGH NOV. 1999: "Owens Valley at its Best" C:ross-Coumry. Thermal guide to the Owens Vfll!cy with Kari Castle. One, to nine--day adventures. Private one-on-one flying, guide service and instrucrion also available. Hike 'n' fly the peaks of the Sierras and White Mrs. Conract Kari for more information: karicastleV1'tclis.org (760) 872-2087.

MAY 11-1 :1>: Bmir lns/ructor Seminar by Joe Crehlo and Tammy Burcar, Santa Barbara, C:/\. Contact: Fly Away (805) 692.--9908, tburcarV1'juno.com, or Windsporrs (818) 988--0111, wi ndspo rrs1t1leanhl in k.11et.

MAY 13-16: JP find Instructor'.~ Workshop at Tck Fligh1 Products. Pre-registration required. C:onracr: Ben or Alcgra Davidson, Tck Flight Products, Winsted, CT 06098 (860) 379-1668, tckvilsnct.11er.

JlJI .Y 1--4: 11 JOS Clinic with Dt1vc Shc1rp, at the Ellenville Airport in Ellenville, NY. l.c,irn how 10 inspect and repair cirhon fiber, learn runing secrets and maintenance, and learn ro fly the ATOS rigid Pig roasr and harbcrnc on the lith along with the town's major professional fireworks display. Call for details. The Mosquito will be available for demos. Pre-registration is required. Contact Crcg Black at Mountain Wings/Ellenville Air Sports (914) 647:-13T7 or mtnwi11gsv1iaol.com. A I (800) I !ANC GLIDE member.

MJ\ Y 29-31: Memorif/l !)fly Wcel<end /)unlap and Dmw Dciys. $1 0 per day, Hang 3 and Ii only. JUNE 5: Fort FunstDn (;fie/a /)emo nays. 6: Parachute Clinic. Lecture, video, care and mainre11ancc, pracricc deployments, stowing lines. $50 or free with parachurc purchase fi·om MSC:. JONE 13: l.1iunch and /,rmr:/ing Clinir, hy Par Dcncvan. l ,ecturc, simulator practice and specific hillside training exercises. $125, advance rcserva-tions required. Contact: Mission Soaring Center, 1 l l Ci Way, M ilpi1as, CA 950::35 (near San Jose), (liOB) 262-1055, fax (408) 262-1 '.;88, rnschgv1\1ol.com.

JUNE 14 - I 5: lnstrurtor h1rrlurition, Sama Barbara, C:A, Corw1ct: Hy Away (805) 692.-9908, tburcar(1'j11110.corn, or Windspons (818) 988-0 I 11, windsponsvileanhl ink. net

JULY 26,30: ''Totally ,SjNYlm! Out" Cross Gmntry Clinic, hosted by The League in ( ;olden, Brirish Columbia, Canada. Lower-level pilots will learn how ro c:ross--com1-try from higher-level pilots in a friendly competition lcirmar. discussions on many topics. l·'.xperienced pilots can share rhcir knowledge and get to know the r:rngc bc/1.l!T the Wesrern Canadian C:harnpionships. Prizes awarded in many cHcgories. $20 cnrry. Contact: ( ;cof Schneider (40::l) 28(13770, sceprcr0hs11ots.al1. ca.

Region I BOONJN, ELISABETH: Redmond, WA; M. Jones/Wallaby Ranch MILLER, DAVE: Portland, OR; M. Jones/Wallaby Ranch Region ANDERSON, JEFF: Royal Oak, Mf; N. Adventure DERCK, JIM: Jiairgrove, Mf; M. Jones/Wallaby Ranch OSTTEN, DOU GT AS: Elk River, MN; M. Jones/Wallaby Ranch SOT CHET, SAM: Ann Arhor, Ml; N. /\clvcnrmcs

Region 7 ANDERSON, JERRY: Two Harbors, MN; R. Brown/Quest Air DERCK, JTM: Fairgrove, Mf; M. Jones/Wallaby Ranch OSTIEN, DOUGLAS: Elk River, MN; M. Joncs/Wall:iby Ranch PETERS, DA VE: Whitmore Lake, MI; T. Tillman/Cloud 9 Sport Aviation SOlCHE'T', SAM: Ann Arbor, Ml; N, Aclvcnnircs Region 8

BLAKE, ROBERT: Avon, CT; B. Davidson/Tek Flight Region 9

Region 9 COLLINS, JOES: Mandela MD; M. Jones/Wallaby Ranch KECK, DONALD: Castalia, OJ l; N. Lcsnow/FlyingAclvcn1urc

CLINE, MELODY: Lisbon, OH; T. Hagcr/Lookom Mm Fl' COLLINS, JOES: Mandela MD; M. Jones/Wallaby Ranch KECK, DONALD: Castalia, OJ l; N. Adventure

Region 10

AGULHON, JR, DOEVAL: Davenport, FL; M. JondWallahy Ranch AXAOPOULOS, PETER: Wimer Park, Fl,; M. Jones/Wallaby Ranch CEBALLOS, I !ECTOR: Apopka, Fl,; M. Jones/Wallaby Ranch CHAPDEL/\!NI~, SCOTT: Kissimmee, 1:L; M. Jones/Wallaby Rrnch DIETZE, FRANK: Tampa, Fl,; M. Jones/Wallaby Ranch HADLEY, RONALD: Palm Harbor, Fl.; M. Jones/Wallaby Ranch ROBSON, STEVE: l,akcland, Fl,; M. Jones/Wallaby Ranch SI !AW, NATHAN: Tampa, FL; M. Jones/Wallaby Ranch

AGUIHON, JR, DOEV AL: Davenport, FL; M. Jones/Wallaby Ranch AXAOPOULOS, PETER: Winter Park, 1:1,; M. Jones/Wallaby Ranch CEBATJ DS, IIECTOR: Apopka, 1:1 ,; M. Jones/Wallaby Ranch CHAl'DEIATNE, SCOTT: Kissimmee, FL; M. Jones/Wallaby Ranch COTE, BEAU: Pvb, FL; M. Labado/Lookout Mrn FP DANTAS MATOS, MANUEL: Miami, FL; J. Tindle/Miami f fc; DIETZE, FRANK: Tampa, Fl,; M. Jones/Wallaby Ranch FIEI.D, CHRIS: Harriman, TN; M. Lahado/Lookour Mm Fl' I IADU•,Y, RONALD: Palm I larbor, Fl,; M. Jones/Wallaby Ranch KERNAHAN, DAI ,E; Sevierville, 'I 'N; J. Stokes/Osceola MILLIN, CINDY: Pompano Beach, FL;J. Tindle/Miami HC; NUNEZ, JOSE: PR; I<. Salko/Tcam Spirit / Jc; PROCTER, CHRISTINE: Boynton Beach, 1:1,; J. Tindle/Miami ff(; ROBSON, STEVE: Lakeland, Fl,; M. Ranch SHAW, NATHAN: Tampa, J:L; M. Jones/Wallaby Ranch ZAYAS, HARRY: Juana Diaz, PR; R. I lastings/Team Spirit/ IC;

Region]]

BERTSCH, PAUL: l louston, TX; S. Burns/Austin Air Region 12 BLOOD, PAUL: Whiting, NJ; M. Jones/Wallaby Ranch DOHERTY, DANIEL: Patchogue, NY; B. J ligh Region 13 MATTES, Il/\NS: Germany 7858.3; M. Jones/Wallaby Ranch MEADOWS, RUSSEL: England; M. Jones/Wallaby Ranch

Region 11

BERTSCH, PAUL: I lousron, TX; S. Burns/ Austin Air TORRES, UCTOR: Stafford,. J'X; B. Air Sports 12

Region l BOONIN, EUSABETH: Redmond, WA; M.Joncs/Wallaby Ranch MILLER, DAVE: Portland, OR; M. Jones/Wallaby Ranch

BANZON, MARK: North Brnnswick, NJ; J. Tindle/Miami J IC BLOOD, PAUL: Whiting, NJ; M. Jones/Wallaby Ranch RAYOW, ERIK: La Crangcvillc, NY; C. Thoreson/Lookout Mrn FP VIG1RA, MA SUELi: Fllcnvillc, NY; T. Covdli/Ellcnvillc Fl'

Region 2

BLACK-DOWNES, DAVID: San Francisco, CA; I'. Harlow/Mission HIRAI, EIJT: San Marco, CA; P. Dcnevan/Mission Region 3

Region 13 MATTES, HANS: c;ermany 78583; M Jones/Wallaby Rmch MC DO\XIELL, S: Canada; N. l Advent mes MEADOWS, RUSSEL: England; M. Jotws/Wallahy Ranch

PONZIO, NOAH: V:m CA; J\. Becm/Windsporrs THOMSON, MJCI IAEL: Irvine, CA; P. Phillips/Lake Elsinore Region 4

Region I

BAR.CELL, BOB: Denver, CO: M. Windshcimcr//\irrimc Above I IC IRWIN, GENE: Chandler, AZ: D. (;ordon/Advenmre Tours LUNACEK, MONTE: Colorado Spgs, C:O; B. Cudcrian/Air l'imc Above JIG SNYDER, DAVID: Tucson, AZ; F. Smid1/Arizona Airfoils

MILLER, DAVE: l'onland, OR; M Jones/Wallahy Ranch Region 2 BURD/\, AARON: San Jose, CA; I'. I larlow/Mission I.ARSON, MIKE: Los lhios, C:/\; T. Wcsr/Wesrcrn 11(; WANG, RICHARD: San Jose, ( :A; D. Younr/Mission Soaring

Region 6

MORRISEY, THOMAS: Shawnee Mission, KS; T. 11:igcr/Loolwu! Mm FP NEI.SON, SH/\NF: AR; C:. Price/Ozark Mm H<;

3 PONZIO, NOAH: Van CA;/\. Bccm/Windspons THOMSON, MICHAEL: lrvinc, CA; P. Phillips/Lake Elsinore Sporrs H1\NC CLIUINC

Region 6 MORRISEY, Tl TOMAS: Shawnee Mission, KS; T. Hagcr/Lookom Mtn FP

Region 9 OWENS, ROLAND: Richmond, VA; S. Wendt/Blue

Rcgion 7 ANDERSON, Two I !arbors, MN; R. Brown/Q11cst Air DERCK, JIM: Fairgrove, Ml; M. Jones/Wallaby Rauch OSTIEN, DOUGLAS: l<'.lk River, MN; M. Jones/Wallaby Ranch PETERS, DAVE: Whitmore Lake, Ml; T. Tillman/Cloud 9 Aviation

Region JO AGULI-ION,JR, DOEVAL: Davenport, FL; :vLfoncs/Wallaby Ranch DUQUE, CHRISTOPHER: Miami, fl.; M. Jones/Wallaby Ranch PULIDO, JAIRO: Rio Picdras, l'R; R. I lasrings/Tcam Spirit I-IC

Region 8 BLAKE, ROBFRT: Avon, CT; B. Davidson/Tck Fligl11 Region 9 CLINE, MEI.ODY: Lisbon, OJ l; T. !lager/Lookout Mm Fl' Region 10 AGUIHON,JR, DOFVAL: Davenport, i:I.; M.Joncs/Wallaby Ranch Mil ,I.IN, CINDY: Pompano Beach, FL; J. Tindle/Miami I IC PROCTER, CHRISTINE: Boynton lkach, FL; J. Tindle/Miami J-Jc; THOMPSON, Cl AYTON: Winter Springs, FL; M. Jones/Wallaby Ranch WILi.JAMS, JEFFREY: C)rlaudo, Fl.; M. Jones/Wallaby Ranch Region 1 I POLLACK, ROY: Austin, TX; J. l lunt/Co .. J Ling Cliding Region 12 BANZON, MARK: North Bnmswick, NJ; J. Tindle/Miami He; VlG!RA, MA SUELi: Fllrnville, NY; T C:ovclli/Ellcnville Fl' Region Jj GRANT, JOHN: Canada: M. Robenson/I ligh MATTES, HANS: Germany 78583; M . .Jones/Wallaby Ranch MC DOWEi .L, S: Canada; N. I ,csnow/Flying Adventures MEADOWS, RUSSEL: England; M . .Jo11cs/Wallaby Ranch VOORTMAN, ROB: Canada; T. I lager/Lookout Mm FP

Region I BERKA, GEORGE: Kcnr, WA; L Jorgc11sen/Air AdvcmrnT's Region 2 BlJRCHER, HARRY: C:apirola, C:A; D. Jones DIAZ, CRUZ: Modesto, CA; CD. Prather/Dream Weaver I IC DONAHUE, MIKE: San Jose, C:A; P. Drncvan/Mission Soaring HELMBRECHT, MICHAEL: Berkeley, C:A; S. Sccbass/Bcrkclcy II<; MCKEON, CHRISTOPHER: Brentwood, C:A; L. Jones/Sonoma Wings TERKUILE, MATTHEW: Daly CA; I<. Muscio/!vlorhcr I.ode Sky Riders WOLOSI-IYN, RYAN: Alhany, C:A; S. IIC Region 3 DURKEE, JOHN: Coleta, C:A; T Burcar/Fly Away JJc; ST GERMAIN, ROBY: Kapolci, HI; J. Forbus/Cloud Base Enterprises

Region 4 DACF, MARK: Westminster, C:O; M, Windshcimcr/Ainimc Above HC MEYERS, MARK Louisville, CO; M. Windsheimer/Airtime Above I IC

MAY 1999

Region 11 ALLBRITTON, JAKE: Aust in, TX; S. Burns/Austin Air Sports Region 12 VIGIRA, MA SUELi: Ellenville, NY; T. C:ovclli/Ellcnvillc IP Region 13 MATTES, HANS: ( ;crmany 78583; M. Jones/Wallaby Ranch

Region I MIC! IA! .EK, SCOTT: Sisters, OR; P. Phillips/Lake Flsinorc Sports Region 2 HORGAN, BRIAN: Modesto, CA; K. Muscio/Mothcr Lode Sky Riders MURRAY, PETER: Mounrain View, C:A; R. of' Rogallo Region 3 GARDNER, JAMES: Santa Barbara, C:A; T. Burcar/Fly Away I IG GORSKI, GREGG: N l lollywood, C:A; J. Szalai/Wind Sports KAHN, LEE: Isla Vista, C:A; T. Burcar/1:ly Away HG RIFH.E, LEW: Sama Barbara, CA; T. B11rcar/Fly I JG RIVERA, RAY: Los Angeles, C:A; J. Szalai/lsagcl Wing Warriors Region 4 FORD, STEVEN: Denver, C:0; J. Yococom MC I.ELLAN, WAYNE: Flagstaff; AZ; R. Fritz/Light Flight Region 8 OLIVEIRA, WADISTON: East Boston, MA; M. Jones/Wallaby Ranch Region 10 AGlJLI-ION, JR, DOEVAL: Davenport, Fl.; M, Jones/Wallaby Ranch DUQUE, CTIRISTOPHER: Miami, Fl,; M. Jones/Wallaby Ranch SALKO, KETSI-TYA: l'unta Sanriago, l'R; R. I-lastings/Team Spirit I IC Region 12 KLOS, STEPHEN: Syracuse, NY: M, Holl/Condors JIG VIGIRA, MA SUELi: Ulenvillc, NY; T. Covdli/Fllcnvillc FP

TANDEM Region 4 COLLARD, TIM: Lakewood, CO; j. Trujillo Region 10 ROSS, TYLER: Coleman, FL; S. Flynn/Central Florida

RANK SCHOOL ..... ................... . BEGINNER 1 Wallaby Ranch ............................................... 67 2 Lookout Mountain Flight Park ...................... 36 3 Kitty Hawk Kites ........................................... 13 3 Mission Soaring Center ................................. 13 4 Miami Hang Gliding ..................................... 12 5 High Adventure ............................................. 10 6 Austin Airsports ............................................... 9 6 Morningside Flight Park .................................. 9 7 Adventure Sports 'fours ................................... .4 Flying Adventures ........................................... .4 7 Mountain Wings fnc. ..................................... .4 7 Raven Sky Sports.............................. .. ......... .4 7 Silver Wings .................................................... 4

RANK 5'CHOOJ, .................................... NOVICE Lookout Mountain Plight Park ................... . 2 Wallaby Ranch ............................................... 20 3 Miami Hang Gliding ..................................... 12 4 Mission Soaring Center ................................. l 0 5 High Adventure ............................................... 9 6 Mountain Wings ............................................. 7 7 Kitty Hawk Kitcs ............................................. 6 8 Raven Sky Sports ............................................. 5 9 (luest Air ......................................................... 4 9 Windsports Tnternational ................................. 4

Rankings were compiledfrorn ratings published in the }anuary-M11y 1999 issues o/Hang Gliding magazine.

USHGA, PO Box l 330 Colorado Springs CO 8090 l 1.. 8()() .. 616-6888 fax (719) 632 .. 641 7

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HANC GIIDINC

s USHGA is issuing its annual call for nominations to the national Board of Directors. Eleven positions are open for election in November 1999 for a two-year term beginning January 2000. mcrnbers seeking pm;ition on the ballot should send to headquarters for receipt no the following information: name and USHGA number, photo and resume (one page containing the candidate's hang/paragliding activities and viewpoints, written consent to he nominated and that they will serve if elected). Candidates must be nominated by at least three USHGA members residing in the candidate's region. Nominations are needed in the frlllowing regions. The current Directors, whose terms are up for reelection in 2000, are listed below. Ballots will he distributed with the November issue of flANG GLIDING and the November/December issue of PARAGLIDING magazines. USHGA needs the very best volunteers to help guide the safe development and growth of the sport. Forward candidate material for receipt no later than August 20 to: USHCiA, PO Box 1330, Colorado Springs CO 80901-1330.

6 9

Steve Roti Russ Locke Scott Gasparian John Greynald Lawless Jim Zeiset Frank Ciillcttc Jeff Sinason Pete J ,ehmann

Matt Taber

Dave Broyles

4 5

Alaska, Oregon, Washington Northern California, Nevada Southern California, Hawaii New Mexico, Utah Arizona, Colorado, El Paso Idaho, Montana, Wyoming Kansas, Missouri, Oklahoma, Nebraska, Arkansas Washington DC, Delaware, Kentucky, Maryland, Ohio, Pennsylvania, Virginia, West Virginia Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virgin Islands, Puerto Rico Texas (excluding El Paso), Louisiana

'fhc following frmn is for your convenience.

REGIONAL DIRECTOR ELECTION NOMJNATION FORM I hereby nominate

"""""-"""""""""""""""

Director for Region#_""___"""""""___,_,_ I understand that his/her name will be placed on the Official Ballot for the 2000 Regional Director Election if three nominations are received by August 20, 1999.

FLYING THE

I couldn't quite see it through the evening haze and the conditions were getting softer. "Hey Bill can we make the LZ from here?" I asked. '1 dunno, ask your vario," he replied. So I punched in GOTO. It said we'd get there with 400 feet to spare. And we did!

ile I'm nor much of an X-C pilot, I do like runing fast and efficiently, nd climbing quickly. This requires huge natural talent or some really good flight instruments. A good vario must be sensitive co che slightest hint of life. Mose modern varios do chis fairly well. It must convey chis information accurately and in a user-friendly form regardless of cemperacure and altitude. Additional useful functions such as McCready speed-co-fly and fmal glide calculations must be easy co use and help rhe pilot fly better. I have found chat the Brauniger IQ/GPS excels in these areas and provides a huge range of options so yo u can tailor it co your own needs. The IQ series has four levels of sophistication. All have (among other functions): • Large, easy-to-read displays • Very low power consumption • Two alcimecers • Analog, digital, audio, and averaging vanomecers • Airspeed indicator, • Various clocks, thermometer, stall alarm, etc. • Comprehensive memories, and more The IQ/GPS char I prefer also has: • Total energy compensation (on all models except che IQ/Basis) • FAI-legal barograph • GPS corrections co che McCready speed-co-fly and final glide calculator • Automatic switching into and out of Netto and McCready • Computer downloading for logging, daca manipulation and printout • A ser of backup bacreries • A whole bunch of orher (more or less) useful functions

These capabilities make for an excellent X-C competition flight deck when combined with a GPS receiver. In face, seven of rhe top 10 compeci tors at rhe last World Championships, including che top three finishers, flew with the IQ/GPS , as does the Women's World Champion. In addition, che barograph is certainly helpful if you choose ro break records in your spare rime! This flight computer scuff can be really fun when just fl ying around local sites mo, and it records your flights in three dimensions with the GPS. The features of the IQ/GPS char provide me with the most useful information MAY 1999

are the speed-to-fly function and final glide calculator. In a clever imegracion of rhe GPS and vario, the glide calculator is automatically cold the location and altitude of the goal or turnpoinr, and gives a continuously updated prediction of the arrival altitude, taking into account your achievable glide and any changes in wind or conditions as they occur. The system is also quire flexible. Any waypoint may be used for the final glide calculations, and changing these in flight is no problem either, as they are all stored in the GPS and easy co access in flight. These feacures really work! The element of risk in gliding off to the next

high as possible. A pointer shows yo ur average rare of climb for the last 10 minutes of climb, and you match a second pointer to it by adj usting yo ur airspeed. This will give you the best speed-to-fly to the next thermal. If yo u wish to get there as high as possible yo u fly the airspeed chat points the needle at zero on the vario scale. The audio makes a sound corresponding ro the pointer position, so all you need to do is hold the sound steady at the ring sening yo u wish by varying your airspeed. Clever scuff here. This is a speed-to-fly instrument in which the audio cells you to speed up or slow down so you can chink more about

spot is greatly reduced, and less rime and alricude are needed to pacify a nervous pilot because a symbol lights up and says Gee Going Bubba. If you run into big sink it instructs you co maximize yow· glide and sacrifice rime (speed) to assure making your goal. Of course, this is nor foolproof, since no instrument can predict conditions up ahead, so some pilot skills are still required to win meets, set records, or bear your friends to rhe beer. However, until your friends get an IQ they will have to rely on huge natural talent! The speed-co-fly (McCready) function combines rhe polar (sink rare vs. speed) curve for your particular glider/harness combination with CPS-derived wind information ro give simple audio and visual cues chat cell you jusc the right speed to maintain whether you wanr co get somewhere as fast as possible or as

where you are going and what is going on around you than how you are flying. There is no need to touch the instrument at all; in face, you hardly need to look ac it. As soon as you encounter lift, the audio remrns ro conventional vario mod e and gives you the info you need ro climb your best. When you leave che life the IQ/GPS reveres to a speed-co-fly instrument agam. Another feature of che IQ/GPS worthy of mention is che wind drifr indicator. When circling slowly the clock display will alcernacely show the wind direction and velocity. This makes ic very easy to keep crack of wind drift and how the wind changes with altitude and time. This function is active whenever a GPS is plugged into che vario and requires no action from the pilot co use. Critical co acquiring good info is to get the airspeed reading to match the 17

CPS speed reading and getting an accurate polar when you set up yo ur equipment. This process can consume quite a few sled rides. A polar showing maximum glider performance may put you on the ground unless you can lock your body straight and keep your head down and elbows in at all times. It's better to get a polar that reflects how well you actually glide in the real world for accurate speedto-fly information. On rhe IQ/CPS only two points on rhe polar are required, greatly simplifying the accurate setup of these systems. A quick word about Tora! Energy Compensarion (TEC): I will not own a non-compensared vario for use wirh a hang glider. TEC allows much more stable vario operarion, as any change in speed is canceled our of rhe vario reading, making ir much easier ro maximize climb rate, especially in bumpy air. With TEC, if rhe vario makes noise, slow down . If it still makes no ise, circle. Simple. TEC is also required for quick and accurate speed-to-fly information when dolphin flying. The IQ/CPS also has a nerto vario capability rhat helps a pilot locate lift that is often missed while in a fast glide, and then, if desired, automatically switches to normal vario or averager mode if lift is encounrered. The memory records 50 flights worth of maximums and times. When the barngraph is switched on, the IQ records altitude and speed every l, 5, 15, or 25 seconds - your choice. It is easy to download this record into a personal computer using the optional PC Graph program . It is a logbook and graphic representation of the flight that allows a pilot to learn more about performance and see some larger trends, such as where thermal tops were at different times. It also extracts polars and statistics. The barograph marker fea-

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No: 3, Date: 09.07.1993, Time of S1art: 14:36, AnMI: Laber, Taak: GenuBflug Ober 7 Berge Pilot Peter, Dunition: 02:29, Hoiglrt: 9144 ft, Climb-Rate: 1397.3 ft/min, Sink-Rate: -482.0 ft/min, Speed: 39 MPH

ture, when invoked, allows easy locating of turnpoints or thermals in the downloaded data. The advent of microprocessor-controlled flight instruments has allowed for a remarkable number of choices and options. W ith this complexity comes the need ro display info when required in an easy-to-access form. The IQ does this quite successfully fo r me. It takes a li ttle time to learn about all of the options and to select the ones you want, but the rewards are longer flights , less anguish and more fun. The IQ/GPS is not only a very sensitive vario/al timeter, it is also a great flight computer and top-of-the-line competition flight deck fo r all types of flying and flyers. Try one. • H ANG GLIDING

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DUST DEVILS Fly with the Womens World Hang Gliding Team in Chelan, WA. (24 min) 11/J PARTY AT CLOUDBASB A hang gliding music video. set to hard driving music. (20 min). 1/b MASTERS AT CLOUDBASEJ> A paraglidin 8 music video, set to hard hitting music. (20 min) 11/J TELLURIDE AEROBATICS Follow the dynamic history of this event, from "81-95" (50 min). '/lb FLY HARD Rob Whittal & C. Santacroce paraglide the westcoast. Rock soundtrack. (36 min) . 11b f<GREEN POINT FLYERS HG, PG, Powered PG, towing, animation, all in Michigan. (50min) 11/J

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POINT OF THE MTN (Utah) HG & PG action at one of America's favorite sites. (52 min) 11/J BORN TO FLY HG action. Meet Larry Tudor & Green team, fly Owens, Sandia, etc. (50 min) .. 1/b PG: THE MOVIE Owen's Valley world competition. Hot action, rockin' soundtrack. (40 min) 1/b CLOUDBASE PARAGLIDING Great intro. video. Meet the hot pilots, fly the hot sites. (36 min) 11b HANG GLIDING EXTREME Fly spectacular sites in the US Meet the top pilots. (50 min) 11/J HAWAIIAN FL YIN' HG & PG in Paradise. Amazing launches & awesome scenery I (46 min) 1//J Alf our 111doos are 117 USA7VUS NTSC format only

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In consideration of the benefits to be derived from membership in the \JSHGA, and the parent or legal guardian of Pilotif 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: 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.

sustained by Pilot's parents or legal guardians, as a result of administration of any USHGA programs. 3. nu;;,,_,;;,1.1a;;u P.4Rir/£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 (\JSHGA); 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 Pilotmay 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 g) All other persons lawfully present at the site(s) during Dl5iCl-l1ARGE the P/JJr/71.Fffrnm any and all liabilities, claims, demands, or causes of action that I may hereafter have for .rP,?R3~f /;V/U:Rlt:S: however caused, even if caused by the negligence (whether active or passive) of any of the nH;;Jr.1;;1'11.,H;;,u PAJi7Tlf.::S: to the fullest extent allowed by law. C. I A against any of the loss or damage on account of If I violate this agreement by filing such a suit or making such a claim, I will pay all attorneys' fees and costs of the ncJ1.x::J&1J.w;;,u PJ4R11ES. I shall be and in accordance with the matters whatsoever arising under, in connection with or incident to this Agreement f::illlforni:i_ U.S.A. to the exclusion of the Courts of other 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 filot suffers even if caused in whole or in part by the negligence (whether or passive) of any of the n.i;.;,r.u;;,11,.,n;;;,.., P,'AR.TIE.f.

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his was going m be the year. After many seasons, hundreds of hours, dozens of sites and numerous other "accomplishments" in flying, the rime was right. After momhs of preparation , research, discussion and careful selection of equipment, this was sure to be it. Nothing would stop me. Yep, wi thout fail this wo uld the year of the hang gliding Holy Grail. T his would be the year of the 100-mile flight. Cross-country wo uldn't be a new thing; it had just been rare. Our local sites aren't especially X-C friendly due m the not-sounusual problem of encroaching civilization and the associated dwindling of suitabl e landing fields. Sure, some local pilots still go down range, but given a strong penchant for safery and preparedness, staying close to the designated LZ's is more the harm. Toss in a little laziness, too, because J5-milers are more common rhan 50-milers and heading our without a driver for a likely short flighr just isn't attractive, even on reasonably good days. Add all that up and most of my flying had been site oriented. A group of us did make the occasional foray m sires more conducive to accruing miles in the air. One summer we made th e very long drive from the San Francisco Bay Area to Lakeview, Oregon, for their ann ual fly-in. An 80-mile flight by our sen ior member, Steve Brockman, was the longest flight of our group and Luen

M iller's 60 miles on his first-ever X-C, on a Of course, chat's all background informademo glider no less, enco uraged all of us to tion, as rhe main part of this saga starts a return. That led to five more annual excurco uple of years lacer. H aving gained more sions to enjoy the hospiraliry Lakeview's experience, bur not being satisfied, a real challenge was due. Distance residents offered, though only Steve was ever able m march his 80-mile flight. would certainly play a big That is nor to say others part, bur it needed to be special in ocl1er ways, roo. aro und us weren't banging It didn't rake long to our big miles, decide char the Owens because rhey were. Valley was the best place within reach for gainOur problem was one of being ar the ing experience and flywrong sire for cl1e ing longer distances. day, or "should have A group of us decidbeen here yesterday"ntains. ed to make a Labor iris. Nonetheless, '4'- ' White r,.1oit D ay trip to the -~- ,. dotVn the "Mecca of Mileage" and because of irs terrain and . u soittrl h k. wonderful local residents, Lookinb c ec tt our. Lakeview offered a great Early mentors Briggs Christie and Dave environment for gain ing Smith had instilled in me a strong sense of safery and precaution. Thar meant needing experience and havi ng fun. My personal besrs crept up m a longest to know more, so a request for information flight of 30 miles and an on cl1e Owens Valley was posted to the ann ual meal of75 miles Hang Gliding Digest. Th.is Inrerner-based, nor quite a virgin, bur defreso urce-rich group had served me well for initely lacking in regular many years and chis time was no different. action. Sometimes I felt In addition to lots of useful tidbits and suggestions provided by rhe resident "Ner15 all over again. After six years Heads, " something very important to rhis and six week- long visstory came our of that request: Someone we its to Lakeview, endhad never heard of responded by asking to ing wicl1 a number join us. This guy claimed to be an OV vetof consecutive eran of many years who had lose his longpoor-weather trips time flying and traveling partn er to marand certain local policies riage and the ensuing responsibilities. But with which we all disagreed, our we were leery. We'd had some less-tha.nposi rive experiences after including group stopped going to the fly-in. Even so, unknown individuals in our group just priLakeview is a fine classroom and continues to get our recommendatio n as a great place or to a lon g trip, so the idea was especially disconcerting for an oLtting m the Owens. fo r first-time cross-coumry flights. H ANG GLIDING

In the end we conceded, and chat is how Peter Lawrence entered the picture. Ultimately, making that concession proved to be a very positive decision as Peter was all he claimed to be and much more. With Peter as our guide, Harold Froehling, Art Thompson and I made a few excursions to the Valley over the next couple of years. These trips resulted in a new personal best of 65 miles and gobs of experience. Peter constantly proved invaluable. Noc only is he knowledgeable, bur more importantly, he has an innate ability to patiently and accurately share a wealtl1 of knowledge culled from over 17 years of flying in rhe Owens, and many more spent backpacking the adjacent Sierra Nevadas. These first trips served to make the l 00mile bug bite harder. That brings us co 1998. Peter had tried co entice me co rag along on more of his regular trips co rhe Owens. He'd been a great traveling partner, so any lack of enthusiasm wasn't because of him. Flying in the Owens rakes a huge commitment of rime, effort and dedication, things I obviously hadn't been ready to give. But, like I said, tl1e bug had bitten. Eventually ir became clear that a concerted effort would be needed to arrain the lofty goal that was being envisioned, so we planned a series of trips. A whole season of them. "The Plan" called for three days in the Owens every orher weekend starting with M AY 1999

Memorial Day and ending with Labor Day. This included an extended trip for the Fourth of Jul y holiday and the whole shebang spanned the entire Owens Valley fl ying season. The only thing missing was a driver. In case this is news, a good driver is requisite in me Owens. Calling once more upon me Hang Gliding Digest, a once-published list of OV drivers was located. As the story goes, this list was the result of a questionnaire printed in me local Bishop, California, newspaper. To whomever did me survey, thanks, because this is how we mer Elbe Brown. Elbe was a gem to find and in me ensuing monms would become a good friend. This reserved, police man is a local America.i1 Indian who was co be our driver for che entire swnmer. Elbe is as calm and easy mannered as Peter. Thar these rwo are so easygoing comes up for a reason: I lean coward being Type-A (my girlfriend says it's more like Triple-A), so cogerher we were a quire balanced group. They tended co keep me mellow and maybe I added a little energy or fire for mem. Whatever 1t was, we meshed well and made a smoom-running (no, make that smooth-flying) machine. As wim traveling parmers, we'd had some less-than-happy experiences with drivers in the Owens, like one who claimed non-exisrem experience, didn't always show up as

scheduled and made blunderous, poremially dangerous retrieval and navigational decisions. Elbe, on rhe oilier hand, had grown up in me Valley and is an avid omdoorsman, so he knows the countryside and backroads extremely well. Being intelligent and level headed, he always made good decisions. Elbe's willingness to share his vast knowledge oflocal plants, wildlife, Indian wisdom and lore was another plus. We also often spent unflyable days trout fishing; with his guidance we always caught fish. By the way, it's a kick to om-fish one's Indian guide in his own backyard. That completed the basic crew: Mentor, newbie and driver. As before, there was the occasional addition, such as long-rime flying buddies Art Thompson and John Hill, but Peter, Elbe and I were a mainstay of the Valley for the entire season. So, with al l the derails covered, the chase for 100 miles began. Once more with feeling, "This would be me year!" I wanted 100 miles, dan1mir! Things

didn't look too promising in the beginning. On tl1e first couple of trips the usual order of things went something like mis: Peter would go 100 miles and I would bomb our to tl1e Postage Scamp. Peter would land 65 miles away ar Big Ears and I would land at Lake Diaz. Peter down-range, Frank at the airporr. The bailout LZ's near launch were quickly becoming familiar old friends. To say rhe situation was frustrating would be an understatement. Eventually tl1ings began to work our. The problem centered around crying coo hard and looking down-range instead of raking it one tl1ermal at a rime. You see, the first seep toward flying 100 miles is to gee up and away from launch. Duh. One good thing did come from driving chase for Peter to Janie's (a now-defunct brothel just over me California-Nevada border) so many times: the store in Chalfant

This flight, most of which was down the randy with needed experience and even a little middle of the Valley, provided incredible peer recognition. John views of the scenic panoramas the Owens may not know it - hell, Valley offers. Away from chem for the first he may not have even time, I could really see the Sierras now, as meant it the way it was well as the Inyos, Whites and all of the Valtaken - but his comley itself - snowy peaks capping rugged ment meant the world to granite monoliths on one side, Martian-red this newbie. The day was ranges standing as stark sentries on the othgood for 25 miles and er, their alluvial fans spread out and almost worth a whole lot more touching in between. Below, preserned as a in confidence. ribbon of emerald reflections wrapping Ic was Elbe who saw the itself in grassy, velveteen shoulders and suronly major-league dust rounded by desert browns, was the Owens devil of the season. It River winding its way southward to an inevitable consumption by a thirsty Los came on a day chat had View looking north with the Sierrd Nevada Range on the left and the earmarkings of anothAngeles. Chasing the river up and down the er bust when strong westValley was rhe straight, black asphalt scrip the White-lnyos on the right. erly winds flushed me our of Highway 395 playing connect-the-dots with Lone Pine, Indeof the Sierras at Onion Valley. Expecting was not only a good place to mp off rhe gas pendence, Big Pine yet another short flight, I headed our rank, ir is also the only store we found that toward Highway 395 in strong sells Sierra Nevada Pale Ale, my favorite and Bishop. The sink. A bubble of very Owens unfolded as beer. Bur finding stores with rhe right light lift halfway to brand of beer wasn't the goal. for the first time in the road was good for a This wasn't a stellar year for cross-couna patchwork of livsmall gain. That led to try in the Owens Valley. More often than ing greens and another thermal over the desert browns not, the days were high pressure, blue sky highway and enough altiand virtually devoid of wind. Rarely did we occasionally broken by civilizatude to safely overfly a lava see the light southwesrerlies that are ideal tion and flow and make ir to the for flying in the Owens. Even the fabled roadside rest stop. Knowing always three-story-high Owens Valley dust devils char Elbe was waiting in rhe flanked by were only seen once. An important transipacking lot wirh cold beer tion began to rake place, though, and the BisnDP· majestic mounmade landing almost enticing, LZ riortn Type-A anxiety was balanced with acceptrains. Grandeur falls far short especially since I was swearing as a descriptor. ing what the day offered. John Ryan, the profusely from having been low site monitor, who had also taught Peter to The whole experience would later be and hot for a while. But cold beer was not looked back on as an important one. Peter fly many years ago, unwittingly conwhy I was there! Entering a nice thermal had made chis same flight on a previous trip tributed to the transformation. and finally climbing our fast, it came as no and coached patience as being the key. As John had flown an early-morning oursurprise when Elbe and-return from Wale's Point to Olancha usual, he was right. It was also an eye-openwarned of the monster ing lesson in how the Owens has a music all and back while trying out a task he dust devil. It wasn't visits own, and this was the start of learning planned to call in the upcoming ible from above, bur I Masters of the the rhythm. Ir has a nice bear and I could knew it was down dance to it, roo! I gave it a 100. Now to get Owens competition. there, which providrid of these two left feet. .. The distance for Having completed his ed even more incenflight, returned to the chis middle-of-the-valley flight was 50 miles tive to keep going. motel and ventured out and it ended in the same pasture, under the The season's same shade tree, as a previous one. Imagine again, he expressed dismay to discover that consistently poor chat. The Owens was becoming a familiar conditions had place, roo . .Peter and I were still in the air more than three meant flying in The miles continued ro pile up, pretty the Sierras hours later on such a poor good numbers based on past years, and alley. day. Hearing that we had they were all hard fought. In addition to .JdJe of tne V rad1er than above only gone a few miles, buckthe original one, a new goal of accumulatiUrl tne rrii them. Instead of moumain Do tops as far as the eye could see, the view ing a headwind most of the ing 300 miles was set. That would be easy, way, John exclaimed on the was of nearby granite walls, jagged peaks especially once that 100-mile flight was in radio, "You guys ace ANIMALS!" Persevertowering above, and rocky spines falling the bag. Time was getting scarce, though. Ir away into canyons, their termini tapering ance and patience were beginning to pay was late in the season and the opportunities off into the Valley itself off, albeit in short flights, but more imporremaining were few.

°f

HANG GUO/NG

We were back in the Owens again and it was another high-pressure wcekeud. There was this trip and one more to go. Things had progressed, and instead of bombing out to the Postage Stamp, l was now shad· owing Peter nosecone-to-nosecone down the Sierra Nevaclas. There were even occasious when he'd find me leading the way! Peter was still unsurprisingly out-flying me, but by five or ren miles instead of I 00. The day wasn't a good one aud we were more skimming down-range than actually flying. Needless to say, the going was slow. This didn't foci like a 100-mile day, but I had learned not to listrn to the voice sayiug such things because you never know. I planned to take as much as possible from the day. Unfortunately, the phrase is "accept what the day o/fors," and at one point l had pushed too hard and wound up in a tight spot. T!WTIWCTD*. Well, that's a slight exaggeration, hut the possibility oLm out-landing in rhe trackless desert, miles from any real road, was looming larger as 1he indicated altitude dropped. It was a long way to Highway 395 and it began to look like this retrieve might run a little LHe due ro my blatant violation of our rule about landing next to a paved road. l radioed my dilemma to Flbe and Peter because there might not be time to do it later. Up ahead was a craggy, granite cliff, but being in late-day shade it didn'r look like it'd be much help. So it was a bit surprising to sec, soaring the precipice and climbing from several hundred feet below, something with an obvious raptor shape. Reaching the dill thankful that the bird below really was an indicator of much-needed lift, I began turning in the weak, hut defined thermal. The rap tor silently climhed, completely unafraid, seemingly interested in this big, red and white bird. As our altirudes equaled, my pulse quickrned imo rapid palpitations. My savior was a Colden Ligle! American Indians believed eagles were Messengers of the Creator. The news this one brought was happily Hying litcr:dly wing tip-to--wing tip we slowly climbed, eventually reaching a safer altitude. Crinning a yellow, stiff-lipped grin, the eagle accelerated, maneuvering around behind and almost under the glid er's trailing edge. We held our close forma· tion for a couple of turns, flying as one until, giving a knowing wink and a tilt of its head, the slowly changed course and flew 011, looking hack bur 011cc. We'd topped out and were now both alone again. MAY 1999

Ir still wasn't a great day and was soon over. Instead of landing 011 some road less tract, though, it was right next to 1he highway. Imo a headwind. No wonder the day had been so tough. Peter ended the usual miles ;1head, hm l was quietly pleased at having surpassed one milestone. '] 'he flying over for the day, everyone gathered up and the truck again poi med south toward Lone Pinc, Elbe caught me by surprise, "So, did you break 300 miles for the year As a matter of fact, this /light had done ir. With a liLtlc ceremony, Elbe offered congrarulations in his own quiet way, "] found this where you landed yesterday." A fitting ''trophy" frir the cvenl, Elbe presented me with a large, darkish feather with downy, SllOW·Whitc tufts at its base. I gingerly accepted the honored fetish and ad111ired its simple beauty. Now a prized possession, it rests in a place of hon· or in my home, a tribute to friendship and accomplish men 1. The chase was coming down to the wire. I ,ahor I hy weekend was all that was left or the season and there was still one goal ldt to achieve. Unfortunately, it was a terrible weekend ic)r Dying and ended evrn rnore terribly with John Hill breaking his arm after a short flight. On the wrong side of a convergence and having literally fallen from the it had hern impossible to determine the wind's direction due to the swirling breeze. The season for me ended in similar conditions below Boundary Peak, 25 miles down-range Crom our launch site ar Paiutc in the White Mountams. lgnominiously, there were two fist--sizecl cholla cactus joints, their multitude of two-plus inch barbed spines buried to their hilts in my upper rhigh. Alone and out of radio contact while John was being hurried to the emergency room, it was up 10 me to cm the joims away and remove the 100+ deeply scared sewing needle-sized shafts. Help arrived, of course, shortly after this pleasant task was completed. Sining on my harness, stripped to my undershorts and yanking long needles Crom my hide did not make for as disap· pointing an end as it at first sounds. Ironically, alone in the desert, having just fln··· ishcd dealing with a damnable situation, rhis w;is an mrnsually appropriate momem for reviewing the season from rhc inside ouL. That moment, seemingly susprndcd in time, was an opportunity to take in the stark, sonoran scenery laid before me and

reflect on what had transpired in the preceding monrhs. The I 00-milc sLarc, a look found on the face of regular Owens Valley pilots, is a distant, blinklcss look composed of a strange combination of introspection, serenity, and having seen and Celt things mhers never will. A warmth welled deep inside, that silly grin spread over my face and goose humps rose on my arms and legs. No, it wasn't the cholla. A part of me had found a home. One way to grow to our full potential, to really absorb all that lifr has to offer, is to set goals that arc hard to reach. This helps give us purpose, feelings of success and cause for cclclmuion. It us reason ro hone om skills and test our mettle, ro push rhc envelope and climb 10 the next level. In rhar respect, flying is no different than many other endeavors, except maybe more so. As you may have already guessed, my goal this year paid off in unexpected divi-dcnds for more important than sheer mileage, the kinds of things we can never plan on or actively seek. Now, even when my physical self' is hun· drcds, even thousands of miles away from transportthe Owens, a part of me is ed back. Goose bumps a distant, intoxicated look comes over my face and life ft,cls wonderfully follillcd. This really w:1s the year, the year of many things. It was a rime to revisit the lessons we're taught when we began to fly and take them ro a higher level: patience, perseverance, self. reliance and composure under duress. It was a time for \Nondcrrncm, a rare chance to sec the world as through the eyes of a child. The chase is still on and as long as people fly on gossamer--likc wings it will never end. You sec, I learned that rhc chase isn't about distance, it is about being truly alive. Best of all, this year I joined a loose· knit fraternity tied together by great mountain ranges, open desert, beautifi1l vistas and incredible challrngcs. It was the year l fell in love with 1hc Owens Valley. So come fly the Owens some day. There's more t ha11 enough magic to go around. Though you'll know long before anything is said, we'll tell you when that strange look has taken over your too. II

For the this is a clczssir hang gliding phrase: 7hm: I wr1s, thout,ht I was going to die. Origirwting.fi'om r1 storytelling competition, it now rc[<:rs to cm or dangerous rx:1,rr;'.n1,,·p

n by Bill Bryden, his month we'll review the incident reports submitted for 1998 on an overall level. Unfortunately, submissions were down. r do not know the reason for this, bur we received only 52 reports in 1998 and preliminary reports for 1wo accidents were compiled from Internet information, bringing the total to only 54. This is woefully inadequate compared to pre-vious years with 60 to 100 report submissions. The number of incident reports submitted by our paragliding brethren was similarly inadequate, with only 31 submissions. lncident reports arc important for the USHGA. They arc vital when it comes to identifying safety topics that we discuss each month in this column. 'T'hcy help rhc USHGA better under-stand accident trends in our sports and recognize areas of improvement in our rating and training standards. For exam-plc, several years ago we saw a number of accidents involving brand-new Novice pilots who were having problems with new harnesses and transitioning to a prone: position. As a result, we added requirements to the Novice raring addressing this, and stressed the need for 1his training to instructors. As a result, it would appear that accidents of this type are down in recent years. And you, the pilots, often connect incidents to your own flying, which hc:lps you avoid potential problems. As a reminder, USHGA policy prohibits using incident reports to a pilot's detriment or lcJr actions against a pilot such as a raring revocation. To further emphasize the need and provide some additional encouragement, for each incident report you submit, the 2H

n m Accident Review Chairman

USHGA will send you a coupon worth five dollars toward any USHGA merchandise order. To obtain a report form, call the USH ( ;A office ar (719) 6328300 or check the Web site at www.ushga.org. Examining the 1998 reports, 60%J involved experienced pilots with I ntermediare or Advanced ratings. However, before leaping to the conclusion that hang gliding is more risky the more experienced pilot is, note that reporting is voluntary and often newer pilots arc not familiar with this process. In addition, those who have reached more proficient skill levels may have more ownership in the sport and incentive to participate in the reporting program. The accident report breakdown is as follows: Student ..................................... 7o/ti Beginner (Hl) ......................... :1cY<1 Novice (I I2) ........................... 15% In termcdiate (H3) .................. 19% Advanced (H4) ...................... .11 I% Master (I-IS) ............................. 0% Unknown ............................... 11 °/ci The reports were c1tegori1.cd according to the phase of flight in which the accident occurred. 'fhcse included foot launch, tow, aerotow, in-flight incidents, approach 10 landing, landing, and other. 'I 'he distribution of reports was as follows: Foot launch ............................ 17% 'fow (surface) ............................ 9%J Aerot:ow .................................... 6%1 ln-flighr .................................. 17% Approach ro landing ............... 22cYci J ,anding .................................. 28% Other ....................................... 2%1

A disturbing aspect of the reports is that fully half were approach and landing related. And when examining the specifics, many of these were related ro poor decision-making. Several were downwind landings by relatively incxpc-ricnccd pilots. l nstructors need to emphasize wind assessment more strongly during their training. A couple of the landing accidents involved gusts or thermals that hit as the pilot flared, but more were simply the result of bad decisions to land in rotor turbulence or downwind of significant obst,1clcs. 'fwo injuries, a fractured humerus and torn ankle ligaments, would clearly have been avoided had the pilots just elected to use whec:ls, and three accidents had sign ificantly mitigated i njurics because wheels were present. Approach accidents were typically associated with bad judgment with respect to the glider, obstacles, and last-moment changes to avoid obstacles. These are problems you'd expect from Novice pilots, but seven out of the 12 reports involved experienced fntcrmediatc or Advanced pilots. Two people were hit by gliders landing, and several trees were hit. In-flight problems included two tumbles, a mid-air collision, an accidental chute deployment, and several pilots (Novice--lcvel) who just didn't fly well and flew back into the hill. Of the foot-launch accidents, one was a failure to hook in. (Last month's report included a hook-in failure that occurred in January of l 999.) 'This was down from previous years. Two acci-dcnts involved attempts to launch out of slots in trees and turbulence (likely crosswinds) turning the glider which crashed into the trees. Several launch H!\NC GLIDINC

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accidents were the result of just plain bad technique. Equipment was a primary or contributing factor in six accidents. In one of the fatalities, a side flying wire on the glider failed. ln two, pilots were simply distracted by equipment, dropped gloves in one case, and instrument adjustments in the other, and got themselves in trouble during these moments of inancncion. In the rem;iining three accidents, pilots were using new equipment for the lirst time, had not properly prepared, and experienced problems as a result. Weather was a key factor in four accidents. A conclusion in each of these incidents is that rhe pilot simply should not have attempted the flight. Three accidents, including two fatalities, resulted from launching in extremely high winds reaching or exceeding 30 mph. ·rhe fourth weather-related accident occurred when the pilot attempted to fly a wet glider, which consequently handled poorly and crashed during the landing of the aborted flight. ·rhc nature of the injuries was quite varied, and 24<YcJ ol the reports listed no injuries (besides to the ego). This is good. We want to sec this percentage increase, because that would suggest either injury rates arc decreasing, more pilots are submitting reports for non-injury incidents (which aids our accident understanding), or both. Some accidents resulted in multiple injuries which were listed in all appropriate categories with the exception of fatalities which arc just listed as such. ·rbe breakdown of reported injuries was as frillows:

Number ofReported Occurrences of Injury ij;pes I-fead and neck ............................. 7 Chest and abdomen ..................... I Back ............................................. 3 Arm, shoulder, wrist and hand ... 18 Hip, pelvis ................................... I Leg, knee, ankle, foot .................. .7 Fatalitics ....................................... 9

The extensive number of arm injuries is significant. Many of these were fractures of the humerus and a couple were shoulder dislocations. Ir is a natural tendency to extend one's arm during impact or grip the downtubcs tightly. However, five or six of the fractures (most of then1 suffered by train· ing-bill students) conk! have likely been avoided, resulting in nothing more than a bad whack had the pilots kept their arms in :md not tried rn brake the impact. With respect to equipment, there were two reports in which pilots strongly felt that the use of a fr1ll .. face helmet prevented or signilican tly mitigated injury. There were also two reports in which a chcst·mountcd parachmc was believed to have saved the pilot from significant chest injury as a result of the padding it provided. ln one of these, the pilot clipped a tree during a low approach into the landing field, la.lling 30 to 40 feet onto his chest, fr;ic-· turing only a rib. A ruptured aorta and finality would not have been unnsual in this type of crash. There were live reponed parachute deployments. One was accidental after the chute was repacked in a new har-· ncss. There was one reported mid--air collision in wb ich both pilots deployed by hand and landed The fourth deployment succcssftdly occurred when a pilot attempting a loop stalled at the top and tumbled. 'The lifrh deployment resulted in the fatal death of Brad Koji as noted below. Nineteen ninety··cight was nor a good year for fatalities; we experienced nine hang gliding deaths and our paragliding friends suffered four. Some of these we reported during the past year and several were not, due w insufficient information or timcl.incss. ·rhe fast was Duff King, who attempted a cliff launch in Hawaii in very strong winds. His glider was blown up and back into the cliff. Rich Graham died in Colorado during a platform rnw launch in

extremely high-wind conditions. A sec-· ond platform tow fotality occurred in California with Mike Young. He had limited experience, and it was reported that he did not control the glider well during the tow and afrer the crew abort cd the row. l-lc turned, spiraling into the ground. Van I lutchinson, another Novice-level pilot but a non-member, having very limited altitude experience, launched from a Utab mountain, apparently froze with little observed control effort over the glider, and spiraled into rhc hill. Brad Koji, one of our premier competition pilots, experienced a tumble in his glider, presumably due to tur· l)lilent conditions during a New Mexico competition. l Ie deployed his parachute but the bridle, which he had attached to his harness shoulder si-raps to ensure a ft:cr-first landing, emangled around his neck, breaking it upon the chute's opcn-ing. Last year was our worst ever for tan-dcm operations with four fatalities. This method of instruction is being utilized much more extensively, and I suppose an increase in accidents is to be cxpec1--cd, but last year was unacceptably painful. ·fandcm pilot Mike W:1ll died during a tandem flight in California when a recently replaced side wire foiled on his glider. 'Tandem passenger and student Melissa Braff died in Washington when the glider srruck a tree during approach into the l.Z and foll to the ground. Both pilot Jamie Alexander and studem Frank Spears died when their glider got low behind the tug shortly after an acrotow launch in Florida. ·rhc glider turned, stalled and crashed. Our beans and prayers go out to rhc pilots and families of those who lost their lives pursuing their dreams in the sport. As a tribute and remembrance to them, I ask you to reevaluate your personal flying practices and dccisious, and those of your flying buddies. Commit yourselves to bettering our safety record. II

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fly Fl)'TEC

john Duncan, US Congressman from the 2nd District, Tennessee, and House Aviation Subcommittee Chairman, addressed attendees.

• •

USHGA Executive Director Phil Bachman

. '

Soaring Society of America President Larry Sanderson.

The US Ultralight Association's John Bal/,antine

Paul Rikert received the Exceptional Service Awardfor his 21 years on the USHGA Board

Rob Kel/,S received USHGA's highest award, the Presidential Citation.

•'-·.. ~-.·.

"'.,

USHGA President Gregg Lawless.

Chris Wil/,S received a Special Recognition Award for his pioneering days in hang gliding.

john Stoke's famous onewinged eagle, Osceo/,a.

Air-show performer Dan Buchanan was presented with a Special Proc/,amation Award

H ANG GLIDING

and 'forget gliders I Danny Brotto ran into Sunny, who enjoyed the joint looked at me and associations of the said, "Don't I know gathering, as a memby Cragin Shelton you?" I recalled we ber of both SSA and had mer at Fisher USHCA. He told Road launch when me that his primary he delivered John registration was with Dullahan's new USHGA, since he Stealth. Sunny said has been a member he will be back flying of our group longer. again with us in Rich Donahue gave Pennsylvania this special attention to the Site Develop· spring. One of the ment Committee most popular act ivirneeting and dis-· tics in the hall was cussed promotion of Pat Denevan's hang hang gliding with glider simulator. My USIIGA Adminis1li-ycar-·old nephew trative Director John Halloran. Fred declined the chance to fly it, but my Carter was visible in brother-in-law took a the seminars and at five··minute flight vendor displays in the exhibition hall, suspended in a cocoon under a glidasking questions of the experts. l felt like Several local pilots brtzved the Smoky Mountains of east Tennessee to er. Tom's i ni rial instruction consisted l was the new kid on the JV squad, sneak- attend AirJj'xpo '99> the joint Soaring Society of America annual of watching Fred Caner in the sim. ing into the varsity locker room in hopes convention and USF!GA national membership meeting. Greg Facing the 25-inch television screen, he of learning how the starting lineup play- De ·wolf,' an lfonorary Director was there) in the midst of many fly- was ahlc 10 fly rhe cartoon glider along ers got there. As is found at the coast on a speingfriendsfrom across the country. many convem1ons, cially configured Nintendo FlightG!i game. The morion there was a mix of the vendors' exhibition Hawk Ki res was also a very visible partici-and response arc very realistic. I just wish hall, educational seminars and business pant. Seeing gliders, harnesses, books and thermals really were wispy gray columns meetings. I missed the L:SIICA Board videos was impressive, bm the truly li.111 in the as they arc in the garne. We meetings, hut did browse the exhibitors' pan was seeing rhc people. need one of these for our meetings and displays, make several of the seminars, At one booth I met a most delightful fly-in displays! and attcud the gcner;1I membership meetwoman wirh a slight accent, sitting ing on Sarurday morning. behind stacks and stacks of books, selling SEMINARS her husband's tomes. J introduced myself I attended several of the seminars. An EXHIBITION HALL to (l1irc Pagen, and told her that I still 'fhe exhibit area was a lor of fun. lr was advantage of the joint meeting with SSA have her Hyner launch photo from the was being able to choose arnong their dominared by tbe many sailplanes set up 1998 US] I CA Calendar on display above speaker list as well as USHCA's. At one all beautifol, gleaming, whire, silcut my desk. She encouraged me to come fly SSA session, l watched Bernd Scheffel wind-rockets. The hang gliders were clusHyner at the next opporrnnity. I returned demonstrate his THEM!, Thermal tered ar the far end, adding color and the next clay to buy lwo of those books. Maneuvering Indicator. This rather ingedimension to the huge room, scr up 011 At the Lookout Mountain glider display I the floor and suspended from the ceiling. nious gadget combines the data from a visited with Jayne Depanf'il is, whom I digital vario and a CPS to continuously All around the sides were booth displays had met al Kitty Hawk several years ago. by manufacrurers, rcrail businesses, clubs plot the apparcn t location of the center Since then she has worked al Wallaby, of a theoretically defined cirrnlar therand teams. Most hang glider manufacturand is now with Matt 'fober's LMFP. mal. It then signals with two small lights ers were there, but no insrrumem com pa·· Whcu she learned where I was from, she whether to continue turning, level wings, nies. Lookour Mounrain Flighr Park, the asked if I knew Janet and Joe Cregor, and or turn more sharply to seek rhat center nearest major dealer, was a dominant how they were doing. She sent a special player in rhe hang gliding area, and Kitty with the glider. greeting to Janet. Over at Acros' Stealth MAY 1999

design,. this Board meetii1g had an abbreviated meeting schedule to accom1110AirExp<l '99 activities. This allowed the Directors to participate in the many semitiars an.d t'neetings as wdl as experience the Air Expo concept: Two general sessions were held, the opening one on Friday mo.ming and .a Sunday momlng sessfot1 for committee repons.DuC to the c:urtailedschedule, several committees diq.Q(:\t meet. 'I'he following surntnary addresses, very briefly, tb:e discnssions and acti9ns of d10se coirimi ttees which met in Knoxville, Om1plete meeting minutes will be available frmn the by the yon

will be

approval

for a platform

.,._,,ct,u1e,u (PL) special skill. IP Administrator appointments were discµssed and

appointmems made. Discussiotl was opened on the idea of developing a new special

skiU for auxiliaey power. No action was recommended.

here was much discussion reg.rrding various meet sanctions with approvals. Methodology is being created for selecting speed.-glidingtcam members. 'Chis is to be cornpleted in time to ;,pply for this su1.rnnels speed-gliding contests, Dennis Pagenwas instructed to communicate with CIVL regardingUSHGA's position on minimal glider.structural standards atClVL sanctioned meets, and continuing frustration with the GAP scoring The committee recommended that G.W. Meadows approach CIVL about holding the 2003 World 1-fang Gliding Championships in the U.S. as part of the lOO~year celebration of the Wright Brothers' .flight.

he discu.ssion concentrated cm identi.fying ways in which colnrm1nicadon with mem:bers could be improved, with recommendations as adding for fax humbersande··mail addresses.to the membership form, implen1enting an autousing credit cards on file, dis(::ount coupolls for merchandise, and ers. A second area of discussion was directed at ide11tifying ways to reduce the 11011,, tenewaJ rate of USHGA members .. Historically, USH.GA has a 21 % nonrenewal per year, DAN motion was passed recommending that du~ USHGA strive to parity i11 the .amonnt of "creative c011tent" delivered to both hang glider and paraglider mem~ bers in the. magazines. W<)l:k is continuing on the subject of a possible combimxl azine.Amotion was appnwed whkh recommends that the financial model be completed, parameters for a membership vote on the decision be developed, and af) explanatory article aml mernher vote card appear in a summer of the maga:.tines. The c9mmittee also uns1.nirnously recommended that an editor contract be drafred and executedwith Gil Dodgen.

heJists for hang gliding and paragliding Tandem Administtators were reviewed, discussc<l and approved.

COMMITTEECHAIRMAN ecommendations from this committee included docum.enting the~ procedure fx>r reporting Executive Committee meeting minutes to the HOD, and inclusion of a revised SOP 12~6, Foreign Ratings, in the next release of the US1""1GA Policy Manual. 36

Gary Osoba told us of his vision for Future Glider Designs for Maximum Airtime. He believes this will be an ultralight sailplane. I Jc is working on the Carbon Dragon, a rigid wing that weighs 148 pounds and is fciot-·launchable. Dennis Pagen reviewed the past, present and future of hang glider design. He predicted a major impact from two emerging tcdrnologics. 'The first is the molded, shaped Mylar sail with impregnated carbon threads. This is being made on computer·-Controllcd contour floors for sailboats today, The next will be nano-tubes, crystalline carbon fibers, related at the molecular level to BuckeyBalk Dennis said that parts rnade from nano-rubes will be stronger and lighter than current carbon fiber parts, comparable to the difference between aluminum and carbon fiber. Rob Kells from Wills Wing spoke on Fmeixenry Pamchute Use and Care. During his hour he presented the key infor-· mation from his full parachute safety seminar. This was very similar to what many of us have learned at Betty Pfoiffcr's seminars, which he mentioned. (He has not ancnded hers, but said he wants to.) Rob addressed the issue of aluminum carabiners. rle told of a pilot who made a 40-rnilc cross-country flight on Saturday. As he was hooking in on Sunday, his aluminum 'biner broke in two in his hand. Rob was able to inspect the carabincr, and discovered that hidden internal cracks had weakened the aluminum and then it failed, luckily while still on the ground. Rob reiterated: Hang glider pilots should use only steel carabiners. Pilo1s flying in salt water areas should use stainless steel, not alum mum. Dan Johnson, VP ofBRS, looked at progress in the area of Powered Hang Gliders. Bill Bryden, co-author (with Dennis Pagen) of 'lowing Alofi, spoke on Hang Gliding '/rnuing Myths. Bill spoke about many items he calls "conventional wisdom that isn't." Myth: Weak links protect you from lockouts and high nose angles. Fact: With tension-control systems, weak links only break if defective, if there is a control system malfunction, or if there is a change in tension faster than the response rate of the tension system. Myth: Lockouts occur only at high tension. Fact: Accidents have occurred when a line snagged on a control bar, HANG CLIDINC

producing only 120 pounds in the lockout; when a glider was turned 90°, with the pilot's body swung inro frame and only 130 pounds or tension; when a glider overflew the tow truck, but with the bridle over the control bar, pulling the glider nose down at only 30 to IJO pounds or tension. Myth: If a release fails, you can simply overfly the truck to break the weak link. Fact: See above! Emergency procedure suggestion: If you arc doing 30 mph at 300 feet on tow and experience a release malfimction, you have only seven seconds to act. No way a hook knifr: is the answer throw your parachute!

MEMBERSHIP MEETING The general membership meeting includ-ed special presentations and recognitions. fr was not a meeting to conduct USHGA business; the Board and USI-IGA com-minces took care of Association business. The l1rst presentation was especially impressive. The agenda had announced a visit from Osceola, the hang gliding bald eagle, but it turned out: to be much more than that:. John Stokes, Osceola's caregiver and pilot, brought four birds from the

MAY ·1999

protected bird sanctuary at Dollywood, and treated the crowd ro his full educational present::iticm. We experienced overflights by a vulture, Satch the red-tailed hawk, and Cherokee 1he golden eagle. I have now had a golden eagle with a sixfoot wingspan swoosh over my head with about three inches of clearance! The story of Osceola is amazing. He has now had eight flights with John. Disney may be making a film about him!

Chris Wills brought us some rather special old home movies. Back in 1967, as a sophomore in high school, Chris and his brothers snuck om wirh their dad's eight-mm movie camera to record their earliest experiments in do-it--yoursdf unpowcred flight. They graduated from broomsticks to bamboo, but used a steady supply of plastic sheeting and duct tape. Major rcpai rs took all of 20 mi nmes. The Continued rm J>af!,e 50.

c need to hring the fun back 10 flying. Gliders should be lighter, safer, better handling, easier to set up and less expensive. While many of us fly the latest high--pcrformance wings and use every piece of available technology to improve performance, we forget ahom the basics and the origin of om flying enjoyment the thrill of sorncthing new, our first soaring flight, thermal, crosscountry, or pcrfoct no-wind landing. The future of hang gliding is not only in the next generation of blade wings, bur in the next generation of pi lots 1hose who arc out on the training hill right now, the people about to experience the thrill of flight for the very first time. What ;iwaits them as thl'.y move forward in their flying careers? How can we ensure that our sport continues to grow in the face of all the pressures against it? Simple: bring the fon hack to flying. Make our gliders Iightcr, safer, better handling, easier to set up and less expensive. J:or many pilots a good flight is one that consists of' a good launch and a good landing. What happens in between is icing on the ahhough nobody likes to sit in the LZ while everyone else is climbing 0111. With these basics in mind, John Heiney and the crew ;:n Altair undertook the task of building a glider for the masses. Their objective: to build a novicc/inrenncdiate glider with excellent handling and performance. Priority one, however, was that the glider ueedcd to track well. Altair president Peter Radman, an intermediate pilot, described his first novice glider and the motivation behind their latest vcn-turc. "My first novice--lcvcl glider bad a tendency Lo oscillate, which l found quite disconcerting. New pilots need a glider that is easy to fly through a broad speed range. l wanted the Saturn to be sucb a glider." With rhe growing popularity of rowing, the abili1y to track straight and true adds 10 the margin of safc.:ty we all desire. Keeping this early experience and alternative launch methods in mind, the Altair ream began to design their new wing. Known fcJr their composite air-frame Predator, Altair began work on the aluminum airframe Saturn 167 in 1997 at their facility in Draper, Utah, a short glide from the famous Poin1 of the Mountain Flight Park. Altair occupies a large industrial build--

/~y Morgan Hall, photos by john Heiney ing, yet the production area is immaculate. Carper covers the floor where glider assembly rakes pbce and a clean-room attitude prevails, with signs requesting "No Shoes." A huge banner hangs on the back wall professing "Quality Is Everything!" The focLory organization facilitates srnooth, consistent production with Lubing racked in one area, hardware fit-tings along the wall, and the production arc,1 in rhc ccmer. Cables and reflex bridles arc made in-house as arc most pads and bags for the gliders. Sails for the Sar urn come from the sail loft of master sail-maker I )ick Cheney, a short drive away in Kaysville. 'fhe attention paid to the design and maimcnancc of the productiou facili1y translates directly to the gliders produced there.

THE HARDWARE Well thought--olll hardware sets the Saturn apart frorn the crowd. Using bard ware proven m1 the Predarnr, rhe Saturn shares many basic components. The corner fittings arc CNC machined 6061 T'6 aluminum alloy and allow for simple setup while virtually eliminating wire kinks. Pins holding the lower wires to rhc corner fitting arc inspected during pre-flight, and in the case of' the side wires, arc redundantly seemed by thl'. downtubcs. Should you need to change a clowntube, replacement requires no tools and takes less than five minutes. The basctubc is bolted to the comer fltting on one side and fits into a machined slot on the other, secured wirh a pip pin inserted

from rhc front. This arrangement allows for quick scllip with little effort required to align the fittings. The VC (an option I recommend) locks off via a simple jam cleat mounted 011 top of the basctubc. The location and action may require a little getting used to, hut it is cffixtive and reduces wear on the VG cord compared with other designs. lnrcrnally, Lhc VG uses high-quality Harken pulleys, known as the best available, with proven rcliabili1y on thousands of'sailboats worldwide under some of the harshest conditions imaginable. The result is an easy and short pull to actuate the VG. The rear haulback, integrated with the VG system, uses a single restraint point, with a very trick safety pm. I fang straps arc girth-hitched around the keel with the main strap using a Velcro tab ro secure it from moving on the added traction patch. This arrangement allows for simple adjumncnt of rhc CG when required, while virtually eliminating any unintentional movement. The Saturn comes stock with the intcrnational--standarcl, 1.2-mcter dis-ranee between h:rng straps and basetubc, although custom heights arc available. Additional amenities include a convenient kickstand on the keel, Altair's exclusive auto kingpost system and a durable hag. For convenience, the stinger on the keel is retained with a spring-loaded ball clip and shock cord, which allows you to remove it and prop the glider up for rnore convenient setup in light winds. Once set up, you simply slide the stinger back into place and allow the clip ro pop back through the rcLaining hole. The atllo kingpost is a feature inherited from the Predator. The top nose wire routes from the kingpost through a pulley at rhc front of the keel and then down to the haulback. When you pull the lwulback the kingpost rises along with the permanently attached top rigging and reflex bridles. The stock bag is heavy--dmy polyester, lined with polyurethane 10 provide nearly water-proof protection for the glider.

SETUP As an advanced pilot used to flying modern equipment, l am quite accustomed to the routine of stuffing 10 or 12 battens per side in a process that generally rakes abom half an hour. The first time I set up HANC CLll)INC

the Saturn was with John Heiney, in a rush to fly a small dune before the sun sec. With two of us, I was hooking in seven minutes after unzipping the bag. (I rimed it!) Realistically, I found myself able to set the glider up, stow the bags, and preflight in the time it cakes a paraglider pilot to check conditions, don a flight suit and lay our his wing. The process is basic as with most new wings. Unzip the bag, remove the batten bag, and pull out the downcubes and basecube. Remove rhe basecube bag and integrated pad. The control frame goes together quickly. Sljde the baserube into che slotted corner bracket with a little twist to align the holes, insert the pip pin from the front, and you are ready to stand the glider up. The next step is to slide the neoprene sock covering the tip of the keel up a few inches and d1en spread the wings. With the wings spread, a moderate pull on the haulback cable spreads the wings completely and raises the kingpost and bridle lines. Probably the best part about the Saturn setup is the battens. For starters, it has only 19 battens total, seven top-surface and two bottom-surface per side and the nose batten. In addition, the nose batten and rwo root battens may remain in the glider. This leaves just six battens to stuff on each side. The batten pockets are folded nicely to facilitate the process, and string tensions are light throughout the glider. Now is a good time to tension the wing with the single, rear haul strap, firring the keyhole tang over the retaining stud. The retaining safery is an ingenious little dip that slides through the retaining scud and automatically locks in place. To remove it, you simply lift the loop of the pin and slide it out. You attach the nose wire with a simple click into the CNC machined block and spring-loaded safery. Push the nose batten into place and finish by removing the tip bags and installing the remaining two tip battens and bottom-surface ribs on each side. During preflight, you notice the large access zippers which allow for easy inspection of the crossbar/leading edge junction, as well as the lack of tip fairings. The airfoil tapers nicely, and with the truncated tips presents a very small profile for added drag reduction. Takjng a step back and looking at the Saturn as a whole, it continues Altair's trawtion of truncated rips, which give it a

Predator-type haulback system.

H ANG GLIDING

unique look, similar to the Predator or TRX. When first viewed from the rear the glider might look a bit awkward to you. Compared to most gliders, che distance bet\veen the barrens is quite large and the sail is set fairly loose on the airframe. In flight, the sail fills in nicely with a clean profile from behind and surprisingly lictle t\Vist in the wing. The overall shape of the airfoil is clean without being coo chick, which seems to help the glider's speed range and sink rate. The overall finish is very nice, with close actencion paid to tl1e minor details. The faired kingpost has a neoprene boot to reduce parasitic drag where it enters the top surface, the nose cone fits easily and cleanly into place, and even the downcubes are canted inward eight degrees to reduce drag. After a thorough preflight and inspection of the glider you are left wi m one quescion: How does ic fly?

FLYING THE SATURN

Predator-type control bar hardware.

M AY 1999

Predator-type VG system utilizing highquality stainless components from the sailing industry.

Upon pi cking up the glider for the first rime you will notice good static balance without any nose or tail heaviness. I had the opportunity to launch in a variety of conditions, from light wind and a flat slope to high wind and cliff launches. I had little difficulty ground handling the glider, although its large control frame and solid pitch pressure could presenr some difficulty for smaller pilots in higher winds. In high winds, the glider has a narrow window of neutral pitch, but enough to make self-launching possible. Once you commence your launch run, me glider requires light input to keep the angle of an ack appropriate, and with its low stall speed you will commit aviation rather quickly. In the air, the conrrol frame is roomy and allows for a good deal of motion side to side. Trim position lies comfortably just in from of your shoulders and moves in a bit with the VG on. Pitch pressure is very dependent on the VG setting. VG off provides solid feedback with increased speed without gening excessive in normal speed ranges. With me VG on, the bar pressure decreases significantly throughout the speed range. I made several glides at various airspeeds to get a feel for the glider's cross-co untry potential on long glides. Using full VG, I easily maintained a 35-mph glide with me bar pressure light enough to hold it back with t\VO fingers and me tlmmb of one hand. Above 41

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38 mph bar pressure builds progressively all the way to VNE at 53 mph. At my hook-in weight of about 185 pounds, I was able to accelerate to within one mph of VNE by gradually pulling in. Glide is always difficult to measure, although I felt that the Saturn gets within a few LID points of high-performance gliders, a claim backed by respectable performance at the Morni ngside glide contest. I was able to make several glides into strong headwinds, which left me feeling confident in the glider's ability to penetrate, especially considering that I normally fly at a much higher wing loading. Going fast or making long glides is of little significance if you can't get up to begin with. The Saturn's sink rate stands our as a major defining fea ture of the glider. I found in light conditions char I could maintain when others went looking elsewhere for lift. The combined effect of a great sink rate, low stall speed, and light, responsive handling allows for very right scratching when required. In stronger conditions I found myself at the top of the stack without much trouble. I found a notable improvement in sink rare with the VG on and routinely gained an extra hundred feet or so in ridge lift. Testing a glider in mid-winter has its drawbacks. I honestly can't report how rhe glider behaves in a ripping thousandup core or the way it feels when you fall out the back of a strong, tilted thermal. I can say that in the light stuff, the make or break factor in most flights , this glider excelled. The Saturn thermals very easily without any strong tendency to wind in or tilt our. For the most part, once you find the core and set your bank angle, only minor roll corrections are required to keep the glider set in the thermal. This glider does respond well to pitch input in thermals, allowing you to grab that extra bit of lift chat you fly inro without worrying abo m stalling the rip and slipping out of the core. In tighter cores I fo und myself flying more efficiently with the VG off, keeping the rip at a lower relative angle of attack. In larger, smooth thermals the sink rate advantage with the VG on worked out better and cost little in handling.

Ben Stephens on a Saturn 147.

A major consideration in the design of any glider is handling, especially for a novice/intermediate wing where stability and responsiveness help out when experience may fall short. My first flight on the Saturn put its handling to an immediate test. After chasing the wind all day, John Heiney and I decided to fly a small 15foot-high coastal dune in steady 15 ro 18 mph conditions. After a record setup time I launched, and with the first turn a smile broke om on my face. I normally fly a 142 sq. ft. glider and have always had an aversion ro larger gliders and their tendency ro feel overpowering. The Saturn responds quickly and predictably with little or no yaw, and it feels like cruising around with power steering. I did notice that at lower speeds in ridge lift, especially with the VG on, there was a bit of hesitance ro roll back into the wind. A little bump out on the basetube when initiating roll will bring the glider right into a turn. I never felt uncomfortable even when scratching close to the terrain. In an attempt ro ferret out any hidden characteristics, I rook every opportunity ro challenge the glider's stability. In straight and level flight the glider exhibits a very gentle stall. I found I could slowly ease the bar out to full arm extension with the glider slowing ro a mush , yet remaining directionally controllable. Even in more rapid and forced stalls, the nose HANG GLIDING

simply lowers and the wing rebuilds flying speed without any drastic rotation. Mild stalls while turning result in the nose dropping and a slight increase in bank angle, ancl more vigorously forced stalls merely bring about a more abrupt, yet manageable drop. I tried to spin the glider both from the hascmbe and from the downtubcs, yet was unable to initiate a spin even once, with the glider recovering from every attempt in a moderate divi,w-0 rum. Since good tracking was an important design consideration for this glider, I tried everything to derail it. I varied air-speed from slow Lo fast, linked highspeed rurns, flew fast in turbulence, slipped rums into a dive, and always got the same result straight :rnd true flight. l just could nor induce any oscilL1tions. Even performing mild :1croba1ics with rapid attitude, speed and direction changes resulted in the same predictable behavior. l did 1101 have the opporrnnity to row the glider, although l wi messed several novice pilots acrotowing with picture-perfect form. Given its inherent stability l imagine that it tows well from ground-based vehicles as well.

LANDING Finally, we arrive at the l.Z. Coming in to land, you want to be aware of the size of the control frame. The same span that gives so much room to move around in when flying means a slightly wider grip ,vhcn reaching for the downtubcs on approach. With a little bit of speed the glider floats in ground effect and offr:rs a lirtlc back pressure when it's time to flare. lf you flare a bir early and hold it, be prepared for a mild parachute in. If you arc late, just hit your flare hard and fast and the glider rotates through with ease. Overall, the flare window is very wide and forgiving, and the glider responds well to a gemlc yet determined flare, giving the pilot many opportunities to adjust for conditions. I .anding speeds arc low enough that even withou1 flaring you could probably nm it our. Most of my landings were imo the wind, although I managed to make one cross/downwind uphill landing in light conditions without taking a step. Slightly cross and shallowt11rn landings arc easily forgiven and the glider tends to weathervane into the wind in most cases, making questionable conditions feel easy. MAY 1999

Arca: .................................................... 167 sq. ft. Span:. . . . . . ............................................... 33' 4" Aspect: Ratio: .................................................. 6.64 Airfran1e: . . . ................................................ 7075 Pilot Weight: ............................................ 150-250 lbs. Glider Weight: . . . . . . ........................................ 6] lbs. Pilot Skill: ........................................ I-fang II m Hang IV

Price: ....................................... , ... ,,,, ... ,, .. STANDARD FEATURES

Rear keel "kickstand" 11 Faired uprights and kingpost ® Heavy--duty, thick-waUed spcedbar ® Setup/breakdown on control bar or flat on the ground Mylar leading stiffener 11

Predator-type nose fairing 7075 airframe for light weight 11 Profil leading edge cloth ® Heavy-duty polyester cover bag with polyurethane lining ® Basetube cover bag/pad 111

OPTIONS

Variab.le Geometry$ 'Tow ring" Asymmetrical sail design

FINAL THOUGHTS Being asked ro write a review of a glider is a bit flattering. lt also leaves you feeling as though pitfalls cxisr iCyou don't like the glider. Thankfully, there arc very frw had gliders manufacrmed roday, if any. If a new glider is on your wish list, you should take the opportunity to fly before you buy, if possible. I hoped to provide an accurate description of the Saturn's objective qualities while allowing subjective perceptions to come through where appropriate. My own wing of choice for rhc past few years has been a Predator I which admittedly makes me somewhat biased in favor oft he Saturn, since l am familiar with nrncl1 oF its hardware and the manufacturer. We all have some biases when ir comes to what we choose ro fly, hut I made every attempt to set them aside for this glider. Initially, I had my doubts about how the Saturn would sui1 me. l suffer fi-om a bit of prejudice against large wings and prefor the handling and feel of a smaller wing. After many hours flying the Saturn, however, I now feel different about this big glider. I absolutely loved my time with it. I was always first off the bill, could stay up when others could not, and really had firn whenever I flew, regardless of conditions. Part of what makes this glider so special is what it docs not come with: extra battens, shear ribs, added weight, higher sink rate, high price, and

unnecessary complexity. For the newer pilot looking for a step up in performance or to begin flying XC, or the experienced pilot looking for an easy, fun glider to make him King of the Boat and Cl oar*, the Saturn I 67 has a lot to offer fi:)r a suggested rct:1il of only $3,595. If the Altair demo van rolls into your town, hop on a Saturn and rake a flight. You will not be disappointed. By the tirnc you read this, Altair should have cornplctcd certification of the Saturn 147 with a smaller control frame and fower battens, providing even more options for the smaller pilot. 1:or more information, a demo schedule, or to find a dealer near you cotHact: Alt:iir 12379 Sollth 265 West Draper, UT 8402.0 Phone (801) 52.3-9544 Fax (80 I) 52:3-%88 l•'.--rnail: altair(:t)micron.nct WWW: http://nctnow.micron.net/,"alt air

*11 common activity around flying sites in which pilots remp the events o/the day, comparing thermrd,, «There I UJClS, thought 1 was gonnr, and generally ribbing each other r,bout per/rJrrnancc and ability. II

AND

a progmm by Pat Lh:neva,11, article and illustrations by Greg Shaw

Launching and landing a hang ,glider involves 11 set offlying skilLr that must be understood, practiced and perj-ected Ur~fi1rtunate/,y, it is not the pe~fect ltiunch, but the problem launch that leaves an indelible impression

your mind As a result~ pilots tend to fiJcus on the problems

rather than the sldllr thctt indirectly offer solutions to those problems. on the training hill IO problems (don't look lown, don't rwist, don't pop the nose, ere.), we finally realized that a berrer solution was to focus on rhc positive. ·rhc point of training is to learn good skills, not emphasize bad habits. 'fo focus on bad habits is to reinforce them. The point of training should be to substitute good skills for the bad habits rhar tend to be our natural response to siruations during launches and landings (sec the "Natural Behaviors" sidebar). Our emphasis in this series of articles has been to define just what those good skills arc. Although on occasion we have described the consequences of bad habirs, we have tried 10 focus the discussion on the benefits of' good skills. "'That's all very nice on paper," you say, "bm the other day [ was

gusted on launch and tmncd b,1ck into the hill. Nothing I tried did any good and l smacked the hill. I'm smc I tried everything! So what should [ have done? Give me some answers that will save my bun next time!" First, let me: reemphasize our poim about good skills, and then we will explore this typical accidcnr as an example. There is no better answer ro any flying crisis than good skills that have been practiced until they arc second nature. Good skills allow you to sense a potential problem sooner and apply a more effective response. Dcvia-· tions from a desired glider action stan small and turn into big problems fast. Only quick, cffocrivc action will keep the flight under control. The good basic skills we have described arc: always the bcsL solution. Tf anything is going to work, good skills arc

your best bet. "But I tried what you said, and it still didn't keep me from crashing!" I hear you cry. ·rhc situation mentioned above was one tliat deteriorated until rhc pilot was om of control. We must face the facr that control of the glider has limits. If the glider is too far off course due to pilot error, glider ma]. fu 11ction, or conditions, no technique will salvage the situation. 'T'hc answer is to pcr-foct skills that allow you to avoid those situations. \)(/e emphasize skills that allow you to detect deviations early, when correction is still possible. This may sound simplistic, but the best solution is to avoid the problem in the first place. THE PROBLEM: THE WING STARTS ROLLING TO THE LEFT HALFWAY INTO MY LAUNCH RUN There arc several possible causes of this situ·· ation. rirst, the glider was not balanced before launching. If the glider is held by sheer force of muscle, it is srnning unbalanc:ccl. That translates to a banking tcndcn· cy once you begin the launch run, which will only get worse as you increase speed. Second, the pilot may be pushing with his hands instead of pulling with the harness straps. ·!'his is an inherently unstable way to accelerate the glider, since you arc pushing against the glider some distance from its center of mass. Pushing with the hands tends to raise the nose, which exaggerates any roll tendency. 'fhird, there could acru ally be an inherent turn in the glider. This could be a tuning problem, a luff wire caught under a rib tip, an untcnsioncd rib,

Do not use your legs as "brakes" to stop a deviation from your ,--.___::.__._ _.fltr" '.:l~"lr---1 path.

desired path

Hi\NC GIIDINC

corner toward of mass or a tip rib that was bent while moving the glider to launch. Call this a preAight failure. hmnh, the roll could actually be caused by turbulence on launch. This is a rarer problem than pilots suspect. All the above causes feel like a gust-induced turn. And all the listed causes can exaggerate the effect of a minor bump due to an eddy of air or uneven terrain. One pilot's bump is another pilot's harrowing turbulence.

THE SOLUTION In all cases, the solurion is the same. l) Run On Course. Focus on the path you planned to frillow and run toward it. /\void the natural tendency to lcJCus on where you don't want to go and digging in your heels in an attempt to avoid that path. Digging in your heels jnst accentuates the roll. Running toward your planned course puts you in the correct spot on the control bar to roll out of the wrn. You autornatical-ly make the correct roll response, pulling the corner of the control har toward your center of mass, herwecn your hips. 2) Pull With The Harness. Accelerate the glider wirh your harness, pulling from the hips. Use your hands to pull in the control bar to reduce your pitch. These moves arc naturally stabilizing and tend to roll the glider out of a turn. Pulling with the harness will automatically stabilize an unbalanced srart on launch. 3) Eyes On Course. Combined wirh a light touch 011 the control bar, looking out along your chosen course will allow you to sense deviations from that path earlier. Early detection allows for a quicker response, MAY 1999

After an unflattering series oflandings or a frustrating day on the training hill, you have to wonder: "Why is the body so fond of doing exactly the wrong thing in a pinch? And why does it take so long to learn the right way?" The answer is wired into our brains natural behaviors and it works in our favor most of the tin:1e. We develop a tool kit of responses, "muscle memo~ ries," that the brain can call up when it needs an action. Rather than wasting conscious effort and time guiding the action, your brain t:urns the job over to the subconscious, allowing enough time to monitor the results and make necessary adjustments. Consider riding a bike. You don't think, "1.et's see, I am. tipping to the left, so I should move my left hand back a little and my right arm forward, and shift my weight to the right, while adding a little extra thrust on that ... " You get picture. You just correct. In fact, a skilled rider doesn't even notice that he had to tip in the first place. T'he conscious brain decides where to go, and the muscles take care of the details. Unformnatcly, some of the behavior patterns we develop (or, perhaps, inherit) suitable for some of the more unusual things humans atternpt to do. Our natural, preprogrammed tendency is often the opposite of what is really required. Skiing .is a good example. When things out of hand, spet:d increases or hill steepens, we tend to push away from the "danger," leaning backwards a gnaranteed crash. The proper move is to shift your weight aggressively forward, down the hill, to optimize control of the skis. Hang gliding, an activity that involves a very unnatural environment, stimulates several unwanted behaviors that are well ingrained in most of us. The grip response is a good example. This behavior is folly developed from the day you were born. Touch a newborn's hand and .it will grip your finger. We naturally grab for support when we find ourselves in a new or uncertain sit-, uation. When a non-pilot sits in our simulator, he instantly grips the bar

when his feet: leave the ground no gilder, no hill, no wind but he is gripping for alJ he's worth. The natural behaviors that most complicate learning to fly are: 1) the grip 2) looking down, and 3) pushing away from "danger." ·n-y gripp.ing bicycle handlebars for all you are worth. Yem will find the ride much more wobbly when you lose the feedback and subtle response a light touch provides. Or, try riding while looking at the ground between the wheels. Wear a helmet; you may fall over. We need the same sensitivity to control a hang glider. ·rhe third behavior complicates several aspects oflaunching and landing. Associated with pushing away is the habit of throwing the foet frirward, bracing against danger. We see this behavior on launch when the glider starts to drift off course. T'he to brace against the drift creates an unintended roll input in the direction of the drift, .making matters worse. The push-away response ofren defeats our flare on landing. We push straight ahead on the downtubes and throw our feet forward. The result? No weight shifr, no rotation, no flare. Just an undesired whack. What to do? Get good training. Your goal is to add useful behavior patterns to your kit, so they become an intuitive response that your brain can apply when required. You need to ingrain those behaviors so that rhey become "muscle memory," as intuitive as riding a hi.kc. The brain makes the big decisions, the muscles get the job done. It's no different than learning the flute or guitar; all it takes is time and repetmon practice until the right moves are second nature. And that's where good training comes in. Practice doesn't help if you are practicing bad habits. You need a program that focuses on the right skills and habits, with spedflc exercises that give each necessary skill a chance to develop. It is also unnecessary to identify bad habits. They will simply fade as you learn to use good skills instead. 4S

before things have gonen out of conrrol. Small deviations require small responses, leaving you a margin of control. 4) Use '/he Good Run 'li:x:hnique. The long·-stride, loosc·m11sclc technique we described you foster ;1ccclcration. This loads the wing earlier, giving you more con· trol and better response. A good stride also counters thar "digging the heels" tendency we wanted to avoid. There is 110 magic bullet here. T'hcsc arc just the simple, basic launch skills we have discussed i11 this series. There is no special emergency last-ditch, save-me-mister-wizard technique that will give you more con .. trol of the glider. Think abom it. Why would you train yourself to fly normally with less than the most control possible? And that is why we have not emphasized problems in this series of articles. IC you arm yourself with the skills described, you will have the best tools ro avoid problems, and the best response if problems arise.

LEARNING SKILLS Unfortunately, these skills arc not something you can simply put on like a helmet

in order to realize their hcncfits. Reading about them is not learning them. They must be practiced until they arc subconscious and natmal. And that's where a good instruction program comes in. Work with a good instructor who understands the pro· gram. He has a series of exercises th;it will help you efficiently develop those skills. The program begins on flat ground. Ym1 repeat exercises that help you practice running on course, pulling with the harness, looking ahead, using a light touch, and proper running posture, until it comes naturally. Then you move to the shallow training hill where you can practice making corrections to keep the glider on the cho· sen course. The instructor runs along ou the side wire where she can induce minor turns and you can practice making corrcc.. tions. You practice running with long strides, runniug toward your course, pulling the control bar toward your hip, pulling with the harness, setting pitch, and smoothly ,1ccelerating. There is no flying yet; your feet arc on the ground the entire ti me. The exercises arc carefully planned to focus on each of these skills one at a time, so your brain is not overloaded at first, and you can turn conscious effort into muscle rncmory. When these skills arc ingrained, your brain can concentrate on the situation, and your body can take care of the resporne. These skills do work, but it will take some effort and practice LO acquire them. You wouldn't expect to pick up a flute and play Mozart rhc first time, right? I can'r emphasize enough the valnc of a skilled instructor. [r may cost a few dollars, but this is a far better use of your hard-earned bucks than buying a new leading edge, or a new body, rn say nothing of the pure flying pleasure that confidence in your skills and abilities will buy you. And that is priceless. Ill

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• 3.0 acres total for sale in two parcels: •

• •

0.6 acres off main access road (rear of property; see above) with two active rental-unit buildings 2.4 acres undeveloped land with 200+ feet of bluff frontage; common border with club launch Rare property with no restriction on commercial use of property (including bluff). Sellers prefer something harmonious with club activities. Back parcel has 2 buildings with 6 rental units ; occupancy info shared with se1ious buyers only The back parcel must sell first or with the bluff acreage. Bluff acres will not be sold first. A hang gliding-related buyer is prefe1Ted though all offers will be considered. Rear parcel bank appraised at $183,000 in spring '98; asking $50,000 for the bluff.

Photos: (top) Henson Gap bluff and famed TTI Radial Ramp; (left) Two buildings with six rental units; (right) Interior of Unit #6, prior home of SVS hang glider shop

The 195~8 Arizona Cross-Country Contest by Frank Schwab

Ray Pine Launching.from Mingus Mtn. Photo by Kim Shipek.

1998 AruzONAX-C CONTEST RESULTS (Pi loc/Driver) UNLIMITED CLASS

1) Len Clemems & Jay Devorak, Wills Wing RamAir, 136 miles 2) Andy & Linny Rockhold, Altair Predarnr, 56 miles SPORTSMAN CLASS

1) Tom & Bech Mocsenbocker, Icaro Laminar ST, 101 miles 2) Joe Pettit with Jay Devorak, Wills Wing XC, 57 miles 3) Jim Afinowich, UP TRX, 36 miles

50-MILE CLASS 1) Dustin Marcin, Moyes Xcralice, 60 miles 2) Keith & Tamarha Evert, Wills Wing XC, 57 miles 3) Jay Devorak and Judy Nelson, Wills W ing XC, 56 miles

ineteen ninery-eighc was not one of Arizona's bercer years. Yes, we're blaming it on El N ifio . Even so, six of the eight placing pilots set personal-bests. We're still hoping for better

N 48

in 1999. Condi tions drove pilo ts all over the state, especially rn Yarnell which seemed rn be the hoc site lase year, rather than the peren nial favo rite of Mc. Elden or Mingus Men.

The weather was one of the big srn ries lase year. In a rare occurrence, Flagstaff was getting snowed on as lace as in M ay! The ski reso rts were having a marvelous time with fresh sp ring powder, bu t it sure p ut a

crimp in our plans. Besides the snow, the early season was plagued with rain and wind. Many days were simply blown out ar our normal early-season sires. By rhe rime June rolled around, the weather hadn't had a chance ro heat up ro irs normal levels, seriously limiting our distance flying. Did this discourage our intrepid Arizona pilots? Well, yes, bur we persevered anyway. The besr and cerrainly mosr scenic flight of the year was cumed in by Len Clemencs on June 20. He posted a personal-best fligh t of 136 miles, winning the Unlimited Class, and had the rare pleasure of peeking over the rim of the Grand Canyon. His srory rells ir besr: "A half dozen pilots ser up and almost broke down in rhe face of strong southwesterly winds at Yarnell launch. Others would soon follow, refugees from Mingus Mm . where it was blowing down hard. The winds aloft forecast at 10,000 feer over Flagstaff called for 225 at 33 knots . I was first off launch and gor right up, only ro get low five miles into the flight at Peeples Valley. I struggled up Skull Valley with my flying partner Joe Pettit, rarely gerring over 10,000 feec. Joe ran our of luck and altitude at Granite Mountain about 30 miles into our adventure. "I was all alone at 14,500 feet over Paulden as the potential of rhis day became apparenr. Up al1ead as far as I could see was a checkerboard sky of flacbocromed, high-based cumies! My GPS showed a ground speed of70 mph. The life was so good and plentiful I think I could have flown a sheet of plywood for rhe next hour until a blue hole sucked me down ro 1,000 feet AGL at Valle. Working lighr thermals in strong drift, I realized I was heading toward a dead end ar the Grand Canyon! Our driver, Jay Devorak, had stopped ro pick up Joe and was now an hour behind me. The lace-afternoon sun brought our rich red and pink hues in the Grand Canyon . This was my first time seeing the Grand Canyon from a hang glider! Now the lift was getting strong again and before long I was shivering cold at over 16,000 feet. I briefly considered flying across rhe canyon for added distance, but instead I took the conservarive route - a 90-degree tum eastbound along the south rim. Navajo children gor their firsr look at a hang glider as I landed next to an ancient-looking Hogan about five MAY 1999

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-- ·- - - - - - - -- -~

miles west of Cameron. What a great day for an off-season in Arizona!" Andy Rockhold rook second with a 56-mile flighr, bur was far more thrilled by a difficult 52-miler he had made first. He rook the very rare route of flying from Mingus straight norrh ro Mc. Elden, then flying around the San Francisco Peaks. This had been a six-year goal of his. At the club meeting, he was asked if he was afraid. " ope," he said. Asked if rhere were any landing areas along the roure, he said that he'd never looked down. Well, that's one way to cross unlandable terrain. In the Sportsman Class, for pilots who haven't flown over 100 miles in the lasr five years, Tom Morsenbocker nearly doubled his previous besr flighr by flying with Rik Frirz on a flight from Mr. Elden to pasr Polacca on rhe Hopi reservation, for 101 miles. We'll be seeing him in the Unlimited Class next year. In second place was Joe Perrir, breaking his previous besr with a 57-mile flighr from Yarnell ro Paulden. Jim Afinowich came up third, with a 36-mile flighr from Mingus to Munds Park. The 50-mile class was the mosr hody concesred one of the contesr. All three placing pilots bear their previous best flighrs, all duee were within five miles of each other, and all duee broke out of the 50-mile class for next year. Longest of the group was Dustin Martin, with a 60-mile flight from Mingus ro the Seligman KOA. Dustin's was the latest placing flight for the year, flying on August 22. Close on his heels was Keith Evert, the Arizona Hang Glider Association President. He also blasted out of the category with a 57-mile flighr from Yarnell ro Paulden - in the same field that Joe Pettit would land in two weeks later. Third place was picked up by Jay Devorak, who flew 56 miles from Mingus ro the Craters. Once again, some of our best pilots were fi~ted by their manufacturers. Wills Wing continued their long hisrory of support of the contest by providing our Champion, Len Clements, with a very nice Wills Wing jacker, and a discount certificate good on his nexr glider purchase. Kenny Brown and Moyes can1e through for Dusrin Marrin, our rop-placing Moyes pilot, wim various items of Moyes sporrswear. We really appreciate their support. •

Yesterday's Technology

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/ 'BRA.UNI GER FASZINATION DES FLIEGENS

AIR EXPO

me to some information oe.11mo~1:ne"scenies work in which I was involved pJann11nR m,:et1m}1:s, it on me we were creating something which had a deal of public interest p<)tential. As the conrirrned, I to develop the public pre,, sentation for use with local to the kits and Just as I ate it up. Universally, commented, "We've n.ever had anything like this before!" When I speak of the I'm referring to newspaper, radio and TV. objective was to get media exposure in order to attract the. public to the Ai.r to learn about our various air To a long story as short as I can, a photo aP1,eared on the front of the Sunday with a two"page acxxm1p.;mymg article) of taking a tandem .lesson at Mountain sra1t1011s in Flight Park. company that owns six the Knoxville we an "official sponsorship" frir the Air which meant ha.If hour taped running on their talk worth advertising on d1eir srntion. The television took our breath away. All national affili" ates covered the Air Expo. Channd6 (ABC) five show excerpts about the Expo in keeping with their '']/lying High Week'' These included a hang glider in.the stud.lo wi.th I)avid Glover from Lookout providing ex~:ellent ta1:ywith the show host (J was the lrn,·ne'col an interview

eighHnimm ,story by co-host Rachaelle Kennedy about a sailplandlight she had taken, and rhroughout the hour"long shows about Air '99 at the convention center Channels 8 and 10 aired th<'.ir at Five" shows from the convention floor on Priday ev,:11rn,,. thc:m·pre:ser1.t1111g their 6:00 pm live, of a hang a glider and the other sitting in an ultralight. Channel 8 had also live moi:ning show segment that morning. 'fhe result? At: the Soaring banquet on Saturday night, their co1rm:ruttee chainnan for the Knoxvillet'.vent, David Habercrom,announced that we had attractec1 mt)re than 2,000 public who paid each Air Like I in the subtitle, J think we are on to something. •

400-foor hill outside San Clemente, California became a playground in the air as the Wills brothers got their friends to carry the glider back up three carries earned one flight! Chris told us about our common status as Type l people, those who need to fly, who will do anything to be in the compared ro ']}pe 2, who will fly, and Type 3, who will do anything not to fly, Rob Kells preseuted a special recognition award ro Chris for his pioneering d,1ys in hang gliding. UST !GA President Gregg Lawless presented a special proclamation to air"show performer and hang glider pilot Dan Buchanan, We saw film of parts of Dan's spectacular complete with smoke and fireworks off from his glider. the Fxceptional SerPaul Rikert vice: Award, noting his 21 years as a US! !GA Board member. The 1998 Presidential Citation went to Wills Wing president Rob Kells, who emphasized flight safety in his acceptance rc111arks. Congratulations are in order fr)r Mike Chevalier as the editor and rhe other contributors to the Mountaineer's dub newsletter, the USlI GA 1998 Newsletter of the Year. Other local award recipients were Dottie lfarrison and Ken lfarrison for their efforts and contributions at Hyner. Mr. John Vishburn, owner of the Woodstock was presented with a USI-IGA award for long-term promotion of our sport. My trip to Knoxville was great. Ir was a no-fly weekend, but one of the most memorable of my hang gliding weekends! II UPDA'I7:'

Continuedfrorn page 8-

bat Reader to view tbc PDF file, but, the

cool thing is, you can print it out on your printer exactly as Eric designed it using Acrobat. Co to http://www.adobe,com and download the free Acrobat Reader program if you don't have it.

AA has recently changed Internet service providers and has new e-mail addresses as welL Conract: Art Grecnfleld, Director, Contests and Records, National Aeronautic Association, 1815 N, Ft. Dr., Suite 700, Arlington, VA 22209- 1805 (703) fax (703) 527-0229,

awgrccnfleld0'>naa-usa.org, Ill

HANG CUDINC

s I IANC Cl.ll)INC. ADVISORY Used hang glidvrs should always be disassembled before flying for the fosr tirnc and inspcucd CHefully f(H Luig11cd, hem or dented downtubcs, ruined bushings, bent bolts (especially rite heart bolt), re-used Nyloc nuts, loose thiinbl,·s, frayed or rusted cables, tangs with non-cirrnlar holes, and on llcx wings, .1,ails liadly torn or toru loose from their a11chor points front and back 011 the keel :rnd leading edges. If' in doubt, n"1ny hang gliding busi11esscs ,viii he happy to give ;111 ohjcnivL' opinion on 1lic condition of equipment you hring them 10 ill,..,pcct. Buyers should select equipment that is appropriate for their skill level or rating, New pilots should seek professional instruction from a USHGA CERTIFIED INS'fRUCrOJt FLEXWINCS AFROS STF.ALT!I Ili2 -- - New, 5 hours, crispy: I have two, must sell one $3,000. (:;(U)

AIRBORNE SI !ARK I Ii I OBO. (702.) 2<,')- 9;(,'i.

Flew twice $2,000

AIRBORNI<'. SI !ARK, BLADE RACE, STING, BUZ/,, New and nearly new. Demo daily. TIIE WALLABY RAN CI I (9/i l) li21i 0070. AXIS 155

Never wacked $500. (702) 26'!-9765.

DOUBLE VISIONS & FLY2 - New and used. WALJ,ABY RANCI l (941) li2/i 0070.

DIZEAIV! 165 1987, good condition ,i'iOO. (70/) 9:15-90 10, frcnloanv11vom.com I lRFAIV! 220 Ta11dcm sl1ip. Orange/whi1e. ( lnly 1Ii logged flights! ( :omplctc set of flo:11s. $ I ,750. (')70) ;28-:3')05.

EXXTACY -- NEW & USLD IN STOCK, DFMO DAILY. WALLABY RANCII (941) /i24-0070.

I !PAT 1'58 ---- Very good condition, blne/white $950. (/2/i) 898<l219.

FALCONS 140, 170, 195, 225 new and used. WALLABY RANCH (9/il) li21i-0070.

1<5 148 Excellent condition, !iOlm airriml' $1,600. (gC,lj) 292 g270 hi/Sat/Sttn only.

l'ALC:ONS C:I.FARANC:E SALE - School use, one .season. All si,.cs $1,250-$2,500. (lilli) iiTl 8800, !)rad(f1)hanggliding.com

KI.ASSIC J:l3 Sweet handling, w/winglcts, < 100 hours $1,500 OBO. Lisa (801) /i95-0lli\.

l'I.Y 2 Tandem gliders, three to choose from, $2,100 and up. (Ii 1!\) fin 8800, brad~1lhanggliding.corn

l<LASSIC: Jli,i Yellow/white, absolute 111i111 rnndi hours use and then stored indoors for 2 years $2,800. Klassic l 'i5, 80 hours, clean $2,100. (Ii 1Ii) li/3-8800, braMilhanggliding.com

FORMULA 154 EXCELLENT CONDITION, LOW AIR TIME, SPARE DOWNTUBE, BASEBAR $850. (9ii9) 7704.325.

KLASSIC: l 5'i - w/winglns, whitc/hlue/purple $2,500. dennis_harris~ 11 clec1ro-test.rnm, (77'5) 7/i(,li/i(,(, leave message.

FUSION 424-0070.

LAMINAR -- ST, 11, 1J in stock. WALLABY RANC:11 (9/i 1) li21i-0070.

Demo daily. WALLABY RANCH (9/il)

GLIDERS :l5, for sale, rigid to single smfocc. C1ll/cm:1il for current list. Wallaby Kinch (9/i 1) li2!i 00'70 Florida, glidcrsV'1wallaby.com HPAT H5 Pristine, <30 hours $1,750 OllO. CC 1000 w/all options, rwo chutes, llRS, etc., up ro 5'10" $700 OBO. Ball 6'i2 vario/alti/air. Reynolds $175. (505) 98/i-9872 evenings, or

!!PAT l/i5 Flies great, still crisp, will throw in lt1ll vario $1)_00. (925) 757-1903. I !PAT l!i5 - ( ;ood condition, new leading edge cloth and rcccm supcrprdlight, $1,100.(/illi) iiTl--8800, l)rad(11)hanggliding.com

1io111

IA MOUETTF 'J'OPLFSS BY RANCJ I ('Jlil) lilli-0070. MILLENNllJIV! 0070.

l)crno daily. WAI.IA-

WALLABY RANCH (9/il) li21i

SX, XTI., XS.l, XT, c1c. New and MOYES CSX nearly new. A.vaiLihlc immediately. Nation's largest Moyes dealer. WAJJ ABY RANCH (911) li2ii-0070. MOYFS SUPFR XTRAl.ffl•: Perfect condition, orange/white, two bags $2,000 f,rrn. Kmr (C, 19) 6/ili 9900. MOYES XS 160 Very good condition, h:mtess, paraclm1e $')00. (8M) 18:-9:lo/i lc,1vc message.

I !PAT 158 (;1-c,11 handling glider, many new extras $950. (970) 7283905.

USHGA CLASSIFIED ADVERTISING ORDER FORM

Number of months: ____________ _

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 !he month, six weeks before the cover date of the · issue in which you want your ad to appear (Le,, June 20 for !he August issue). P1·epayment required unless account established. No cancellations or refunds allowed on any advertising after deadline. Ad insertions FAXed or made by telephone must be charged to a credit card. Please enter my classified ad as follows:

SECTION J Flex Wings

..I Towing

IJ Emergency Parachutes

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

u Parts & Accessories IJ Business & Employment IJ Miscellaneous

l.J Paragliders IJ Videos

Begin with __ _____________ 19

_issue and run for

consecutive issue(s). My !J check, IJ rnoney order is enclosed in the amount of$ NAME: ______ ADDRESS:

Number of words: Number of words:

lvlAY 1999

----------- @$100

USHGA, P.O Box 1330, Colorado Springs, CO 80901 (719) 632-8300 • fax (7'19) 632-6417

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MOYES XTRALITE I 37 Well kept, blue/green/white $I, 500 0 llO. (41 It) ltTl-8800, brnd@l1anggliding.com

SPORT 167 ---· Low time. Tandem Raven 706-whccls, harness, Ball vario & more. LIQUIDATING CHEAP. Call Pat ((,19) 69207./2 or ('J/il) 591-0521, Pat KcpcnG1lad11c.com

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EMERGENCY PARACHlJTES

MOYES XTRALITF 13'7 Cood shape, small control bar $1,500. (970) 6/i I 5651, ndrivcr1?1\,sa.net ronypGilco.pitkin.co.t1s

MOYES XTRAIJ'l 'F 147 Excellent condition, one owner, <30 homs, new Oct 95 $ I ,900 OBO. (413) 698- J616 Chattanooga, TN.

hours, folding (252) 634-94'i5. SUPERSPORT 153 Supcrncm c11srorn sail, very low l1011rs, WW ltn included $2, I 00. (Ii I Ii) liTJ-8800,

$1,500. (702) 26'PJ765. MOYES XT PRO 1(,5 Novice/intcnnediarc donl,le surface, two available $1,600., $2,300. (Ii l Ii) lt7l· 8800, bradq1Jhangglidi11g.com PACAIR K5 H8 S1ill crinkly sail, white/gray, pink LF, black Airwave lettering, last flown Aug I ')96, wheels, helmet $1,750. (512) sn.2601.

TR3 Minr/new condition, <10 hours, red LE wired barren pockets $2,7.00. (502) 2.'\li-!lili2 xl10, (502.) 721-87/i(i, jhinshaw<i1lr .. somcc.com TRX 158 Creat shape $1,300. Kli !60-super clean & crisp $1,000. Call Scotty (71 ')) 687-')753 evenings.

LJSFD, Cl:ARANTEED ).0' and 18' diameter, military specifications $300ca. (30J) Yi7-8995. 20 CORF J'l)A w/swivel $T75. 20 gore $199. Many more available. Raven Sky Sporrs (Ii I Ii) li73 8800, hrad(i1lbanggliding.com HARNESSES AIRTIME HARNESS COMPANY NEW FOR 1999! Jetsrrcam fl $72'5. The fit and comfort of the Jerstrc:m1 has been improved with the addi1 ion oF a sint:clc·sll:sp,:ns1on backfi·ame and .slider to eliminate drag. Our more flexible Lal.er harness retains its original k:11ures. Contact Airtime Harness Company, (925) 4/i7 .. 6275, www.ainirm-harness.com

PERSONAi. FI.IGHT Fl.ONIDA 904.441.5458 The Exclusive Importer of rhe WORLD CHAMPIONSHIP GLIDER rhc I A MOUETTE TOPLESS and TOP SECRET Rigid Wing. Ir Kicks Ass! Jus1 ask Mike Barber. Available in three sizes: 121, I Ii I and 1li8sqit. Imroducing the TOP SECRET, 2nd genera· tion Rigid Wing. Don't waste your time on the old stuff. Dealer inquires invited. Contact PERSONAL FLIGHT FLORIDA and ask for Gibbo, ph/J<'x: 904.lili 1.5458, www.pcrsonalflight.com, www.lamouertc.com, e-mail: gibbogcar 1q1laol.com PUI.SE 9M Fabulous first glider, downrnbc included, very good condition $1,200. Carol (303) 9160, spcny318G.baol.com

I 00 gliders in stock. l .ooko11t Mountain, (706) 398:lSli 1, www.hanglide.com

ULTRASPORT 1li7, 16(i park, low hours, clean, hradQhhanggliding.com

Rental gliders at flight to sell. (Ii 11) lt73-8800,

C:1·isp sail, low time, 5" wheels, new uprights, new Airmax glider $650. (505) 82/i-0550. VISIONS & PULSES Bought-Sold-Traded. R:IVcn Sky Sports (Ii 11) lt73-8800, brad~ilhanggliding.com

PULSES & VISIONS Bought-Sold-Traded. Raven Sky Sports (41 Ii) 473-8800, bradQ1lhanggliding.com

Wll.LS WING RAVEN 209 -- Great trainer, 20 hottrs, extra control bars, downruhes, wheels, Pagcn manual $500. (570) 629-:rn,o.

SEACUI. V SST Goml condition. Phoenix 61), excellent shape. 1leS1 offer. Wanted-large knee hanger harness. (805) 5/i 1-1275.

WILLS WING XC lli2 72 hours, red/white, one ownet-former factory test pilot, absolurcly pcrfrct ban· $2,695 OBO. 1-800-325-'>57 I.

SENSOR 6 !0F Good condition, 120 hours $1,200 OBO. (5/il) 317-9594.

WW SUPERSPORT 153 Immaculate condition, only flown once, always stored indoors in a s1oragc rube $1,700 OBO. Charles (775) 123-800/i, bronco l :J(a\,iinc.com

'~----~-

SPECTRUM 165 Good condition, .. 50 hours, red/orange/white, spare downnthcs $1,.150. (303) 93216!i2, kris.andcrs0114(i1)gre.nc1 SPECTRUM C:LFARANC:F. SALE~- Three 165 Spectrums in near new condi1ion, w/all options $1,li00-$3,200. Raven Sky Sports (Ii 1Ii) li7J-8800, brad([llhanggliding.corn

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NEW, USED And REFURBISHED harnesses. Buy, sell, trade, consignment. Cnnnison Gliders, 151\9 County Road 17, Gunnison CO 81230. (970) 6/i I 9315, http://gnnnisonglidcrs.com/ JIIGH ENERCY POD HARNESSFS Sizes & styles monthly, $300-liOO. CC JOOO's $250. Cocoons each. I.MFP pod, 5'9" $1iOO. Knechangers & S1irrups also available. (Ii Iii) li73-8800, bmd~ill1angglidi11g.com

I.MFP CUSTOM[ZED POD 5' 1O", parachute, li,ll face helmet, old style Ball, storage bag $700 OBO. (ii23) 698- 1616 Ch:manooga, TN.

WWXC: 1ii 2, 155 I .ow hours, clean and nice condition $1,900 each OBO. (li!/i) /i?J.8800, l,rad(albanggliding.crnn XTRALITE 137 New duaneQilpsnw.com, (555) 281t- 1708.

sail

$1,975.

H1\NC GUDINC

'J'RISOARUS Soaring trike, foldahlc, lihrTT, excel, lent condition $7-,100 OBO. (5/il) 317-95')/i. WANTED

TIRFD OF TOW!NC:? Tired ol' driving to Oying sites? Create your own, power up the sensible way with SWEDISH AFROSPORTS MOSQUITO JIAR NFSS. I .ightwcight, pownl'ul, affordable and most importantly-l'tm! Call BILL ol' T.C. I IANC Gl.lDFRS, yom U.S. SUPPLIER at 616-922-284/i. PS: SEE!NC JS BELIEVING, new video made by htst Coast Video, now available $ U includes 'l 'changglidcr(tr>ju110.co111

!'or USH(;;\'s year J !ANC: Cl.lDINC l'J !()TOS 7000 l l:111g Cliding ( :alcndar. Sl'nd to USI !CA Calendar, PO Box 1330, Colorado Spri11gs CO 80')01. Ques1ions? Call I 800-616-6888, May .'l 1st is the deadline.

OJ.I) I !ANC CI.IDl-'.RS WANTED - For display only. Sail must he in good condition. Contact Bruce Weaver I 800-3'.lli liTl! or (257.) !iii 1-21i26.

DRFJ\M WFAVl·:Il. I JANC CLIDINC: ..... Sales, ser· vice , instrnction. Area's most INEXPENSIVE prices. Ideal training hill, new and used equipment. Dealer for Wills Wing, Altair, l ligh Energy Spons and more. Tandem ins1rnctio11. USI !CA Advanced inslructor Doug Prather. (209) 556-0li69 Modcs10 CA. FLY A WAY I !ANC Cl.lDINC/PARACI.IDINC Santa Barham. Tammy Buren (805) 6'J2-'J')08. Tl IF l lANC GLIDJNC: CFNTFR 2181 Charles Way, El ( :ajon ( :A ')2020, (Ci 19) liG 1-1 lili 1. I !IC! I ADVENTURE - I Jang gliding, paragliding school. Equipment sales, service, rc:n1als at Sonthern California's mile high site, Crestline. US! !CA Instructor Rob McKenzie. By (909) 883-8/i88,

PARJ\GI JDERS IKJ\ROS SPORT J\VIJ\'J'ION WWW.l'l.YFORFUN.NE'f

FULL SERVICE LAKE ELSINORE SPORTS SHOP with a fc,r:us on student pilot needs. We ARE rhe area s only w:tlk·in shop. Open 6 ,Ltys a week 1Oam-6pm, closed on Mondays. (909) 67/i -2153.

RIG!DWINGS IXH() l'iom 'l'l'cma. Your best choice ol'prodnction rigid wing. Flawless f11 and finish, super Why settle for anything less th:rn an IXBO? Call l,>r details on a 1c·s1 llight. Sec the IXBO 011 Tecma website: http://rnemlwrs.aol.com.1ccmasport/ I )isl ribu tcd in lJS;\ by Ken Brown I )ll;\ Moyes J\mcrica, (4 15) 753.<)53/i l'lyaMoycsv'laol.com

CALIFORNIA

M [(/i ncc:cled. 1--800-G88-5637. I AKF El SlNORE SUMMER RENTAi.-.. I louse, bunch & Like view $1i2'i week (71 Ii) 6li I 181 I, gliderf1ljps.com

SCI IOOLS & DEALERS

MAGIC AIR· l.oca1cd in Northern C:ilif'ornia. Lessons, sales, service. (707) 9(d :l4 55.

MILLENIUM Wow! Nothing can 1rJ11cl> it, sink or glide. Nearly new with cttstont harness, skid shoe and fairing. Tri gear too. Extras. $7,300. Might deliver Wa/Ur/N.C1. Evenings (:l60) 5(,')-238/i.

TOP SECRET Rigid wing, almost here. WJ\I.J.A. BY RANCI I (')Ii l) li2/i-0070. UI.TRJ\l.lCI ITS ANTARIF.S TRIKE 80 hours, loaded, set t1p for towing, call r,,r mor,· details $ I 0,000 OllO. (.'l.l4) 61i7l days, (.rlii) :188-li:l')O evenings.

NATIONAL SCHOOi. NETWORK RINGS l.OCAl.l.Y. !'or information call David (706) 657·

8,185, dhglovcrV'1mindspring.com ALABAMA

IKAROS SPORT AVIATION. WWW.FLYFORl'UN.Nl\'J'

PERSONAL FLIGHT FLORIDA .904.441.5458

1.00KOlJT MOUNTAIN l'I.JCI JT PARK ad under Ccorgia.

Sec

ROCKET CITY J\IRSl'ORTS The fon, safe place 10 learn to fly. We help you learn quickly and saldy with USHC:A ccrtilicd professional instructors. C:reat place for first cross cot1nrry flights. Three great sites and a Moyes-Bailey aerotug for 1hosc "orhcr" days. I.earn to acrorow and earn your AT rating. Mendon rhis ad, bring a fricnd and receive one lesson ' price. Call (256) 880 851 or (}56) 776-9995. ARKANSAS

The Fxdt1sive Importer of I.A MOUETTF/C:OSMOS UJTRALIGIITS. lntroducinp, the SAMBA. The truly soarahlc trike. Fits most gliders, I.a Mo11dle wings Topless & single surface, durnhlc laud .. gear, easy to fly, in-air restart. The Cheapest l'light Money Can Buy! ConraCI PFRSONAL FLIGHT l'I.ORIDA and ask f'or C:ibho Ph & l'x: 'JOii.ii ii I. 51i'i8,

MJ\Y 1999

01'.ARK MOUNTAIN 1/1\NC CIJDERS Sales, service and instruction. 160 Johnston Rd, Searcy AR 72 lli}. ('iO I) 279--)480.

()ur c01nprchcnsivc instruction program, located at the San Franci.sco Bay J\rea's premier site, features sloped "IJ11nny hills," supcrlitc and COil\· f,,nablc training harnesses! "FIRST Fl.IC] IT," a video presentation ol' our beginner lesson program, is available for only $20 including shipping (may ht applitd lo your .fi,turr Our deluxe retail shop showcases the latest in hang gliding innovatiolls. \'{/c stock new and used Wills, Airwavc and Moyes gliders, l'LlJS all the hot/fSt new harnesses. Tradc-·ins arc welcome. Take a !light on our amazing new VIRTUAi. RF.Al.lTY hang gliding flight simulator! 1116 Way, Milpitas (ntar Srm Jost) CA 95035. (li08) 262-1055, fox (li08) 262-1388, MS( :J J(;(d\10!.corn

DFl~POl~T 2800 Torrey Pines Scenic Drive Diego CA Since /1)28

IJANC CLIDINC AND l'ARAC:LIDJNC US! [CA certified instruction, 1andern flight inslrnc· tion, sales, service, repairs, paraclnnc rcp;1ck.s, ~1nd siic tours. San Diego's world dass soaring center, Visa and Mastercard accepted. Call (619) li52-9858 or check us ottl at ht1p://www.ilytorrey.com

ifi

NO THE HILL WITH IT!

LA's BEST SINCE 1974 20 minutes from LAX. Full service walk-in ccmer. Training for all skill levels, rentals, guide service, sales, lodging at world famous Mountain Flight Parle '.125 sunny days a year. 161 Victory Blvd., Van Nuys CA 91 li06, (818) 988 0111, fax (818) 988-1862, www.windsports.com

The Acrotow Flight Park S:nisfac:non ( ;uar:mreed

WE HAVF --~ The most advanced training program known to hang you in li;1lf the time it takes on the training,-BUNNY HILL, and with more inflight air rime. YES, WE CAN TEACH YOU FASTER AND SAFFR. For year-round training fon in the sun, call or write Miami l lang ( ;Jiding (305) 285-89'7B. 2550 S Bayshorc l )rive, Coconut Crovc, Florida 331 :n.

JUST 8 MJH:S FROM DISNEY WORLD COLORADO AlRTfME ABOVE HAN(; CLIDINC

FulJ..timc

lcssousJ sales, service. C:olorado's 1nos1 experienced! Wills Wing, Moyes Altair, High Energy, Ball, learn

and more. (303) 674-7.li51, Evergreen, Colorado Ainimd](;i,'llaol.com

YEAR ROUND SOARING OPEN l DAYS A WEEK FIVE TUGS, NO WAITING • EVERY DIRECTION 50, _NICE demos 10 to Trainer Clidcrs: Laminar, Moyes, Wills,

CONNECTICUT MOUNTAIN WINGS

Airborne, /\irwave, Fxxtacy, Millennium

r ,a MoucllC\ Scusor; also harnesses, varios, c1-c.

Look under New York.

FLORIDA

Ages 13 To 73 have learned IO fly here. No one comes close 10 our level of experience and success with tandern aero1ow instruction. A GREAT SCENE FOR FAMILY AND FRIENDS ... 10 motels & rcstaurauts within 5 rnill\q camping, hot showers, shade trees, sales, storage, Lltings) X( ~

retrievals, great weather, climbing wall, trampoline, DSS TV, ping pong, picnic tables, swimming pool, etc.

QUEST /\IIZ SOARfNC CENTER Your vac:nion hang gliding locttion. (357.) li2'J-02 J:l, l:tx (352) 1+2')li81i6. Visit our website at: www.q11es1airforcc.com or email us: questair~ilsundial.nct GEORGIA

Flights of over 167 miles and more than hours. Articles in 1!rm[!, Kitpltme; .\'kywing.,; Cross Country and others. Fc:11 ured on n urncrous TV shows, including F.SPN2. USJICA C:ERTTFIFD TANDEM INSTRUCTJON By Gregg McNamee. Acrotow training & ratings. Dealer for all major flight and aero tow equipment, 1. 5 hours from Disncyworld. Call (352) li89-996'). flyG1'graybirdairspons.cot11 LOOKOUT MOUNTAIN FLIGHT PARK

Sec

Visit us on the \Xfch: hnp://www.wallaby.com Please call tlS for rcl'crcnccs and video. 1805 Dean Still Road, Disney Arca, l'l. :l:3837 (9/i J) Ii 24-0070 · phone & fax Conse1vativc • Reliable• State or the Art

ad under Georgia. Nearest mountain training center 10

F.l l.C:. l NC./FLYINC: IH)R!Di\ SJ NCE 19'7/i

Orlando (only 8 hours).

Malcolm Jones, Ryan (;Jover, ( :arlns lkssa Mike'/, Laurie C:roii, Jeremie f till, Kerry Lloyd Tom R:umem, Roger Sherrod, Rhett Radford

Classified 1n

your pocket. What a deal!

1-800 803-'l'l88 FULL I !OOK-·UPS f .:um dry, propane, recreation room. 1-800-80'.\-'1788. LOOKOUT MOUNTAIN l'LlC:JlT PARK Sec our dispL,y ad. Discover why FOUR TIMES as many pilots earn their wings :ll Lookow than at :my other school! We wrote US! lCA's Official Training Man1wl. Our s:Hisfaction and fun with the BEST FACIUTIES, largest invemory, camping, swimming, volleyball, morel For a flying trip, intro flight or lesson

l,ookout Mountain, just outside

Chattanooga, your COMPLETE training/service cen1cr. lnf<ii (800) 688-LMFl'.

Hi\NC Cl!DINC

INDIANA

NEVADA

(Ii I Ii) iil'.l-8800. Please sec RAVEN SKY SPORTS onr ad under Wisconsin. bmd(dlhanggliding.corn

Sierra instntc· Toms, acrotowing, undcrn, USI !GA tion for lt,111g gliding/paragliding. Sales and service. 3650·22 Research Way, Carson City, NV 8')706 (775) 88.1-7070, www.pyrantid.net/advsprs

KANSAS PRAIRIE l lANC cum:RS hill service school & dealer. Creat tandem instruction, towing & XC packaf\cs. (31 (,) :l75-2')95, kenncyGilpld.corn Bl/NKIIOlJSF.

I.AS VEGAS /\IRBORN WATER.SPORTS-~ Hang & paragliding toms, lessons, sales, service. (70?.) www. virtual host~. net/ skys<I ill ma ii 1.ht m

MEXICO WARM & COM FORTABI .I' 32 bnnks, hot showers, open all year, 2/i hour sd( registration. l-B00-80'.l 7788!

VALLE DE BR/\ VO

1-80()-8617198, jcffot)ny1ncxico.com www.flymcxico.com

MOUNTAIN WINGS

HAWAII

MIC! IICAN

NEW MEXICO

CLOUD 9 SPORT AVIATION Acrotow specialists. Clidcrs, equipment and launch can kits available. Call for spring tandem lessons and nying appointmems with tire Draachenl'licgcn Soaring C:lub at Cloud 9 field. 11088 Coon Lake Ro,td West, Webberville Ml 188'!2. (517) 2.2:l-8(,8.'l. Cloud9sav",10l.com Ir t Ip:// rn,·m bcrs.aol .con 1/cloud 9sa

CROSSROADS WINDSPORTS

NEWJERSFY

MICl!IGAN SO/\RINC Offering ALL major brand gliders & accessories. Crcat de;ds! (6 I 6) 8B2li7/ili, ·wingrnanG'1\ravcrsc.corn

www, bi rc!.si n pa rad isc .coin

NORM I.ESNOW'S l'l.YINC /\DVFNTlJRFS -·~ Since J 978. Experience & safety ,uc II I. Presenting the tmho dragon{ly. lmroducrory {l;ghrs and foll range of lesson programs for beginner to advanced. Acrotow

clinics & USl!CA appropriate ratings available. US! !CA certif'icd school. Please contact Norm Lcsnow-·Masrcr l'ilor, F.xamiucr, Advanced T,mdcm Instructor, Tow Administrntor. (21i8) :l99 9/i.D, HJ LL-TIME school. liWD CUIDF SFRVJCF Manna, Kea, sab, service. Aclrim l lagcm:inn, since 1979, (808) 'JG/l ..(,856. 11.LJNOTS

11/\NC (;LIDE Cl f]C:J\(;() Acrotowing thru Prairie Soaring ,11 I.eland /\irpon, I hour west of Chicago. Tandem instruction. Airport (815) li95- 2821, home (8l'i) 7/il 2250. RA VFN SKY SPORTS . Cl I 7) .3(,0-0700, (815) /i89-9700 or (Ii IIi) li?:l-8800. ?. hours from Chicago, 'JO min1ucs from Palatine or Libertyville. The best instruc1-ors rhc 1

www.scrioussports.com/nlfo nlfo@j1mo.com

TRAVERSE CITY HANG GL!DERS/PARAGLID ERS - FlJT.L-TfM E shop. C:errif1cd instruction, foot bunch and tow. Sales, service, accessories for ALL major brands. VISA/MASTERCARD. Come soar our fi'iO' dunes! 1509 F 8th, Traverse City Ml li%81i. p;11·a!(ltdtn!( lessons & dealer for the Bill at (616) 927-28/ili, tcl1,a11g1,l1dt:r~··'1nno.corn. Visit our paragliding school in Jackson, Wyoming. C:all Tracie al (:307) 739-8620.

of your intro lesson cosrs 10 ccnification prograrn

Please sec om ad undcr WISCONSIN.

video coaching. Towing for hang and paragliders. Remals. Camping on rhe /\irparkt Call Cun Grnham (505) .192-8227.. MOUNT/dN WEST IIANC: CUDINC onl)' foll service school and Wills Wing dealer. tow and tandem llighrs. (505) (,32-8/ili.'l. lJP OVl.:R NEW MEXICO -· lns1rnc1ion, sales, set vice. -Sandia Mou1Hain guides. Wills) Airwavc. Albuquerque, NM (505) 821--85/i/i.

AAA H .IC I IT SCH 00 I. MOUNTAIN WINGS I ELI.ENVILLE AJR SPORTS. Full service shop, park, Ii 500ft. tow field, winch and aero towing, tandems, two-place U.I.. training. Airwavc, /\lrair, Moyes, /\ems, Iran, 2.000, Flight Srar U.1.., MOSQUITO powered harness, WOODY VALLEY harnesses in srnclc The original V--MITTS $29.00. mmwingsfrl;iol.corn or (914) 61i7-Tl77 www.flightschool.net, 150 Canal St., Elknvillc, NY 17.li28. The rnosr complete J·I(; Pro-shop in the North East.

ELLENVILLE FLIGHT PARK Saks, service, USI IC:/\ ccnilied instruction. Dealer for AIRBORNE, Li\ MOUETTF TOPLESS, APCO, lJK rnscov.. ERY, insm1me111s, ;iccessorics. 80 l lang Cliclcr Road, Ellenville NY 12/i/8. Call Tony Covelli or Jane, phone/fax ('Jlli) <,1j7 .. J()08. i:t,Y l llC:1 l !lANC: CL!DINC, lNC. -~ Serving S.

New York, Connecricur, Jer.sey areas (Ellenville Mm.) Area's EXCLUSJVE Wills Wing Also all other major brands, accessories. school/instruction. Teaching since 1979. i\rc,,'s most INEXPENSIVE ,,rices. Fxccllen1 insuucrion ... if' yon'vc finished a prof';ram and wish 10 l'ly the mountain' /\TOI. Tandem flights! Contact 1',11tl 5 163 Rd, Pine Bush, NY 12566, (')!Ii)

MINNESOTA

equipment, the best resuhs in

the midwc.sr. Training program for comhincd/imcgrated foot launch and acrotow certification. Apply 1OO'X,

S1a1e-of'.tl1e-;1n

training wirh stationary simulator, BoornBar) tandems,

NEW YORK

BlRDS !N PAR/\D!SF Haug gliding & ultralight /lying on Kau:ii. Cntiricd tandem imtrucrion. (80B) 822· 'i309 or (808) 6YJ 1067, binlipG 1la\oha.ne1

••

Look under New York.

(612) Yi0-1800 or (Jilli) RA VJ<:N SKY SPORTS ,J7J-8800. Please sec our ad under WISCONSIN.

JKAROS SPORT AVIATION~- NYC s fir.st and only certified hang gliding, paragliding, microlights (trikes), powered Disrribmors for Avian, Dealers for most major Full service and mcnt ai- hcst

'The most friendly service in

area. Store 29 :, l Newtown Ave., Astoria NY. Phouc (718) 77'17000, WWW.FLYFORFON,NET

MAY 1999

NEW cr?f:cAPPAREL

Apparel sizes LARGE & XL

HENLEY FL--LONG SLEEVE

"ov,....6m l 00% pre runk cotton glacier blue natural

pique "scenic" embroidered extra heavyweight l 00% cotton glacier blue black ash juniper

"scenic" embroidered oversized extra heavyweight l 00% pre-shrunk cotton natural navy

$35.00 #HSS

$26.0

$35.00 #HHEN 2tbs.

WRAP-AROUND T

NG SLEEVE T

embroidered low profile "scenic" khaki "oval" forest green

"oval" embroidered mock neck extra heavyweight l 00% pre-shrunk cotton glacier blue juniper oxford

screened wrap-around design gliders on front & back l 00% pre-shrunk cotton glacier blue sage navy mocha- - $15.00 #HCAP ltb.

$18 .00 #HWR

$24.00 #HLS

lib.

EAGLE Y

#HP lib.

lib.

EAGLE SWEATSHIRT front design 100% pre-shrunk cotton natural glacier blue $32.00 #HESS 2/bs.

front design 100% pre-shrunk cotton black sage glacier blue $15.00 #HET lib.

oatmeal

. ~~~ .

:::;

~ . -~ 5

·scenic" embroidered

"oval" embroidered

USA SHIPPING l lb add 14.00 21bs add 4.75 3-41bs add 5.50 5-61bs add 6.00 More than 6/bs, or an lnrl order, call/fax/email. Visa & MIC Accepted

SUNT

back design

USHGA logo on left front

l 00% pre-shrunk cotton oatmeal glacier blue ash

$15.00 #HSUN

11b.

USHGA PO Box 1330 Colorado Springs CO 80901 1-800-616-6888 www.ushga.org fax (719) 632-6417

News Flash!

Mark Gibson "Gibbo" and Mike Barber join Personal Flight, Inc.!

The unprecedented winner of both the Australian Pre-Worlds and World Championship, La Mouette's TOPLESS is the proven world leader in exceptional hangglider performance and control. Sizes 121, 141, 148 • Optional carbon faired speed bar • Horizontal tail plane • DHV Certified

p => ~

Personal Fli ght, Inc. ID 1999 PersooalflighLloc.

Other Hanggliders available: ATLAS : The original single surface fun machine. • Sizes 150, 175, 200 TOP SECRET: A truly 2nd generation Rigid Wing! • Early 1999 Cosmos SAMBA A lightweight Trike with outrageous soaring capabilities. Equipped with La Mouette's Topless wing for exceptional soaring performance or can be purchased alone to fit your existing hangglider. La Mouette gliders and Cosmos Tri kes are imported exclusively through Persona l Flight, lnc., your One-Stop source for flying. PERSONAL FLIGHT, INC .- I 43 Beechwood Drive I Ormond By The Sea, FL 32176 904 .441 .5458 I 904.441 .9561 (fax ) I www.perso nalflight .com I GibboGear 1 @ ao l .com

TENNESS1'.E

VIRGINIA

NY. Certified J nstruction, Sales and major manufacturers. 40 acre park, 5 training hills, jeep rides, bunk house, hot showers, GOO' NW

NORTH CAROLINA Steve

l7light Park

• TANDEM lNSTRlJCTION • AEROTOWINC; • BOAT TOWING • PARAC;LIDlNC • MOUNTAlN Cl.TNICS • FOOT I.A UNCH • OPEN YEAR ROUND • BFACJ I RESORT • EQUJPMFNT SALES AND SERVICE

(800) 334-4777 NAGS HEAD, NC

HAWK AIRSPORTS [NC: P.O. Box 9056, I<uoxvillc, TN .379/iO-OOS(i, (42:o) 212-499/i. l fang Gliding ,rnd world famous Windsoks.

KIT IY I IAWK l<lTl\S

LOOKOUT MOUNTAIN Fl.lCHT PARK ad under Georp,ia.

equipment sales. ('/0:1) 5:1:l l ')65 Arlington VA.

Sec

WISCONSIN

AUSTIN AIR SPORTS, !NC. Hang gliding instruction since 1978. One of the fow schools offoring instruction and certification in all bunch mctl,ods-foot, row and acrotow. Tandem instruction behind om or yon can accelerate your flying skills a package. Aerotow or ultralight instruction available 7 days a week near Austin, TX, cont;H:1 (830) 693 .. 580'.i, shurns(;iltstar.nct. Foot launch and truck row instmction available by appoinr· mcnt, (281) /i7] .. Jlt88, A11stinAirtii\1ol.com. Visit om website at www.at1stl11airsports.con1.

RAVFN SKY SPORTS lli\NC GLJ])JNC AND PARACl.lDINC The midwest's Premier aerotow Flight park, founded in 19'!2. INTEGRATED acrotow tandem INSTRUCTION of foor-launch prices 10 beat :my in the USA. Seven hills all wind directions. Tb rec randcm Falcons for training from the very first lessons. lJSUA ultralight and

GO ... HAN<; CLJl)]N(;IJI Jeff [font. Austin ph/fox (512) /i(,7 .. 2529 jeffvvtlytexas.com

PENNSYLVANIA AEROTOWIKG Pllll.ADEI.Pf l IA DRACON. Fl.I FRS! Tandem, foot launch & parngliding instruction! (610) 527 .. J687.

launch and acrotow instruction too. Training, sales, rentals and repair. Airwavc &. Wills Wing. Dallas, Fort

KITE ENTERPRISES

t':11·,1<,J1<i1nP tows. 1:rce c:11n11rn1:>,,

brands. Open a week. Conrnct Brad Kushner, PO Box IO I, Whitewater WI 53 I')0 (Ii IIi) -i/3 8800 phone, (Ii 1Ii) liTl-8801 fox,

Foot la11nch, platf,Htn AFRO PARK

NW of'

Worth and north Texas nrea. 211 Ellis, Allen TX 75002. (9'12) 39().<J090 nights, weekends,

MOUNTAlN TOP RECREATION Certified instruction, Pirrshurgh. (412) 767-li882. C'MON OUT AND PI.AY!

www.ki1-c-cntcrpriscs.com

MOUNTAIN WINC:S

TOTAL AIR SPURTS Area's 01.DEST Wills Wing dealer. C:cnificd instruction available. "1 only DEAL with WILLS". 1(,121 Lakeview, llouston TX

T.ook under New York.

Certified instruction and

TEXAS

TIII.L COUNTRY PARA(;[,]l)[N(; INC Learn complete pilot skills. Personalized US] !CA certified training, ridge soaring, foot & tow la1111ching in central Texas. MOTORl'./,ED PARAGUDlNG lNSTRUCTION & EQUIPMENT AVAIi.ABLE. (<Jl 5) :J?9 .. 1185. Rr 1, Box l 61', Tow TX 78672.

Internet Address: lrnp://www.kittyhawk.con1 F.··Mail Address: hang.. gli,lcv1\1utcr-banks.com

Sil.VER WIN( ;s, INC.

Sec North Carolina.

and service.

winch and rnoun

PUERTO RI CO

770/iO. (713) '!37-86 lli.

PLY PUERTO RICO Team Spirit !·Jang Gliding, HG classes daily, tandem instruction available. Wills Wing dealer. Clidcr rentals for qualified pilots. PO Box 978, Punra Santiago, Puerto Rico 007/i I. (787) 8500508, tshg(nlcoqui.uct

Uf'AH

PARTS & ACCESSORIES AEROTOWING ACCESSORIES Sec TOWfNC. THE WALLABY RANCH (941) ,124-00'70.

THE SOARING CENTER WASATCH WINGS

78\..77/i'/.

]-888-944-51i}3.

Utah's only full service hang

gliding schoot Point of the Mountain, regional 1no1m·-

new

1ain sites, towing. l lcalcr for Acros, Altair, Wills Moyes, Airwave and nrncl, more. Call !.ac (801 576-0l!i2, wingsv11 was:uch.cnm www .w~,satch .con1/ .~wings

::iB

HANC GIIDINC

Tl llS

BEST I?." W!IEFI.S J\V/\!L/\BLF .~ Super tough, lightweight, a must for training, tandem flying. Bnilt-in bushings. Only USJ\-lmilt 12" wheel. $/i2.9S, quantity discounts. Imrncdi:1tc delivery. Lookout Mountain, (800) 688 LMII'.

BR/\Nll NEW Only small, medium $90. 3/li style large, x-largc $/i'i. D.O.'J'. C,0.'l) 3li7··8'J')'i. School dis counts.

FIIC;[ IT C:ONNFC: !'IONS, INC:. PTT!!

NOTTIIJS

CJ\TE Si\ VFRS Send $5 plus $1 s/h to Rodger 95(, ( ;!en grove Ave., Ccn1ral Point OR 97502, 1) 66/i-5915. Cll'TS & TROPHIES Unique, unusual&. creative hang gliding related girts and trophies. Free cautlog! Soaring Dreams, 1171(, Fairview, Boise Idaho 8371:l. (208) .l76-7')1/i.

l!EJ\VYDUTY, WATERPROOF PVC - 1:ull 1110 zipper, $107 ppd. XC.Camo or white. 115 zipper $65 ppd. Cunnison Cliclcrs, 15/i'J County Road 17, Cr111nison CO 81230. (970) 6/ii-')315, http://gunnisonglidcrs.com/ GROUND WIND ll!REC:TION INDICATOR it dcrccts wind direc· visible, environmentally fricndl:, resets in seconds. Cheaper i-han downtuhcs a11d broken egns. $35 each, $65 for 2, plus s/h. (51 O) 223··623'!. Send check or money order: C.W.D.l., c/o lloh Ortiz, 11 Manor Rd., Fl Sohranre CJ\ 'Jli803.

I JANG GL!!)] NGA CCHSSOJUES BJ\R MITTS: EXPLORER No map pocket $/i0.00 NJ\ VIC:/\TOR Upper map pocket $50.00 C:OMPFI Tl'OR C:ircubr map cuff $60.00 C:LIDFR B/\CS-1 IF/\VY DUI Y (,00 denier polycsler. Wa1er & UV protection. II 10 zipper Reinforced ends. Tapered design. Continuous loop handles. Red or blue. $100.00 CROSS COUNTRY 210 denier nylon, slrong yet lightweight. 115 zipper. Tapered. Red or hluc. $90.00 RADIO POUCHES Vinyl window. Safety strap. /\djnsts to fii mos1 radios. Velcro's onto shoulder strap. Red or blue. $15.00 I !J\RNFSS BJ\C Roomy-S1ro11g-Cmnfortablc. Adjustable wais1 belt & sho11lclcr straps. Red or bluc.$1i5.00 Batten Bags $12.00 Sail Tics (2"widc) $1.00 per 1O" Wing Tip Bags $5 ca. or $8/pr. IVtAST/\DON DESICNS Box (iG55 S. Lake Tahoe CA% 157 (5.,0) 542·.:3853 www.mas1adon.net

MINI VARIO World's smallest, simplest vario' Clips to helmet or chins1rap. 200 hours on ha1rcries, (). 18,000 ft., fast response and 2 year warranty. Crcat for paragliding too. ONLY $169. Mallcncc, PO Box 15756, Santa J\na C:J\, 92'735. ('71 Ii) 9(,(,. 1240, MC/Visa accepted, www.rnallcttcc.com

OXYGEN SYSTEMS

• New and Improved • Water/Dust Rcsistanr l'nsh Button • Field Replaceable Finger Switch • I lcavier Cauge Wircilrnprowd Plugs • Increased Str:iin Relief at /\1.1.Joint:s Introductory price $89.9S. Extra linger switch $1/i.95 w/1iurchasc. Dealer inquiries welcome. Call (9 U) 268791i6. MC/Visa. Visit our wcbsi1c at www.lliglltCOl1[l.COlll

H !Cl I l'FRSl'FCTIVF Wl IEFI.S -~ Real life savers! 12", light, tough. Fits all gliders. Send $/il.95 ·I $Ii.SO shipping per pair to Sport Aviation, ]'() Box 101, Mingovillc: I'/\ 16856. /\sic abottt om dealer prices.

MAY 1()99

The world-class XCR- 180 operates up to :l hours (iil 18,000 li. and weighs only lilb. Complete kit with harness, rcg11la1or, cannula and remote on/o(f llovvrnc:tcr, only $375.00.

BUSINESS & EMPLOYMENT

SOMETI !INC COMP! .ETELY DIFFERENT!

HJGHT PARK MANAGER Fulhimc, year round position which includes benefits such as heald,, liO I[(, and vacation to 11,1me a few. The successful candidate should have some skills (i.e. budgeting, pay roll & scheduling). Must be willing ro travel as needed and have one or more of the following certifications: tandem pilot, tandem instructor, and/or ultralight pilot. All imercsted should conract Bntce Weaver at (257.) !iii I 21i2G, or mail resume ro: Kitty 11:iwk Kites, Inc, PO Box 1839, Nags Head NC 2}')59, Attn: Bruce Weaver.

PTC:C:OLO PLUS $390 Swiss mack (:l03) 3ii7-8995. TEK FLIGHT PRODUCTS

mounts

FOR SALE,,. Arizona hang gliding business. Yearround lessons/sales positioned hctween Phornix/Tucson population centers. All wind directions man-made trainer hill on ten acres facing fodcral land for possible tandem student towing, plus access ro mountain sites, giant shop and stock. hrst li5K or best ofkr rakes alL (602) 897-?121. HANG GLlDINC SCHOOL·- For sale in Dewey, & mountain lattttclt operation Arizona. Truck (w/aerotow option and negotiable), Complete retail showroom, glider repair set-np. bJJeriencccl ground crew, available to assisL In operation since I ')')5, year-round $501<. Call i\rizon;i Hang Cliding Center (520) I Ii for more inlormai-ion, www.nortldink.com/ -;1hgc

SELECTED WORKS i\ chronicle of" original, pure wcight-shifi flcxwings built/rested hctwern I 982 and I 997. Covers 1Ii projects and NONE of them rogallosl Most arc very bird-like' Read Dan Johnson, review in Produc/ Unes-Novemhcr 1998. 8.S"xl ]", 12? pages with Tl illusrrmecl plus 15 fold··<llll plus 12 ii,ll color pages. $GO inclndes shipping, order. Bob Rouse, 7 I Ii Woodrow II 13, I louston TX T7006. Please allow 3-li weeks for delivery, I :rm sci('. publishing this book. SOAR INC - Monthly rn,tg;izine of The Soaring Society of' J\rncrica, Inc Covers all aspects or soaring flight. l'c1ll mcmbership $S'j, Info. kit with copy $3. SSA, P.O. Box 2100, flobbs, Nl\1 (505) 392117'7.

SUMMER IS COM INC···-· And it's too hot in 1hc sourhern states. Come 10 New York. We ,ire looking for summer

TOWING

ti111c ha11g glidi11g instrucrors) tandc111 i11stn1ctors 1 t11g opcr·"

Camcrn mount $48.50. Camcrn remote (ask ahour rebate) $15. Vario mount $15. 6" wheels $2').7'i, 8" wheels $}/i.75 S&II included. TEK l'UG!IT Products, Colebrook Winsted CT 06098. Or call (860) 379-1668. tck@1sncr.net or our page: ht rp://rncmbcrs. tripod.com/ ,tekflight/indcx.htrnl

ators, and shop help. TOP PAY, perks. For more info, contact Grcp, at ('J ! Ii) 64IJ3Tl or mtnwingsti1la0Lcom WANTED l Ltng (;Jiding/Paragliding instrnctors. Immediate full time openings available. Live the Californi,1 drcam ... instrttct students at the San l'rancisco Bay area's premier training site. Service shop employment is also available. Ask for Pat Dencvan (408) 262· I 055. MSCIICCr1laoLmm www.l1a11g-glidi11g.con1 PUBLICATIONS&. ORGANIZATIONS C:ALL US! !CJ\ back issue order f<mn. From the c:irly S0rmner to rhe present I lrmg Gliding (719) 6:\2-8300.

AFROTOWING ACCESSORIES l lcadquarters for: The i,ncst releases, secondary releases, Spcclrn "V" bridles, weak links, tandem wheels, launch cart kits, etc THEWJ\UABY RANCH (9/i I) li2/i-0070. CLOUD 9 SPORT AVIATION Jiang gliding accessories. I ,aunch carts $500, partial kits (?.li8) 887,fi516 ( :loucl9SA~ilaol .c,,111 cq11ipnwnt a11d

REEL AIR TOW SYSTEM "" · Complete, professionally built, trailer platform row system, many extras $1,:350. Call for details (9/0) 77.8 3905. lJITRAIJNF

In stock, ready to ship. 3/lG" x3000'

$ I 05., }/16" xliOOO' $14 5. Shippin[\ included. Cajun ll;ing ( :licling Club, 110 Kent Circle, Lafayette LA 70508. Cl rnJ n 1 8."Jn

DON'T ( ;E'], CJ\l /CIT!' I ,1\Nl l!NC DOWNWIND! 1.5 oz. ripstop nylon, UV treated, S'li" long w/1 I" tliroaL Available colors fluorescent or fluo· resccnt pink/white. $39.95 ( ]), Send to UST [( ;A Windsok, P.( ), Box 1330, ( :olorado CO 80')01-lTlO, (119) 632-8300, fox (719) ushgav!lushga.org VISA/MC: Check rill' rner· chandisc section of our web site www.ushga.org for a color picture or this awesome windsok.

(719)

BN; IT! If" you don't li:we your mpy of l lmnis Pagen's PERFORMANCE FLYING yet, available throngh US!-!( ;A I lcadquartcrs $29.95 (+$'l.50 s&.h for UPS/Priority Mail delivery). lJSHC;J\, PO Box Ll30, Color;ido Springs CO 80')01, J-8006166888 www.usl,ga.org

HANC CIIDINC

ifi VIDEOS & FILMS

CRFEN POINT FLYFRS NFW FROM EAST COAST VfDFO! Wayne's best video to date. Shot along the .,00 mile I .ake Michigan coast , fj,0111 eight dif'. fCrcnt sitL'S. JI) anirnarions and some grca1 morphing rhat you have to sec. 5 I minutes of hang glid· ing, par,1gliding, motorized paragliding, tug & stati( towing, motorized mosquito, Sw-ifl, and Bucl<cyc's powered parachute. Ilumorcms training shots, great air ro air vidcography and much more. Video $.32.00 high quality, digirnl and stereo. Anybody interested in lite aircraft, this video is a must! Scnd check or money order, +$:l shipping to: East Coast Video, 80 E. Lincoln, Muskegon Heights, Ml li<J44/i. (C,16) 7:39-536:l. (Wayne's other video, Point oft!,c Moumain, is also available for $29.)

NEW* i\ERONAUTS - HANG GUDING MJ\S. TERS, by Photographic Fxpeclitions. A documrntary oi' gliding today. Superb footage, graphics & interviews. This is the video you show your family and f'riends 1 li3 min $29.95. GREEN POINT FLYFRS by East Coast Video. They II fly anything in Michigan. Entertaining, great 50min. $32.00 Pi\RTY AT Cl.OUDBASF - A hang gliding music video by Adventure Productions $19.95. HANG GLIDING EXTREME & BORN TO FLY hy Adventure Productions, great hg action $34.95 each. l!AWAIIAN H.YJN by Since'), soaring in paradise, amazing launches $33.00 Call USIIC:A (719) 698300, fax (71'J) 632-0i17, email: 11shga~ilushga.org, or order ofl our web page www.ushga.org. Please add +$Ii domestic s/h (+$5 two or more videos). Crcat to in1prcss your friends or for those socked-in days. Perfect gift for the launch potato turned couch potato. 1\lso, ask us about our paragliding videos'

f,,r

SPEED GLIDING: TEAR UP THE SKIES By Adventure l'roductions, $24.95. Covers the ing contest in Kamloops, British Columbia and then onto Telluride, Colorado. Superior graphic animation, great camera 2/i minutes. TELLURIDE SPEED GI.IDING: By Tamm Productions, $19.95. Complete coverage of this event. The sound of the gliders passing through the control gates is totally awesome. 33 minl!lcs. Call LJSl JCA ('719) 632-B300, fax (719) <,326417) order from 011r web ~itc www.ushga.org. Please acid ,$Ii s/h in the LISA.

appreciate your support and ell you saw their 1n

s A Look at 1J1r Spon of l-l,mc1 Cil1cJ1:1g nic WincJ ancJ Wr1y 11 Works r11ghr Skills 1o 1r1c Level F/1cf1l Sk11/s to 1r1c Novice Level flyincJ ConcJilions HanCJ C1l1cJ1ng More dlJout rric f"rinciplcs of r ligrit Prcp,iring for Hiqri AlmucJc lliCJrll Gcuing Slc:irtE'd in TancJcm c1ncJ Tow Training /r1incr, /=very Pilot Sr1oulcJ Know Cilossc:iry of llcmq G1cJ1ricJ Terms llCl_Nl).\ IP\ 'As trie Pro l lic•s"

Plus

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USHCiA, PO Box 1330, Colorado Springs, CO 8090 l 1-800-616-6888 fax (719) 632-6417 www.ushga.org MAY 1999

ifl STOI .EN WINGS & THINGS HPAT 158 Stolen from desert cast of FALLON, NV on August I 5th, 1998. White I.E, pmple/lime/ magenta nnrlersurface. Also CG I000 har· ness (purple/white/rnagcnra) and Tangent. David, (510)525,1687.

From the Telluride Festival in 1981, to the modern freestyle competition. Follow the history ol' this dyn:nn· ic gathering. $2.li.95 Call \JSHCA (71 ')) 6.U 8300, fax ('11 'J) 632.,6/i I site

MOYES FLEX HARNESS & BAG Stolen from locked up trnck cab in PHOENIX, AZ on August 12th, 1998. Moyes harness bat; is black with dark blue Moyes Flex harness is also black wirh dark blue "Moyes" design. Also, 2.2. gore chute, white helmet. Karl, (602.)971 ·9052, Uvex karl fli ps~1lcma ii. msn .com STOLEN WINGS arc listed as a service to USI-IGA members. Newest entries arc in bold. There is no charge for this service and lost and found wings or equipment may be called in (719) (,32,8300 or fax it in (719) 6:l2,61i17 for inclusion in !fang Gliding maga· zinc. Please call to cancel the listing when gliders are recovered. Periodically, this listing will he pmgcd.

MISCEl.l.J\Nl'.OUS

INDEX Adventure Productions, ..................... 14 Alt:air ................................................... 9 Full color 2..'l"x 31" poster foarur· "AEROBATICS" ing John l lcincy doing what he docs best·LOOPJNC! Available through USHCA HQ f<,r just $6.95 (+$1t.OO s/h). Fill that void on your wall! Send to USHCA Acrobatics Poster, PO Box 1300, ( :olor:ido Springs CO 80'J3:l. (USA & Canada only. Sorry, posters arc NOT AVAi LJ\BI.E on international orders.) SPE· CIAJ .. Aerobat ics BOTI I FOR $10 section of our web site

for a color pic-

Angle of Attack .................... ,............ 62 Arai Design ..................................... A6

Ball Varios ......................................... 57 Braunigcr .................. ,....................... .49 Dan Johnson ......................... ,.......... /i7 Flight Design/NAP] ,........................ .12

ture of these bcantiJid posters.

Flytec ,............................................... 3 l

VIDEOS BOOKS & POSTERS Call US!lCA for your Merchandise order form (719) 63:r.8300, email:

I Jall Bros .................. ,...... ,................... 8

wd1ga(( \1shga.org) 1

check our web

page

High Energy Sports ............................. 6 Just Fly ...................................... 2, 14,37

DON'T LFJ\VE YOUR GROlJND,BOUND l'QlJIPMENT SITTING TN Tim (;/\RAGE. SELi. IT TN Tl IE JIANG GLIDING CLASSIFIEDS. CJ ASSIFIED ADVERTISING RATES Tl1c rate for classi lied advertising is $.50 per word (or group of charncters) and $1.00 per word for hold or all caps. MINIMUM AD CHARGE $5.00. J\ !ex· of $15.00 is cha1gcd h)J' each line :ll"I logo and $25.00 for each photo. LINEJ\RT & PHOTO SIZE NO IARGERTHi\N 1.75" X2.25", Please underline words w be in bold print. layoms oftahs $25.001icrcol·· umn inch. Phone numbcr~2 words. Email or web address~3words. AD DEADLINES: All ad copy, instmctions, additions and canccll:itions must be received in writ· ing I' months prca:ding the cover date, i.e. May 20th for the Jnly is.sue. l'bsc make checks payable to LJSllCA, P.O. Box 1.3:JO, ( ~,lorn, lo Springs, ( :() 8090 I · I330, (719) 632·8300. I'.ix (719) 6:)2.(/i 17 or email: 1JShgav1111shga.org your cbs.siJied with your Visa or Mastercard. ASK US ABOUT ADVEl"lc .f!SING ON OUR WEB PAGE. WWW.OST IGA.ORG

Lookout Mm. Flight Park Moyes ............................................... 29 Neilsen-Kellerman ............................ 29

Personal Flight .................................. 57 Sky Dog Publications .......................... 7 Sky Sports ......................................... 31 Sport Aviation Publications ................. 6 U.S. Acros ............. ,........................... 23 USHCA .... ,........ 8, 19,21,29,46,50, 56,57,(11 Wills Wing ...................... 7, Back Cover

Pl\UT,,

MINN. Well, whaddya know... thi "Product Lin.es" column murks 0,nc1 of 20 full :years and the of year #21. Somel:imes t.hat just sounds kinda to 20 yc?an, of ng out this col t1mn single month (except: one when,, [ one day late on deadline and w0mt to press wi tl1out "PT," ) . Anyway, proud to do my little of our wonderful sport and I s"incere.ly loyal members who send me stuff for consideration this column. J a so appreciat:c0 the many commenU, J from readen, who often l:el] me "PL" one, of the first they in HG. • Finally, want to repeat my tlmnks to Bill Allen. who in::;pi:n,d l:hi s column wi U1 his own "F] BuJl" of tbe 19'/0s. 'I'bougb effort only for sbort time (or so it appears wilb my ancient 20·· year hindsight·), bis folksy sl:yle gave bixth Lo " . " He CdLLed for someone ·Lo tdke over "FB" in HG mag, and when no one did, borrowed the, style for uvho}e Air whid1 I'd begun to publish back in 1978. Gosh, that' probably more t.han c~nough meandering through the history of this column, bul: heck, once every 20 years or so, J may roped I: tb exercise. Now, on with tbe product· news... Partly l:.hanks to Davis Straub',; continuinq t.ream o info via hi inc::, (www davic; traub. com) , rigid wing news s Eu . While from WillfJ, Altair, Moyes, Mouel-.te, Icaro, and others still comprise by far the majority of sold in Lhe U.S. , r·j qids seem to have qrabbed the . "- 'I'he ATOS from Exxtacy Felix Ruhle is DII\1 (German) testing on their :ci g Pi L:d1 stabi]j l:y was completed and appa:n-?ntly "valuc,s arc, good in the range. " Fe] expecl:c,d al t:.he Wallaby Open wi L:he new wing. Undoubtedly he' LL also show al. Quest for GW'c3 dual contests at l::hat tow park. J.. T'he Ghostbuster L,," the new rigid wing Crom Flight Designs, manufacturer of the Exxtacy. new wing ·1.c, also t:ed for time on the German rig. Straub reportc, Lha.l' the Ghosl:buster will be about 140 squares with claimed of ·17 poundr., (which, like t.be A'I'OS and the new rigid from Aeros, u, 2.0 pounds the Exxtacy) Contrary to E-7 r:i , ,Jim Zeiset, will the new Guggenmos rigid wing at thee! Wallaby Open. As it has been reported, the E ·7 hac; already earned DllV approval, even before~ the ATOS was completed. Guggenmos often described as dec,igner th the finesse of Bob :rrampenau of Seedwings, so interested pilots may want \:o pay attent.ion to his new rigid wing. US Aeros repo thaL their new wilJ employ carbon D-spars with a tapered wing that uses ailerons activated when you ,;hift your we, gb l: through central r1arnJ po nt connection. Exxtacy and mosl D-·cel.L rigids to date use spoi and the l:wo do not operate the same aerodynamically (a d·iscu ion :r may go nto Later). Allegedly, U1e span, on l:.he 1\eros rigid are not. ;:,ail covered Jike all the ot.h0;r:,; which 1

MAY 1999

wi] l be? :interesting to examine,. "- By the time you cead this, hope to have seen a11 t.hese new as attend Uie huge Sur 'n airshow down the~ freeway from both Wallaby and Quest. More later... 1111H The w,=,b·barnc!d OZ Report also speaks about the n.ew Laminar ST from Icaro. to German team member Hans Batrnenwein, the '99 version of the tople::,s S'I' is a bit than the '98 model. A new saiJ cut is said to "come with fully enclosed battE,ns," and "the airfoiJ ha.s changed a bit. " 'I'he new Laminar reportedly has a new ::;prog syste.m, though adds that this sy,,tem is noL·. m~w and has been seen on gJj den, from Wills and Aeros. However, "the wholG pitch staJJiliLy· systEm a lot more d we hear, allowing adjustJnentc; to the dive recovc-?1:y devices which bring improvements in hand.Ling. Recently, Icaro extended their strong contest results with top finfohe,, in the Brazilian Open.. More info on Hans' opinions are available directly from bim at info@aerosport.de 1111H Whi J e on the subject of flex it appears that La Mouette is the stronc;est foothold 've seen in t}ie U. S . market, thanks to impor l~er Don Reinhard' deal wi Lh Mark Gibson and Mike Barber under Lhe name Personal Flight. Straub report,., U1at Wallaby hotshot Ryan Glover (brother of marketer Davic3 Glover) wil] fly a IM rropless in the; Wa] laby and at GW' s Nationalio t1p a Quest. In fact, based on current decisions (which can change as rapidly as the wind direction) , about hal E the U.S. World Team may fly 'I'opless qliders. 11111M Up in Michigan, longtime instruct:or, Norm Lesnow bas been a. new 9VJ .. powered Dragonfly tug. had an active ] aBt 1998 the onset of winter) and iEo a strong J 999. A new club was born as the Southeast Michigan Soarin.g Club, and they' 11 be offering t_andem and solo tows plus t in both fixed wing and trike aircraft. Ler-mow says he is operating "full·-time, seven dayc, a wed;:" only a 40 .. minute ride from tbe Detroit metro. "Business has bcJCc,n real. good," Norm relates. Info: 248-399 9433 or -mai] to nl uno. com. 111111111111 Fl:ying Humans founder and Lookout Mountain Flight Park marketer David Glover called to say his 1-800-HANG GLIDE off to a start. He reports that "most of the top ten schools are involved" and that 40% or 76 of the 200 national area codes have already been bought. "Ads are coming" next be-, rc-:;ports. Info: 706-657·8485, or .com. 11111M up, National Geographic: magazin.e wrapped their March issue with a promo for tbe statement "Ride the Desert Winds on a Propeller Powered Paraglider" above an image of a PPG over a c;roup of camels. They gave thi.s fonn our ,:;oaring some fine coverage inside and indicated would also be shown on !:heir "NG Explorer" TV show air·ed on 'l'B~, Pretty neut; Nat.iona.J. Geo has a vast c;ubscriber audience. 11111M Out ta room again. So, got m,ws or opinions'? Send 'em to fl Dorset, . Paul, MN 55118, or fox/message to 651 .. 450·-0930. Send mail to CumulusMan@aol.com. THANKSJ. 11

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